Today's Trucking November 2016 test

Next Generation

A Navistar Rises

Newer faces in trucking PG. 36

Inside the new International LT PG. 42

The Business Magazine of Canada’s Trucking Industry

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PG. 12

DIGGING IN Ontario gravel haulers win axle concessions – for now

November 2016

www.todaystrucking.com

Contents November 2016 5 7 9 31 33

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VOLUME 30, NO.11

Letters John G. Smith Rolf Lockwood Heather Ness Mike McCarron

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36

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NEWS & NOTES

Dispatches 16 “A Knowledge Accelerator” Volvo’s SuperTruck proves fuel-efficient tech

23 24 25 27 28 29 30 54

Trending Truck Sales Pulse Survey Stat Pack Logbook Truck of the Month Heard on the Street Faces

Features 10 Guarded Approach Canadian municipalities are calling for truck side guards to protect cyclists. Maybe the issue is more complex. By Dave Nesseth

In Gear 44 Steady On Electronic Stability Control

45 Keep it Clean

36 The Next Generation Meet some of the younger faces in Canada’s trucking industry.

By Dave Nesseth

Check your hydraulic oil

45 Tire Change Not all providers equal

46 Clear and

40 Visions of Tomorrow Highlights from the IAA Commercial Vehicles Show in Hannover, Germany.

By Rolf Lockwood

Present Danger Hidden air system challanges COVER PHOTO: BY JOHN G. SMITH Protesters discuss their next move while occupying a Milton, Ontario scale.

42 A New Navistar Rises Inside the International LT Series, which promises a 7% fuel economy boost.

By John G. Smith

For more visit www.todaystrucking.com NOVEMBER 2016

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Letters Penalties for shippers better than electronic logs The Business Magazine of Canada’s Trucking Industry

PUBLISHER Joe Glionna joe@newcom.ca • 416/614-5805 VICE PRESIDENT, EDITORIAL Rolf Lockwood, MCILT rolf@newcom.ca • 416/614-5825 EDITOR John G. Smith johng@newcom.ca • 416/614-5812 ASSOCIATE EDITOR Dave Nesseth dave@newcom.ca • 416/614-5813 CONTRIBUTORS: Steve Bouchard, Mike McCarron, Heather Ness, Jim Park, Nicolas Trépanier DESIGN / LAYOUT Tim Norton, Frank Scatozza production@todaystrucking.com • 416/614-5818 NATIONAL ACCOUNTS MANAGER Heather Donnelly heather@newcom.ca • 416/614-5804 REGIONAL ACCOUNTS MANAGER Nickisha Rashid nickisha@newcom.ca • 416/614-5824 QUÉBEC ACCOUNTS MANAGER Denis Arsenault denis@newcom.ca • 514/947-7228 CIRCULATION MANAGER Pat Glionna 416/614-2200 • 416/614-8861 (fax) PRODUCTION MANAGER Lilianna Kantor lily@newcom.ca • 416/614-5815

Kenneth R. Wilson Award Winner

Electronic Logging Devices force drivers to follow absurd rules to the minute, or risk fines with no tolerance for traffic, unforeseen delays, or complications. These new rules do not take into consideration a driver’s circadian rhythm. Rather than the driver deciding when he is sleepy, an unforgiving electronic device tells him when he must sleep. The most cost-effective solution would be to give load brokers, shippers and receivers the same monetary fines and CSA points as a driver and carrier – every time a driver pulling their load gets an Hours of Service fine. — Rick Blatter Montreal, Quebec

Email: johng@newcom.ca

More fuel for the taxation fire Re: Fuel for the Fire (August 2016) We have a small fleet of five trucks running Canada and the U.S., with a few other trucks running local in Ontario. We have recently put in GPS tracking, and one report shows us idle time. After reading your editorial and continually seeing more-than-average idle times due to the extremely hot summer, I am wondering if I can track the fuel used when the truck is idling for air conditioning, cooking, etc. when our drivers are off duty. Why [shouldn’t I also] be able to claim the Federal Excise Tax back on the amount of fuel used? — Stephen Whitelaw Fergus, Ontario

SEND YOUR LETTERS TO: Newcom Business Media, 451 Attwell Dr., Toronto, ON M9W 5C4 If we publish your letter, we’ll even send you a Today’s Trucking hat as our thanks.

Electronic log mandate is unreasonable NEWCOM BUSINESS MEDIA INC. 451 Attwell Dr., Toronto, ON M9W 5C4 416/614-2200 • 416/614-8861 (fax) CHAIRMAN AND FOUNDER Jim Glionna PRESIDENT Joe Glionna VICE PRESIDENT, OPERATIONS Melissa Summerfield CHIEF FINANCIAL OFFICER Anthony Evangelista DIRECTOR OF CIRCULATION Pat Glionna

Today’s Trucking is published monthly by NEWCOM BUSINESS MEDIA INC., 451 Attwell Dr., Toronto, ON M9W 5C4. It is produced expressly for owners and/or operators of one or more straight trucks or tractor-trailers with gross weights of at least 19,500 pounds, and for truck/trailer dealers and heavy-duty parts distributors. Subscriptions are free to those who meet the criteria. For others: single-copy price: $5 plus applicable taxes; one-year subscription: $40 plus applicable taxes; one-year subscription in U.S.: $60 US; one-year subscription foreign: $90 US. Copyright 2016. All rights reserved. Contents may not be reproduced by any means, in whole or in part, without prior written consent of the publisher. The advertiser agrees to protect the publisher against legal action based upon libelous or inaccurate statements, unauthorized use of photographs, or other material in connection with advertisements placed in Today’s Trucking. The publisher reserves the right to refuse advertising which in his opinion is misleading, scatological, or in poor taste. Postmaster: Address changes to Today’s Trucking, 451 Attwell Dr., Toronto, ON M9W 5C4. Postage paid Canadian Publications Mail Sales Agreement No.40063170. ISSN No. 0837-1512. Printed in Canada. We acknowledge the financial support of the Government of Canada through the Canada Periodical Fund of the Department of Canadian Heritage.

Member

A fundamental freedom in Canada is that one is innocent until proven guilty. Additionally, we are all guaranteed protection against unreasonable search and seizure. Though no rights are absolute, I would humbly suggest that the trucking industry is already unduly subject to an overbearing obligation to continually prove its innocence. The Electronic Logging Devices (ELD) and the whole supporting rationale is fundamentally flawed as there would be an overwhelming burden of proof being placed on the driver. On this premise alone the proposed changes to federal and provincial legislation should be abandoned in their entirety. The ELD mandate is an unwarranted and less-than-subtle attempt by Transport Canada – with support from the Canadian Council of Motor Transport Administrators, Canadian Trucking Alliance, and other misguided groups – to illegally and impetuously violate an individual’s rights without any benefit to society or safety. — Dave Holleman Mission, BC

Money is the solution to the shortage I’ve been reading your magazine for years and enjoy a lot of articles, but one keeps coming up: Driver shortages. Maybe the headlines should read, “Truck Driving – There’s no money in it!” Up the pay and benefits and people come out of the woodwork. Let’s face it. Truck driving [offers] a poor quality of life, but that can be offset if there is at least a decent return for your sacrifices. Companies spend thousands on aerodynamics, recruiting, etc. Pay some real money and watch your driver shortage disappear. — Phil Johnson By email NOVEMBER 2016

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Editorial By John G. Smith

Stronger Together The trucking industry celebrates independence, but sometimes going alone is not enough

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hose who work in the trucking industry tend to be an independent lot. Maybe it’s a function of a driver’s job. People who crave crowds would likely struggle in a longhaul life, where human contact can sometimes be limited to fuel islands, truck stops, and the occasional loading dock. The independence doesn’t end with those who sit in a driver’s seat, either. It’s the spirit which drives entrepreneurs to be successful, and technicians to focus on complex troubleshooting trees. But to borrow a tagline from a U.S. presidential campaign, there are times when we are stronger together. No single industry group will meet every need, but each offers some strong advantages to those who participate. Networking can be the end goal in some settings. I saw a great example of that during a dinner with the Hamilton Transportation Club, a thriving regional transportation group along the lines of those that were once much more commonplace. Say what you will about the value of social media, but there is no replacing the value of facetime with peers and suppliers. In other cases, the focus might be professional development. Transportation clubs and trucking associations alike tend to offer ongoing seminars to keep abreast of everything from shifting regulations to best practices. Then there is the matter of trying to bring about change. Particularly regulatory change. Because grumbling to yourself in a driver’s seat or griping around a loading dock will only take you so far. I’m not referring to protests or blockades. In most cases those accomplish nothing more than annoying fellow motorists. I’ve reported on many picket lines over the years, and have found that individual protesters often can’t even agree on what they’re fighting, or why they parked in the first place. Where one person complains about rates, the next wants a change in enforcement rules, and others complain about issues that can be traced to specific workplaces. These are the groups that inevitably splinter. Yelling and complaining is easy. Like it or not, real and effective lobbying always takes place around boardroom tables,

in meetings behind the scenes, and in structured public forums where everyone has a voice. Solutions only emerge when those on both sides of a table are willing to compromise in the give and take of negotiation. It can be a hard thing for an independent person or a Type A personality to accept, especially if such traits have helped to make them personally successful. Which brings me to the biggest trucking associations of them all. Chris Spear, Chief Executive Officer of the American Trucking Associations, all but declared war on federal lawmakers during a recent address, stressing that the “steady drumbeat” of lobbying will “move the needle” on issues. “We are the backbone of our economy and a pillar of our nation’s security,” he told industry executives. “America relies on free trade, and trucking is key.” The same can be said about Canada, where the Canadian Trucking Alliance offers a national voice for provincial trucking associations. There are those who complain that the alliance does not represent their positions. But any association, alliance, or committee is ultimately responsible to its members. There are times when individual members won’t all get their way, either. Votes are taken. Majorities rule. Think of it like the House of Commons. Sure, there is the option of walking away. Such threats have emerged in the past, usually along with complaints that one side or another is dominating an agenda. But any group – with any purpose – is always weakened when that happens. You want to know the surest way to have a voice silenced? Give up the seat at the table. Then see how far you can move the needle. TT

“No single industry group will meet every need, but each offers some strong advantages to those who participate.”

John G. Smith is editor of Today’s Trucking. You can reach him at 416-614-5812 or johng@newcom.ca. NOVEMBER 2016

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Lockwood By Rolf Lockwood

Anything is Possible We’ve seen change before, and we’ve been resilient, but get ready for tomorrow

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here are we headed? Well, with enormous potential waiting to burst, we’re in the midst of the second industrial revolution. It’s all about the Internet of Things, meaning a network of physical things embedded with electronics and sensors and internet connectivity – and crucially, the ability to exchange data. Put a savvy truck in the middle of that network and start thinking about what it could link up with. This is big. And wildly complex. There was a time not so long ago when things started to get complicated trucking-wise. I suppose you could define that extended moment as the time when the suits decided that regulatory controls had to go. It didn’t happen overnight, but happen it did, and our industry was basically turned on its head. A phrase was launched in that era – “the only constant is change” – and it was on everyone’s lips. An accurate assessment of things at the time, the late 1980s through the mid-1990s, but we didn’t know what was coming. We had no idea. We’re now in the midst of a revolution that mocks the notion of change we had 30 years ago. Back then we could keep up because the basic principles remained the same, but keeping up in 2016 is a different matter altogether. The fundamentals of the freight-hauling business are being bent and shifted to the point where it seems that anything is possible. Autonomous vehicles seem to be the magnet idea in 2016, but it’s really a pretty old concept that goes back decades. Two years ago I watched a Mercedes-Benz Actros wing its way down a stretch of German autobahn while the driver fooled around on his tablet, maybe ordering pizza. Freightliner followed with its own such truck. Drivers began to think that their jobs were about to disappear, but they’re not. First off, we’re talking about Level 3 autonomy there, meaning a driver is still in charge. Secondly, there are so many legislative and social hurdles standing in the way that you can all relax for quite a few years yet. In other words, don’t hold your breath.

We’ll see platooning long before any of that, maybe as early as next year, some say. Which means two, three, or even 10 trucks in close formation, essentially a train in which the first truck sets both pace and direction, the rest following its lead. They’re connected and held in close proximity to one another by electronic systems that are already well proven in solo trucks – radar, video, GPS, collision mitigation gizmology, etc. All of that is pretty cool stuff but for the most part it’s built on what has become fairly ordinary technology. We already have trucks that can “see” the road ahead by means of GPS and then manage engine and transmission and road speed with the coming terrain in “mind”. We can now update or change engine parameters remotely on the fly. Magical. But the Internet of Things will lead us into very new territory. IoT for short, it means connecting our ubercompetent vehicles with almost everything else from other road users to “smart” infrastructure. It means, at the most mundane level, sharing weather information with other vehicles and possibly adjusting a route automatically. It will also mean linking the truck with traffic alerts or parking options, taking decisions and many stressors out of the driver’s hands. It will also include load management and route planning and even border crossings, all of it integrated and to some very large extent automated. That’s all about over-the-road operations but this data integration will reach everywhere, and maybe most dramatically in urban delivery. I can’t wait to see it all unfold. TT

“We’re now in the midst of a revolution that mocks the notion of change we had 30 years ago.”

Rolf Lockwood is vice-president, editorial, at Newcom Business Media. You can reach him at 416-614-5825 or rolf@todaystrucking.com. NOVEMBER 2016

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Guarded Approach Canadian municipalities are calling for truck side guards to protect cyclists. Maybe the issue is more complex. By Dave Nesseth A new British Public Service Announcement shows a piano falling from the sky to the sidewalk, boxers about to collide, and a birthday girl ready to clobber a piñata. But the last image of the TV spot is a cyclist losing his life after being struck by a dump truck at an intersection. In a bid to protect cyclists, London, England has gone so far as to ban certain heavy-duty trucks deemed unsafe for metropolitan streets. In Canada, reports of truck and bike collisions tend to be met with a lot of finger pointing. Drivers blame cyclists. Cyclists blame drivers. “The seemingly difficult decision about who to share the road with, and how, deals with who the streets are for

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in the first place,” says Dr. David Roberts, a University of Toronto assistant professor of urban studies. “The other part of the equation is that there is just not enough space to share. Whether then we get to compromise, it gets boiled down to who really belongs. Right now it’s about who backs down first. It’s a waiting game, and there hasn’t been significant political leadership on either side.” The U.S. Department of Transportation shows that half of all cyclists killed by a truck first impact the blind side of the vehicle, as collisions typically occur when the two parties make right-hand turns at an intersection. Of course, the issue goes much deeper than that, and involves more than just heavy trucks. Recent

Toronto Police statistics show that 541 cyclists have been hit by cars since June 2016. That’s nearly 10 collisions per day. After recent cyclist versus truck deaths in both Ottawa and Montreal, plus written pleas from both the Federation of Canadian Municipalities and Ottawa’s mayor, Canada’s federal government is once again studying side guards that fill the gaps in a truck’s wheelbase. A new task force created by the Canadian Council of Motor Transport Administrators will not only reopen the book on old-school side guards, but also study new-school technology like cameras and collision mitigation sensors that may help prevent cyclist versus truck interactions in the first place.

“Transport Canada believes there is a potential to save more lives if efforts are focused on improving the ability of large commercial vehicle drivers to detect vulnerable road users around their vehicles,” says Transport Canada spokesman Daniel Savoie. “Emerging technologies, such as camera and sensor systems, have the potential to improve safety for not only cyclists and pedestrians, but also for other motorized vehicles. To this end, the department has initiated a research program to investigate collision avoidance technologies with the aim to help drivers of large commercial vehicles detect vulnerable road users and prevent impacts.” To critics like Greater Ottawa Truckers Association general manager Ron Barr, Canada is coming at the problem of dangerous intersections from completely the wrong angle. Barr says trucks can be equipped with technology, sideguards, even be “wrapped in cellophane”, but it won’t stop what he calls the reckless actions of many cyclists on city streets. Barr, for one, is calling on Canada’s cities to register cyclists, like he registers his trucks – an idea floated and shut down just last month by Toronto’s

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Spear fighting back PG. 15

Laskowski Leads PG. 16

Volvo’s SuperTruck city leaders. This, he notes, would also ensure cyclists help to pay their fair share for revamped infrastructure they’re demanding. “I see a lot of cyclists breaking the law and zipping through lights. They need to be sanctioned and recorded when they make mistakes,” says Barr. His greatest fear is that Transport Canada’s latest

investigation may end in the government mandating collision-avoidance technology that he and many others simply can’t afford after years of stagnant rates. Side guards, on the other hand, have been the go-to option to enhance intersection safety in some of North America’s largest cities. New York, Boston, Portland, San Francisco and

Washington, D.C., along with the Montreal suburbs of Westmount and St. Laurent, and the City of Halifax have all made side guards mandatory for heavy-duty trucks in municipal fleets. Chicago, often compared to Toronto in terms of size, is currently looking at the side guard option after six cyclists died there so far this year, all at the wheels of heavy-duty trucks. While Roberts concedes that roads were built for vehicles, he says it’s a city’s responsibility to adapt to change – such as the strong upswing in cycling over the last 20 years. Toronto roads, he says, were simply not built to handle so many users. Roberts says one need only look at an issue such as public transit to see how the city has failed to adapt to the challenges of increased population density. Side guards could be considered somewhat pessimistic. It’s brute technology that assumes trucks and cyclists will at some point end up entangled at intersections, the guards only serving to minimize the cyclist’s injuries, or prevent death. It’s actually the reason cited by many in the trucking industry who have traditionally opposed side guards. One of

the most quoted lines from Canada’s 2010 federal report states that, “It is not clear if side guards will reduce deaths and serious injury or if the guards will simply alter the mode of death and serious injury.” Transport Canada last left off on the issue of side guards in 2010, when a Phase One study commissioned by the department failed to convince the federal government that lives could be saved by blocking the gaps between wheels. While many experts agree side guards are just one part of the puzzle that will make intersections safer in major cities, there are some strong statistics that show side guards may have been a strong transitional option, at least while municipalities come up with better longterm solutions. In the years following the United Kingdom’s 1983 mandate for side guards, blocking gaps between truck wheels saved lives. Only one in four bicyclists was killed or seriously injured in crashes when the truck was equipped with a sideguard. Two out of three bicyclists were killed or seriously injured when the truck was exempt and not equipped with a sideguard. TT

NOVEMBER 2016

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(Photo: John G. Smith)

Dispatches

Jagroop Singh Bangli conveys protest news during the blockade.

Digging In Toronto-area gravel haulers have won concessions on axle weights. For now. By John G. Smith Milton, Ontario seems to have become ground zero in a prolonged battle around provincial weights and dimensions. Aggregate haulers occupied the locale’s inspection stations as far back as 2012, arguing against axle limits imposed under what’s become known as Safe, Productive and Infrastructure-Friendly (SPIF) rules. For its part, the province agreed to take a softer stance on enforcement and everyone went back to work. It was a truce that lasted several years. If truck axles were too heavy during a first pass over the scale, operators were reportedly given the chance to adjust equipment or call mechanics. Information about how to meet the SPIF rules was passed along through meetings and printed material alike. But the tickets returned this August; the protesters were back in September. Aggregate haulers who had organized at a Sikh temple in nearby Brampton began pulling into the Milton inspection facility next to the eastbound lanes of Highway 401 at 2 a.m. on Tuesday September 20. For the remainder of the week they occupied three ministry scales, picketed nearby quarries, and even slowed traffic in the western reaches of

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the Greater Toronto Area before ending the job action on Friday night. “We just want a solution,” said Jagroop Singh Bangli, a two-truck owner-operator who was involved in organizing the fight. “We don’t want to take any more tickets.” Their wish has been granted. For now. Enforcement teams have returned to the focus on gross vehicle weights while the search for a long-term solution continues. “This includes enforcement of allowable gross weight limits behind pre-set tolerances and thresholds, and the detention of vehicles found to be grossly overloaded,” Ontario Transportation Minister Steven Del Duca stressed in a statement. “Vehicles will not be permitted to operate above manufacturers’ Gross Axle Weight Ratings (GAWR), Gross Vehicle Weight Ratings (GVWR), or Tire Load Limits.” The protesters found support from the Greater Ottawa Truckers Association and about 280 producers at the Ontario Stone, Sand and Gravel Association. But not everyone has problems with the rules that allow for some of the heaviest gross weights in North America. “Most carriers are compliant members of the business community, and most shippers are committed to following the

rules,” said Stephen Laskowski, president of the Ontario Trucking Association. Even aggregates are being moved without overloading axles. “The Ontario Trucking Association wants the province to implement an enforcement system that will hold all members in the supply chain accountable for the overloading of vehicles, including those loading the vehicles and those owning and operating them,” he said. Enforcing shipper liability laws and requiring the holders of government contracts to meet the axle-specific rules were referenced as good places to start. The challenges are not limited to the way equipment is loaded, though. Many tickets around Milton can be traced to aging highway tractors that have been repurposed for the job. The steer axles can’t take enough weight, no matter where a loader dumps the sand and gravel. Mismatched fifth wheel heights won’t allow the loads to equalize, and self-steering axles are often undersized. But Ron Barr, general manager of the Greater Ottawa Truckers Association, agrees with a suggestion by protesters that quarries should, well, share the load when it comes to any penalties. “We’ve got to hold those that load us accountable,” he said, echoing complaints that truck operators pay weight related fines while quarries profit. If a quarry adds an extra four to five tons of payload on each truck, every fifth load is essentially free, he added. Driver have two choices if they think that’s happening, Barr said. Complain and be sent home without work, or take a load and risk being stopped at the scale. Still, he doesn’t want to sacrifice potential gross weights in the push to meet axle-specific loads. “If I’m going to spend a quarter of a million dollars on a truck, I’m going to get every ounce I can on that truck because a lot of guys are running tonmile rates. It’s incumbent upon them to capitalize on the investment,” Barr said. Bangli and his peers will escape some of those challenges for awhile. “We really want to be thankful to everyone that has supported us,” he said, referring to the September protests. “Let’s see what’s going to happen now.” TT

Dispatches

Spear fighting back new meal and rest break requirements for those who operate across state lines. He’s also looking for tax reform: “The trucking industry is already taxed at the pump and fighting multiple federal and state proposals to add new tolls.” A cut of

(Photo: ATA)

The president and Chief Executive Officer of the American Trucking Associations (ATA) launched a blistering attack on the record of U.S. lawmakers during the group’s annual convention last month, pledging to take action on issues ranging from taxation to Hours of Service. “Trucking is already one of the most regulated and taxed industries in America. In the eyes of some elected officials, we look like a money-filled piñata. I’m here to tell you that those days, these impressions of our industry, are over,” said Chris Spear, when delivering his first State of the Industry address as association head. “To the anti-truck groups, hear this: If you want to throw the first proverbial punch, you’d better knock us down. Because you will feel the one we throw back.”

five points in the corporate tax rate would support critical investments in technology and driver pay alike, he said. The trucking industry certainly brings economic might to any policy battle. If the U.S. trucking industry’s revenue were expressed as Gross Domestic Product, it would be the 18th largest economy in the world, Spear said. “You deserve to win.” TT

Chris Spear

“Unlike Washington, there’s no room in the real world for complacency or incompetence,” he added. “Recent years have brought us a Washington that’s plagued by government shutdowns, filibusters, and an electorate that, at its best, boasts a working majority, not a voting majority.” Spear blamed extreme ideology for many of the challenges. “Sound public policies such as funding our nation’s infrastructure are being suffocated by a bunch of cubical-dwelling ideologues who think it’s cool to shut down our government,” he said, stressing that compromise is possible without sacrificing conviction. As much as he believes in the art of compromise, Spear was clear that the lobby group is looking to take decisive action. The ATA wants to secure two key victories this December, including a permanent fix to the Hours of Service mandate, and pre-empting states from adding

www.isaac.ca/fleet

NOVEMBER 2016

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(Photo: John G. Smith)

Dispatches Ontario Transport Minister Steven Del Duca, and Federal Transport Minister Marc Garneau.

COMING CHANGES Two federal announcements came quickly in the days following the meeting: Electronic Stability Controls

Come Together Canada’s transport ministers find some common ground Canada’s transportation ministers met in Toronto in late September, discussing a broad array of initiatives such as Electronic Logging Devices, climate change, and ways to better protect “vulnerable” road users. In the wake of a call from the Federation of Canadian Municipalities, for example, Transport Canada is now establishing a task force to study measures such as side guards, cameras and other devices that could help to protect pedestrians and cyclists around trucks. “Some municipalities have on their own implemented side guards, but we want to look at possibly other technologies that would help, and to make a decision about where it’s appropriate,” Garneau said, responding to a question from Today’s Trucking. “It may be something that remains at the municipality level. It may be something that goes beyond.” Garneau added that Canada is also considering a “similar approach” to the pending U.S. mandate for Electronic Logging Devices. (“We plan to put something forward in 2017 on that subject.”) Another task force is being created to

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find ways to harmonize truck-related regulations “whenever possible,” the minister added. Autonomous vehicles and drug-impaired and distracted driving were also on the agenda. “A lot of the new technological innovation and disruptive change [is] occurring within the transportation sector,” said Ontario Transportation Minister Steven Del Duca, co-chairman of the event. The goal is to ensure governments can be “nimble and to be responsive, whether we’re talking about climate change, whether we’re talking about automated connected vehicles, whether we’re talking about ensuring that we continue to keep up with some of the other road safety challenges,” he added. “As the transportation system evolves and adapts, we need to better anticipate and prepare for the changes to come,” said Garneau. “A long-term agenda for transportation in Canada will position the system to support economic growth, create jobs, promote a healthier environment, and strengthen Canada’s middle class and competitiveness in global markets.” TT

Transport Canada is looking to mandate Electronic Stability Controls on three-axle tractors with Gross Vehicle Weight Ratings above 11,793 kilograms. The rule change, officially published in Canada Gazette Part I, would be effective in August 2017, and harmonizes with a U.S. National Highway Traffic Safety Administration rule that was introduced in 2015. There are an estimated 660 truck rollovers in Canada every year, the Canadian Trucking Alliance (CTA) reports. And while they represent less than 5% of all truck collisions, the rollovers present a significant threat of injuries to truck drivers and other motorists, and can shut down highways, it says. The U.S. National Highway Transportation Safety Administration estimates that Electronic Stability Controls are 40-56% effective in reducing rollover incidents. In 2012, the American Transportation Research Institute determined the systems were 75% more effective at avoiding jackknifes. The rules apply to new equipment only, and will extend to other tractor weights by August 2019.

Longer wheelbases Amendments to the federal Memorandum of Understanding that governs weights and dimensions will see the maximum tractor wheelbase increase to 7.2 meters from 6.2 meters for tractors pulling semitrailers. Tractors pulling B-trains will see allowable wheelbases increase to 6.8 meters from 6.2 meters. The move is to allow extra space for emissions-related equipment and improve driver comfort, a spokeswoman for Transport Canada said. Provinces and territories now begin the process of introducing the changes to their respective regulations. TT

(Photo: Peter Power)

Dispatches top staff job, but Laskowski’s appointment was hardly automatic. Four of the alliance’s seven provincial associations initially pushed for a broader search, suggesting that their national voice had become too Ontario-centric. Orlick believed it was better to follow Bradley’s succession plan, and turn to the most qualified person in front of them. “I came from a frugal environment. Every penny we save is what we’re earning,” he said, referring to what would have been a costly process. He also refers to the economies of scale that are realized when the CTA can share employees and office space with the Ontario Trucking Association. It was the approach that ultimately won the day. Laskowski says that he hopes a commitment to ongoing communications with provincial association boards will Stephen Laskowski (left) help to ease any concerns. “Provincial had been championed by association boards should feel a key part David Bradley for the role. of the CTA team,” he said. Orlick offered similar thoughts when calling for the alliance to unite during opening remarks at the Vancouver meeting. All seven associations are stronger when “pushing the machine” in the same direction, he says. Of course, it hardly means an end to any disagreements. “CTA is unique in that it is an alliance. It’s a partnership of seven separate associations that make up one,” Laskowski said. “You are potenBradley has held the leading staff tially going to start certain conversations position since the national alliance was from different perspectives.” first formed. While the CTA once had Now it’s on to the a separate office in business of lobbying. Ottawa, operations Immediate items on are now based in the the agenda include a Ontario Trucking move toward mandated Association office in Electronic Logging Etobicoke, Ontario, Devices, the second phase where employees of regulations to reduce and other resources Greenhouse Gases, and are also shared. — Stephen Laskowski weights and dimensions. “We are excited,” “You have a number of said CTA chairman labor issues as this federal government is Gene Orlick. “Steve has been groomed far more active on the labor file,” he says. for the job and he is the ideal person to “I feel we got the right guy – his lead CTA into the future and maintain knowledge, his experience, his contacts, the outstanding level of service to the his passion,” Orlick says, reflecting on the industry which CTA is known for.” decision. “I’ve never seen it before in anyBradley had openly championed the TT one else who serves our industry.” 22-year association employee to fill the

Laskowski Leads

Canadian Trucking Alliance taps VP for senior staff roles By John G. Smith Stephen Laskowski will lead the Canadian Trucking Alliance (CTA) as president and Chief Executive Officer when David Bradley retires from the positions in January 2018. Laskowski, who was recently named Bradley’s successor at the Ontario Trucking Association, is currently CTA’s senior vice president and second in command. “It’s a great honor to represent this industry and do it on a national basis,” he told a room full of CTA board members in Vancouver, after being named to the roles. “I love this industry. The CTA staff and I are very privileged to represent you. Moving forward, the staff and I are eager to work together as an alliance, with the provincial associations, and with each provincial board to represent carriers from coast to coast.”

“It’s a great honor to represent this industry and do it on a national basis.”

NOVEMBER 2016

15

Dispatches At 19.6 litres per 100 kilometers, the fuel ecomoy is impressive.

“A Knowledge Accelerator” Volvo’s SuperTruck proves fuel-efficient tech By John G. Smith Volvo Trucks has unveiled its truck of the future, and it’s already applying many of the underlying lessons on the trucks of today. The SuperTruck – developed through a five-year research project with the U.S. Department of Energy – boasts an astounding 12 miles per gallon (19.6 liters per 100 kilometers). After a few tweaks to the design, company engineers have even seen it exceed 13 miles per gallon (18 liters per 100 kilometers) in selected tests. Compared to a 2009 Volvo VNL tractor, the new design is 3,200 pounds

16

TODAY’S TRUCKING

lighter, produces 40% less drag, and boosts freight efficiency by 88%. The latter measure reflects the tons of freight that are moved to the fuel that is burned. The project’s original goal was to improve the freight efficiency by 50%. “That is a big number that we did not anticipate when we started the project,” says Pascal Amar, senior project manager, Volvo Group North America. But rather than building a concept vehicle alone, Volvo says it focused on making changes that could come to the market in the short term. Unlike

SuperTrucks from other manufacturers, this one did not rely on hybridization. Costly carbon fiber materials were shelved as well. “We looked at the SuperTruck project as kind of a knowledge accelerator,” says Goran Nyberg, president of Volvo Trucks North America. That means bringing new technology to the marketplace more quickly. The engine’s wave piston, turbo compounding, and common rail fuel injection systems have already been introduced in the company’s 2017 engine lineup, boosting fuel efficiency by up to 6.5% in the process. Flared chassis fairings, a redesigned bumper, and air deflectors have also been incorporated into Volvo VNL tractors now on the market, improving their fuel efficiency by up to 3.5%. Of course, the SuperTruck also offers insights into technology to come. Cameras, for example, have replaced mirrors in the search for better air flow. One

Dispatches of the most prominent of the futuristic features is a Rankine waste heat recovery system, mounted above the transmission and in front of the battery box. That achieves a 50% brake thermal efficiency, which means half the energy in the fuel actually makes it to a dyno. Inside the cab, hotel loads are powered using a solar panel incorporated into the roof line, and a pair of belt-driven alternators that capture kinetic energy as a truck rolls down the road. “We trickle charge the batteries when the truck is driving,” Amar says. Together, they offer 14 hours of power for things like air conditioning. And while the reshaped roofline and solar panel eliminates the skylight, the space inside the cab is now lit with a virtual skylight that’s powered with LEDs. The truck’s shape itself is also decidedly futuristic. “You don’t get 40% less drag with just a few fairings,” Amar explained. The truck builds around a traditional VNL steel cab, but sits three inches taller and moves forward eight inches, ensuring a straighter flow of air up the front of the truck. A wider back wall also creates a

the change that can be made without sacrificing performance. Meeting and exceeding targeted weight savings (the original goal was to be 40% lighter, but the SuperTruck weighs 45% less) was made possible in part with an aluminum frame that is 900 pounds lighter than its predecessor. The weight savings were also realized despite new technologies that were added to the truck. About 4,700 pounds were removed, but 1,500 pounds had to be added. Still, there were some curves to address along the way, and not simply in the form of reshaped fairings.

Drag is reduced 40% through aerodynamics.

Pascal Amar gives Dr. Ernest Moniz a tour of internal features. (Photo by John G. Smith)

wedge that directs air around the tractor and to the back of the trailer. Meanwhile, the trailer itself includes a boat tail, side skirts, and reshaped front end. By mounting the air conditioner’s condenser at the back of the cab, engineers were also able to introduce a smaller grill at the front of the truck. Other gains were realized by “right-sizing” the engine, and opting for a 425-horsepower D11. “You operate the engine where it’s efficient, in the sweet spot,” Amar says, referring to

“When a truck becomes this much more efficient, this much more aerodynamic, a lot of assumptions need to be revisited,” he added. The idea of capturing a truck’s kinetic energy, for example, could be at odds with systems like predictive cruise control that are also designed for fuel economy. “Do you disengage the driveline and coast, or do you charge the batteries?” Engineers have little time to rest in the search for answers to questions like that. Volvo is among manufacturers that will also participate in the second phase of the research known as SuperTruck

“The interactions between the trailer and tractor were much more complex than we thought,” Amar says, referring to how that led engineers to abandon plans for a lower front bumper. Fuel cells to power the hotel loads were replaced with the system that uses solar panels and captures kinetic energy. Plans for an adjustable fifth wheel were abandoned altogether because they simply wouldn’t generate the expected returns. And while carbon fiber was researched, it was left to future projects.

II, leveraging US $20 million in federal funds with the goal of doubling ton miles per gallon when compared to the 2009 baseline, and creating a powertrain with a brake thermal efficiency of 55%. “We will make sure that this program will be successful and we will bring more value to our end users,” Nyberg says. Partners in the project include Michelin Americas Research Company (tires), Wabash National (trailer), Metalsa (lightweight frame), JohnsonMatthey Inc. (exhaust aftertreatment system catalysts), Oak Ridge National Laboratory (exhaust aftertreatment system testing / analysis), Peloton Technology (connected vehicle/platooning), Pennsylvania State University (connected vehicle testing), Knight Transportation (long-haul fleet), and Wegmans Food Markets (regionalhaul fleet). “We have a lot of ideas we want to throw at SuperTruck II,” said a clearly excited Amar. “We generated so much more innovation through the project. It just keeps going.” TT NOVEMBER 2016

17

Dispatches

Quebec coroner calls for mandatory training The Quebec Coroner’s Office has called for mandatory entry-level driver training after investigating the death of Yann Turnbull-Charbonneau, 31, who died in 2013 when he lost control of his cement truck. Turnbull-Charbonneau had swerved

around a school bus that was stopped on a steep hill, and entered an emergency lane stop bed at 153 kilometers per hour. The truck itself had been ticketed for five minor infractions in the week before the accident. Three major brake-related defects were identified after the accident, but none were identified on the pre-trip inspection report.

Coroner Andrée Kronström’s report suggests that the 615 noncompulsory hours offered by Quebec’s vocational training centers allow drivers to gain a solid framework for safe driving. And she says the Société de l’assurance automobile du Québec (SAAQ) should require mandatory basic training for Class 1 licence-holders in partnership with driving schools. The Quebec Ministry of Transport has since added cable nets to the emergency lane in Petite-Rivière-Saint-François.

Titanium terminal opens in Bolton Titanium Transportation Group has opened a new 71,500-square-foot terminal that consolidates several locations into one. Located about 50 kilometers northwest of Toronto, the new Bolton, Ontario site will not only double as Titanium’s corporate headquarters, but as an integrated warehouse and third-party mechanical shop. Titanium’s consolidation involved terminals in Burlington, Mississauga, Orillia and Woodbridge.

Challenger moves to Abbotsford terminal Challenger’s Aldergrove Terminal staff in British Columbia have moved to a brand new location at 1938 Foy Street in Abbotsford. The fleet had an open house for the new terminal in mid-September, attended by Challenger chairman and CEO Dan Einwechter, along with Abbotsford Mayor Henry Braun.

Carrier expands to include Isuzu Carrier Centers, mainly a multi-branch International dealership, has expanded its Isuzu truck coverage to include sales and service at its location in Windsor, Ontario. Until now the Japanese truck has been available only from the company’s main branch in London, Ontario. At the same time, Carrier has also invested in tooling and training

18

TODAY’S TRUCKING

Dispatches specifically to allow for full Isuzu service and support at its branches in Sarnia, Chatham, Woodstock, and Brantford. The Isuzu medium-duty truck line includes vans, crew-cab, and LowCab-Forward trucks, in both gas and diesel versions.

Nipigon troubles came in threes New information released by the Ontario government shows that three factors played a role in the January 10 failure of the Nipigon Bridge, which closed the cross-country route to traffic. Cold weather was initially thought to have caused a portion of the bridge to lift. But engineering reports have found that the real issues included the design and flexibility of the bridge’s shoe plate, a lack of rotation in the constructed bearing, and improperly tightened bolts attaching the girder to the shoe plate. The closure detoured about 1,300 trucks per day for several weeks.

Saskatchewan licences refaced Enhanced drivers’ licences using facial recognition points are finally rolling out in the province of Saskatchewan. Saskatchewan Government Insurance, or SGI, began the transition to the enhanced licences on August 24, joining early adopters of the technology

in provinces like Ontario, Quebec, B.C. and Manitoba. The licences are most notable for their holographic headshot, but includes three new layers of advanced security features. These features help to prevent identity theft, the creation and distribution of fake ID cards, and stop people obtaining more than one licence.

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Autonomous trucks to pass 15-point test The U.S. Department of Transportation has released draft federal guidelines for testing and deploying autonomous vehicles. Manufacturers must document how they meet guidelines in 15 areas such as object and event detection and response, validation methods, post-crash behavior, privacy, and ethical considerations. The latter refers to the way vehicles are programmed to address conflicting information on the road. But they may have left one important thing out – feedback from the trucking industry itself. Chris Spear, chief executive of the American Trucking Associations, said in a letter to U.S. Transportation Secretary Anthony Foxx that a decision to shut the trucking industry out of related discussions was “disconcerting”. Foxx stressed in a press conference the policy was a “living document” that will be updated annually. Comments on the first draft itself are collected for 60 days.

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19

Dispatches

Daimler’s Daum:

Sales recovery begins in 2017 It’s a tough market for truck sales these days, but Daimler Trucks North America president and Chief Executive Officer Martin Daum still sees a “light at the end of the tunnel” – and is setting firm goals for the year to come. Where Canadian Class 8 sales were up 6% in 2014 and 3% in 2015, they are down 24% this year. Daum expects 360,000 Class 6-8 trucks to be sold in the NAFTA region this year, down dramatically from 424,000 units last year, and even the 384,000 in 2014. It’s a drop that admittedly took Daimler by surprise. “We were much more optimistic about 2016 twelve months ago than we are today,” he said during a wide-ranging briefing with industry media. Even the optimism for the year ahead is tempered. Daum predicts that demand should begin to climb midway through 2017, but still fail to overcome a slow start at the top of the year. Instead, he expects sales to recover in 2018, in part because there will be a surge in four- and five-year-old trucks due for replacements.

But the focus is on more than sales volumes alone. There’s also the race for market share. In the U.S., Daimler brands including Freightliner and Western Star held 42% of the Class 8 truck market. He’s also “extremely pleased” about the company’s position in Canada, where Daimler held 39.9% of Class 6-8 sales as of August, up 4.3% from the year before. PACCAR holds 21.6%, Navistar 16.7%, and Volvo and Mack collectively hold 16.1%. “Market share is more — Martin Daum a result of the product,” he said. It wasn’t the only dig at competing brands. Referring to the Cascadia as the “pinnacle” of the industry, he said, “We don’t have to fear any new unveiling of any new products.” International launched its new Class 8 lineup just days earlier. And saying that unveiling a prototype is easier than bringing a product to mass production could be seen as a jab at Volvo’s recently unveiled SuperTruck.

Referring to the slow introduction of Daimler engines in medium-duty trucks, he said, “to anyone who wants to come into the North American market with a new engine should know it isn’t that easy.” Volkswagen invested in Navistar just weeks earlier, pledging to bring a drivetrain to North America by 2019. The company’s targets are not limited to sales volumes, either. Daimler wants trucks to emerge from dealer service bays within 72 hours, largely with the help of Express Assessments and the Elite Support program that has certified 218 dealers, with another 90 locations in the works. In 2014, 65% of trucks passed through Daimler service bays in that timeframe. Last year, the share rose to 71.4%. The company is on track to reach 75% by year end. Then the goal will be stretched to 85% for the end of 2017. “We need a great network and we need to continually improve,” he stressed. TT

“We need a great network and we need to continually improve.”

Navistar’s Clarke:

Rapid, significant change is new norm Troy Clarke, the president and CEO of Navistar, believes the trucking industry is entering a period of “revolutionary” change. “Today, change is going to come much more rapidly, and the impact is going to be much more significant,” he said, speaking to those who had gathered to see the launch of International’s new LT Series of Class 8 trucks. And he sees that change affecting everything from the way freight is moved to the way vehicles are operated.

20

TODAY’S TRUCKING

Emerging technologies which make autonomous vehicles a possibility are clearly an example. “Will the driver someday become a relic of our industry? Probably no one knows for sure today, but we don’t think so,” Clarke said. Instead, he sees autonomous technologies emerging in the form of systems that assist drivers, much like the way autopilot is used on an airplane. Clarke also predicts virtually every truck will be connected

within the decade, referring to the 260,000 trucks linked through the OnCommand diagnostics platform as just the beginning. “Like never before, this data has the opportunity to align everybody’s interests and bring visibility to all areas of the transportation system, and seek out ways to make shipping freight more efficient by eliminating time and lowering cost,” he said. “We have half the equation solved because, at this time, we know where that truck is, and we

can tell you how it’s performing.” There is still work to do, though, such as letting carriers know where potential customers have freight, and where that freight needs to be shipped. “Improving asset utilization in some ways is really no different than what we see taking place today in the passenger car market. Companies like Uber and Lyft, they really have the potential to disrupt and redefine the automotive value chain,” Clarke said, referring to the ride-sharing services that have disrupted the taxi industry. “Make no mistake, these companies are going to try to do the same thing in our industry. We understand that, and we’re not just going to sit on our hands.” TT

Dispatches

Autonomous trucks need support, says CEO been caught up in a bureaucratic and special-interest quagmire.” Meanwhile, cable companies and

(Daimler photo)

Advances in technology are bringing autonomous vehicles closer to reality, but first they will have to overcome some significant government-related barriers. “We’re talking about technology that is here and ready to roll,” said John Bozzella, president and CEO of Global Automakers, during a keynote presentation at the American Trucking Associations’ management conference and exhibition. Peloton is developing platooning systems, Otto is retrofitting autonomous vehicles, and Daimler is showcasing fully autonomous trucks. Other truck and system manufacturers

other commercial interests want to repurpose the communications spectrum that has been set aside for autonomous vehicles. “The spectrum for electronic truck platooning could be lost,” he warned. “We’ve come to a critical navigation point,” he said. “What we need to do is the much more difficult, thorny, and nasty area of political engineering.” TT

are running experiments of their own. “We can save time. We can save fuel. We can save money. And most importantly, we can save lives,” the lobbyist said. Not every jurisdiction is a fan. Enthusiasm about autonomous vehicles has been dampened by news of a fatal collision in Florida that involved a self-driving Tesla, which was unable to identify the white side of a trailer. Chicago politicians have since mused about banning the vehicles outright. “I see a lot of anxiety. Some anxiety in the wrong areas,” Martin Daum, president and CEO of Daimler Trucks North America, said during an executive briefing the next day. “At the moment, we’re still at that exploratory stage.” It’s why Bozzella said the industry needs clear running rules. “Certainty spurs investment and activity, and gets us to critical mass. The [U.S.] Department of Transportation sent a proposed rule on connected vehicles to the White House, where it seems to have

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Dispatches

Trendingg on onRouteBC now online New permit process to eliminate wait times British Columbia’s trucking industry can now apply for and receive permits online, with no wait times. onRouteBC is the first system of its kind in Canada and replaces the current Transport Permit System (TPS). The new system was tested with pilot partners in September, and available to all commercial carriers as of October 3. “This system will help the commercial

vehicle industry get goods to market faster, by automatically approving permits and showing drivers detailed information on the approved route to follow,” said B.C. Transportation and Infrastructure Minister Todd Stone. onRouteBC allows commercial carriers to create an online profile with company and vehicle information. In many cases, the online system will automatically

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approve and issue a permit to carriers without involving ministry staff. But for those circumstances where a load is out of the ordinary, the permit center staff will still be available or called upon for assistance. “Importantly, onRouteBC will also free resources currently dedicated to routine permit applications, allowing ministry staff to focus its expertise on applications that require more in-depth review and planning because of the size of the load or challenges on the route,” said Louise Yako, president and Chief Executive Officer of the BC Trucking Association. “These improvements should result in a more efficient and timely permitting process.” The ministry has also added free WiFi at nine inspection centres so commercial operators can go online to check their permitting status. Another nine inspection centres are set to receive WiFi in the coming year.

If you’re not following us on Twitter, you’re missing out on some interesting discussions in the world of trucking. From regulations to product news, we have you covered.

HERE ARE A FEW EXAMPLES OF TWEETS FROM AROUND THE INDUSTRY THIS MONTH

George A. Johnstone @gajohnstone @Todaystrucking you still can’t lose sight of safety by allowing loads greater than the axle weights allow. It’s a driver/shipper problem!!

Butch Worley @butchworley Get ready to see a lot of these on the road next year. The new International LT

Today’s Trucking @Todaystrucking Quebec coroner calls for more training for truck drivers | Today’s Trucking

Pat Hightower @WhereIsPatRebel @freightliner Congrats! Great Customer Event with the Rolling Stones last night at ATA!

G. Ray Gompf, CD @GompfRay It’s about time! Proof truck driving must be recognized as a skilled trade, with a career path, proper pay, & constant skills updating.

Trucking HR Canada @truckingHR @truckingHR will present awards for top private, small, medium, and large fleets, and a new award: HR Leader of the Year at its #TFEGala

KEEP IN TOUCH facebook.com/ TodaysTrucking

@todaystrucking

TodaysTrucking1 NOVEMBER 2016

23

Dispatches

Truck sales stats return

Eastern Canada

Today’s Trucking is happy to announce the return of monthly truck sales reports. As many readers noticed (and called about, and emailed about), we had temporarily ceased publishing the regular feature earlier this year. At that time, statistics from one major Original Equipment Manufacturer were not available to us. Without them, equipment totals and market shares were impossible to calculate. It was a tough decision to make. But we’ve never been willing to settle on half the story. Ever. Until the full picture was available, we believed it was important to hold back. Thanks to new data sourced through WardsAuto, we are now able to return with the numbers once again. Each edition will include breakdowns of Class 5, 6, 7 and 8 sales, for both Canada and the U.S. Market shares will be offered for the published month, as well as the year to date.

www.westerncanada.cummins.com

V

• Wholesale parts distribution • Retail parts sales • Engine and power generation equipment sales • Maintenance & Repair

WATCH THIS SPACE FOR MORE. YOU CAN COUNT ON IT.

U.S. – August 2016 Truck Sales

Canada – August 2016 Truck Sales CLASS 5

August Sales

YTD Sales

Aug. %

YTD %

2 2 0 147 110 64 0 31 0 0 0 354

104 94 10 1,461 1,711 809 36 466 0 0 0 4,587

1 1 0 42 31 18 0 9 0 0 0 100

2 2 0 32 37 18 1 10 0 0 0 100

August Sales

YTD Sales

Aug. %

YTD %

10 10 3 45 2 4 0 4 64

164 164 45 346 117 68 2 66 740

16 16 5 70 3 6 0 6 100

22 22 6 47 16 9 0 9 100

August Sales

YTD Sales

Aug. %

YTD %

65 65 2 47 263 69 33 36 446

479 479 67 586 1,219 500 273 227 2,851

15 15 0 11 59 15 7 8 100

17 17 2 21 43 18 10 8 100

August Sales

YTD Sales

Aug. %

YTD %

736 557 179 207 524 287 237 343 117 226 0 1,810

6,829 5,216 1,613 1,797 3,478 1,936 1,542 3,020 1,205 1,815 0 15,124

40.7 30.8 9.9 11.4 29 15.9 13 19 6.5 12.5 0 100

45 34.5 10.7 11.9 23 12.8 10.2 20 8 12 0 100

Daimler Freightliner Mitsubishi Fuso Dodge/Ram Ford Hino International Isuzu PACCAR Kenworth Peterbilt Total CLASS 6 Daimler Freightliner Ford Hino International PACCAR Kenworth Peterbilt Total CLASS 7 Daimler Freightliner Ford Hino International PACCAR Kenworth Peterbilt Total CLASS 8 Daimler Freightliner Western Star International PACCAR Kenworth Peterbilt Volvo Truck Mack Volvo Truck Other Total

24

www.easterncanada.cummins.com

TODAY’S TRUCKING

CLASS 5 Daimler Freightliner Mitsubishi Fuso Dodge/Ram Ford Hino International Isuzu PACCAR Kenworth Peterbilt Total CLASS 6 Daimler Freightliner Ford Hino International PACCAR Kenworth Peterbilt Total CLASS 7 Daimler Freightliner Ford Hino International PACCAR Kenworth Peterbilt Total CLASS 8 Daimler Freightliner Western Star International PACCAR Kenworth Peterbilt Volvo Truck Mack Volvo Truck Other Total

August Sales

YTD Sales

Aug. %

YTD %

87 82 5 1,206 3,155 127 1 527 5 4 1 5108

1,849 1,801 48 10,851 29,689 1212 556 3,594 30 23 7 47,781

1.7 1.6 0.1 23.61 61.77 2.49 0.02 10.32 0.1 0.08 0.02 100

3.87 3.77 0.1 22.71 62.14 2.54 1.16 7.52 0.06 0.05 0.01 100

August Sales

YTD Sales

Aug. %

YTD %

1,533 1,533 1,473 463 834 215 207 8 4,518

12,934 12,934 14,026 4,735 8,803 1,444 1,336 108 41,942

33.93 33.93 32.6 10.25 18.46 4.76 4.58 0.18 100

30.84 30.84 33.44 11.29 20.99 3.44 3.19 0.26 100

August Sales

YTD Sales

Aug. %

YTD %

2,925 2,925 176 167 2,337 897 431 466 6,502

19,448 19,448 2,030 1,026 10,797 6,883 3,056 3,827 40,184

44.99 44.99 2.71 2.57 35.94 13.8 6.63 7.17 100

48.4 48.4 5.05 2.55 26.87 17.13 7.61 9.52 100

August Sales

YTD Sales

Aug. %

YTD %

6,513 6,127 386 1,967 4,776 2,516 2,260 2,988 1,292 1,696 18 16,262

56,467 53,098 3,369 14,889 37,659 19,531 18,128 25,407 11,640 13,767 83 134,505

40.05 37.68 2.37 12.1 29.37 15.47 13.9 18.37 7.94 10.43 0.11 100

41.98 39.48 2.5 11.07 28 14.52 13.48 18.89 8.65 10.24 0.06 100

Dispatches

Pu se Reader Survey Your Speed Limiters views on...

Ontario and Quebec were the first North American jurisdictions to mandate speed limiters on trucks. Now U.S. regulators are looking to introduce a similar mandate, as the Federal Motor Carrier Safety Administration and National Highway Traffic Safety Administration consider limits between 95 and 110 kilometers per hour. This month, readers offered their thoughts on speed limiters.

Do you believe mandating truck speed limiters improves highway safety? YES

NO

36%

51%

Makes no difference either way

13%

How do you think speed limiters affect highway safety? Trucks need access to higher top speeds to steer out of danger

9%

Speed limiters make no difference one way or another

9%

Other

17%

Trucks are safest when their top speeds are limited

30%

Truck speeds should be based on the flow of traffic and highway conditions alone

35%

“When trucks are a lot slower than cars, then the cars take a lot more risks trying to get in front of them.”

What is the main reason your fleet uses speed limiters?

9%

To improve fuel economy

9%

To improve highway safety

13 %

Not applicable

18 % 50 %

“Much more unsafe with limiters. More trucks noseto-tail.”

Permit requirement

Results are rounded to the nearest percent.

Next month: SAFETY FEATURES

%

19% 12%

We don’t use them IT’S THE LAW

% 31 29

“Speed kills, it’s that simple.”

0 % Training 1.5 %

What should a truck’s top speed be on the highway?

3

%

6%

115 - 119 120 km/h 95 - 99 km/h or higher km/h

100 - 104 105 - 109 110 - 114 km/h km/h km/h

Today’s Trucking Pulse surveys are conducted once per month, covering a variety of industry issues. To share your voice in future surveys, email johng@newcom.ca. NOVEMBER 2016

25

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Dispatches

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$200,000 FUNDING

U.S. FREIGHT VOLUMES FLAT,

SPOT LOADS DOWN 12.3% Fleet managers attending the American Trucking Associations’ recent management conference heard that the U.S. trucking industry is approaching the end of an economic downturn, but it’s clearly been a rough ride. The U.S. fleets have recently seen a slowdown in freight, following a blip earlier this year that was likely linked to shifting inventory levels. “Now we’re even negative on a yearover-year basis,” said Bob Costello, the association’s chief economist. Freight volumes are flat. Bob Costello Contracted freight is steady, but year-to-date spot loads were down 12.3% as of October. Dry van volumes, which represent the largest share of truck freight, were up 1.2%, but most of that growth came earlier in the year. “This sector has really been hurt by that glut in inventory,” Costello said. In contrast, they were up 2.5% in 2014 and flat in 2015. Flatbed volumes depend on the sector a fleet serves. Those who haul steel are struggling, while construction-related business is “not too bad”, he said. That led to a 6.6% bump in flatbed volumes, while they were down 2.6% in 2015 and 3.7% in 2014. Economist Diane Swonk noted in the same presentation that the steel industry was closely tied to the oil industry, and when combined with a strong US dollar the effect was devastating. Tank truck volumes were up just 0.3% for the year in October, after a 1.1% drop last year and weak 1.9% growth in 2014. A drop in fracking activities in the oil and gas sector are to blame for some of that. Then there are the Less-than-Truckload volumes, which have been hurt by the slowdown in manufacturing. The 6.3% surge in 2014 volumes dropped to 0.9% in 2015, and volumes dropped 0.5% for 2016 at the time of the presentation. Much of the 2014 growth came as these fleets dealt with a lack of truckload capacity, Costello said. But there is good news for Less-thanTruckload operations. “This group, longer term, is going to see some decent growth,” he predicted. Year to date, truckload revenue per mile was down 3.35% in dry vans and 2.6% in flatbeds. Reefer fleets saw revenue grow 2%, and tanker fleets were flat. But spot rates have been hit hardest in this measure. Dry vans were down 13.2%, flatbeds were down 12.7%, and reefers were down 12%.

New Brunswick is giving up to $200,000 to the Atlantic Provinces Trucking Association to fund an investigative committee tasked with finding solutions to the trucking industry’s labor shortage. The transportation and warehousing sector accounted for 4.8% of New Brunswick’s real Gross Domestic Product in 2014, or nearly $1.3 billion in economic activity. In 2015, about 5.5% of employed New Brunswickers, or more than 19,000 people, were employed in the sector.

FUEL ECONOMY

BOOST Technology that allows two trucks to travel in tight platoons promises to improve fuel economy, a report by the North American Council for Freight Efficiency and the Carbon War Room concludes. The latest Confidence Report – a research series that explores the viability of fuel-saving devices and practices – determined that setting a following distance of 40 to 50 feet can lead to average fuel savings of 4% when compared to real-world operating conditions after accounting for traffic, terrain and time when the trucks operate on their own. The gains are realized when the following distances are close enough to improve aerodynamics. NOVEMBER 2016

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Dispatches

L gbook2016 NOVEMBER

9 -11

3

WORK TRUCK EXCHANGE The Scottsdale Resort Scottsdale, Arizona www.worktruckex.com

BRITISH COLUMBIA TRUCKING ASSOCIATION INFORMATION SESSION: ON THE ROAD TO LEGAL MARIJUANA Sheraton Vancouver Guildford Hotel Surrey, BC www.bctrucking.com

3 VAN HORNE INSTITUTE’S 25TH ANNIVERSARY GALA Fairmont Palliser Calgary, Alberta www.vanhorneinstitute.com/ event/25th-anniversarygala-dinner/

4 MANITOBA TRUCKING ASSOCIATION ANNUAL FALL AWARDS GALA The Metropolitan Theater Winnipeg, Manitoba www.trucking.mb.ca

9 ATLANTIC PROVINCES TRUCKING ASSOCIATION TECH NIGHT: BRAKES AND BRAKING SYSTEMS Moncton, New Brunswick www.apta.ca

9 -10 ONTARIO TRUCKING ASSOCIATION CONVENTION AND EXECUTIVE CONFERENCE Ritz Carlton Toronto, Ontario www.ontruck.org 28

TODAY’S TRUCKING

9 -12 USED TRUCK ASSOCIATION ANNUAL CONVENTION Westin Savannah Harbor Golf Resort and Spa Savannah, Georgia www.uta.org

12 TRUCKING HR CANADA’S DRIVER CONNECT AND SHARE Sandman Signature Hotel Airport Toronto, Ontario www.truckinghr.com

16 TORONTO TRUCKING ASSOCIATION ECONOMIC OVERVIEW Weston Golf and Country Club Toronto, Ontario www.torontotrucking.org

17

DECEMBER 8 TORONTO TRANSPORTATION CLUB ANNUAL DINNER Metro Toronto Convention Center Toronto, Ontario www.torontotransportationclub.com

2017 FEBRUARY 8-9

CARGO LOGISTICS CANADA Vancouver Convention Center Vancouver, BC www.cargologisticscanada.com

27 - March 2 TECHNOLOGY AND MAINTENANCE COUNCIL ANNUAL MEETING AND TRANSPORTATION TECHNOLOGY EXHIBITION Music City Center Nashville, Tennessee www.trucking.org

MARCH 14 -17 NTEA WORK TRUCK SHOW AND GREEN TRUCK SUMMIT Indiana Convention Center Indianapolis, Indiana www.worktruckshow.com

ISAAC USER CONFERENCE Hotel Mortagne Boucherville, Quebec www.isaac.ca

Log events your

Do you have an event you’d like to see listed in this calendar or on the interactive online calendar?

www.todaystrucking.com

Contact Dave Nesseth • 416-614-5813 • dave@newcom.ca

Dispatches

Truck of the Month

Pinked out for the Cure The color is ubiquitous and the message is universal. This 40-ton rolling billboard leaves little doubt that St. Marys CBM is a huge supporter of breast cancer research and efforts to eradicate the disease. Each year this Toronto-based Mack Granite and two similar sister trucks based in eastern and western Ontario take part in dozens of community events. It’s met with curiosity and fascination, and it’s a real conversation starter. St Marys CBM launched the first-ever Canadian pink ready-mix truck in September 2008, in partnership with the Canadian Breast Cancer Foundation. Since then, two more trucks have been added to the fleet to expand the message. Nat Morlando, manager of technical solutions for St. Marys CBM’s ready mix division says reactions to the first truck were positive, especially from the construction crews where the product was delivered. “It was well received right from the start,” he says. “The shock value was higher than today because it’s been around for a few years, but as soon as we explained what it was all about everybody got it and then started sharing stories personal experiences. We did it to raise awareness of breast cancer, and we certainly accomplished that.” This truck and the two others in the fleet work every day and they have dedicated drivers who are trained to answer the inevitable questions about the paint scheme and the awareness program. “It’s a real source of pride for those drivers as well as St Marys CBM,” adds Morlando. “We do it for the women in our lives, the women who work here, and for all the others we haven’t met. It’s all about building awareness and it has generated a lot of direct contact from the public. It has worked just the way we wanted to.” Today’s Trucking caught up with the big pink ready-mix truck at the 7th annual Convoy for the Cure event in Woodstock, Ontario on September. 24. TT

THE SPEC’S 2005 Mack Granite CT-713 Engine: Mack E7-ETech 350hp Transmission: Eaton RTO16909ALL 11-speed Axles: Eaton DS46 tandem, 4.56:1 ratio Suspension: 46,000-pound Chalmers High Stability rear with 72-inch spread. Twin 20,000-pound steer axles with Simard equalizing suspension and 80-inch spread. Mixer: London Machinery nine cubic meter mixer

Do you have an unusual, antique, or long-service truck to be profiled? Send your Truck of the Month ideas or photos to johng@newcom.ca, or mail Today’s Trucking Magazine, 451 Attwell Drive, Toronto, ON, M9W 5C4 NOVEMBER 2016

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Dispatches

Heard Street on the

KW Truck Centres of Ontario – 2016 Orlando Silver Award winner.

Home Hardware’s Winfield named champion Less than two months after placing first in the single-tandem division of the Ontario finals, and in the face of heavy rain, Home Hardware driver Bryon Winfield earned the title of Grand Champion at the National Truck Driving Championship. Winfield previously won the single-tandem class at the Ontario level in 2014, 2012 and 2008. Not only did Home Hardware produce the 2016 Grand Champion, the drivers of the famed yellow trucks also combined to win the 2016 team award.

Peterbilt, Kenworth dealers honored by PACCAR Parts Canadian Peterbilt and Kenworth dealers were counted among those honored during the 2016 Parts and Service Meeting for PACCAR parts, service and executive managers in Orlando, Florida. Camions Excellence Peterbilt secured the Best in Class Parts and Service Dealer of the Year Award. Peterbilt of Manitoba – Winnipeg was a Service Excellence Award winner. Kenworth Truck Centers of Ontario secured a Silver Award in the Kenworth-related honors.

Praught named VP at Transcourt Tank Transcourt Tank Leasing has appointed Carol Praught as vice president of finance. Praught comes to Transcourt with more than 25 years of experience in corporate and operations finance, primarily within the transportation industry. She will be tasked with directing Transcourt’s financial operations and managing all internal financial strategies. She will also lead human resources functions.

Stratton regional director for Meritor Meritor has appointed Dean Stratton as regional director of field sales and service for Canada. Based in British Columbia, Stratton leads six DriveForce district managers responsible for sales and service support for fleets, dealers and original equipment manufacturers in the Canadian region. Meritor says he will work to identify new products that meet specialized fleet needs within different markets across Canada. Most recently, Stratton was district manager of sales for Western Star Trucks, a division of Daimler Trucks North America.

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TODAY’S TRUCKING

Rempel first woman to lead convoy Debbie Rempel had a frontrow seat at the World’s Largest Truck Convoy to support Special Olympics in Winnipeg, Manitoba. She was the top fundraiser for the event this September, raising $2,180 with help from her employer – and that gave her the honor of leading 192 trucks around the Winnipeg Perimeter. “Felt like I had won the lottery, except way better,” says the driver with Burnbrae Farms. Rempel has a personal connection to the charity. Her own brother has competed as a bowler in Special Olympics. “I hope to raise double next year,” she adds.

Compliance

A Regulatory Check-up Drivers might need medical cards to operate in the United States By Heather Ness

J

ust when I thought the question, “Do your drivers need medical cards to operate into the United States?” was finally answered, the U.S. Federal Motor Carrier Safety Administration (FMCSA) issues revised guidance on the matter. You may recall that the FMCSA recently closed a loophole surrounding Canada-based drivers operating commercial vehicles into the United States. For quite some time now, there has been medical reciprocity for drivers operating into the United States and holding Canada-issued commercial licences. All is well under that reciprocity agreement. Where the reciprocity agreement fell short was with the drivers who could operate “commercial motor vehicles,” as defined in 49 CFR 390.5, into the United States with Canadian non-commercial licences. When these drivers and vehicles cross into the United States, they are regulated and subject to the medical qualification requirements, as the reciprocity agreement only covers commercial licences. Earlier this year, the FMCSA issued guidance stating that certain Class 5 (Class G-Ontario) drivers who operate commercial motor vehicles into the United States required either a Canadian medical confirmation letter issued by their province or territory, a medical exam-

iner’s certificate issued by a medical examiner on the U.S. National Registry of Certified Medical Examiners, or an endorsement code on the licence to indicate periodic medical examination. There’s been a recent clarification issued for these options and an update to the enforcement guidance. The most recent FMCSAissued guidance now states that if a Canadian driver is operating a commercial motor vehicle in the United States and presents a Class 5, Ontario Class G, Ontario Class D (prior to age 80), or New Brunswick Class 3 licence (prior to age 65), the driver should also possess one of the following to confirm that they are medically qualified to operate commercial motor vehicles in the United States:

Enforcement guidance updated

through one of the options provided above, enforcement personnel will be documenting the appropriate violation on a roadside inspection report (49 CFR 391.41(a)). Additionally, all Class 5 and Ontario Class G licence holders will be placed Out of Service if the driver has a previous history of medical certificate violations in the United States. However, if the driver holds an Ontario Class D or a New Brunswick Class 3 – and has a previous history of medical certificate violations in the United States – an Out of Service order would not be issued until April 1, 2017. The FMCSA’s notice does state that enforcement discretion remains with the state or local agency. Officers are encouraged not to issue a citation and immediate Out of Service order prior to the identified dates. Rather, enforcement is encouraged to educate drivers and request that they contact the provincial or territorial licensing agencies after returning to Canada. If drivers will be crossing into the United States, it’s important to evaluate their licences and ensure that they’re carrying the appropriate medical qualification documents. TT

Enforcement guidance was also updated by FMCSA. Effective immediately, if any driver cannot provide evidence of medical qualification

Heather Ness is the editor of Transport Operations at J.J.Keller and Associates. Contact her at transporteditors@jjkeller.com

n A Canadian medical confirmation letter issued by their province or territory; or o A medical examiner’s certificate issued by a medical examiner on the U.S. National Registry of Certified Medical Examiners; or p A licence endorsement signifying a periodic medical examination. Drivers holding a Class 5 licence from British Columbia with the endorsement codes 18, 19, or 20 are not required to carry additional evidence of medical qualification, since these endorsements require medical certification.

NOVEMBER 2016

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Open Mike

Award winners collect the gold By Mike McCarron

T

here was a time when I’d see a decal on a trailer recognizing the carrier as one of Canada’s best-managed companies and think, “How did that happen?” The more I thought about it I realized that my question was a good one, but the emphasis was all wrong. Instead of focusing on the other guy and wondering, “Why them?” I decided to look at my own business and ask, “Why not us?” A third-party endorsement from a business organization or the media can be priceless when you’re out there peddling your services to prospects, customers and even employees. Even if you don’t make the podium, just the act of applying for a business award is worth the work. The process requires you to roll up your sleeves, examine what makes your business great, and how you can do better. Then you have to communicate it on an application – a great exercise, especially when you’re developing an overall business strategy. The effort pays off in many ways.

Better branding Amazon’s Jeff Bezos says your brand is what people say about you when you leave the room. There is no better way to bolster the positive chatter than by having an

unbiased third party verify that you know what you are doing. An award can give your brand credibility. The new generation of customers scopes out companies online long before they ever ask for a price. When they see you’re an “award-winning” operation, they’re far more likely to call you than the competitor down the road. Everyone loves a winner.

Retention and attraction Ditto for keeping good employees and attracting quality new ones. People want to work for successful companies. Winning awards reinforces that success. Giving your employees a strut in their step because they play a pivotal role on your championship team will also do wonders for the bottom line. Do you need an edge putting butts in those empty truck seats? Adding local “Business of the Year” to your advertising is a great place to start.

Marketing freebies It’s impossible to put a price tag on the publicity that comes with winning an award. People pay a lot more attention to what other people have to say about you than what you say about yourself. The free advertising starts compounding itself when you

experience what I refer to as the “ringing” effect. Suddenly industry journalists will be “ringing” your phone off the hook when researching a story. Your company spokesperson is now a credible expert whose opinion is far more valuable than it was during pre-award days. That need for expert opinions includes customers, too.

Exit strategy Employees and customers aren’t the only stakeholders who like winners. So do purchasers. The only thing you can guarantee about a business is that one day it will close (sometimes forced) or be sold. With the expected Baby Boom logjam in retirement years, the recognition that comes from winning awards will improve your chances of being noticed when it comes time to pack it in. A company resume full of kudos from outside experts

is worth its weight in gold. In this case, your family’s gold. Deciding what award to apply for is a challenge in itself. There are countless options ranging from community-based programs to national ones like Deloitte’s Canada’s Best Managed Companies program which many truckers (including me) have won. For my money, if you’re in the trucking industry there is no better award to start with than Trucking HR Canada’s Top Fleet Employers program. This annual honor celebrates and recognizes excellence in human resources policies and practices. TT Mike McCarron is the president of Left Lane Associates, a firm specializing in growth strategies, both organic and through mergers and acquisitions. A 30-year industry veteran, Mike founded MSM Transportation, which he sold in 2012. He can be reached at mmccarron@leftlaneassociates.ca, 416-931-7212, or @AceMcC on Twitter. NOVEMBER 2016

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NEXT THE

GENERATION

Meet some of those under 40 who are already making a mark

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TODAY’S TRUCKING

These are the up and comers, the ones to watch, and the faces and names that you will start to see and hear more and more often. Our Next Generation Class of 2016 is strongly comprised of successors to the throne — the youth who have seen the paths blazed by their parents’ footsteps and noticed room for their own. Many are helping to usher family businesses into the digital age, whether it be telematics, electronic logs, or simply ensuring their company has a sleek website or a passionate voice on social media. If our 2016 Class is any one thing it’s versatile. They are learning about all aspects of trucking, all the time. Nearly all of them say, without prompting, that what they love best about the business is how every day is new. It’s something that’s very important to the millennial generation, as they try to continue challenging themselves, and pushing even beyond their own boundaries, because they know that’s how to get better. By doing. By doing, after all, is how they’ve found success so far.

THE NEXT GENERATION

Working the ports is a very tough job. It can mean 14-hour days, six days a week. Angena Kalhar estimates that more than 90% of these port workers are East Indian with very strong work ethics. In fact, more than 90% of the drivers for Angena’s company are East Indian, and she has 173 trucks. Angena’s father started the business in 1988 with just two trucks. They expanded to warehousing in 1995, when the company also switched to larger trucks. “I was born into it. Even at 10, I was doing some billing.” With a passion for photography, Angena studied fine arts in university. But still, she had a feeling her course may change. “It was always something in the back of my mind that I wanted to come back to this,” she says of the trucking business. Now, Angena says she feels immense satisfaction when she sees her own trucks on the road. “When it all gets delivered, that’s the real rewarding part.” When Angena’s not working, she’s likely to be found skiing or hiking because she loves the outdoors.

>> Angena Kalhar Age: 34 Work: KTL Transport Title: President Based: Richmond, British Columbia

Andrea Morley

Adam Horodnyk

Age: 25 Work: Healthy Trucker Title: Health Coach Based: London, Ontario

Age: 32 Work: TFX International Title: Vice president Based: Ontario

Andrea Morley is proudly following in the trucking footsteps of her father and brother, but with a spin ... or a stretch. She’s a health coach for the growing organization known as Healthy Trucker, which means she counsels fleets, drivers, and all levels of staff about the importance of fitness and healthy eating, especially for those behind the wheel of a truck all day. “But there are similarities between someone behind the wheel of a truck all day, and someone in a desk all day,” reminds Andrea. NAL Insurance, Healthy Trucker’s parent company, was frustrated by insurance claims. Many of the individuals who needed surgery were too obese, or were smokers with other bad habits that had compromised their immune systems, leading to complications. Healthy Trucker was born. Andrea had studied nutrition and was looking for a place to explore her love of food and fitness. When the job opportunity came up in London, it seemed as if it were designed just for her. “I wanted to get drivers healthier and back to work sooner,” says Andrea. She coaches fleets over the phone and online about how to pack for the road and make sure drivers are fully surveying all their food and drink options when working. “A healthy driver is a safe driver,” says Andrea.

“When other kids were going to summer camp at 14, I was sweeping up the shop,” says Adam, now 32. He’s since worked his way up to vice president of the family business at TFX International, which specializes in ground transport for fine cars that run the gamut from Ferrari to Lotus and Maserati. “It’s a car show here every day,” says Adam. “We’re just like the customers out there. We love these cars and understand the care they need.” The company has 30 trailers, each capable of holding six cars. Not only are they shipping cars to dealers, sometimes they’re shipping cars out to exotic locations for photo shoots, or out to auctions for the Barrett-Jackson Auction Company. “We’re like ground zero for stuff that can’t get screwed up,” says Adam.

Gord Mizzi Age: 39 Work: FGM Truck Lines Title: Vice president Based: Bolton, Ontario “Trucking’s in my blood. I’ve lived it, and it’s the only road for me,” says Gord Mizzi, 39, who took a chance with his dad in 1996 to start their own trucking business. Gord’s dad wasn’t so sure at the time. He’d been part of the trucking game for awhile, and was tentative. “He said, ‘You’ve got one year to make this fly, then after that I don’t want to hear about trucking again.’” After the first year, FGM Truck Lines barely broke even, but the guys soon found their footing. The secret? Gord says success has been all about placing the right people into the right roles, whether it’s mechanics, drivers, or office support staff. They’ve since worked their way up to 30 trucks and relocated to Bolton, Ontario.

It was a bitter pill to swallow when Daniel Barbu came to Canada in 2009 and couldn’t get a job that recognized his university training in Romania as an automotive engineer. Desperate, he tried to find work as a truck driver, but nobody would hire him without experience. Daniel’s saving grace came when he learned of Quebec’s Andy Transport, owned by the Crisan family, who are also Romanian. The company helped Daniel earn his CDL and become a driver. But it wasn’t long before the Crissans noticed that Daniel really knew his way around a truck. “I was always taking care of the fleet, and I could tell them that this or that was wrong with the truck,” recalls Daniel. When Andy Transport eventually opened up its own mechanic shop, owner Ilie Crissan took a chance and turned to Daniel with the opportunity of a lifetime. “He offered me fleet manager. I answered him the very next second and said, ‘I’ll start right now,’” recalls Daniel Andy Transport sent Daniel off to become certified at the University of Wisconsin, and the rest is history. Now, Daniel manages three shops, 38 mechanics, and more than 800 power units. “I love mechanical things. It’s what I do. I love to see what’s new and choose the spec’s,” he says.

>> Daniel Barbu Age: 35 Work: Andy Transport Title: Fleet Manager Based: Salaberry-de-Valleyfield, Quebec NOVEMBER 2016

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Amit Sandhu << Age: 26 Work: T & S Transportation Systems Title: Logistics and operations co-ordinator Based: Abbotsford, British Columbia

Amit Sandhu would often go to the ports with his dad when he was a kid. Trucking was in the family, and how goods moved was always an interest. Now, at 26, Amit has been running logistics and operations at T & S Transportation Systems for four years. “Creating a roadmap of how to move things around was fascinating. No day is ever the same,” says Amit, who has a 58-truck fleet. Lately, Amit’s been prepping the company’s fleet with Electronic Logging Devices for vehicles headed to the U.S. He’s also working on adding other onboard systems that help him track drivers’ habits, like fuel use. “Understanding expense per mile was built into me a young age,” says Amit, who says the company will likely be expanding into warehousing in the near future.

<< Katelyn Driedger

<< Kyle Attard

Age: 27 Work: Portage Transport Title: Finance assistant Based: Portage la Prairie, Manitoba

Age:23 Work: S&S Transport Title: President Based: Brampton, Ontario

After honing her finance skills out in the business world for eight years, Katelyn Driedger is bringing her skills back to the family business. Once her husband took on a role as technician with Portage Transport, the future seemed clear. “We talked about me coming on, and if that worked out we’d take the plunge,” says Katelyn. With her mom transitioning into retirement from being the company’s Chief Financial Officer, Katelyn has been busy learning the ropes as much as she can. In her spare time, when she’s not with her beloved dogs, she’s even studying business administration.

“I started right from the bottom doing maintenance and polishing at 13. It’s in our genes,” says Kyle Attard, now 23. Kyle learned how to drive around the yard at S&S Transport at 16, and soon grew to love being behind the wheel. In fact, Kyle loves being behind the wheel so much, and has seen so much of North America, he doesn’t intend to stop driving anytime soon, even as he becomes more responsible for the day-to-day business of the company. “Even though I have my own family in the business, we’re all one big family,” says Kyle.

McKenzie McConnell

Stephanie Carruth

Mike Colwell

Age: 24 Work: McConnell Transport Title: Dispatch/Customer Relations Based: Jacksonville, New Brunswick

Age: 25 Work: One For Freight Title: Human resources coach Based: Milton, Ontario

Age: 39 Work: Praxair Canada Inc. Title: Transportation supervisor Based: Kitchener, Ontario

McKenzie McConnell heard about the family business around the dinner table every night. She never thought it might some day be all she would talk about, too. “I’m learning the business by going through all the departments,” says McKenzie, 24. “I don’t want to just dive in.” First, she started in human resources, which she also studied at Acadia University. From there, McKenzie switched to safety and compliance. Now, she’s learning the ropes of dispatch. She says that getting to know the more than 100 drivers has been one of the best new parts of the job. “I love putting a face to a name, so they’re not just a truck number,” says McKenzie.

After finishing her Master’s Degree in classical archaeology, Stephanie Carruth was itching to begin her professional career, and decided to join her father and uncle in the family business at One For Freight. “I like the idea of having to fight for my success,” says Stephanie, who knows she won’t be given any shortcuts. The fleet needed a human resources coach, and Stephanie was eager to craft new policies that could really make a difference for some drivers overextending themselves. She wants to help them find new work-life balance. Stephanie has also joined Trucking HR Canada’s Youth with Drive committee to help attract young people to trucking. “There are just so many office opportunities available in trucking, and people don’t even realize they’re there,” she says.

Mike Colwell, 39, may be on the higher end of the 20 Under 40 age spectrum, but he’s also the director of the Young Leader’s Group for the Private Motor Truck Council of Canada. It’s an organization that aims to connect generations within an industry struggling to attract youth. “Find a big project. Get them involved. Push. They need to be challenged,” says Mike about youth in trucking. Mike is now in charge of seven sites and 45 drivers at Praxair. He started out in dispatch with the company around 2002, testing out a number of different roles like logistics.

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TODAY’S TRUCKING

Nicole Sinclair Age: 29 Work: Saskatchewan Trucking Association Title: Member Liaison Co-ordinator A single social media tweet from 2015 can best encapsulate what Nicole Sinclair does. Previously, the Saskatchewan Trucking Association had received complaints from the City of Saskatoon about illegally parked trucks on the side of a roadway near a Tim Hortons. “It was a jumping off point to understand why they were parked there. They were parked there because there was nowhere else to go. These are human beings who need to eat and use the bathroom,” says Nicole, whose tweet about the issue garnered major media attention on the parking shortage. Under new leadership, Nicole says the association has been working hard to get back into the spotlight to work with its membership. “It’s really time for people to find out who we are,” says Nicole.

THE NEXT GENERATION

Paweldeep and Evandeep Singh Sandhu

Seth and Thomas Keenan

Age: 18 and 20 Work: Cargo County Group Title: Chief Executive Officer and Chief Financial Officer

Ages: 34 and 27 Work: Ayr Motor Express and Keenan Truck Repair Titles: Director of operations and fleet maintenance manager Based: Woodstock, New Brunswick

Paweldeep and Evandeep Sandhu are not old enough to drive in the U.S., but that is hardly slowing them down in plans to expand their cross-border fleet. The respective Chief Executive Officer and Chief Financial Officer of Cargo County Group in Brampton, Ontario now oversee refrigerated loads traveling between Ontario and California. It is a decidedly family affair. Their dad, a former owner-operator, oversees maintenance. Mom offers office support. Uncles serve as mentors. But the 18- and 20-year-olds stress their active roles in daily operations. During a broad discussion, they drop references to third-party logistics, load boards, safety ratings and onboard diagnostics. And how they are focused on growth. Cargo County’s four trucks in 2014 expanded to seven in 2015. This year they have more than 15 power units and 20 trailers, with subcontracted drivers at the wheels. Their business training involves more than the school of hard knocks. Evandeep is earning a bachelor of commerce. Paweldeep has designs on a CCLP designation for logistics professionals. Because they have plans for the future. “At this age, it’s time to develop yourself into the person you want to become,” says the elder brother. “I want to be the next Challenger [Motor Freight] in the next 20 years. It has to start now.”

Sara Mackie << Age: 35 Work: Mackie Transportation Title: Director, auto hauling and roll-tite divisions Based: Whitby, Ontario

Alex Bolton << Age: 31 Work: Springcreek Trucking Title: Team driver Based: Huntsville, Ontario

“The work is endless, and this industry is a demanding one, but maybe that is part of the reward – making accomplishments in such an unforgiving business, persevering when others gave in,” says Tom Keenan. The fleet maintenance manager oversees 33 mechanics and is responsible for ensuring Ayr’s equipment is fully operational on the road, driving on-time performance continually upwards. As director of operations, his brother Seth leads a team of 30 planners and dispatchers that have helped make Ayr Motor Express the winner of the Purolator Carrier of the Year for three years. Ayr was established in 1990 by their father, and current owner, Joe Keenan, who would be the first to tell you that his sons have worked hard to be where they are in the company today. Seth was only eight when Ayr Motor was incorporated and Tom was just a baby. Seth started working in the shop in 1996 when he was just 14, sweeping floors and cleaning trucks; Tom did the same in 2004 at 15. Once they were able to obtain a driver’s licence, they moved up to running parts, which gave them an opportunity to learn more of the maintenance side of the business.

As one of 14 grandchildren, the odds didn’t seem in favor of Sara Mackie getting into the family transportation business. But after Sara’s uncles got out of the business, it was just her dad left as owner, so the timing seemed just right. “I knew I would have much more of a say at that point,” says Sara. “Being smaller, the business suddenly had more of a family feel.” Over the last year, Sara and her brother have been undergoing successor training, learning some of the strategic ins and outs of Mackie Transportation. But nothing was handed over easily to Sara. She drove truck for the company as an owner-operator into her mid-20s for nearly seven years before she decided to give the office environment a try. Nowadays, Sara is the company’s director of special services. One of her main interests in the job is analyzing drivers’ trips for efficiencies. “We can drill down the trips and see if they’re making money,” says Sara, who lately has been seeing more trips to New York that are returning empty. When Sara isn’t learning how to run her family business, you may find her out an event as a director of the Toronto Trucking Association.

“We’ve created a whole universe for ourselves out here,” Alex Bolton says about himself and his dad, team drivers working in the isolation of Canada’s Far North. For seven years now, the Boltons have been moving groceries into cities like Inuvik and Whitehorse for Manitoulin Transport. Alex drives through the night, while his dad takes the wheel of their new Peterbilt 567 during the day. “I won’t see daylight driving the truck until March,” says Alex. Both men learned truck maintenance during their time in the logging business. And it’s a good thing, because when they’re 500 kilometers from the nearest signs of civilization, nobody will be fixing that truck but them. They need to be utterly self-sufficient in every way. Food? They carry enough for two weeks at a time. “I don’t know if there’s too many other people I could do this with,” Alex says of his dad. “It’s like living in a closet together. I guess that’s why I see lots of teams come and go. You need to be able to argue and let it go.” Sometimes, when the winter weather blows in hard, or they’re broken down on the side of a deserted road for three days, there’s nothing much else to do but talk. For the Boltons, each trip is an adventure with new challenges. But in the end, it’s all about planning for their family’s financial future. They’re paid a premium, which makes the long separations from family in Ontario an easier pill to swallow – knowing that they’re literally pulling their weight and more. NOVEMBER 2016

39

The Mercedes-Benz Urban eTruck: Connected and then some, but not for sale.

Highlights from the IAA Commercial Vehicles Show in Hannover, Germany

Visions of Tomorrow

By Rolf Lockwood

If there was an overall theme to the 2016 version of the huge IAA Commercial Vehicles Show recently held in Hannover, Germany, it was probably electrification, followed closely by connectivity. Daimler led the way on both fronts by showing off its Mercedes-Benz Urban eTruck as well as the all-electric Fuso eCanter and a futuristic Mercedes delivery van complete with a pair of resident drones. As usual, concept trucks were big news. Aside from Daimler’s pair, we saw others from Bosch, Iveco, and ZF. Along more ordinary lines, Scania showed off its new flagship truck, though it was actually introduced in June after 10 years in development. It’s no coincidence that urban challenges were being addressed at IAA because they’re global. By 2050, cities will be home to 70% of the world’s population, Daimler noted, and the use of trucks on urban roads will have grown, too. With gas or diesel power, problems with emissions, noise, and congestion might be too big to bear. The Urban eTruck illustrates what Daimler calls, “the fascinating possibilities of connectivity, electric drive systems, future display and control technologies, telematics, and a largely self-sufficient power supply.”

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The three-axle Class 7 truck with a maximum gross weight of 26 tonnes (about 57,230 pounds) produces zero “local” emissions and runs silently, yet it’s the equal of an equivalent diesel truck in terms of load and performance. Local in this context means emissions generated by the truck itself as opposed to those arising from the production and distribution of electricity in the first place. It’s an important distinction. The truck’s battery system is modular. The basic arrangement is a battery pack consisting of lithium-ion batteries with a total capacity of 212 kWh, which results in a range of up to 200 kilometers – enough for a typical day’s deliveries. It gets really interesting with the possibilities opened up by connectivity to create a seamlessly integrated logistics system that incorporates range and load management along with basic vehicle information and all manner of other data. With the telematics system connected to the drive control, there are scheduling gains – instead of conventional fixed delivery runs there’s a flexible system and dispatch is rendered easy. It ensures against overextending or underutilizing the range of a fleet’s trucks, taking into account load space, weight, range, and driving times. It’s all closely monitored and the system will intervene if unforeseen events force the truck to the limits of its range, possibly stopping it for a quick re-charge.

Visions of Tomorrow Scania’s new flagship truck in the middle of a busy display.

to navigate traffic on the freeway itself, mostly without driver intervention. This will give drivers time to take care of other tasks, such as planning routes, processing shipping documents, or simply taking a break. The Bosch booth also featured a bevy of real-world technologies available now, including a digital exterior mirror. The Mirror Cam System replaces the two side-view mirrors, reducing wind resistance considerably and cutting fuel consumption by 1 to 2%. Bosch’s electronic horizon advanced cruise control is being expanded to include real-time data. In addition to topographical information, it will also be able to draw on real-time data from the cloud. This will allow the engine and transmission management systems to account for construction areas, traffic jams, or icy roads. The MPC 2.5 is a multi-purpose camera with integrated image processing system that identifies, classifies, and locates objects in the vehicle’s surroundings. Besides a predictive emergency braking system, which has been mandatory across the EU since last fall for all trucks with a Gross Vehicle Weight of more than eight metric tonnes (17,637 pounds), the camera opens up a host of assistance functions. Like recognition of traffic signs, incorporating them into the cockpit display to keep the driver better informed. Bosch’s Servotwin electro-hydraulic steering system offers speed-dependent steering support with active response. It compensates for potholes and provides the driver with a good grip on the pavement. Its electronic interface mean it’s the basis for driver-assistance functions such as cross-wind compensation. The system is used in Mercedes-Benz’s autonomous Actros.

We won’t see this one on the road tomorrow or the next day, but some of its technology – especially the integrated management of range and work – might be with us a lot sooner. It’s a game changer. The all-electric Class Fuso eCanter, now in its third generation, is already in limited production and will find its way to some western U.S. urban markets in 2018. Canada is not presently in the plans, in part because cold weather limits battery power substantially, reducing VW and Navistar talk a truck’s range. As it is, the truck is good for I also had the chance to speak with Volkswagen’s a little more than 100 kilometers, with 160 Andreas Renschler and Navistar’s Troy planned, in moderate climates. Canada will Clarke in a roundtable discussion with North have to wait a bit, say Fuso officials. American journalists in Hannover. Fuso’s answer to the range problem in A month ago VW announced it would general is to offer scaled battery packs with acquire a 16.6% equity stake in Navistar and Navistar’s Troy Clarke and three to six sets of batteries of 14 kWh each. that the two manufacturers would act as partVolkswagen’s Andreas This allows the eCanter to be adapted to cusners to share technological developments, Renschler met the North tomer needs with regard to range, price, and especially regarding powertrains, and to purAmerican press. weight. A simple but clever idea, the concept sue global sourcing opportunities to increase based on the idea that, for some operators, economies of scale. payload is more important than range, while others are happy Asked why the somewhat odd 16.6% share was acquired, to sacrifice payload for longer range and the related batteries. Renschler cited the difficulty of dealing with regulatory controls for anything larger. He also said VW didn’t want a share bigger than the other two largest shareholders, each of whom holds The Bosch vision about the same percentage. The commercial vehicles of 2026 will be automated, connected, Interestingly, Clarke said that discussions leading to the and electrified, said Dr. Markus Heyn, member of the board of deal began a year ago. Actual negotiations began only this past management of Robert Bosch. And the driver will handle key March, he said. freight-forwarding tasks like checking transport status via the “We’re looking forward to a successful alliance,” said Renschler, cloud, responding to e-mails, organizing routes, and adjusting who headed up Daimler Trucks before moving onto VW two them to take on additional cargo. years ago. “Navistar needs what we can offer, including engines, “The truckers of the future will go from being drivers to servtransmissions and axles”. ing as logistics managers,” said Heyn in introducing the VisionX “We have a common vision of the industry and its issues. That concept study. “The truck of the future will be a 40-ton smart we can do it better together makes it a perfect fit,” said Clarke. TT device on wheels.” Connectivity and automation will enable it NOVEMBER 2016

41

A NEW

NavistarRises

By John G. Smith

“Our testing confirms this is the most Navistar’s new flagship line of Class 8 aerodynamic truck we’ve ever made,” says over-the-road trucks – the International Jeff Sass, senior vice president - sales and LT Series – has been unveiled with a wide marketing. array of driver-friendly improvements in Testing methods included computathe cab, and the promise of “unrivaled fuel tional fluid dynamics, 1/8th scale and fullefficiency” overall. size wind tunnel tests, and coast down “The new International LT Series reflects tests to ensure the truck would perform our vision for the future of the trucking when heading directly into winds or at industry, with a host of advancements an angle. The higher the yaw angle of the that support improved driver safety and wind, the better the LT Series performs productivity, as well as fuel efficiency and against competitors, the company adds. uptime,” said Bill Kozek, Navistar’s presiOther fuel savings come from weight dent – truck and parts. “This new vehicle savings on top of the 400 pounds shed reflects our strong belief that integrating from ProStar models earlier this year. the best technology will provide customers About 50 pounds was saved with a redewith a significant operating advantage.” signed battery box, 100 pounds came from And one of those advantages comes in the radiator, and another 100 pounds from the form of the fuel economy, which jumps a new single-canister aftertreatment sys7% when compared to a 2017 ProStar with tem. Even a drop in the number of fan a Cummins ISX 15 engine. blades has made a difference. When all is Improvements to the aerodynamics are said and done, the LT is about 500 pounds responsible for 3%. Aerodynamic features include an aero-contoured hood and fender, longer side extenders, wheel openings and chassis skirts, as well as a three-piece front bumper. Recommended versions of the bumper, which sits 8.5 inches off the ground, will also be optimized based on the trailers that are being hauled. Those who are pulling skirted trailers, for example, will get a bumper with a lower leading edge. Even CB antennas have been moved to the back of the cab, although mirror-mounted verChanges in the cab drew from feedback in driver clinics. sions are still available.

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lighter than a comparable ProStar. The overall driver appeal is said to benefit from extensive research with drivers themselves, hundreds of whom offered their thoughts through driver clinics. And one of the central themes which emerged there was the desire for a truck-like look. “Truck drivers want a truck designed like a truck,” Sass said. “Career truck drivers aren’t interested in automotive designing like chrome accents ... they want trucks designed to do a job. “We even put the air horn lanyard back where drivers wanted it,” he added, referring to the position above the driver’s door. The review included more than 500 points where the driver and truck interact, leading to features that Navistar says improves the room for elbows, hips and legs. A new premium gauge cluster with a digital driver display offers the real-time feedback on fuel

A New Navistar Rises

LT Series promises 7% fuel economy boost economy and other alerts. There are 15 customizable digital gauges in all. Indeed, the truck interior includes several differences when compared to the ProStar it is replacing. A new stock-mounted shifter serves three distinct roles. The first is to switch between neutral, drive and reverse. But it also offers control over the engine brake. Push the shifter in and it transforms into a paddle shifter. Other switches on the door and steering wheel have been laser-etched, replacing the printed markings on rubber-covered controls that could wear off, and they are also backlit. Hazard signal controls move from the steering wheel to the dash. There are up to three USB ports and new cubby holes for storage. And the dash itself has been reshaped to include a channel above the fuse panel, which will drain away liquid that might be spilled on top. Noise, Vibration and Harshness have reportedly been reduced dramatically, thanks largely to an improved door seal, but also by stiffening the door and gently

canting it inward at the top. The microphone for Bluetooth connections has also been moved from above the windshield over to the pillar next to the driver’s side of the windshield, reducing ambient noise during phone calls. The view itself is enhanced with changes that include repositioned mirrors and a single-piece side window that eliminates a seam down vent windows. Collectively, they are designed to reduce the amount that drivers physically have to turn their heads by 15%. An enhanced defrost feature will reportedly clear a windshield in half the time of its predecessor, too. The view that has been created can be lit with LED headlamps which are 40% brighter than those on the ProStar. But for Canadian fleets that still prefer halogen lamps to melt away ice and snow, those are also an option. They’re even 25% brighter than the halogen lamps which came before them. Technology is playing its own role in improving vision, with the Bendix Wingman Advanced Collision Mitigation system now standard on the truck.

Of course, truck features only realize their benefits when on the road, so the company says the LT Series was also designed to offer “best-in-class uptime” – drawing on available reliability data and information from its OnCommand Connection remote diagnostics system, which now links about 230,000 vehicles. “We pored over reliability data to evaluate nearly every single system on our on-highway platform,” said Denny Mooney, senior vice president – global product development. “In some cases, we completely redesigned the entire system to reach our goals.” A new single-canister aftertreatment system is 60% smaller and 40% lighter than its predecessor, holds more ash, and is also simplified for quicker service. There are new wiring harnesses and an in-cab distribution model inside the truck, protected from the weather. All service points are also said to be ergonomically designed for easier access and service. In terms of technology, the Bendix Wingman Fusion and Meritor WABCO OnGuardACTIVE systems are also available as options. The company’s own predictive cruise control uses preinstalled GPS maps and commercial route maps to recognize terrain, calculate speed, and select gears in the name of fuel economy. There is no need to have traveled the route before, as is the case with some other predictive cruise systems in the marketplace. It all means that the ProStar truck that was first unveiled in 2006 will gradually be replaced in the coming months. Versions with Cummins engines will be replaced at the end of this year, while the N13 engine will replace the remainder by April. The LT Series will be offered as a day cab, in 56-inch low-roof and high-rise sleepers, and 73-inch high-rise and skyrise sleepers. Options under the hood include the new 2017 Cummins X15 engine with ratings up to 500 horsepower in the Efficiency Series and up to 565 horsepower in the Performance Series. The truck can also be powered by the proprietary 2017 Navistar N13 engine, available in the spring, which produces up to 475 horsepower and 1,750 lb-ft of torque in a design that is 500 to 600 pounds lighter than other big bore engines. Production starts in late November. TT NOVEMBER 2016

43

In Gear

46 Brakes 49 Lockwood’s products 52 You can’t get there from here

EQUIPMENT NEWS, REVIEWS, AND MAINTENANCE TIPS

(Bendix photo)

Canada is moving to mandate stability controls.

Steady On Electronic Stability Control mandates are coming, and they already make a difference in some fleets Dave Nesseth Before Groendyke Transport began to outfit its fleet with Electronic Stability Controls in 2005, the tank fleet experienced more than a dozen rollovers each year. It’s had just a single rollover in 2016, and that was a yet-to-be-converted truck. “Within a couple of years we could tell that the benefits were definitely there,” says Brian Gigoux, vice president of equipment and maintenance for the 950-truck Enid, Oklahoma fleet. “We are definitely sold on the technology.” Gigoux led a panel on Electronic Stability Control at the fall meeting of the Technology and Maintenance Council (TMC) in Raleigh, North Carolina, where experts discussed the U.S. mandate for requiring Electronic Stability Control on tractors over 26,000 pounds. Canada has announced that it will follow suit. The underlying sensors on such systems, building on top of traditional antilock brakes, help mitigate rollovers and

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TODAY’S TRUCKING

directional instability – protecting against understeering and oversteering, particularly in slippery conditions. When it intervenes, the technology dethrottles the engine and applies brakes to trailers and tractors, creating the corrective force that can help prevent jackknifing. There are some 6,900 rollovers in the U.S. each year, according to the Federal Motor Carrier Safety Administration (FMCSA). The Canadian Trucking Alliance estimates that there are about 660 of them on this side of the border. But depending on the technology, FMCSA believes Electronic Stability Controls can eliminate 25-48% of them At Groendyke, all stability events within the fleet are sent by telematics to a remote monitoring center. It receives about 338 alarms per million day cab miles. About 71% those alarms occur at less than 30 kilometers per hour. “That gives us a real indication where

our opportunities are, and that’s what we focus on,” says Gigoux. “It helps make a good driver a great driver.” On the sleeper side, Groendyke receives about 22 alarms per million miles, with about 40% of those alarms occurring at less than 30 kilometers per hour. But it’s still sleepers that comprise 96% of the fleet’s rollovers, which is why it’s “working aggressively” to finish the rollout of ESC technology to the rest of the fleet, says Gigoux. Telematics are analyzed for route optimization, coaching, and driver behaviour, says Gigoux, who notes that the controls are not “a cure-all”, and that fleets still need to have safe, responsible drivers. While there are some driver actions that can’t be fixed through the intervention, some of the telematics data has actually led it the fleet to eliminate certain routes causing recurring problems. FedEx Freight’s director of equipment and maintenance support, Joe Oleson, says more than 82% of the company’s road fleet is equipped with Electronic Stability Controls after beginning a rollout with 2006 Model Year vehicles. Proper training, he says, is the key to adding new technology to fleets. Everyone from the technician to the driver needs to be in the loop. For FedEx Freight, closed track testing of Electronic Stablity Controls this fall was a big success, says Oleson, who adds that he specifically invited some technology naysayers to the Ohio demo in the hope that he could change minds. In a video of the testing event, FedEx showed that loaded trucks executing J turns and evasive manoeuvres were much less likely to have wheels lose contact with the road if the truck was equipped with Electronic Stability Controls. And the tests were performed under a wide array of speeds and weather conditions. “People got a real live understanding of what this technology is on the trucks to do,” says Oleson. TT

In Gear

Keep it Clean

BETTER

Hydraulic challenges often traced to oil condition Jim Alexander may be the most passionate person on the planet when it comes to hydraulic oil. That’s why he gets so frustrated when he sees operators without a high quality filter or gauge. After all, he says, 70% of all hydraulic oil failures are due to dirty oil. “Keep oil clean. With the gauge, green is good, yellow you better look after it, and if it gets too red then you need to replace it. I can’t tell you how many people I see in the trucking industry without a filter or a gauge,” said the 26-year veteran, who works in sales for Parker Hannifin, based in Cleveland, Ohio. One driver Alexander had worked with kept complaining that his pump was always failing. He never checked the fluid, recalled Alexander. There were substantial flecks of metal in it. “All those pumps he destroyed would end up in the bottom of the tank. Every time he’d put a new pump back in he’d suck all that junk back down into the input and he’d destroy another pump,” he added in the recent presentation to the Technology and Maintenance Council (TMC). Part of the issue comes down to drivers being trained properly. “Just because a guy has a [commercial licence] doesn’t mean he knows how to operate a vocational truck,” said Alexander. And part of that training is ensuring drivers understand how dangerous hydraulic oil can be. He showed TMC delegates a disturbing image of flesh eaten away from a worker’s hand. The equipment needs adequate time to cool before it’s worked on. Hydraulic oil temperatures can surpass 93 Celsius. Other key measures for maintaining hydraulic oil include keeping shafts properly lubricated, said Alexander. He also recommends using wet spline technology versus grease technology. This provides a continuous bath of oil. Heat and contamination are two other primary concerns when it comes to hydraulic system failures. Finally, beware of cracked hoses. Alexander said they are the number one cause of hydraulic oil fires. TT

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Tire Change Not all providers created equal Gary Tatum, who spent 35 years as a senior tire engineer, has some tips about evaluating the quality of your tire repair provider. “Quality materials and quality workmanship add up to quality repairs,” said Tatum, now regional sales manager at Patch Rubber. Some of the first criteria to consider when evaluating a tire repair provider are elements like training background. Look to spot technician certificates. Once that passes the test, it’s time to take a look around the shop, said Tatum. Can you see wall charts for the tires, and are they actually measuring for the repairs, or are they just winging it? “We’re looking to repair the tire, not just stop a leak,” he reminded a crowd at the recent Technology and Maintenance Council meeting. Other things to look for around the shop include the proper storage of materials. Is it cool enough for the tires? Tatum said the temperature should be in the neighbourhood of 20 Celsius. He recalled once seeing a shop store its tires in the washroom because it was the only place cool enough in the facility. “It still worked,” he laughed. TT NOVEMBER 2016

45

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In Gear Where are the air tank drains? Fairings often hide them these days.

Clear and Present Danger Aside from audible air leaks, you’ll never be able to detect many air system problems without proper test procedures By Jim Park Tractor and trailer air systems may be among the least proactively maintained parts of trucks. Put another way, fleets tend to ignore them until there’s a problem. There are two serious flaws with this thinking. First, a problem other than an air leak will probably not be noticed until it’s too late. And second, the new annual inspection requirements that debuted in 2014 mandate checking certain systems that never had to be checked in the past. If you aren’t following these new inspection requirements, you’re missing a vital part of the air system inspection – and a valuable early warning. With that said, air systems are generally pretty reliable and not prone to failures. That can be a blessing and curse. It’s good that they are reliable, but that reliability can lead to a false sense of security. There are plenty of documented

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TODAY’S TRUCKING

cases of air system failures, other than leaks or ruptures, causing calamity. What can go wrong with a bunch of tubing and few valves? The most obvious is a leak, and leaks are relatively easy to detect and repair. But there are standards to which systems must be maintained, and pressure loss rate is one of them. Depending on the vehicle configuration, the system pressure loss rate cannot exceed 3 to 6 psi over 60 seconds at full system pressure with the brakes fully applied. You may not be able to hear a slight leak like that, especially in a noisy shop, but the reservoir pressure gauge will reveal the leak. “There’s now a requirement to perform an air system leakage test on trailers at every annual inspection, as well as to inspect the air tanks, and you have to test the air loss rate,” notes Rolf VanderZwaag, manager of maintenance

and technical issues at the Ontario Trucking Association. “Those are specific tests required as part of an annual inspection. These are tests that fleets may not have been doing in the past because they never felt they needed to.” Now it’s captured in National Safety Code (NSC) Standard 11 – Maintenance and Periodic Inspection Standards, October 2014. “These inspections must be done. If not, it’s a violation,” he says. In addition to leaks, crimped air lines are not uncommon. Unless the crimp closes off the line completely, it could be difficult to detect. Crimps or blockages can slow the delivery of air to the brake actuators, resulting in low application pressure at one or more wheel ends, depending on where the blockage exists. Air lines tucked into harnesses can also suffer chafing and external rubbing that may compromise the integrity of the line, or result in an Out of Service condition if sufficiently worn when it’s found by a roadside inspector. These items are all now part of the new annual vehicle inspection procedures found in NSC 11. Section 3A, parts 1-12, include much of the new air system inspection requirements.

Near-invisible deficiencies In normal service, some problems will not be readily evident. But a proper inspection can reveal them – if you know what to look for. Take, for example, the one-way and two-way check valves and pressure protection valves use to isolate the primary and secondary air systems on tractors since 1975. “These valves can fail, usually from age and contamination,” says Rick Mello, senior technical services representative at Haldex Brake Products. “If either system experiences a single failure, the [working system] becomes the truck’s emergency brakes. They must be operationally checked on a regular basis or you risk losing both brake systems during a single failure. This means you would have no emergency brakes.” Historically, one-way check valves were used between the first air tank [the wet tank] and the two service tanks [primary and secondary tanks]. Some trucks today don’t have wet tanks and use pressure

In Gear

Diesel

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railers designed and built as the towing trailer in a Long Combination Vehicle (LCV) have requirements beyond a standard non-towing trailer. There are certain timing requirements that must be met so that brakes on the towed or second trailer in the combination apply and release as intended. Reports have surfaced recently that some trailers are not meeting this requirement. It is a requirement of the LVC permit in Ontario and other jurisdictions that trailers used as towing trailers on LCVs must have timing tests, and that the test data be retained with the permit. “Trailers are manufactured with a certification from the manufacturer that they meet certain CMVSS 121 timing requirements, when in fact they do not,” says Rolf VanderZwaag, manager of maintenance and technical issues at the Ontario Trucking Association. “We are advising carriers who are purchasing lead trailers intended for use in an LCV combination to ask the manufacturer for the actual timing test reports for individual units.” VanderZwaag has actually seen timing test reports delivered with trailers that indicated the trailer failed the test, but the trailers were sold and delivered anyway. “It’s absurd,” he says. “Some manufacturers have even supplied timing reports with an F on them but nobody noticed.” The timing requirements for LCV towing trailers with pintle hooks and the air system connection at the rear are different from regular trailers. Yet VanderZwaag says he is aware of instances where a manufacturer did timing tests designed for regular trailers on towing trailers. He’s aware of at least one case where a trailer was modified by a dealer to become a towing trailer after it left the factory. The permit conditions for LVCs in Ontario require the timing test to be completed after the modifications. “We have seen cases where it can take as much as 25 seconds for the spring brakes to apply on the rear trailer of an LCV after the driver has pulled the red button (trailer supply valve) on the dash in the tractor,” he says. “A lot of bad things can happen in 25 seconds.” Some manufacturers have made changes because carriers are asking. VanderZwaag is urging carriers buying towing trailers to ensure they have valid timing test data delivered with the trailer, and ensure it would be a good idea to test any in-service trailers that do not have the appropriate documents. It may sound like little more than a technical requirement, but the consequences of an improperly functioning air system can be severe, and possibly even more severe after the forensic analysts get through with a trailer involved in a crash.

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107.9 120.2 113.0 111.8 109.6 109.9 112.1 105.9 115.9 101.7 97.1 98.4 94.9 101.1 100.1 98.5 99.3 96.4 100.5 101.1 101.3 96.2 94.4 95.4 93.3 94.2 94.9 96.7 99.0 109.0 92.9 96.8 95.7 94.1 93.6 90.7 96.9 96.3 93.5 106.1 106.4 103.6 105.2 101.1 104.9 105.9 106.9 101.3 103.0 116.9 117.8 118.2 117.4 115.2 118.5 119.4 117.8 119.6 106.4 108.9 109.0 107.3 107.5 108.1 106.3 127.7 128.2 136.5 128.4 130.2

0.0 0.2 0.5 0.5 0.0 0.0 -0.6 0.4 0.0 -0.1 2.6 -0.2 -3.3 0.0 0.0 -0.7 0.0 -0.5 0.0 0.0 0.0 0.0 0.0 0.0 1.2 1.2 0.0 -0.3 0.0 0.0 -0.4 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.6 0.2 0.0 0.0 0.0 0.0 0.0 0.8 0.1 0.0 0.9 3.0 1.1 2.4 0.4 1.9 1.4 4.0 0.0 3.3 2.1 4.2 3.3 4.1 3.4 0.0 0.7 1.8 0.0 0.9 1.4

91.6 79.0 77.5 79.8 80.2 78.0 80.1 77.5 97.3 79.8 75.5 77.9 73.4 82.1 80.0 79.1 77.9 73.4 77.5 80.0 78.5 69.7 65.2 73.3 64.3 65.1 66.1 69.1 70.1 78.2 64.7 71.0 69.9 65.0 67.6 69.1 71.5 67.0 64.4 68.6 70.9 67.3 70.1 67.5 70.9 67.9 69.6 72.8 67.1 78.9 76.9 78.0 76.6 81.8 77.5 79.3 77.0 78.5 73.8 83.0 75.4 73.9 77.9 74.6 68.2 91.9 88.6 93.2 90.4 89.7

CANADA AVERAGE (V)

104.0

0.2

74.3

CITY

HIGH PERFORMANCE ENGINE OILS total-canada.ca

Challenger Motor Freight is among the fleets that have realized productivity gains through Long Combination Vehicles. But anyone who wants to consider the configurations also has to consider brake timing. NOVEMBER 2016

47

Updated prices at www.kentgroupltd.com • Prices as of October 14, 2016 • V-Volume Weighted. (+/-) indicates price variations from previous day. (*) Denotes markets used in Volume Weighted Canada Average. Diesel includes both full-serve and self-serve prices.

Price Watch

A MATTER OF TIMING ON LONG COMBINATION VEHICLES

In Gear checks and making sure the two air brake systems remain completely separate, it will never be caught,” says Mello. “If the problem remains undiscovered and one system loses pressure, the other will go down with it rather than remaining at full pressure. That’s the point of isolating the two systems and keeping them independent.”

It starts with the compressor

V Air line routing should be inspected regularly for chafing and crimping.

V Air lines on the tractor frame are often bundled into harnesses where chafing can occur. Chafed air lines are an Out of Service condition.

protection valves found in the air dryer to isolate the primary from the secondary. Double or two-way check valves are also used throughout the brake system to keep the primary and secondary systems separate and independent from one another. Additional pressure protection valves are used to keep auxiliary devices such as air suspensions and air horns from robbing all the air pressure from the brakes during a failure. “Roadside inspectors can, and sometimes will, check these failure modes by

48

TODAY’S TRUCKING

independently draining each reservoir, making sure the other reservoir maintains air,” Mello says. “During these single failures the driver will be instructed to make a service brake application, using the foot valve, and the inspector will check that at least one wheel or axle has executed a brake application.” Mello advises all heavy-duty maintenance facilities to execute these failure mode tests at least once a year, or at regular Preventive Maintenance intervals. “If the mechanics are not doing these

Compressing moist, humid air creates water in the air reservoirs that have to be drained periodically – daily, in fact – as per most manufacturers’ instructions. However, it’s very difficult for drivers to reach the air tank drain cables on today’s aero-festooned tractors. That means there’s a high likelihood of water making its way past the wet tank and further into the air system. While an air dryer will solve some of that problem, older air dryers with contaminated or oil-soaked desiccant cartridges often are not able to remove enough moisture from the compressed air to prevent significant amounts of water from entering the wet tank. And since older compressors are also more likely to throw oil, you now have an oil-water mix to contend with, and that can foul the extremely small orifices in some brake system valves, like the expensive ABS valve, and more. “The extremely tight tolerances on many of the pneumatic servos and solenoids in automated transmissions and the diesel exhaust delivery systems are very sensitive to contamination,” notes Richard Nagel, director of marketing and customer solutions – air charging, Bendix Commercial Vehicle Systems. “Oil in the air tank is the canary in the coal mine. Regular inspection of the exhaust air from the air dryer and the wet tank discharge is a critical maintenance item.” Most of the air system problems resulting from valve failures can be traced back to contamination of some kind, usually oil, water or dirt, all of which come ultimately from the compressor, except for possible dirt entering through open gladhand ports. Air systems are generally pretty reliable and mostly trouble-free, but the potential for problems still exists. That makes the case for air system maintenance. TT

PRODUCTWATCH WHATâ&#x20AC;&#x2122;S NEW AND NEWS FROM SUPPLIERS

For more new product items, visit PRODUCT WATCH on the web at todaystrucking.com Volvoâ&#x20AC;&#x2122;s Active Driver Assist â&#x2013;ź

Volvoâ&#x20AC;&#x2122;s Collision Mitigation System Active Driver Assist offers warnings and braking Volvo Trucks North America has unveiled a collision mitigation system known as Active Driver Assist, which combines information from a camera and radar to offer everything from warnings to emergency braking. The option is now available on all VNL and VNM trucks. The system activates at speeds above 24 kilometers per hour, and monitors following distances, stationary objects, and lane markings. Drift out of a lane, and a warning will sound. Audible and visual warnings come if a non-moving metallic object is detected. When the system identiďŹ es a vehicle, warnings will sound when following distances shrink to 3.5 seconds. If drivers donâ&#x20AC;&#x2122;t act, it will automatically shift a truckâ&#x20AC;&#x2122;s I-Shift transmission and engage the brakes. One thing that sets Volvo Active Driver Assist from some other collision mitigation systems is that it is integrated directly into the dash. The warnings, such as the speed of a vehicle ahead of the truck, is displayed in the driver information center.

The events will not go unnoticed by ďŹ&#x201A;eets. The camera records 10 seconds of video before and after each triggered event, and the system stores up to 40 video clips. Fleets can even choose to increase the following distances to six seconds. Drivers, meanwhile, can deactivate the Lane Departure Warning System for up to 15 minutes when traveling through construction zones or narrow roads, where false alarms can be triggered.

PETRO-CANADA CK-4 AND FA-4 LUBES DURON NEXT GENERATION TO COME IN FOUR TIERS

Petro-Canada has unveiled new lubricants that will meet emerging API CK-4 and FA-4 oil categories. On the market as of December 1, the Duron Next Generation line of heavy-duty diesel engine oils meets and surpasses the new requirements, the company says. It will come in four NOVEMBER 2016

49

Product Watch tiers – a Duron HP (High Performance), Duron SHP (Super High Performance), Duron UHP (Ultra High Performance), and Duron Advanced (API FA-4). The Duron Advanced formula is specifically designed to maximize fuel economy without sacrificing engine protection, the company says, noting that the entire lineup combines the best additives and purest base oils.

Duron Next Generation line

FLOWBELOW FOR KENWORTH

FlowBelow AeroKit

AEROKIT AN OPTION ON 7680

Kenworth is enhancing its aerodynamic offerings with FlowBelow’s tractor AeroKit as an option on the T680. The offerings include a flexible thermoplastic polyolefin AeroKit fairing between the tandem axles, as well as a fairing directly behind the rear drive axle. Quick-release aerodynamic wheel covers round out the air-shaping offerings. “The tandem axle fairing and wheel cover combination enhance the T680’s

reduces drag and turbulence around the tractor’s rear wheels,” said Kevin Baney, Kenworth chief engineer. “This option offers our T680 customers an additional option to help optimize fuel economy.”

UTILITY FLATBED 4000AE “DURABLE COMBO” TRAILER

superior aerodynamics by keeping airflow moving even more efficiently around the end of the tractor and onto the trailer, especially when the trailer is outfitted with its own side fairings, and

ACROSS CANADA, FOR DURABILITY AND QUALITY, TRUST TREMCAR. COME AND SEE US AT:

Utility Trailer Manufacturing says its new 4000AE flatbed trailer “delivers the strength and long-term benefits of a durable combo trailer.” Called a “next generation” trailer, it’s an evolution of the proven 4000A with a standard 47,000-pound coil-haul package

You have options You receive Today’s Trucking in print (obviously). Well, we like giving you options and now you can read the Magazine wherever you want. Check it out on any device, even subscribe to receive a monthly email, letting you know that your next issue has been delivered. Canada Post can’t do that!

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HEAD OFFICE 1-800-263-8265 WWW.TREMCAR.COM CONTACT OUR SALES REPRESENTATIVES TODAY: ALLAN PAAREN

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LEASING AND TRADE-INS

50

TODAY’S TRUCKING

croteaur@tremcar.com

todaystrucking.com/magazine.cfm

Product Watch Utility Trailer flatbed

INTERNATIONAL WHEEL ENDS FROM BENDIX FULL PORTFOLIO NOW OFFERED

and a unique crossmember design. It’s said to approach the weight of an all-aluminum trailer at a combo trailer price. The 4000AE flatbed replaces steel crossmembers with a new patent-pending design that uses three- and four-inch aluminum crossmembers, helping to reduce weight, while adding a standard coil haul package. Each crossmember sits in a patentpending saddle that does not use mechanical fasteners to connect the

crossmember to the steel main beams. For added stability, three tube-shaped outriggers are located on each side of the 4000AE and are connected to the aluminum crossmembers – aiding in even load distribution to the steel main beams. The 4000AE comes standard with a 47,000-pound coil-haul package, yet it’s said to be 536 pounds lighter than the 4000A base model and 627 pounds lighter than the 4000A flatbed with the optional coil package.

A full wheel-end portfolio from Bendix – consisting of the ADB22X air disc brake, EverSure spring brake, Versajust LS slack adjuster, and foundation drum brakes – is now available on a range of International’s medium- and heavyduty trucks and IC-branded buses. Customers can improve their stopping power by spec’ing Bendix ADB22X air disc brakes as an option on several Class 6-8 platforms or the company’s foundation drum brakes, an option on all Class 5-8 air-braked vehicle platforms. New as an option on International’s entire lineup of Class 5-8 air-braked platforms is the Versajust slack adjuster, with the EverSure spring brake standard on the same vehicle set.

THANK YOU CARRIERS for helping us deliver change in Fort McMurray “On behalf of Canadian Red Cross, I want to thank Trucks For Change Network and the Canadian trucking industry for their support towards the Alberta Fires Response. With the support of our partners, we are able to assist the thousands of Canadians impacted by this disaster.” Susan Larkin, Senior Director, Philanthropy, Canadian Red Cross

Working with the Canadian Red Cross, our member carriers donated their services to deliver relief and recovery to thousands of Canadians impacted by the devastating fires this spring.

Trucks For Change Network

is a non-profit group of leading highway carriers supporting communities. Together our members have helped charities across Canada deliver millions of pounds of donated food and materials a e a s too those ose in need. eed Please ease visit s t www.trucksforchange.org uc s o c a ge o g

Please Visit: redcross.ca/AlbertaFiresInfo

Proudly supported by:

NOVEMBER 2016

51

Product Watch TOTAL CANADA FORMULAS

PACCAR tandem axle

NEW RUBIA OPTIMA MEETS CK-4 AND FA-4

Total Canada has launched the new Rubia Optima range designed for heavy-duty diesel engines and complying with the new API CK-4 and FA-4 categories to meet Greenhouse Gas emission limits. The existing CJ-4 category, developed nearly a decade ago, will be replaced. The CK-4 oils will be backwards compatible. The new lubes are said to provide better engine protection and what the company calls “an unparalleled level of performance”. They’ll help limit carbon dioxide emissions while improving the engine’s fuel consumption and allowing the longest oil drain intervals authorized by manufacturers thanks to improved oxidation resistance, says Total. The new oils actually surpass the new CK-4 and FA-4 specifications.

40,000-POUND TANDEM AXLE PROPRIETARY PACCAR DESIGN SHEDS WEIGHT

PACCAR has unveiled a new proprietary tandem axle rated at 40,000 pounds and supporting Gross Combination Weights of up to 80,000 pounds. The new axle reduces vehicle weight by up to 150 pounds and improves fuel economy, the company says. Some of that is realized with a laser-welded carrier design. It also

features a pinion-through-shaft design to simplify the power flow through the axle. The axle comes with ratios of 2.47 to 3.70, and is compatible with engine torques up to 1,650 lb-ft or multitorque ratings up to 1,750 lb-ft. The warranty extends to five years or 1.2 million kilometers. Designed to support linehaul, regional, and Pickup and Delivery operations, it will be available beginning in January 2017.

YOU CAN’T GET THERE FROM HERE We told you it would be hard! So, congratulations to the few readers who identified our mystery location photo for October. The sculpture pictured is one of many created around the Quebec town of Lac-Mégantic to memorialize the 47 victims who perished in the tragic 2013 train derailment. For November, we’re still going to keep the contest tough, but this time we’re moving back to Ontario. What do you think? Recognize the sculpture pictured to the right? If so, email your guess to dave@newcom.ca. If you’re one of the first 10 readers to guess right, you win a hat.

October Answer:

Quebec town of Lac-Mégantic

YOU CAN’T GET THERE FROM HERE c/o Today’s Trucking Magazine 451 Attwell Drive, Toronto, ON M9W 5C4 Phone: 416-614-5813 • Fax: 416-614-8861 Or email: dave@newcom.ca P.S. If you call your answer in, don’t forget to leave your contact details!

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TODAY’S TRUCKING

National Advertisers Cat Scale www.catscale.com Cummins Canada www.cummins.com Eberspaecher www.eberspaecher-na.com ExpoCam www.expocam.ca Hendrickson www.hendrickson-intl.com Hino www.hinocanada.com Howes Lubricator www.howeslube.com

21 24 18 34-35 8 2 19

Isaac Instruments 13 www.isaac.ca PeopleNet Communications 32 (split ad) www.peoplenetonline.ca Peterbilt back cover www.peterbilt.com Prolam 6 www.prolamfloors.com Ridewell 45 www.ridewellcorp.com Thermo King 22 www.thermoking.com Today’s Trucking 50 www.todaystrucking.com

Total Canada Inc. 26, 47 www.total-canada.ca Tremcar 50 www.tremcar.com Truck & Trailer 32 (split ad) www.trackandtrailer.ca Trucks for Change 51 www.trucksforchange.org Volvo Trucks North America 55 www.volvotruckscanada.com Wells Fargo 4 www.wholesalebanking.wf.com/CA

COMPANIES IN THE NEWS B Bendix Commercial Vehicle Systems. . . . . . . . . . . . . . . .43, 48, 51 Bosch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40 Burnbrae Farms . . . . . . . . . . . . . . . . . . . . . . .30 C Carrier Centers . . . . . . . . . . . . . . . . . . . . . . . .18 Challenger Motor Freight . . . . . . . . . . . . .18 Chalmers Suspensions . . . . . . . . . . . . . . . .29 Cummins . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42 D Daimler Trucks North America . . . . . . . . . . . . . . . . .20, 21, 40 DriverCheck . . . . . . . . . . . . . . . . . . . . . . . . . .54 E Eaton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29 F FedEx Freight . . . . . . . . . . . . . . . . . . . . . . . . .44 FlowBelow. . . . . . . . . . . . . . . . . . . . . . . . . . . .50 Fuso . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40 G Global Automakers . . . . . . . . . . . . . . . . . . .21 Groendyke Transport . . . . . . . . . . . . . . . . .44 H Haldex Brake Products . . . . . . . . . . . . . . . .46 Home Hardware . . . . . . . . . . . . . . . . . . . . . .30

I Isuzu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18 Iveco . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40 J Johnson-Matthey . . . . . . . . . . . . . . . . . . . . .17 K Kenworth Trucks . . . . . . . . . . . . . . . . . . 30, 50 Knight Transportation . . . . . . . . . . . . . . . .17 L London Machinery . . . . . . . . . . . . . . . . . . . .29 M Mack Trucks . . . . . . . . . . . . . . . . . . . . . . . . . .29 Mercedes-Benz . . . . . . . . . . . . . . . . . . . . 9, 40 Meritor . . . . . . . . . . . . . . . . . . . . . . . . . . . 30, 43 Metalso. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 Michelin Americas Research Company . . . . . . . . . . . . . . . . . . .17 N Navistar . . . . . . . . . . . . . . . . . . . . . . .20, 41, 42 O Oak Ridge National Laboratory . . . . . . . .17 Otto . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21 P PACCAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52 PACCAR Parts . . . . . . . . . . . . . . . . . . . . . . . . .30 Parker Hannifin . . . . . . . . . . . . . . . . . . . . . . .45

Patch Rubber . . . . . . . . . . . . . . . . . . . . . . . . .45 Peloton Technology . . . . . . . . . . . . . . 17, 21 Peterbilt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30 Petro-Canada . . . . . . . . . . . . . . . . . . . . . . . . .49 S Saskatchewan Government Insurance . . . . . . . . . . . . . . . .19 Scania . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41 St. Marys CBM . . . . . . . . . . . . . . . . . . . . . . . .29 T Tesla . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21 Titanium Transportation Group . . . . . . .18 Total Canada . . . . . . . . . . . . . . . . . . . . . . . . .52 Transcourt Tank Leasing . . . . . . . . . . . . . .30 U Utility Trailer Manufacturing . . . . . . . . . .50 V Volkswagen Truck and Bus . . . . . . . . . . . .41 Volvo Trucks North America . . . . . . . 16, 49 W Wabash National. . . . . . . . . . . . . . . . . . . . . .17 WardsAuto . . . . . . . . . . . . . . . . . . . . . . . . . . .24 Wegmans Food Markets . . . . . . . . . . . . . .17 Z ZF Friedrichshafen . . . . . . . . . . . . . . . . . . . .40

NOVEMBER 2016

53

Faces DriverCheck founder Dr. Chris Page and his son, Connor, who oversees business development.

Positive Results Driver drug and alcohol tests were just the beginning for Dr. Chris Page and DriverCheck By John G. Smith Canada’s trucking industry was on its own when the U.S. first announced that it wanted drivers screened for drugs and alcohol. There were no Canadian labs conducting the work in those days. No shift in Canadian regulations, either. Any cross-border fleets had to find approaches that met the U.S. demands while still treating drug abuse as a disability. Dr. Chris Page recognized the underlying business opportunity. He completed the U.S. Medical Review Officer exam, began his own trips back and forth across the border to learn how programs could work, and secured a U.S. lab for the tests. DriverCheck – a business providing driver medicals and the all-important screening – was born. Twenty years later, Page is convinced that such testing has made highways safer. In 1996, 2.3% of the drivers that he screened tested positive for drugs. By 2010, the share had dropped to 0.5%.

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TODAY’S TRUCKING

“Our approach has been to get the guy cleaned up, to get him back to work, and have a Canadian, compassionate footprint on the program,” he says. “We’re not cops. We’re doctors.” They’re also successful entrepreneurs. The business based in Ayr, Ontario has become one of the largest testing resources in Canada, boasting 1,000 collection sites and 140 employees who serve about 6,000 companies from fleets to oil producers. A recently opened clinic in nearby Kitchener covers all aspects of driver health, while a pilot program in Alberta is focusing on occupational injury and illness management. But Page recognizes there are other health-related challenges to come, particularly around the federal govern-

ment’s push to legalize marijuana. That will be a “nightmare” for the trucking industry, he says. It’s already led some DriverCheck clients to expand random testing programs to include drivers who stay in Canada. Fleets, after all, remain responsible for health and safety no matter what drugs are legalized. Page also expects the testing panel, essentially a list of drugs included in any screening, to expand to include fentanyl. Between 2009 and 2014, that powerful painkiller played a role in at least one death every three days, according to the Canadian Center on Substance Abuse. The B.C. government has declared a spike in related overdoses to be a public health emergency. As important as he believes drug and alcohol testing to be, though, Page doesn’t think driver health screening should stop there. DriverCheck has invested heavily in sleep apnea tests, establishing relationships with sleep clinics across the country while U.S. regulators consider whether to screen drivers for the sleep-depriving respiratory condition. He even expects private clinics to play a growing role in healthcare as a whole. “Private healthcare in some form – but not American – will come,” Page says, referring to an ongoing B.C. court battle that’s challenging laws which ban private care for medically necessary services. The quality of healthcare depends on it, he says. “The people who support our system and speak about how good it is are probably not ill.” As for his thoughts about general driver health? “If I was to give any advice to drivers, and this is just from a doctor speaking, it’s everyone lose 10 pounds,” Page says. “The next time I talk to you, lose another 10.” TT

“Our approach has been to get the guy cleaned up, to get him back to work, and have a Canadian, compassionate footprint on the program.”

Uptime means road time. enjoy the view.

Uptime saves you more than just money. It saves your trust, reputation, and business. Thatâ&#x20AC;&#x2122;s why we created Volvo Trucks Uptime Services. We connect you to immediate live support from a Volvo agent whenever you need it with our 24/7 Volvo Action Service. Our Remote Diagnostics predicts, identiďŹ es, and reports a service event, reducing diagnosing time by as much as 70%. Our team locates and sends ahead the parts you need, reducing repair time by up to 22%. And our coast-to-coast Volvo Dealer Network connects it all. Know the road ahead. Learn more: Uptime.VolvoTrucks.ca

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Volvo Trucks. Driving Progress