Issuu

Page 7

Page 13

Page 23

Tragic collision

Industry image

CVSA blitz

STA offers condolences after Humboldt tragedy.

Panel discusses industry image, game changers at MTA AGM.

Roadcheck 2018 to focus on HOS compliance.

MAY 2018 VOLUME 29, ISSUE 4

Reach us at our Western Canada news bureau Contact Derek Clouthier Derek@Newcom.ca or call 403-969-1506

WWW.TRUCKWEST.CA

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The taxman cometh Smaller carriers could be impacted most from Manitoba’s carbon tax plan

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Always in style B.C. Vintage Truck Museum adds to province’s heritage and industry allure By Derek Clouthier SURREY, BRITISH COLUMBIA The B.C. Vintage Truck Museum will hold its fifth annual Truck and Tractor Show and Shine July 7, but it was not long ago the organization was facing a conundrum – the partial loss of its long-time home. The museum, which opened in May 2012 and houses 27 trucks and numerous pieces of related memorabilia, is run by the Surrey Heritage Society and was started by a group of Cloverdale men who leased a building owned by the City of Surrey. The building was built in 1958 and includes the original 1881 city town hall, which has been closed to the public for more than 12 years. With the city considering moving the town hall to the Surrey Museum as part of its museum expansion project, the Vintage Truck Museum was in line to lose a large portion of the space they occupy in the building due to demolition. Dismantling of the building was to commence April 30. However, as Anna Dean, secretary of the Surrey Heritage Society for the museum, pointed out, the historic building has since been discovered to be designated as a heritage site and cannot be destroyed.

“Although this has given us a reprieve, we are still bound by a short-term lease that could be terminated at any time,” said Dean. “We are working with the city to find a new forever home in the immediate (vicinity). We are considered to be a cultural, heritage, and economic benefit to our community and we are confident that the city will assist us with our long term goals.” The museum holds quite the collection of rare trucks, including a 1929 White Model 59 Shell tanker that was part of Shell Oil’s Vancouver, B.C., fleet that transported fuel to local gas stations. The truck, which boasts a 29-hp, four cylinder engine, was restored in 1986 by Shell Oil of Canada, a collaborative effort by staff of the B.C. Provincial Museum, Shell Canada, White Trucks, and others. The museum’s 1935 Dodge Airflow is the rarest vehicle in its possession. Driven from California to Vancouver and purchased by Standard Oil in 1935, the truck was retired in 1947 and had its tank removed. “We are presently restoring this truck but have never been able to find an original replacement tank,” said Dean. “As far as we know, there are only four Dodge Airflows left in the world. Ours is the only one that came to Canada and is also the only 1935 left.” The main collection of trucks at the B.C. Vintage Truck Museum is known as the King Collection, as Continued on page 21

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WINNIPEG, MANITOBA The Manitoba Trucking Association (MTA) is concerned smaller carriers could struggle with the added costs of the province’s new “made in Manitoba” carbon tax plan. MTA executive director Terry Shaw said though some larger trucking companies may “have a bigger stick” when it comes to negotiating the extra costs, smaller fleets will face a pair of hurdles: the challenge of passing on the increased fuel costs to customers and owner-operators looking for increased fuel compensation. “No one faults folks wanting their increased costs covered,” said Shaw, “but if the customer isn’t willing to pay more, then these companies are put in a difficult position with their drivers.” Provincial carriers will also face challenges competing with trucking companies residing in the U.S., according to Shaw, where such

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Contents

Lou Smyrlis Director Business Development 416-510-6881 lou@newcom.ca Kathy Koras Associate Publisher 416-510-6892 kathy@newcom.ca A. (Tony) Hohenadel Publisher - truckandtrailer.ca 416-614-5800 tony@newcom.ca EDITORIAL Derek Clouthier Editor 403-969-1506 derek@newcom.ca Sonia Straface Associate Editor 416-510-6890 sonia@newcom.ca James Menzies Contributing Editor 416-510-6896 james@newcom.ca DESIGN AND PRODUCTION Carolyn Brimer, Beverley Richards, Michael Chimienti, Tim Norton ACCOUNT MANAGERS Delon Rashid Western Accounts Manager 403-713-1054 delon@newcom.ca

ALBERTA

MANITOBA

Page 24-25 PIC sets higher benchmarks for its member carriers

Page 13,45 MTA panel discusses industry image and technology game changers.

BRITISH COLUMBIA Page 9 After harsh winter, B.C. proposes changes to winter tire and chain-up requirements.

Page 30 Bison named best overall large carrier for third year in a row.

Page 23 Focus on HOS during this year’s CVSA Roadcheck blitz.

Page 7 Tragedy strikes Humboldt community.

SASKATCHEWAN

Anthony Buttino National Accounts Manager 416-458-0103 anthonyb@newcom.ca

Nickisha Rashid National Accounts Manager 416-614-5824 nickisha@newcom.ca

Denis Arsenault Quebec Accounts Manager 514-938-0639 ext. 2 denis@newcom.ca Tony Jelicic Regional Accounts Manager 416-614-5813 tonyj@newcom.ca Doug Copeland Regional Accounts Manager 905-715-9511 doug@newcom.ca Paul Beelien Regional Accounts Manager 416-614-5806 paul@newcom.ca Truck West is published monthly by

Newcom Media Inc.

Chairman & Founder: Jim Glionna President Joe Glionna Vice - President Melissa Summerfield Director of Circulation Pat Glionna Subscription Inquiries Lilianna Kantor Phone: 416-614-5815 Fax: 416-614-8861 Email: lily@newcom.ca RETURN UNDELIVERABLE CANADIAN ADDRESSES TO: CIRCULATION DEPARTMENT, TRUCK NEWS 5353 DUNDAS STREET WEST, SUITE 400, TORONTO, ONTARIO M9B 6H8 PUBLICATIONS MAIL AGREEMENT NO. 40063170 CUSTOMER NO. 4006214 TRUCK WEST is a proud member of the following trucking associations:

MANITOBA TRUCKING ASSOCIATION

SASKATCHEWAN TRUCKING ASSOCIATION

B C T R U C K I N G A S S O C I AT I O N

Carbon taxes have turned into a revenue stream for the government.

Manitoba’s carbon tax is a tough pill to swallow for carriers.

The effects of HOS regulations; ELDs help with driver retention and maintain profitability.

Industry loses a pioneer; driver saves unconscious woman on side of road; Volvo’s top Canadian dealer in Saskatchewan.

Editorial

Letters

Sandy Johnson The benefits of maintaining your IFTA/ IRP records come audit time.

Roger McKnight After Trump’s lowering of fuel efficiency standards, will Trudeau follow suit?

Donna Benjatschek In her first column, Donna likens poor health choices to being in an unhealthy relationship.

Cover story B.C.’s Vintage Truck Museum sees a reversal of fortunes.

Cover story

In-brief

28-29

Cross-border State of women in trucking discussed during Omnitracs Outlook, as well as top issues facing industry.

Cross-border

In Every Issue

Mack and Fuso make announcements during Work Truck Show.

42 Mark Dalton in… I have an (in) voice.

44 Newland Transport

Marketplace Don’t get left out in the cold with new food transportation requirements.

46 Last Word: Easing the brakes on continued growth.

May 2018 • Truck West 3

INSIDE THE NUMBERS

Outside thinking What your customers love and hate about outsourcing logistics functions Since the end of the Great Recession, Canadian shippers appear to have been fixated on one thing: cost reduction. Our research year after year shows they consider that their top priority, far ahead of other goals such as improving customer service, supply chain execution and keeping up with logistics technology. Our annual Outsourcing Survey, conducted among shippers across Canada by our Supply Chain Group, shows they are increasingly turning to outsourcing to meet their cost reduction goals and are finding success in doing so. Almost two thirds of survey respondents are outsourcing at least some of their logistics functions with another 14% considering doing so. The most important area outsourced: outbound transportation. The most important benefits delivered: reduced logistics costs and improved service. And the biggest concern with outsourcing? Is it any surprise that cost creep would top the list? Percentage of logistics expenditures directed to outsourcing

Major supply chain challenges Reduce costs

44%

Enhance customer service

13%

Improve supply chain execution

Improve supply chain information

Keep up with logistics software technology

Expand/improve service to new markets

Follow Lou on Twitter @LouSmyrlis.

How outsourcing has improved logistics operations

Less than $20% 81-100%

61-80%

Logistics costs declined

36%

Service has improved

31%

Logistics assets have declined

Average order cycle shortened

Overall inventories declined

35%

of respondents

14% 18%

14% 41-60%

21-40%

Concerns with outsourcing relationships

Outsourcing Strategies Outsource some or all logistics functions & will continue to do so

64%

Not currently outsourcing but considering doing so

Have outsourced in past but no plans to outsource in future

Have outsourced in past & considering doing so again

Have never outsourced & no immediate plans to do so

17%

Cost creep and price increases

37%

Lack of continuous service improvements

16%

Service level commitments not realized

10%

Time & effort spent on logistics not reduced

Contract has not evolved to reflect changing logistics

Cost reduction not realized

Main services currently outsourced Outbound transportation

Customs brokerage

Inbound transportation

Customs clearance

Freight forwarding

Warehousing

Cross docking

Shipment consolidation

73%

61%

60%

56%

35%

32%

21%

18%

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4 Truck West • May 2018

EDITORIAL Derek’s deliberation

If you’re profiting off pollution, I question the motives behind a carbon tax plan Carbon taxes really are just a money grab our federal and provincial governments have skillfully disguised as a noble effort to reduce our carbon footprint. Don’t get me wrong, I’m all about being cleaner, reducing pollution, and making every reasonable effort to protect our environment for our kids, our kids’ kids, and the generations that follow. I have a daughter, and I want her to be able to go fishing, camping, and enjoy the outdoors like I did as a kid – not to mention drink clean water and not have to deal with mass disease because of an ever-increasing global temperature. But when a government charges a tax on carbon emissions, collects that tax and uses it in areas it knows will garner the most public approval – be it income tax cuts, childcare funding, or anywhere else that is completely unrelated to where the tax came from in the first place – it just reeks of hypocrisy. It’s nothing more than the government profiting of the guise that

it is trying to protect the environment from the evil polluters. It’s also borderline genius, because on the surface, the public sees a government that is “trying to help the environment” by charging emitters, while at the same time creating another revenue stream that can be

used to “buy” approval from other, non-environment related areas. Studies also show that, for the most part, people don’t care about paying the extra few cents at the pumps for the carbon tax, or in many cases, don’t even realize they

are, which means the tax is not curbing the public’s fuel usage. There are several ways to reduce greenhouse gas emissions that do not involve taxing emitters and funding the government. For the trucking industry it doesn’t take a Harvard Business School graduate to realize that the less fuel you use, the better off your company will be from a financial perspective. And for years now, the industry has been rolling out technologies to help curb fuel consumption and save millions of dollars in costs. If the government truly wanted to see emitters lower the amount of carbon they produce, and not financially benefit off the number of tons of greenhouse gases they emit, it would take an encouragement approach, whether that be through financial incentives or otherwise. Carbon emissions have been on a steady decline in the U.S., mainly because of its move away from coal and more toward natural gas as a power source. It is a cleaner option, and companies making cleaner choices should be rewarded for that choice, which would encourage others to do the same. Whereas slipping a carbon tax on emissions does little to encourage change, and companies simply find a way to pass the buck on to others.

What kind of successful business person in the trucking world would ignore financial incentives for reducing their fuel consumption and scoff at lowering their expenditures and creating a healthier bottom line? Lower fuel consumption, save money, and get rewarded with even more money. It’s a no brainer! The only problem with this plan is that it doesn’t line the pockets of the government. And with all the wasteful spending we see from the government on multiple levels, you can’t convince me that there is no way to fund a program that would accomplish just what the government says it wants to achieve with its carbon tax plans. TW

Derek Clouthier can be reached by phone at (403) 969-1506 or by email at derek@newcom.ca. You can also follow him on Twitter at @DerekClouthier.

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SASKATCHEWAN

STA releases statement on Humboldt tragedy REGINA, SASKATCHEWAN The Saskatchewan Trucking Association (STA) has released a statement to Truck West on the tragic collision involving a tractor-trailer and the bus carrying the Humboldt Broncos junior hockey team. The collision, which happened on the afternoon of April 6 near Nipawin, Sask., at the Armley Corner intersection, occurred when a tractor-trailer traveling west on Hwy 335 and the bus heading north on Hwy 35 collided. Sixteen people were killed and several others injured. “Our board, our members – we are all part of small-town Saskatchewan. Our children play hockey, they travel these highways, this has struck home for each and every one of us,” said STA board chairman Reg Quiring. “Now is the time to focus on the courage and dedication of the first responders, hospital workers, and volunteer rescue personnel who worked quickly and professionally to respond to this horrible tragedy with great skill and respect for life. These people are Saskatchewan’s heroes.”

“It is of utmost importance that at this time, law enforcement professionals are given the time and the space to do their work and determine the cause of the collision.”

pended and its operations halted by Alberta’s Ministry of Transportation pending results of the investigation into the cause of the collision. Several people have come out on social media in support of the driver, whose name is yet to be released. A viral post on Facebook by Deanna Leigh states, “Although the exact cause of the collision and the events leading up to it remain unknown to us, we do know that you didn’t set out to do harm as you turned the ignition that fateful day.” As of April 11, that post had 140,000 shares and 56,000 likes. After being released, the driver was provided with mental health and wellness assistance. TW

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– STA The local RCMP say it is too early in the investigation to comment on the cause of the collision or if any charges will be laid. The STA said it does not have any information regarding the collision in addition to what police have shared with the public, and out of respect for all involved, will not comment or speculate on the situation. “It is of utmost importance that at this time, law enforcement professionals are given the time and the space to do their work and determine the cause of the collision,” the STA said in its statement. “The Saskatchewan Trucking Association Group of Companies’ board of directors, staff, and membership send their sincerest condolences to the victims, families, and friends of those whose lives were lost in the collision near the intersection of Highways 35 and 335 in Saskatchewan this past Friday.” The driver of the semi-truck survived the collision, and after being detained for a short period of time, was released. The trucking company involved in the incident was Adesh Deol Trucking Ltd. out of Calgary, Alta. The carrier has since had its certificate sus-

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BRITISH COLUMBIA

Stricter winter tire and chain-up regulations proposed in B.C. By Derek Clouthier VICTORIA, BRITISH COLUMBIA The B.C. government is looking to make changes to its winter tire and commercial vehicle chain-up requirements in the wake of what has been – and continues to be – a brutal winter, and spring. One of the proposed measures is to extend chain-up and winter tire regulations on select highways, mountain passes, and rural routes in high snowfall areas from Oct. 1 to April 30 replacing the current March 31 end date. Other changes would include stricter commercial vehicle chain-up requirements, such as higher fines – the current fine is set at $121 – for drivers not carrying chains or not chaining up when required. Dave Earle, president and CEO of the B.C. Trucking Association (BCTA), said the association supports practical and effective measures to improve conditions on public highways, something he believes the government achieves with its recommendations. “Our members are among those most greatly impacted by the failure of some drivers to chain up when required and we welcome changes to improve compliance,” said Earle. “And while increasing penalty amounts may encourage some drivers to chain up, creating further prescriptive regulations is not the only option.” Earle said the BCTA would like to see additional, larger, and properly maintained chain-up areas in the province, as well as efforts to increase education and enforcement to address the issue. The government also suggests a pilot project that would restrict commercial vehicles from using the far left lane on key three-lane highway sections during winter in an effort to ensure routes remain open to snow plows, emergency, and passenger vehicles. “We look forward to working with the government to review the results of the pilot program restricting commercial vehicle use in the far left lane on three lane portions of divided highways,” said Earle. “There will be situations where a blanket restriction is not practical, such as when both right hand lanes are blocked for an extended period due to natural hazards, but we fully anticipate such circumstances will be considered during the evaluation of the project.” The province plans to invest $1.8 billion over the next three years for additional weather stations and overhead message signs,

as well as enhance road-maintenance contractor monitoring and auditing using road weather stations, variable speed limit systems, and GPS tracking for snow plows. Additional support for the Winter Driving Safety Alliance to promote safe driving behavior and awareness for all drivers rounds out the list of proposed changes made by the Ministry of Transportation and Infrastructure. “I have heard from people and communities throughout the province that we need to take action to improve safety on our

highways,” said Claire Trevena, minister of B.C.’s Transportation and Infrastructure. “With that in mind, our government is moving quickly to implement changes that will ensure people are able to get where they need to go more safely through the winter months.” In the coming months, the ministry will also begin engagement with the commercial trucking industry and stakeholders on the implementation of these new safety measures. Regulatory changes are expected to be in place by next winter. TW

The B.C. government is looking to make changes to the province’s chain-up and winter tire regulations.

May 2018 • Truck West 9

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LETTERS

ELDs help The unforeseen repercussions of carriers retain HOS regulations drivers and Dear editor: stay profitable Have an Dear editor:

We are a small carrier based in Alberta and are running ELDs in several of our trucks. We started with one in 2016 and found that it was as productive as before if the driver and dispatcher communicated and planned more deliberately. E-logs will force shippers and receivers to get trucks loaded in a timely manner, which is good for everyone. Anyone who is protesting the implementation of e-logs is obviously not running legally now. Trucking will be more profitable for both drivers and owners because there will be no more time given away waiting to load and unload. Canada needs to implement e-logs as soon as possible and make it easier for carriers with productive business models to retain good drivers and stay profitable.

“E-logs will help attract quality people due to the fact that more hours of the day will be spent working instead of waiting.” The other area that needs to be visited by the government is to mandate speed limiters federally. The one concern I have heard voiced with e-logs is that some drivers may run at the maximum speed limit all the time instead of 95-100 km/hr. to try to make up for time lost waiting to load or unload. If speed limiters were mandated it would take that possibility away and make the roads safer for all. One final thought regarding the driver shortage. I would agree that there is a shortage of drivers that will work long hours for low pay. E-logs will help attract quality people due to the fact that more hours of the day will be spent working instead of waiting. Drivers will make the same money and work fewer hours. This will not happen immediately following implementation but I believe within a few years we will see positive results in the driver shortage area. TW

of every major city (and many more in between) on every major highway going into and out of that city, unlike that joke of a service plaza on Highway 400 north at Barrie, Ont., where you can maybe park five trucks. If the government doesn’t want to do it, they could at least encourage the private sector by making land available and exempting parking lots from property tax. From what I’ve seen so far, drivers with e-logs drive 110 km/hr. to 120 km/hr. non-stop, all day, to get in their hours. I don’t have an e-log, and I drive 90 km/hr. and stop whenever I want. Tell me which is safer. If insurance companies are encouraging e-log mandates, why aren’t we getting at least a 25% reduction in insurance rates? For all of you who think e-logs are the answer, I can’t believe you are so eager to bend over and hang on (one more time) in an already over-regulated industry, rather than stick together and fight for things that would benefit us all and that we so desperately need. TW

Ever wonder why the wheels fall off the trucks? All you have to do is drive across the country once and it will be quite obvious. In all my 40 years of trucking, our highways are in the worst shape they have ever been in. It is certainly not from a shortage of money after the billions of dollars we pay in fuel tax, highway use tax, plates, permits, and fines. It is unfortunate so much is squandered away on other things. Perhaps if our politicians drove to their vacation destinations and to work instead of flying, they would notice. Right now our hours-of-service (HOS) do absolutely nothing to help a driver spend more time at home with their family. Why do we have a mandatory 24 hour off-duty in our 120 hour cycle, why is there a cap on offduty miles, and why isn’t pulling an empty trailer equal to bobtailing? No one gives a damn if we have to do a reset in the middle of nowhere, or worse, a couple of hours from home. Would someone explain to me how HOS can be enforced when we have such insufficient places to park? There should be parking lots to accommodate at least 200 trucks within 50 miles

opinion? We’d like to hear it. Please send letters to the editor to derek@newcom.ca. Letters should not exceed 200 words and are subject to editing for length and style.

Wayne Wickett, Dapp, Alberta

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MANITOBA

Public misconception Panel addresses how public views the industry; another examines technology game changers

Newcom Media hosted two panel discussions during the MTA AGM April 6 in Winnipeg that addressed industry image and game changers.

try being safer and in turn leads to creating a safer image. Richard Cloutier, a journalist with Global News and 680 CJOB, said when it comes to the industry dealing with the media, the key is to be as honest and transparent as possible. “I think the industry’s image is pretty darn good here, as compared to maybe in Southern Ontario,” Cloutier said. “But that can be destroyed in a minute if there’s an incident.” Cloutier said in today’s 24-7 news cycle, the trucking industry must make itself available at all Continued on page 45

By Derek Clouthier WINNIPEG, MANITOBA A group of panelists from inside and outside of the industry questioned the general public’s perception of trucking during a discussion about image. Held during the Manitoba Trucking Association (MTA) annual AGM April 6 in Winnipeg, Man., panelist Reg Wightman of the province’s Motor Carrier Division said he reads about the new technologies and safety initiatives within the industry in trade magazines, but does not get the sense that the general public is aware of these efforts.

“I don’t think the public has the proper perception of what this industry is all about.” – Reg Wightman,Manitoba Motor Carrier Division “It’s not the attention grabber,” said Wightman. “I don’t think the public has the proper perception of what this industry is all about.” Ward Keith of Manitoba Public Insurance agreed, saying, “I don’t think there’s a good enough understanding of how complex this business is and how complicated it is…how technologically advanced the trucks are.” Keith added that most, if not all, carriers are receptive to suggestions on how to improve safety and preventative maintenance, as well as how to build safety into the culture of their respective businesses, which feeds into the indus-

May 2018 • Truck West 13

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COMPLIANCE Permits & Licensing

Do your homework on IFTA/IRP recordkeeping Think back to the days when you had to bring a report card home. For the most part, the grades were a measure of how you were learning and progressing in school. But then there were the comments. Yikes! “Sandra would do much better in class if she were to listen more and talk less.” Whatever. IRP and IFTA issue report cards, too, in the form of an “annual report of plan activity.” Every year, each jurisdiction says how many fleet accounts it has, how many fleets renewed their credentials, how many were audited, how many audits produced charges, and other details. For us fleet tax compliance nerds, it’s a great way to see what the jurisdictions are up to. The IRP report has two new categories this year: inadequate assessments and dollars assessed for inadequate assessments. We don’t have the same data available in the IFTA report. In recent years, IFTA and IRP have adopted language regarding the adequacy of records to conduct an audit. This gives auditors latitude in determining whether records are auditable even when they don’t entirely meet IFTA/IRP requirements (many jurisdictions conduct IFTA and IRP audits at the same time). For example, some fleets can give an auditor a neatly wrapped package of source documents, monthly summaries, and all the fuel receipts. Others offer a shoebox full of unsorted papers. Or a “dog ate my data” shrug. At this point, the auditor can determine whether there are sufficient records to do the job. Some auditors will work with the shoebox and some won’t, and no one is going to believe the dog story. According to the 2016 IRP annual report, 30% of carriers were determined to have inadequate records. In California, auditors determined that 418 of 559 audits involved inadequate records. That’s right, auditors determined that 75% of carriers in the state had records that were inadequate for audit—to the tune of $1,113,926.90 in dollars assessed. The problem isn’t limited to big states. Prince Edward Island conducted seven audits and assessed five as having inadequate records, or 77%. New Jersey conducted 466 audits and 356, or 76%, involved inadequate records. The penalties can add up. On a first offense in an IRP assessment, you’ll pay an addi-

tional 20% of the fees you paid when you apportioned your vehicles. For a second offense, the penalty is 50% of your apportioned fees. Third time, it’s 100%. Now multiply that amount by two or three since a typical audit period can be anywhere from one to three years. IFTA will assess based your KPL/MPG factor by either bringing it down to 1.7 KPL/4 MPG or reducing your KPL/MPG by 20%. Not only that, they can disallow any credit for tax paid at

the pump. There’s a whole bunch of “it depends” surrounding an IFTA assessment, but penalties can be substantial. Remember, an audit is subjective. If you know the rules and can defend your recordkeeping choices, you’ll likely be OK. But if you haven’t done your homework or your records are a mess, you’re going to wish you hadn’t played hooky when the teacher was telling you to brush up on your IFTA/IRP reporting skills. TW

Sandy Johnson has been managing IFTA, IRP, and other fleet taxes for more than 25 years. She is the author of the book, 7 Things You Need to Know About Fleet Taxes, and operates www.northstarfleet. com, which provides vehicle tax and license compliance services for trucking operations. She can be reached at 1-877-860-8025 or info@northstarfleet.com.

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OPINION Petrol Points

Will Trump’s fuel efficiency standards creep north? Remember the days when smoking was in its early stages of social repugnance, initiated by repugnatures? When Tim Hortons designated certain areas for the unwashed smokers, separate from those of ash free lungs? I was always fascinated with the division dividing the two being a virtual one, with possibly some invisible magnetic force field keeping the dirty from the clean. On a grander scale, but along the same pollution theme, the border between Canada and the U.S. is a smudgeable chalk line when it comes to cross-border trade or traffic of any mode, including the sacred automobile with its ever-growing size and stature in the fossil fuel fraternity. But there’s trouble brewing in river city, with the Trump administration pulling the rug from under the Obama-inspired fuel efficiency standards – by lowering the target mpg levels, as they have been determined by the Trumpeters to be too high. It is claimed that the Obama levels would have cost the industry billions and increased the new vehicle cost to unattainable levels for the voting consumer. So high, in my cynical mind, that it would

make the overpriced, cash burning, and government subsidized Tesla an attractive alternative. This is something the big three auto giants are not fans of – as they aren’t anywhere near up to speed on electric cars, and neither is the consumer unless they can get a $14,000 subsidy cheque as they can in (deficit, what deficit?) Ontario. All of this is great news for the e-wacks, who can now repaint and reword their placards as the pipeline thing is just not getting the TV time it deserves. Their gripe is that the lower, but not announced, fuel efficiency levels will increase gasoline consumption and cost more to fill a tank because they will be less efficient. They don’t seem to mention that over 50% of the gas guzzlers on the road today are light trucks and SUVs. Vehicles are getting bigger, roomier, and heavier because that is what the consumer wants. The real question is, will these new standards be applied and accepted universally in the U.S., and what will be the Trudeau position in Canada? You can’t have one standard in the U.S., and a different one north of the border because, Mr. Trudeau,

Canadians and Americans cross our borders with great frequency. If the fuel efficiency, and hence the emission levels, are “X” in Montana and “Y” in Alberta, are we going to have mileage police at the border? When ultra-low sulfur diesel was proposed and introduced, lowering the sulfur levels from 500 to 50 ppm, both countries activated the change simultaneously to enable continuity of cross-border truck traffic.

Roger McKnight is the chief petroleum analyst with En-Pro International Inc. Roger has more than 25 years of experience in the oil industry. He is a regular guest on radio and television programs, and is quoted regularly in newspapers and magazines across Canada.

So, Mr. Trudeau, the precedent is in place, as is the president. We know where he stands but what’s his position, or is he just posing? TW

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May 2018 • Truck West 17

WITH YOU for the LONG HAUL

By Todd MacGillivray

Navigating a challenging environment together

avigating the challenging landscape of the trucking industry is testing even the most seasoned transportation professionals.

As equipment becomes more sophisticated and technologically advanced, the expenses associated with purchasing and maintaining various parts, pieces, and features for your fleet can accumulate fast. Add that to rising fuel prices, the shortage of experienced drivers, training costs, economic pressures, and a tough Canadian regulatory environment, and the risks to your bottom line can feel daunting, to say the least. As a risk partner to thousands of trucking businesses across Canada, we understand your challenges; the fact of the matter is, we face our own. The quickly-evolving risks of the transportation business has led to heavier losses than in many other industries. The costs of settlement and litigation in trucking claims are trending upwards – compounded by an ever-increasing amount of distracted driving – leading to higher frequency and severity of accidents for fleets of all sizes. More frequent and severe accidents mean greater losses for trucking insurers, resulting in another increased cost for truckers: higher premiums. Every year, more insurance companies are questioning whether they should continue operating in the transportation industry. On this matter, however, our position has always been clear: we’re here for the long haul.

Our commitment is rooted in our history Fairness, strength in partnership, and a focus on long-term success: these qualities have guided our parent company Fairfax Financial since its inception, and they’re at the heart of Northbridge Insurance’s philosophy. We believe in creating genuine value for our trucking customers through meaningful relationships with business partners and associations, and applying our industry expertise – collected over 60+ years – to protect and support our trucking customers for the long term.

customers strengthen their businesses. Our Risk Services experts perform over 8,000 in-person assessments and services visits each year and are constantly sharing their industry expertise through training courses, events, and discussion panels across the country. For instance, our Customer Appreciation Days allow us to share insights, knowledge, and trucking industry trends; recent topics have included the impacts of medical marijuana and ELDs on the industry. These comprehensive, interactive discussions bring everyone together – truck drivers, safety managers, brokers, industry lawyers and other experts, and our own Northbridge team – to address the timely issues that matter most to you.

Personal and persistent support Dedicated events are valuable touchpoints, but growing relationships takes work and commitment. Our customers can count on us for training, education, and advice when they need it most, which means we’re always ready to respond with guidance and service. Our training centre in Guelph, Ontario, is designed to help truck drivers improve their skills with hands-on instruction. Here, we can address clear and impactful problems on the road, like distracted driving and inadequate training. We extend our knowledge with courses and tutorials on a variety of specific risk management methods and physical measures to protect assets – these are areas that directly affect safety and efficiency in trucking, insurance premiums, and more importantly, your bottom line.

We’re prepared to go the distance for our customers While other insurers have exited the market in the face of swelling losses, we’re focused on helping our transportation customers manage the risks of running their business for the long term. It’s true that market conditions are putting pressure on insurance companies, but we know that we can weather the storm by continuously looking for ways to innovate, staying connected with our customers, and applying our years of expertise to develop industry-leading risk management strategies. At Northbridge, we know that transportation is the lifeblood of the Canadian economy. We want to be your partner in risk prevention, now and for years to come.

Championing our customers As Canada’s leading transportation and logistics insurer, our top priority is to reduce risk exposures for our customers. So we’ve put significant time, energy, and effort into developing an industry-leading Risk Services team that helps thousands of Northbridge Insurance and Northbridge Insurance Logo are trademarks of Northbridge Financial Corporation, licensed by Northbridge General Insurance Corporation (insurer of Northbridge Insurance policies). This article is provided for information only and is not a substitute for professional advice. We make no representations or warranties regarding the accuracy or completeness of the information and will not be responsible for any loss arising out of reliance on the information.

Todd MacGillivray is Vice President of Underwriting and National Lead of Transportation & Logistics at Northbridge Insurance. Having spent the majority of his 20 years of insurance experience in the trucking industry, Todd uses his wealth of knowledge to provide oversight for Northbridge Financial’s transportation portfolio. Todd is a long-time member of the Ontario Trucking Association and Atlantic Provinces Trucking Association, and more recently the Canadian Trucking Association.

HEALTHY LIVING Body, Mind and Spirit

Are you in a bad relationship? Have you struggled with keeping in a healthy weight range for some time now? Have you tried every diet program known to mankind? Of course, they work for a while and then you fall off the wagon, or you reach your goal and think now I can finally go back to “some normal eating.” Let’s compare bad eating habits to being in an unhealthy relationship. When I was in my 20s, I met a guy who looked pretty amazing on the outside. He had movie-star quality looks, was very charming and athletic. I thought he would be very good for me, but I soon realized he had some major issues. I kept dating him because I thought I could help him and that our relationship would be fantastic. Guess what? That didn’t happen. After breaking up a few times, I finally had enough and was ready to move on. Why am I telling you this? A lot of us are in an unhealthy relationship with food. We think that liter of ice cream or that bag of potato chips is going to be great for us and make everything in our life better. They do taste great, but often they make us feel tired and craving something more. It just might be time for us to break up with the food that is constantly calling our name. What would happen if you started dating some amazing, healthy foods and see how you feel? Mr. Sugar has been my unhealthy food relationship for many years. I am disciplined with exercise and eating healthier in general, but when it comes to the “sweet stuff ” it was hard to stop once I started. I decided my health was more important than Mr. Sugar, so I am in the process of breaking up once and for all. Mr. Whole Foods is taking his place and I have never felt better. I now have experienced the benefits of a good relationship. I have tons more energy and I sleep better. When you experience a good relationship, who needs the unhealthy one anymore? I am going to challenge you to evaluate the relationship you have with food right now. Does Mr./Ms. Sugar, Mr./ Ms. Processed Foods have an unhealthy hold on your life? Well guess what, you deserve better and you can choose to break up. Be honest with yourself…please! If this food has had an unhealthy control over your life for a long

time, it could be your time to make a permanent change. Take a long, hard look at what you potentially are getting out of your relationship with Mr./Ms. Sugar. Here are just a few: weight gain, negative effect on your immune system, the growth of cancer, premature aging and wrinkles, and cardiovascular disease, to name a few. Why on earth would I want to stay in a relationship with this guy? Maybe we feel deep down that we do not deserve better or

sometimes we just don’t have the strength to break up. Start with baby steps. Try breaking up for a week and see how you feel. If you have been in this relationship for a long time, you could possibly be addicted and go through some withdrawal symptoms. Remember you can’t just break up, you need to replace it with a healthier choice. Want ideas on how to break up? This is what my column in Truck West will address, so let’s do this together. TW

Donna Benjatschek is an experienced health and nutritional coach based out of Calgary, Alta. Her participation in the Healthy Trucker initiative has launched a passion for helping people in the transportation industry live the benefits of healthier food and exercise choices. Donna can be reached at donnabenjatschek@shaw.ca.

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May 2018 • Truck West 19

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COVER STORY

Truck museum Continued from page 1

they belonged to Bob King, who owned several trucking companies. After closing the businesses, King stored his trucks from 1957 to 1972 before they belonged to other owners throughout the area. They were then turned over to the Surrey Heritage Society in 2012 for safekeeping and legally transferred to the society in 2017. “Our goal is to preserve the early history of trucking in British Columbia,” Dean said. “To preserve this priceless collection and share it with the public.” Part of this effort includes the unveiling of a new mural installed on the exterior of the museum this past March.

“Below the mural stands three historic markers of the Pacific Highway, which opened as a gravel road in July 1913,” said Dean. “The highway, which connected New Westminster to the U.S. border, was a major connection route and an important trucking route to this day.” The museum is funded by donations, grants, corporate and individual sponsorships, and fundraising efforts, such as the July show and shine. In 2017, the society received a Canada 150 grant to expand the truck museum, allowing for the addition of eight extra vintage trucks that had been in storage.

A 1935 Dodge Airflow, the rarest truck in the museum’s collection.

“Our goal is to preserve the early history of trucking in British Columbia. To preserve this priceless collection and share it with the public.” – Anna Dean , Surrey Heritage Society The mural depicts an image from the Surrey Archives of five Model 130 Fageol “Flyer” trucks parked in front of the City of Surrey Hall in 1912. The four-cylinder vehicles were purchased as work trucks in the 1930s and had a top speed of 35 mph. The photo was taken less than a kilometer from where the B.C. Vintage Truck Museum sits today.

The new mural is an image from the Surrey Archives of five Model 130 Fageol “Flyer” trucks parked in front of the 1912 City of Surrey Hall. The trucks were purchased as work trucks in the 1930s. “These trucks were parked in various barns, backyards, and garages in the area and we were concerned they were deteriorating,” said Dean. The expansion also added more space for memorabilia and A improved wheelchair access.

Those attending the show and shine will see trucks ranging from the early 1900s to the most recent big rigs, as well as a silent auction, live entertainment, food, and a yard sale table. “The variety of trucks makes this event interesting not only for

truck enthusiasts but for everyone,” said Dean. “We have many stories to tell at the museum of how our trucks helped develop this province for the benefit of all.” The show and shine will be held at the Cloverdale Fairgrounds, July 7 from 10 a.m. to 4 p.m. TW

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TO ALL OF TRUCKING HR CANADA’S 2018 TOP FLEET EMPLOYERS!

Be sure to visit those at Truck World, and join them at the Top Fleet Employers Gala Awards Dinner on October 11, 2018, at the Palais Royale in Toronto! FOR MORE INFORMATION ON THE PROGRAM AND HOW TO BECOME INVOLVED, VISIT WWW.TRUCKINGHR.COM

May 2018 • Truck West 21

COVER STORY

Carbon tax Continued from page 1

taxes are not imposed on fleets. The Manitoba government’s carbon tax plan kicks in this September at a price of $25 per ton, a level Sustainable Development Minister Rochelle Squires said is half the amount mandated by

the federal government giving the province the second lowest carbon price in Canada by 2022. “When it comes to addressing the challenges of climate change, we must understand just how unique we are as a province,” said Squires. “This plan sets out a made-in-Manitoba solution to climate change that respects our clean energy investments, supports

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Across 1 5 8 9 10 12 14 17 21 22 23 24

Hammer lane activity Truck collectors’ groups Mississauga truck exhaust pros Secondary road type (3,4) Popular county fair contests (7,5) Tractor axle type Collision type (4,2) Full service ____, new truck option (5,7) Suspension smashing crater Engine control computer, slangily Cab panel battle scars CAT and Cummins engines

22 Truck West • May 2018

Down 1 2 3 4 5 6 7 11 13 15 16 18 19 20

Brief trip pauses, slangily (3,5) Dave Dudley’s “____ on the Road” (3,4) Road map city section Tread strips on road, briefly Winter ice road event Aptly named rental truck (1,4) Bumper, deck or fuel tank type West Coast mirror attachments Kentville, NS-based carrier Short, intermediary cargo movement Tandem axle type Drivetrain products company Wiring organizer, ____ tie Cab stereo plug-in, perhaps

our economy and reduces emissions. It will protect the environment while also building a prosperous low-carbon economy in Manitoba.” The government said its plan will save Manitobans and businesses over $260 million over the next five years compared to the federal plan. “Our Made-in-Manitoba Climate and Green Plan will cost less and reduce more than the made-inOttawa carbon tax,” said Premier Brian Pallister. “Our lower carbon price respects the massive hydro investments Manitobans have made over decades to build one of the cleanest electricity systems in the world.” The carbon tax will result in a 6.7-cents-per-liter increase on diesel at the pumps, which the MTA said equates to an estimated $50 million in fuel tax paid by heavy diesel vehicles in Manitoba, in addition to the $318 million the province already collects in fuel taxes from the industry. The MTA had been in talks with the government, which has been in office since April 2016 after ending the NDP’s 17-year run, over the carbon tax plan and its potential impact on the trucking industry. “We’ve been involved from day one in helping this government craft that plan, helping them understand what trucking means to the economy and what trucking means in terms of environmental impacts,” Shaw said. “We’re using the most efficient vehicles currently available, they just happen to consume diesel, and that’s not going to change any time soon, so wanting that to change, or planning on the fact that that will change, is an invalid plan.” Shaw said the federal government’s carbon tax plan, which would have started at $10 per ton and increase each year to reach $50 per ton after five years, would have been unmanageable from an industry perspective. “There’s no cost certainty with that, and how do you budget for it?” questioned Shaw. “You go from $10 a ton to $50 a ton, it’s like a 400% increase over five years for trucking on one of our largest individual cost components. That’s just unmanageable.” While MTA members would have preferred no added tax, Shaw said the government contended that remaining at $25 per ton, with proceeds going toward programs aimed at reducing greenhouse gas emissions, will protect Manitobans from moving beyond that level and into the higher federally mandated pricing structure. However, instead of reinvesting carbon tax revenues into greenhouse gas reducing programs, such as the GrEEner Trucking Efficiency Initiative, the MTA said “the government has clearly stated that carbon tax revenues will be

“Our members believed that if a tax was going to be implemented, seeing our industry’s tax revenues reinvested in our industry on efficiency initiatives would mitigate the cost impacts of the tax.” – Terry Shaw, MTA directed toward income tax and other cuts.” “Our members believed that if a tax was going to be implemented,” Shaw said, “seeing our industry’s tax revenues reinvested in our industry on efficiency initiatives would mitigate the cost impacts of the tax.” The MTA has been informally advised by the provincial government that something is coming for trucking, and Shaw said they will actively pursue the government to ensure that commitment comes to fruition. Under the new provincial carbon tax plan, agricultural emissions, as well as marked fuels used by farmers for their farming operations, are exempt. The government also said large industrial emitters will be able to reduce their emissions while having their competitiveness concerns addressed through an output based pricing system of performance standards, offsets, and credit trading. “Our vision is to make Manitoba the cleanest, greenest and most climate-resilient province in Canada,” said Pallister. “We are charting that course with a comprehensive plan based on Manitoba needs and focused on Manitoba priorities.” MTA board members discussed the new Manitoba carbon tax policy and its next step to address the plan during the association’s April 6 board meeting. TW

BRITISH COLUMBIA

Same rules apply CVSA’s 2018 Roadcheck highlights fact that ELDs have not changed HOS regulations By Derek Clouthier VICTORIA, BRITISH COLUMBIA With the Commercial Vehicle Safety Alliance (CVSA) focusing on hours-of-service (HOS) for this year’s International Roadcheck, a spotlight has been shined on the importance of this regulation for drivers. Richard Roberts, a training and compliance manager for B.C.’s Commercial Vehicle Safety and Enforcement (CVSE), said though HOS is a top priority across North American every day, this year’s blitz will help enforce and educate drivers on the regulation. “Studies have shown driving while fatigued has similar effects to impaired driving,” said Roberts. “Commercial vehicle drivers have a difficult job and are often awake when most of the motoring public is at home sleeping. With changing conditions and varying rest periods, drivers need to recognize the signs of fatigue and take adequate rest.” Roberts pointed to the Canadian Council of Motor Transport Administrators’ (CCMTA) data from last year’s Roadcheck that showed a total of 1.9% of drivers were placed out-of-service for log book, driver qualification, or paperwork problems. “Driver fatigue and driver behavior remain a focus in British Columbia,” he said. “Many commercial vehicle crash causations have been linked to driver behavior.” Roberts said in B.C. there has been increased use of electronic logs, automatic on-board recording

This year’s CVSA Roadcheck is June 5-7 and focuses on HOS compliance. devices, and ELDs, with some carriers being proactive in implementing new technologies before an e-log regulation comes to Canada. He also said “most” B.C. carriers that travel to the U.S., where e-logs have been mandatory since Dec. 18, 2017, appear to have transitioned to ELDs. “Although no regulation is currently in effect in Canada, carriers and drivers should be reminded that the hours-of-service rules still apply,” said Roberts. “Drivers should be familiar with their ELDs to ensure they can easily provide the required information at road side.” He added that carriers operating in Canada and the U.S. should make sure their ELD is capable of providing the required information for both countries’ regulations. South of the border, CVSA president, Capt. Christopher Turner of the Kansas Highway Patrol, said the number one reason drivers were put out-of-service during the 2017 blitz was for HOS infractions. “Thirty-two per cent of drivers who were placed out-of-service during last year’s three-day

International Roadcheck were removed from our roadways due to violations related to hours-of-service regulations,” said Turner. “It’s definitely an area we need to call attention to this year.”

“With changing conditions and varying rest periods, drivers need to recognize the signs of fatigue and take adequate rest.” –Richard Roberts, CVSE Turner said the introduction of an ELD mandate in the U.S. has not in any way changed the rules surrounding HOS, but it has underscored the importance of remaining compliant. “We thought this year would be a perfect opportunity to focus on the importance of the hours-of-service regulations,” he said.

During the CVSA Roadcheck, inspectors will conduct the North American standard level one inspection, a 37-step procedure that examines both the driver’s operating requirements and the vehicle’s mechanical fitness. Drivers will be asked to provide their operating credentials, HOS documentation, and will be checked for seatbelt usage. The vehicle inspection will include a brake check, cargo securement, coupling devices, driveline/driveshaft components, exhaust systems, frames, fuel systems, lighting devices, steering mechanisms, suspensions, tires, van and open-top trailer bodies, wheels, rims and hubs, and windshield wipers, with additional items for buses. Those with no critical items found during the Roadcheck blitz will have a decal placed on the vehicle indicating it successfully passed the inspection by a CVSAcertified inspector. This year’s blitz is scheduled for June 5-7 and will take place throughout North America. TW

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May 2018 • Truck West 23

ALBERTA

Aiming for the stars PIC outlines new benchmarks that sets the bar high for its members By Derek Clouthier RED DEER, ALBERTA Partners in Compliance (PIC) is raising the bar for its members, requiring all to complete an external National Safety Code (NSC) audit every three years in addition to internal audits each year between. During its AGM in Red Deer March 14, PIC director Andrew Barnes outlined how carriers looking to become new members must have an external NSC audit done during the first year in the program – 2017 external NSC audits are accepted. Current members can start the three year cycle with an internal audit for up to two years until an external audit will be required, all to be conducted by a NSC auditor recognized by Alberta Transportation. PIC members will be required to upload their annual NSC audits within 10 business days from the date of completion to the PIC website’s Safety Matrix Measurement Portal, as well as post any necessary corrective actions within 45 business days.

Audit scores will be forwarded to Alberta Transportation and are subject to PIC’s benchmark requirements. Also, any carrier that reaches a level 4 intervention for non-compliance in any of the benchmarks set out in the PIC policy will be suspended and subject to a 12-month restoration period. During this year suspension, the carrier must dig itself out of the level 4 intervention to avoid its PIC membership being terminated. “These new levels of intervention will really take us to that new height of working with carriers before they enter (Carrier Services’) or (CVSA’s) world,” said Barnes. Despite the desire from PIC members to strive for a higher standard than the competition when it comes to compliance, concerns were raised about the financial impact the array of new benchmarks, such as the yearly NSC audits, will have on members and those looking to be part of the program. One such concern centered on the possibility that these new requirements would scare away

Several PIC members received plaques during the March 14 AGM acknowledging their years as members. Grimshaw Trucking, represented above by Tom Hanna, is the longest standing PIC member at 23 years. potential new members, saying the added cost of the external audits would result in “money flashing out the door.” The idea of government funding to help carriers manage these new requirements, as well as identifying the value in conducting yearly NSC audits, was raised. Joseph Cote, manager of investigation for Carrier Services, responded, saying carriers performing audits more frequently would see less intervention at the government level, as it would be done sooner and internally, saving companies money in the long run. Barnes added that PIC members must use the program’s high standards as a selling point, collectively creating a brand with the value customers should be

looking for. He also said yearly NSC audits align the PIC program with Carrier Services, and will be reflected in carrier profiles that are shared with prospective contractors, as well as avoiding government intervention. The approximate cost for an external auditor is $1,000 per day, meaning a 25-truck outfit, which would take about five days to complete an audit, would fork over about $5,000 to complete an audit. The PIC program aims to provide a certain level of comfort to Carrier Services and Commercial Vehicle Enforcement (CVE) that its members are compliant. Barnes said the government should be dealing with carriers that are “really in trouble,” not PIC

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ELDs coming

New era BCTA’s new president/CEO talks with Truck West.

Canada announces ELD mandate by 2020.

BCTA’s new president/CEO talks with Truck West. Page 41

Furry companions Trucking network helps dogs get home.

ELDs coming Canada announces ELD Western mandate us atbyour Reach 2020. Canada news bureau Contact Derek Clouthier Derek@Newcom.ca Page 9 403-969-1506 or call

New era

BCTA’s new president/CEO talks with Truck West.

FEBRUARY 2018 VOLUME 29, ISSUE 1

ISSUE 1 FEBRUARY 2018 VOLUME 29,

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RETAIL G ADVERTISIN PAGES 31-39

Reach us at our Western Canada news bureau Contact Derek Clouthier Derek@Newcom.ca or call 403-969-1506

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ELDs coming

31-3

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New Regina bypass a game changer for trucking in and around the city

RETAIL G bypass Regina New ERTISIN ADV a game changer for PAGES 31-39 trucking in and around the city

By Eric Berard

REGINA, SASKATCHEWAN Congestion on Victoria Avenue. Endless traffic lights and REGINA, SASKATCHEWAN then a left turn on the Trans-Canad Congestion on Victoria Avenue. a Highway. Even though it already had Endless traffic lights and then a left a ring road designed to mitigate turn on the Trans-Canada Highway. traffic headaches, ring a had Saskatchewan’s capital already it though Even was due for some infrastructur road designed to mitigate traffic e treatment capital and the result looks headaches, Saskatchewan’s Red Coleman’s contribution nothing like a facelift. to trucking gets recognized for some infrastructure due with Industry award. by was the MTA its newly-named The new Regina four-lane treatment and the result looksRed Coleman Service to bypass promises to make the western nothing like a facelift. Canadian city’s heart beat stronger The new Regina four-lane bypass than ever and the trucking western the to make to Service induspromises Red Coleman try will largely benefit from gets recognized by the MTA with its newly-named this Canadian city’s heart beat stronger Red Coleman’s contribution to trucking rejuvenation. Industry award. than ever and the trucking indusWhen it opens October 2019, the try will largely benefit from this Manitoba trucking pioneerRed Coleman’s contribution new highway will circle the to trucking gets recognized Red Colema city and rejuvenation. n has always had by the MTA with its newly-named connect its love affair with trucking Industry award. east and west, while Red Coleman When it opens October 2019, thea being a means to bypassService to the city new highway will circle the city and itself for truckers who simply while west, and need east its connect By Derek Clouthier to go through Regina without stopa means to bypass the city being had a “Steinbach always ping in it for a pick-up or has was a Coleman very Red need prosperous delivery. community, for truckers who simply itselfwhen WINNIPEG, MANITOBA nity, so as Manitoba trucking pioneer time The total infrastructure on, it grew,” Coleman stopinvestexplained to through Regina without o Truck to go“and Not everyone has an award West, ment – the largest in the having the general named in their honor, but love affair with trucking provfreight operating or delivery. for a pick-up ng authorping when your life tells a story Manitoba trucking ity forin ince’s history – is estimated theit town was beneficial.” like Red Coleman’s, pioneer at $1.88 investinfrastructure people Red Coleman has always total The take notice. so as As the town grew, so didprovlove affair hadContinued “Steinbach was a very prosperous community, on page 12 a largest in the Coleman’s trucking ng – the with menttrucking During its Annual company, South East Transfer.atIn$1.88 explained to Truck By Derek Clouthier FallColeman Awards Gala it grew,” time when on, the early ’80s, in November, – is estimated s, ince’s history the Manitoba Trucking Careers: 24-28 operating author- Coleman applied for extra-provin freight Association “and having the general (MTA) announced cial West, 12operating ng authorContinued on page the ities to further service Red Colemanwas WINNIPEG, MANITOBA Ad Service By Index: Derek beneficial.” to in 45 Industry the Clouthier town Steinbach the for award, renaming itydistinction area. their honor, but the From there, the business shinesoa did Not everyone has an award named in “Steinbach was a very prosperous lightColeman’s on a mantrucking rolled like a freight towntogrew, whose life has 24-28 people truck Careers: beenAsallthe community, so as down about trucking. WINNIPEG a Prairie ’80s, early the highway. In , time MANITOBA when your life tells a story like Red Coleman’s, when on, it grew,” Coleman South East Transfer. company, explained to Truck 45Gary and Seaton “Red” Coleman said Index: Red’s Ad two authorsons, operating Not everyone West, “and having the general take notice. he fell in love Earl Coleman, became applied for extra-provincial with truck- has an award named in ame his freight operating authorin November, ingColeman while living and working but partners intheir when your life tellsbusiness During its Annual Fall Awards Gala 1985,honor, for the town was beneficial.” in the onSteinbach and the the familyarea. a story like Red Coleman’s, companyitytook ities to further service farm in ok full (MTA) announced Woodlands, advantage truck Man. Hebusiness when deregulationpeople take notice. a freight wanted nothing As the town grew, so did rolled like the Manitoba Trucking Association came. more there, the than to Coleman’s trucking award, renaming driveFrom a truck, fix them, and haul in 1991, came the merger During its AnnualThen, company, South East Transfer. the Red Coleman Service to Industry freight, and at Fall Awards Gala Prairie highway. down the ght In the early ’80s, in November,with Big Freight whose life has time, wasanot his Systems, the flat-deck interested in and the became Manitoba operation of Reimer Coleman starting Earl aColeman, the distinction to shine a light on a man business, two sons, Gary Association (MTA) Red’s Express. just fullTrucking ess. applied for extra-provincial operating authormaking Red said announced a living as a truck driver. the merger changed took the Red ities to further service in Coleman Service and the company been all about trucking. his company from Industry award, renaming the Steinbach area. business partners in 1985, being Everything a small, to love with truckfamily-run changed the distinction operation From in 1948 came. there, Seaton “Red” Coleman said he fell in to to shine a light on a man when deregulationwhen he convinced of a corporation, ration, the business rolled like a freight truck his advantage whose lifemore which came with its own father to sell family farm in has the family been down a Prairie highway. Big Freight all about trucking. unique challenges. merger ing while living and working on the thefarm andwith purchase in 1991, came a small,Then, Changing the company four-truck more than to operation in Steinbach, Seaton Express. Red’s two sons, Gary and “Red” Coleman of Reimer name to the over 150-truck Woodlands, Man. He wanted nothing said he fell in love with the flat-deck operation a tiny Earl Coleman, became his Systems, ruck farming and 350-trailer and at the community trucking while operation it is known beingand business partners in 1985, about 65 kms fromliving company hissoutheast drive a truck, fix them, and haul freight, working on the as today, of and the company took full thee Red said the merger changed family farm in Winnipeg. a business, just Woodlands, Man.Colemans 50/50 partners with Reimeradvantage time, was not interested in starting He wantedwere from 1991when deregulation came. family-run operation to more of a corporation, nothing more a small, didn’t Steinbach until than to they bought have a railway the a truck, fix them, Then, in 1991, came the line, challenges. outright in 1997. unique making a living as a truck driver. and drive does not haul freight,company merger came with its own to which and at the Fastand so everything forward he convinced this day, 16 Systems, the flat-deck operation with Big Freight that came in and was 150-truck and not over thetime, to out buys out his Everything changed in 1948 when in starting years of town brother did interested her Changing the company name a business,Gary of Reimer Express. so on a truck. Earl from just purchase a Big Freight and making farm Red Systems, family the said a the living today, sell as to and as known father a truck driver. before Red knows his ws the it, merger changed his company from being and 350-trailer operation it is the company bigger than he a tiny Everything a small, family-run from 1991 Reimer changed in 1948is when ever small, four-truck operation in Steinbach, operation to more of a corporation, imagined. gined. Colemans were 50/50 partners with his father he convincedcould have of southeast kms 65 which came with its own unique in 1997.to sell the family farm and farming community about challenges. purchase a Continued on until they bought the company outright page ge 17 small, Changing four-truck brother operation in Steinbach, out his the company name to the Winnipeg. Fast forward 16 years and Gary buys over 150-truck a tiny and does not to farming and 350-trailer operation knows it, Red community about 65 kms southeast Steinbach didn’t have a railway line, it is known as today, the Earl from Big Freight Systems, and before of Winnipeg. and out of town did Colemans were 50/50 partners have imagined. could ever he this day, so everything that came in than bigger is with Reimer from 1991 the company Steinbach didn’t have a railway TWT February 2018.indd until they bought the company 1 so on a truck. page 17 line, and does not to outright in 1997. Continued this day, sooneverything that Fast forward rward 16 1 years and Gary buys out came in and out of town his brother did so on a truck. Earl from Big Fre Freight eight Systems, and before Red knows it, thee company is bigger b than he ever could have imagined.

New ew Regina Regin bypass a game changer ch for trucking ucking in and around the e city

By Eric Berard

REGINA, GINA, SASKA SASKATCHEWAN Congestion ngestion on Vic Victoria Avenue. Endless dless traffic ligh lights and then a left turn n on the TransTrans-Canada Highway. Even en though it alre already had a ring road ad designed to mitigate m traffic headaches, adaches, Saskatchewa Saskat n’s capital wass due for some iinfrastructur e treatment atment and the result looks nothing thing like a facelift. facel The new Regina four-lane bypass promises omises to make tthe western Canadian nadian city’s heart hea beat stronger than an ever and the tr trucking industry will largely bene benefit from this rejuvenation. uvenation. When it opens Oc October 2019, the new w highway will circle cir the city and connect nnect its east and west, while being ng a means to byp bypass the city itself elf for truckers who wh simply need to go through Regina without stopping ng in it for a pick-up or delivery. Thee total infrastructu infrastructure investment nt – the largest in the province’s e’s history – is estimated estim at $1.88 Continued on page 12 Continu

Careers: Ca areers: 24-28 Add Index: Index: 45

Continued on page 17

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2018-01-18 2:46 P

TWT February 2018.indd

By Eric Ericc Berard

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24 Truck West • May 2018

members, who should be aware of issues prior to them reaching the intervention level. In his talks with Cote, Barnes said that level of confidence is growing. “They know that we have the new operations policy, and we have a new set of interventions,” said Barnes. “We’re always going to have hiccups, but besides that hiccup where someone (is placed) out-ofservice, we’re monitoring ourselves within the program and making those necessary changes to truly keep improving.” Cote said Carrier Services is also in the process of developing a new policy to address non-compliance issues and that it is expected to be fully implemented in September. With distress over whether the new policy would be “heavyhanded,” Cote said the focus would rather be on the educational aspect of enforcement. “What we’re doing is moving those educational components to the front of the line,” said Cote. “We want to intervene with carriers that are showing signs of non-compliance so that we can get you back into compliance sooner and get you back on the road as quickly and safely as possible.” The need for a new Carrier Services policy was identified following a 2009 audit, and with

PIC’s new policy increasing its intervention level with carriers having difficulties with compliance before it reaches Carrier Services, Cote said their new intervention model will be built strongly off the PIC example.

“We’re always going to have hiccups, but besides that hiccup where someone (is placed) out-of-service, we’re monitoring ourselves within the program and making those necessary changes to truly keep improving.” – Andrew Barnes, PIC director “This model is really designed to be as simple as possible and as effective as possible,” he said. “We all want the same things at the end of the day and that’s what this is all designed to do.” And when it comes to compliance, PIC members are setting an example. CVE officers Jacquie Daumont and Dan McCormack provided some statistics to back up that claim.

In 2017, PIC carriers had an outof-service rate of 26.6%, which was more than five percentage points higher than the previous year. McCormack said there were several factors at play for the jump, including increased truck traffic and better use of technology during inspections. Non-PIC carriers, however, had an out-of-service rate of approximately 33% according to Daumont and McCormick. Three of the most common reasons for being put out-of-service for both PIC and non-PIC members was the braking system, hours-of-service (HOS), and cargo securement. A carrier’s compliance and the level of trust Carrier Services and CVE has for the carrier goes hand-in-hand, which is why the Commercial Vehicle Safety Alliance (CVSA) plans to conduct the first pilot program for its level 8 inspection in Alberta. A level 8 inspection is conducted electronically or wirelessly while a commercial vehicle is in motion, having no direct contact with an enforcement officer. A data exchange is completed, which includes a descriptive location that includes GPS coordinates, electronic validation of who is driving the vehicle, driver’s licence class, endorsements, and status, a valid medical examiner’s certificate

and skill performance evaluation certificate, driver’s record of duty status, HOS, USDOT or Canadian NSC number, power unit registration, operating authority, Unified Carrier Registration, and out-ofservice orders. “By adding a new electronic inspection level, our aim is to improve highway safety by providing additional options and strategies that will allow member jurisdictions to leverage technology while also increasing efficiency for industry,” said CVSA executive director Collin Mooney. “This new inspection level gives member jurisdictions a standard to apply to electronic inspections as described in the definition.” “This is the cool part, this is the future,” Barnes said of the level 8 inspection. “This will change the industry in North America.” The 2018 PIC “refresh” is in its initial phase, and another consultation period is on the horizon to iron out new program policies. “This journey isn’t over, this is just version one. Version 1.2 I would suspect is going to come out sometime this fall,” said Barnes. “As we roll this out, we are going to have suggestions, and that’s what we want. This is step one in the refresh, step two is refining and then taking your program to that next level.” TW

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May 2018 • Truck West 25

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IN-BRIEF

Okanagan Truck driver saves unconscious woman on trucking side of highway pioneer passes away

Stu Berry. PENTICTON, BRITISH COLUMBIA Stu Berry, co-founder of Berry and Smith Trucking, passed away in Penticton, B.C. March 21. Along with Ted Smith, Berry started the South Okanagan trucking company in 1954, operating the carrier for 44 years before retiring and handing the company over to his children, Matt and Mark Berry, in 1997. Launching the company with fruit trucks and a school bus for students in Naramata, B.C., Berry and Smith Trucking became incorporated in 1958, hauling fruit and focusing o n both its customers and quality service. In the early 1970s, Berry and Smith purchased its first tractor-trailer and hauled freight around the Okanagan area and eventually into Vancouver. The company landed the Penticton school bus contract in 1964 and Penticton transit system service in 1977, and since has been operating both. Today, in addition to its head office in Penticton, Berry and Smith has an office in Delta, B.C., and Calgary, Alta. Stu passed away of natural causes at the age of 87 at Haven Hill Retirement Centre in Penticton. A celebration of his life will be held June 30 at 2 p.m. at Columbia Hall in Naramata. TW

CHEMAINUS, BRITISH COLUMBIA Truck driver Gord Price is being heralded a hero for rescuing a woman he found unconscious along the Trans-Canada Highway. Local newspaper the Peace Arch News reported Price was leaving the DCT Chambers Trucking yard in Chemainus, B.C. – about 30 km south of Nanaimo – just after 12:30 a.m. when he spotted something in his headlights off to the side of the road. After discovering Patricia Galloway lying beside the cement barricade wearing only a housecoat and shoes, Price called 911, then made his way back up to the highway and was able to flag down another vehicle for help. Price said Galloway was cold and had a light pulse, but he was able to wrap the woman in a furniture pad the driver who had stopped to help had in his truck. Still on the phone with 911, the woman’s eyes moved only slightly, and she did not squeeze Price’s hand, open her eyes, or speak. Eventually, an ambulance, firefighters, and RCMP arrived on scene and Galloway was taken to Cowichan

Volvo’s top Canadian dealer out of Saskatchewan REGINA, SASKATCHEWAN Sterling Truck & Trailer Sales of Regina, Sask., was named Canada’s top Volvo dealer for 2017. S&S Volvo of Lima, Ohio, took top honors for North America. Dealers were measured based on new truck sales, market share, parts sales, customer satisfaction, dealer operating standards, franchise investment, and support for other dealers. TW

General Hospital. It is believe she suffered a minor stroke, which affected her memory of how she ended up on the side of the highway. The last thing Galloway recalls was leaving her house around 10:30 p.m. to look for her cat. Price visited Galloway in the days following the incident to ensure the 69-year-old woman was doing alright. TW

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In honour of North American Occupational Health and Safety Week, we would like to extend a Thank You to our Employees and Contractors for making safety the number one priority. We would like to take this opportunity to congratulate our staﬀ on receiving Safe Driving and Health and Safety Awards. It is the policy of Siemens Transportation Group Inc. to perform work in the safest manner possible. As a company, we strive to raise health and safety awareness by educating our Employees and Contractors through our top quality health and safety program. To ﬁnd out how you can become part of our team, contact us at driver.recruitment@siemenstransport.com or 1.888.878.9585. Courier - Van - Flat Deck - Heavy Haul

May 2018 • Truck West 27

CROSS-BORDER

We all have issues ATRI narrows down the Top 10 issues the trucking industry now facing By Derek Clouthier NASHVILLE, TENNESSEE Everyone has issues they have to deal with, and the trucking industry has its fair share, with the much chagrined driver shortage coming in at the top of the list. The American Transport Research Institute (ATRI) has compiled the Top 10 issues the trucking industry is currently facing, none of which would come as a shock, according to vice-president Dan Murray. The driver shortage has been a hurdle the industry has been trying to clear for some time, with an aging driver demographic and

The institute is also surveying older drivers and their younger counterparts to see if there are any disconnects in messaging which attempts to lure younger drivers into the industry. Coming second is the electronic logging device (ELD) mandate in the U.S., an issue that spent plenty of time in the top spot prior to the legislation becoming law this past December. Hours-of-service came in at number three, while truck parking, driver retention, compliance, safety, accountability (CSA), the economic impact of regulations, driver distraction, infrastructure/ congestion/funding, and driver

few young professionals knocking down the industryâ€™s door. â€œWe are really, really old,â€? said Murray during Omnitracs Outlook 2018, adding that trucking has the lowest percentage of young people getting into the workforce. To help combat this issue, ATRI has developed a â€œyoung driver assessment toolâ€? that is used to test young drivers against more experienced professionals to identify who would be an ideal fit for a career behind the wheel. Working with the University of Minnesota, ATRI looked at historical data to test drivers to see if they have the necessary skills to be successful as a commercial truck driver.

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Dan Murray, ATRI. health and wellness rounded out the Top 10. Safe, available space for drivers to park is not only a considerable problem in the U.S. and Canada, but is also having a financial impact on drivers and carriers. Murray said ATRI worked with a couple of hundred drivers to document their experience with parking areas, as well as determining how often drivers park illegally. Of those surveyed, 36% said they park illegally three to four times a week, and 25% said they do the deed one to two times on a weekly basis. According to ATRI research, drivers lose $4,600 annually looking for a place to pull over and park, showing there is a vital need for more space. Top industry concerns do differ between drivers and carriers. Drivers in the U.S. still feel the ELD mandate is the top issue they have to deal with, with parking coming in at number two followed by hours-of-service. For carriers, the driver shortage is the top worry, the ELD mandate second, and driver retention third. Another large detriment to profitability in the industry is congestion, accounting for the loss of $63.4 billion in 2015 and millions of hours of productivity. Also, appearing at number 10 on the list of concerns for drivers is the idea that autonomous trucks will take over, resulting in major job losses. Though he pointed out several benefits of autonomous trucks, Murray said they would not be replacing drivers any time soon for one simple reason. â€œTechnology is here today, but itâ€™s not the technology that is going to slow this arena down,â€? he said, pointing to social acceptance as the culprit. â€œThe idea that thereâ€™s no driver and someoneâ€™s in the back or the passengerâ€™s seat is going to be a problem.â€? Murray said he believes autonomous truck technology will help attract more millennials to the industry, and that railroads would be in â€œserious troubleâ€? if autonomous trucks began hitting the road. â€œNobody has the delivery time and performance of the trucking industry.â€? TW

More work to be done Safety, training, and honesty keys to recruiting more women in trucking

NASHVILLE, TENNESSEE The numbers are increasing, but according to Ellen Voie there’s plenty of work to be done when it comes to women in the trucking industry. With women accounting for approximately 5.6% of the driving population in the U.S. – most recent numbers in Canada indicated only 3% of drivers are female – Voie, president and CEO of the Women in Trucking Association, said many around the world are encouraged by the rise in U.S. numbers, but she is not satisfied. “There are more women, just not enough,” Voie said during a presentation at Omnitracs Outlook 2018 in Nashville, Tenn. “We’ve never hit 6%, ever.” Voie made the case that hiring more female drivers would benefit trucking companies in more ways than one. With 52% of the U.S. labor force female, she pointed to the biological differences between the sexes. Women tend to bond better with others, as well as activate their amygdala faster than their male counterparts, meaning fear is trigged quicker in women – a good thing, Voie said, for a professional driver. “You want more people behind the wheel who are more bonding and don’t take big risks,” she said. Citing various statistics from Stay Metrics and the University of Wisconsin, Voie highlighted the fact that women are less likely to be involved in a collision than men, and when they are, cause less damage, as the incidents usually occur during travel at low speeds, such as reversing into a shipping bay. This results in less damage to equipment when compared to men, who are more likely to be involved in a collision at higher speeds. Women also excel at paperwork, according to Voie, and are easier to train because of their desire to acquire the necessary tools for success, whereas men can often say they are capable of doing something they are not, to avoid embarrassment. Women are also harder on themselves during the initial application phase. They tend to believe they must possess 100% of the criteria for a particular position, while men will apply for a job once they have 60% of the employer’s desired skills. “Don’t think you need to come into the industry with 100% of the criteria,” said Voie. “We will train you.” Of the women who enter the industry, 83% do so because

someone, such as a male family member, convinced them it was the right thing to do. This means women are more likely to understand what a commercial driver’s job entails and there will be fewer surprises along the way. Like men, financial compensation is a large determining factor into why women choose trucking as a career, and they do feel their pay is fair and they are not underpaid compared to male colleagues. A good benefits package and the availability of health insurance round out the Top 3 items women look for in a career.

Building quality relationships is another important factor that determines a woman’s happiness in the workplace. In trucking, having a good relationship between the driver and dispatcher is vital, which in turn means a woman is more likely to leave a position if that relationship suffers. Turnover is slightly lower with women, with safety and the quality of equipment prime reasons they may walk away from a position. One misconception as to why women leave driving jobs is because they want more home time. However, men are more likely

Ellen Voie, Women in Trucking. to leave for this reason, which goes back to how the vast majority of women get into the industry because a family member encouraged them, and they are fully aware of those time commitments. TW

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204.789.0820 May 2018 • Truck West 29

MANITOBA

Bison wins Best Fleets contest for third consecutive year

WE REQUIRE OWNER OPERATORS IMMEDIATELY FOR LONG & SHORT HAUL For Step Deck and RGN Double Drop Hauling Agriculture and Construction Equipment • • • • •

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KISSIMMEE, FLORIDA For the third year in a row, Bison Transport has been named the best overall large carrier in the Best Fleets to Drive For program. The Best Fleets survey and contest, now in its 10th year, was crafted by CarriersEdge and was designed to recognize fleets across the U.S. and Canada that demonstrate excellent examples of innovation and continue to improve the work experience for their drivers. Jane Jazrawy, CEO of CarriersEdge, introduced the awards at this year’s Truckload Carriers Association (TCA) convention. “Although each of these carriers (in the Top 10) demonstrate excellence in their programs, one stood out from the rest,” she said at the presentation. Bison Transport’s director of safety and driver development, Garth Pitzel, accepted the award. “On behalf of our ownership, executive and management team, and all of our employees and contractors, I’d like to thank Northbridge and EpicVue for their sponsorship of this award. A special thank you to the TCA and CarriersEdge for their con-

tinued support of the program. Congratulations to all the award recipients today, as they are striving to improve the lives of our professional drivers,” Pitzel said. The best overall small carrier award went to Central Oregon Truck Company, based out of Redmond, Ore. The company has been in the Best Fleets program for five consecutive years. Rick Williams accepted the award on behalf of the company. “What a humbling award to receive,” he said. “I want to thank TCA and CarriersEdge – and what they do to bring our drivers to the forefront is amazing to me. I hope they continue to grow and I hope others continue to join in and work hard for our driving teams.” This was the second portion of the Best Fleets to Drive For awards. CarriersEdge revealed the Top 20 best fleets earlier this year. The Best Fleets contest is open to any for-hire fleet operating 10 trucks or more. Fleets must be nominated by one of their company drivers or owner-operators. Nominated fleets are then scored on their HR programs and best practices. TW

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WPG-US-ONT-PQ-WPG (Team) WPG-KY-TN-WPG-IL-WPG (Team) WINNIPEG-CHICAGO-WINNIPEG AB-BC CONTAINER (call for Container rates) MB-BC CONTAINER (call for Container rates)

/mile + Fuel Cap Owner Operators

Join us at Booth 454

30 Truck West • May 2018

CROSS-BORDER

Mack makes enhancements to its Granite model trucks INDIANAPOLIS, INDIANA With continued economic growth in the U.S. and truck sales surging, Mack Trucks announced a handful of enhancements to its products during the Work Truck Show. Most notable was an increase in ground clearance of six inches to the Granite axle forward model underbody scrapers. The escalation in chassis ride height provides additional clearance enabling the scraper to have a full range of motion to move in excess of 45 degrees in both directions, making them a more versatile vocational offering for both winter and summer applications. “In the offseason, these trucks are clearing gravel off the sides of roads, so they are multi-functional,” said Tim Wrinkle, construction product manager for Mack, during the announcement in Indianapolis, Ind. “The increased ground clearance allows for easier plow installation without the need to move other chassis components like fuel tanks and exhaust aftertreatment systems, saving the customer both time and money. The new configuration also allows for a shorter wheelbase for greater maneuverability and decreased weight, offering customers a cost savings without compromising performance.” The increased clearance offers up to 21 inches of ground clearance for installation without relocating chassis components. It also maintains a 24-inch maximum first step height with no compromise to ingress or egress. The Mack Granite is available with both the MP7 and MP8

The Mack Granite Belly Plow. engines and the mDrive HD 14-speed automated manual transmission with creeper gears. The new heightened configuration will be available in the third quarter of this year. The Granite medium heavyduty (MHD) model is also getting improvements. An additional lower horsepower rating of 330, a new under-frame exhaust system, shorter wheelbase 4x2 and 6x4 axle back or axle forward configuration, and all new interiors will be available on the vocational truck. “Vocational customers have a wide variety of needs,” said Wrinkle. “Some require lighter weight options but still need their trucks to meet the difficult demands of the application. The MHD model delivers both without compromise.” Wrinkle said the interior enhancements did not happen overnight.

Fuso announces its gas-powered FE Series Class 4-5 at Work Truck INDIANAPOLIS, INDIANA In the spirit of providing options to its customers, Mitsubishi Fuso announced its 2019 gasoline-powered Class 4 and 5 FE Series cabover truck. The new gasoline powertrain work truck completes the trifecta in the FE Series, which also includes a diesel and electric offering. Mitsubishi Fuso’s 2019 gasoline-powered “While much of the mediClass 4 and 5 FE Series cabover truck. um-duty market still relies on diesel, and electric Class 4 and 5 diesel power, gasoline engines are work trucks in North America. increasing in popularity, and now Last year, Fuso unveiled the fuloccupy about a 40% market share,” said Justin Palmer, Fuso president ly-electric eCanter, of which 50 will and CEO, “so development of a soon be distributed to a handful gas-engine option for our customof customers, including UPS and ers was a no-brainer.” Habitat for Humanity. Fuso said it is the first OEM to “We’re also proud of the fact now offer production gasoline, that, by adding our new gas-en-

GuardDog Connect Mack Granite model trucks also comes with GuardDog Connect, which has seen some improvements of late. Mack’s proactive diagnostic and repair planning system, GuardDog Connect enhancements for uptime include a 50% increase in Mack OneCall staffing to assist

customers with issues, a $2.5 million investment into technology for better data analytics and vehicle data collection, tripling the number of fault codes monitored, improved repair information in ASIST to speed maintenance, and Over the Air for remote repairs and parameter updates. “It’s a service, it is not a system,” said Roy Horton, Mack product strategy director of GuardDog. “It’s about connecting the people with the technology.” Remote repairs with Mack’s Over the Air software and parameter updates have seen 20 customers, or 3,500 vehicles, use the service since October 2017, averaging 23 minutes for an update and saving more than 500 days of downtime. Horton said GuardDog Connect is the highest rated OEM uptime service in the industry, with 121,000 customer interactions last year. TW

gine line to our existing diesel FEs and eCanter all-electric trucks, our dealers can offer their customers the broadest range of powertrain choices in the marketplace,” said Palmer. “No other truck manufacturer, in any GVWR class, currently offers all three of these powertrain options.” The gas-powered FE truck comes with a V8 engine with two Fuso Class 4 models – FE140 with 14,500 lbs. GVWR) and FE160 with 15,995 lbs. GVWR – and will soon offer a Class 5 FE180 with 17,995 lbs. GVWR, making it the first cabover in its class with an available gasoline engine. All models provide 297 hp and 361 lbs.-ft. of torque and an Allison 1000 transmission. Miles per gallon is yet to be determined, but Otto Schmid, director of product management for Fuso, said he is confident with the new advanced technology in the Allison transmission that it will exceed that of the competition.

“We are very proud of the technology advancements and robust nature of the eCanter and gas truck,” Schmid said, adding that Fuso is the first to offer a commercial truck transmission in a medium-duty cabover. The transmission also includes a provision for an optional power take-off (PTO) and takes advantage of the Allison-exclusive Fuel Sense 2.0 management software DynActive shifting technology, which helps provide 2%-6% improved fuel efficiency. The gas FE work truck offers a 40-gallon, rear-mounted fuel tank, and a streamlined fuel line and wiring harness routing and securement. In the cab, the driver’s seat bolstering and support has been improved, instrument cluster colors have been revised to improve visibility, and a new black-on-black color scheme with silver lining has been implemented – all of which will soon be offered in the diesel FE Series truck as well. TW

“We spent a lot of time researching and doing driver interviews to get this right,” he said. Coming with the Cummins L9 engine, the MHD lower horsepower option offers up to 1,000 lbs.ft. of torque with the Allison 3500 transmission, gives customers the options for body adaptation with the new under-frame exhaust, such as tankers, flatbeds, box trucks and cranes, and can be spec’d as a Class 7 or 8 vehicle. The shorter wheelbase in the 4x2 configuration is ideal for a 10-foot dump body and provides better maneuverability.

May 2018 • Truck West 31

MARKETPLACE

Keeping your cool Technology can help carriers meet their Food Safety Modernization Act requirements On April 6, the second phase of Food Safety Modernization Act (FSMA) enforcement came into effect, requiring small carriers with less than $500,000 in annual revenues (or fewer than 50 employees) to comply with the requirements. Larger carriers and shippers – and anyone else involved in the transportation of food products – were required to comply last April. But Lindsay Glass, training manager with Dartmouth, N.S.based training firm Iron Apple, feels there are still many companies involved in the transportation of food that are not up to speed on the new rules, aimed at improving food safety throughout the supply chain. “The industry wasn’t prepared for it at all,” Glass said in an interview with Truck West. “A lot of the companies, especially the larger ones, were doing a lot of what was required already.” But even carriers that were already safely handling food products in accordance with the FSMA may not be aware of new training and documentation requirements the act ushered in. “A lot of companies didn’t have written procedures on how they’re going to clean their vehicles and trailers and equipment and how to maintain them,” she said. “Training was the biggest one. You have to train everyone associated with the movement of food.” This includes truck drivers and anyone else in the company that is required to make decisions related to that product, including whether to accept or reject a shipment. “To our knowledge, there are still a lot of carriers that are not in compliance yet,” Glass said. She blames this on a lack of Food and Drug Administration (FDA) enforcement of the act, and worries that the carrier community may be caught off-guard if an expensive example is made of a non-compliant fleet. “A lot of people in transportation are bogged down with a lot of regulations,” she reasoned. “They kind of wait until something happens, then say, ‘Okay, we’ve got to do this.’ Transportation companies put it on the back burner.” Iron Apple offers online courses that meet the FSMA requirements, and issues certificates upon completion that can be provided to the FDA in the event of an audit or inspection. “If you take our training, you meet all the requirements for training,” Glass explained. Brian Belcher, chief operating officer and co-founder of document and workflow management

32 Truck West • May 2018

system LoadDocs, says key takeaways from the FSMA include the following: • Carriers must provide shippers with “three prior” documents – a document that tells the shipper the three previous foods that were in the truck. “If milk is about to go into the tanker, there better not have been crude oil in there yesterday,” Belcher said. • Carriers must provide shippers with “wash tickets,” which show the truck has been cleaned since the prior load. • The reefer must have a thermometer that reflects temperature accurately. The shippers must verify proper pre-cooling before loading, and upon delivery, the carrier must demonstrate to the shipper and receiver (upon request) that the food was transported under acceptable temperature conditions. • All FSMA-required documentation must be kept for 12 months. • If FDA requests the documentation, it must be supplied within 24 hours. • Records must be kept in either original, or electronic form. Chris Lee, vice-president of engineering for Great Dane Trailers, said the FSMA has brought heightened interest to food safety and the prevention of bacterial growth in refrigerated trailers. Great Dane’s answer to this is the Microban antimicrobial trailer liner, designed with silver ion antibacterial technology. It’s the same technology that’s used on toilet seats and other surfaces that are prime areas for bacterial growth. “They have this chemical silver phosphate infused into the surface of the hard plastic during the manufacturing process so it’s permanent and doesn’t get rubbed off,” Lee explained. “That solution penetrates the bacteria and inhibits its ability to be reproduced.” However, he warned it’s not a substitute to regular cleaning. “You still need to wash out the trailers,” he stressed. “But having this antimicrobial technology in the liner basically inhibits the microbial growth.” Great Dane is the only refrigerated trailer manufacturer currently using the technology in its linings, Lee said. It does add manufacturing costs, but Lee said the company has absorbed the increase rather than raising the costs of its refrigerated trailers with the liner. George Cobham Jr., vice-president of sales and marketing at Glasvan Great Dane, said it has proven popular with Canadian fleets. “Some of our fleet customers and leasing customers are very inter-

Small sensors can provide the real-time temperature of a specific product within a trailer. ested in Microban,” he said. “It helps them stand out to shippers by offering a way to protect the integrity of the freight they haul. They ask for it by name during the quotation process.” Another way to assure shippers and receivers that their product is being transported safely and in accordance with FSMA requirements is to provide greater visibility into the temperature of the product during transport. Colin Warkentin is vice-president of cold chain solutions at Digi International. The company’s products offer a single view to the shipper, receiver, and carrier, of a load or product’s temperature throughout the entire distribution chain. Small, quarter-sized sensors half an inch in thickness are placed inside the trailer and on specific product. “We have gateways on the trailers that pick up by Bluetooth the sensors and through the Telus network transmit data back in realtime,” Warkentin explained. It provides better accuracy than reefer telematics, he added, since the sensors are placed directly onto product. This, said Warkentin, marries the needs of transporters with those of customers, who are demanding more specific temperature control information. For example, the shipper of a single pallet of product in a refrigerated LTL load can be assured their product remained within an

acceptable temperature range the entire time. The technology is an effective way to comply with FSMA requirements because it is automated and eliminates the likelihood of operator error. “What happened is, carriers had to put processes in place. But those processes in a lot of cases were manual and not very cost-effective or scalable,” Warkentin said of FSMA requirements. “What we’re talking about is making it operationally effective, so it’s not a burden to their system. It’s one thing to meet the requirements, and another to do it efficiently and get value out of it.” It’s also a good way to reduce rejections at the loading dock, with easy access to proof that the correct temperature was maintained while the cargo was in the carrier’s care. “What happens for the carrier is, they are guilty until they prove themselves innocent,” Warkentin said, when disputes arise at the receiver. “So, they’re scrambling around, pulling documents together, downloading reefer information.” Real-time failure alerts are also handy, especially when trailers are pre-loaded the night before delivery. If a reefer failure occurs during the night, the appropriate people will instantly be notified, rather than arriving in the morning to a spoiled load. TW

May 2018

Kenworth Dealer Serving the Canadian Prairies & Beyond Manitoba Dealer Permit # 0471

Great Selection of New Trucks!

2019 KENWORTH T800 HIGHWAY TRACTOR 38" ACFT SLEEPER, CUMMINS ENG; X15, 565 HP, 18 SPD TRANS; 14.6K/46K AXLE(S), 4.10 RATIO, AG460 SUSP; 220" WHEELBASE, 4 WAY LOCKS, 11R24.5 TIRES STK#KJ995731. -1263930

2018 KENWORTH T880 DAYCAB TRACTOR CUMMINS ENG; X15, 565 HP, 18 SPD TRANS; 14.6K/46K AXLE(S), 4.10 RATIO, AG460 SUSP; 205" WHEELBASE, 11R24.5 TIRES, STK#JJ995886 -1261855

2018 KENWORTH T680 HIGHWAY TRACTOR 76" MID ROOF SLEEPER, PACCAR ENG; MX-13, 510 HP, 13 SPD TRANS; 12.5K/40K AXLE(S), 3.55 RATIO, AG400L SUSP; 217" WHEELBASE, STK#JJ991226. -1216647

2019 KENWORTH W900B HIGHWAY TRACTOR 72" ACAD SLEEPER, PACCAR ENG; MX-13, 510 HP, 18 SPD TRANS; 13.2K/46K AXLE(S), 3.91 RATIO, AG460 SUSP; 244" WHEELBASE, STK#KJ997251. -1263929

2018 KENWORTH T370 STRAIGHT TRUCK (CAB AND CHASSIS) PACCAR ENG; PX-9, 350 HP, 14.6K/40K AXLE(S), 5.57 RATIO, HAS402 SUSP; 220" WHEELBASE, 315/80R22.5 FRONT 11R22.5 REAR TIRES, STK#JM992800.

2018 KENWORTH T800 STRAIGHT TRUCK (CAB AND CHASSIS) EXTENDED DAY CAB SLEEPER, CUMMINS ENG; X15, 450 HP, 10 SPD TRANS; 20K/69K AXLE(S), 4.10 RATIO, NEWAY ADZ369 SUSP; 280" WHEELBASE, STK#JJ991651. -

2018 KENWORTH T880 HIGHWAY TRACTOR 76" MID ROOF SLEEPER, PACCAR ENG; MX-13, 510 HP, 18 SPD TRANS; 13.2K/46K AXLE(S), 4.30 RATIO, AG460 SUSP; 236" WHEELBASE, 4 WAY LOCKS, 11R24.5 TIRES, STK#JJ995666. -1261860

2018 KENWORTH T370 FEED/GRAIN TRUCK PACCAR ENG; PX-9, 350 HP, 14.6K/40K AXLE(S), 5.57 RATIO, HAS402 SUSP; 220" WHEELBASE, 4 WAY LOCKS, 315/80R22.5 FRONT 11R22.5 REAR TIRES, STK#JM993046. -1261874

-1261868

1053213

Manitoba Doepker Trailers Sales: Contact Brandon or Winnipeg Locations

DOEPKER 53' SUPER B TRAIN FLAT DECK 11R22.5 TIRES, 2 TOOL BOX DRIVER SIDE LEAD/REAR, ALUM CHECKERPLATE FENDER, STEEL WHITE POWDER COATED RIMS, 30 STAGGERED WINCHS. STK#J3037460. -1261911

2014 LODE KING SUPER B FLAT DECK 11R22.5 TIRES, STEEL WHEELS, 4 TOOL BOXES, DUNNAGE RACK, WIDE LOAD LIGHTS, STK#EJ056765. -1262437

2018 DOEPKER STEEL SUPER B TRAIN HOPPER DUMP TIREMAXX PRO TIRE INFALTION SYSTEM, BLACK MINIMIZER POLY FENDERS, 11R22.5 TIRES, ALUMINUM RIMS. -1262773

2019 DOEPKER 45' LEGACY ALUMINUM 3 HOPPER TRIDEM BULKER GRAY WALLS, 11R22.5 TIRES, BLACK MINIMIZER POLY FENDERS. NEW TRAILERS ARRIVING DAILY WITH MANY OTHER OPTIONS. STK#2019. -1262774

Used Trucks A BS 2 DAYC ERS P / 2 SLEE BLE AVAILA

2012 WESTERN STAR 4900FA HIGHWAY TRACTOR DAY CAB SLEEPER, DETROIT ENG; DD15, 530 HP, 18 SPD TRANS; 12K/46K AXLE(S), 3.91 RATIO, AIR LINER SUSP; 210" WHEELBASE, 11R22.5 TIRES, 806,341 KMS, STK#CPBE9880. -1261804 $75,000

2014 KENWORTH T680 HIGHWAY TRACTOR 76" ACAD SLEEPER, CUMMINS ENG; ISX15, 500 HP, 18 SPD TRANS; 13.2K/40K AXLE(S), 3.55 RATIO, AG380 SUSP; 232" WHEELBASE, 796,400 KMS, STK#EJ967038A. -1264496

2009 PETERBILT 386 HIGHWAY TRACTOR 63" ULTRA SLEEPER, CATERPILLAR ENG; C-13, 470 HP, ULTRASHIFT TRANS; TANDEM AXLE(S), 1,501,777 KMS, STK#9D788490. -874046 $34,900

2008 MACK CXU613 HIGHWAY TRACTOR 60" MID RISE SLEEPER, MACK ENG; MP8, 485 HP, 18 SPD TRANS; 4.11 RATIO, 209" WHEELBASE, 1,145,895 KMS, STK#8N002571. -1234700

2 OSE TO CHO FROM

2014 KENWORTH T800 DAYCAB TRACTOR EXTENDED DAY CAB SLEEPER, PACCAR ENG; MX-13, 500 HP, ULTRASHIFT TRANS; 20K/46K AXLE(S), 3.73 RATIO, AG460 SUSP; 209" WHEELBASE, 692,738 KMS, STK#EJ969733. -1261806 $105,000

2012 KENWORTH T800 FEED/GRAIN TRUCK PACCAR ENG; MX12.9, 430 HP, 10 SPEED ULTRA SHIFT PLUS TRANS; 12K/40K AXLE(S), 3.70 RATIO, 173" WHEELBASE, 20FT GRAIN/SILAGE TRUCK, 11R22.5 TIRES, 607,141 KMS, STK#CJ308391. -1264641 $112,500

2012 KENWORTH T660 DAYCAB TRACTOR PACCAR ENG; MX12.9, 455 HP, ULTRASHIFT TRANS; 3.55 RATIO, AG380 SUSP; 202" WHEELBASE, 1R22.5 TIRES, ALUMINUM RIMS, 931,720 $67,500 KMS, STK#CJ954482. -1262785

BRANDON

ESTEVAN

WINNIPEG

REGINA

1240 Highland Ave.

89 Escana St.

357 Oak Point Hwy

520 Park Street

1-888-979-5692

1-866-332-2121

1-888-979-0957

1-888-979-0394

Dave Mantei - New/Used Sales TRUCK PARTS Cory Nakonechny - New/Used Trailers & SERVICE CENTER & Used Truck Sales Lenny Janz Todd Border - Bus. Mgr. - New/Used Sales

Jim Bednar, Andy Willerton, Richard Prokopich, Andrew Dunsmore - Sales Bryan Johnson – New Truck Mgr. (MB) Todd Border – Bus. Mgr.

2012 KENWORTH T370 STRAIGHT TRUCK W/FLAT DECK DAY CAB SLEEPER, PACCAR ENG; PX-6, 5.57 RATIO, REYCO 79KB SUSP; NEW 19 FT FLAT DECK WITH HEADACHE RACK 248,645 KMS, $51,500 STK#CM953810. -1259354

SASKATOON SWIFT CURRENT 2410 Northridge Drive

175 Industrial Dr.

1-888-979-2615

1-888-297-8191

Bob Wirtz, Lenny Janz, Chad Kemp, Guy Tatlow, Erin Found, Terry Breehn - Sales Vince Boechler, Gordon Wood - Bus. Mgr. Steve Shmigelsky - Sales Bert Downton - Regional Used Gordon Wood - Bus. Mgr. Truck Mgr (SK & MB)

WWW.CUSTOMTRUCK.CA

Erin Found - Sales Gordon Wood - Bus. Mgr.

May 2018

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May 2018

Whatever ver it takes to HAUL. AMVIC-Licensed Business

2019 MACK GR64B – New Granite Model MP8-505, MDRIVE 13 SPD, FRONT AXLE: FXL18, REAR AXLE: S440, 213” WB. STK# 35847 -1257945

2019 MACK AN86T MP8-505C, RTLO18918B, FRONT AXLE: FXL14.6, TRI-DRIVE, 265” WB. STK# 35886 -1263600

File Photo

2018 GU813 - LONDON 13M, TRAILER MIXER MACK MP7-425H, MDRIVE 13 SPD, FRONT AXLE: 14.6, REAR AXLE: S402R, 186” WB. STK# 35787.

2018 CXU613 Dump Truck MP7-345C Eng., mDRIVE, 14.6/40 Axles, 16’ NeuStar gravel box Stk: 023216 -998672

2019 CHU613 70" MR MP8-505C Eng., 18 Sp., 13.2/46 Axles, 243" W/B, Stk#026223 -1264664

2018 CXU613 70” MR MP8-505C Eng., mDRIVE-HD, 13.2/40 Axles, 221” W/B, Stk: 024413 -1259017

2015 GU714 36” FT Vac Spec MP8-505M Eng., 18 Sp., 20/50 Axles, 312” W/B, Stk: 013363 -532397

2015 GU714 Vac Truck MP8-505M Eng., 18 Sp., ITI/Arctic series DOT 4800 gal. alum. vac tank, Stk: 013014 -354181

2013 CHU613 Tank Truck MP8-505C Eng., 18 Sp., 14.6/46Axles, 16000 L alum tank, Stk: 005829 -354182

2018 CHU613 60” MR MP8-505C Eng. 18 Sp., 12/46 Axles, 225" W/B, Stk#026529 -1264665

2015 GU714 Combo Vac Truck MP8-505M Eng., 18 Sp., ITI/Arctic series DOT 4200 gal. S/S combo vac unit, Stk: 013016 -354184

2019 GU714 Chassis MP8-505C Eng., 14 Sp. mDRIVE-HD., 20/50 Axles, 300” W/B, Stk: 026127 -1264705

2018 CHU613 Grain Truck MP8-415C Eng., mDRIVE, 14.6/40 Axles, 20’ NeuStar grain box, Stk: 023809 -1041492

-1032753

2018 MACK GU813 - WITH 15’ BOX MACK MP8-505M, MDRIVE 13 SPD., FRONT: 18, REAR: S440, 210” WB, STK# 35737. -893642

2018 MACK TD714 - TITAN - TRI-DRIVE MACK MP10-555M, T318LR21, FRONT AXLE: 20.0, REAR AXLE: RZ52-166, 269” WB. STK# 35755 -1029885

2018 MACK TD713 – TITAN - TANDEM MACK MP10-565C, RTLO20918B, FRONT AXLE: 20.0, REAR AXLE: RT46-164, 242” WB. STK# 35739. -1189286

2018 MACK CXU613 MACK MP8-445C, MDRIVE 12 SPD, FRONT AXLE: 13.2, REAR AXLE: S40, 221” WB. STK# 35691. -693646

-1263600

May 2018

IN STOCK INVENTORY NEW 2019 MACK “ANTHEM” MP8-505 / 1850 FT LBS, MACK 12 SPEED M-DRIVE, 46,000 MERITOR REARS, MACK AL461 AIR-RIDE, 227” WHEELBASE, 70” DELUXE SLEEPERS!

2018 MACK CXU613 HIGHWAY TRACTOR 445C ENG; 70"HR HP, TMD12AF0 TRANS; 12/40 AXLE(S), 3.36 RATIO, MAXLITE SUSP; 233" WHEELBASE, STK#85933. -1093591

-1264781

NEW 2019 MACK “ANTHEM” MP8-505 / 1850 FT LBS , MACK 12 SPEED M-DRIVE, 46,000 MERITOR REARS, MACK AL461 AIR-RIDE, 215” WHEELBASE, 48” DELUXE SLEEPER! -1264782

2018 MACK CXU613 HEAVY-HAUL DAYCAB MACK ENG; 445 HP, AUTOMATIC TRANS; SILVER IN COLOR, STK#JM087611.

2018 MACK GU713 GRANITE B.C. TANDEM TANDEM CONCRETE MIXER MP8-425HP, MACK 14 SPEED AUTO, DUAL 20,000 LBS FRONT AXLES, MERITOR RT46-164EH ON HEDRICKSON HAULMAX, DUAL LOCKERS, LONDON BRIDGEMASTER (3) MIXER, IN STOCK NOW!

-1262862

$152,600

-455755

2012 MACK PINNACLE CXU613 MACK ENG; 485 HP, OTHER TRANS; TANDEM AXLE(S), 3.7 RATIO, AIR RIDE SUSP; WHITE IN COLOR, 650,000 KMS, STK#16009. -482213 $46,000

CALL FOR PRICING AND FURTHER DETAILS

2018 MACK CXU613 HIGHWAY TRACTOR 60" MID-RISE SLEEPER, MACK ENG; 505 HP, AUTOSHIFT TRANS; 46,000 LBS AXLE(S), AIR RIDE SUSP; SILVER IN COLOR.

ALSO: 2017 MACK CXU613 SUPER B SPEC SLEEPER TRACTORS 505HP, 12SPD MDRIVE, 46,000LB MERITOR REAR AXLES W/FULL LOCKERS. DELUXE LOADED INTERIORS WITH ALL OPTIONS. -1207688

2018 MACK MULTICAT MC-15 AGGREGATE SPREADER

2008 MACK CXU613 HIGHWAY TRACTOR 70" MR SLEEPER, 485 HP, 10 SPD AUTO TRANS; 12/40 AXLE(S), 3.55 RATIO, AIR RIDE SUSP; 233" WHEELBASE, LOADED, NEW SAFETY, THERMOKING UNIT, DUAL EXHAUST, STK#17001. -797451

Mack Manitoba Ltd. 1-888-535-1792 MACK SALES & SERVICE OF MANITOBA LTD.

Winnipeg

Brandon

385 Eagle Drive, Grp 200 R7C 1A9

1874 1st Street Nor th, R7C-1A9

Phone: 204-772-0316

Phone: 204-727-2549

www.mackmanitoba.com

* PLUS LICENSE, REGISTRATION AND TAXES

SILVER IN COLOR, BAYLYNX MULTICAT MATERIAL SPREADER, IN STOCK! MC-15 FOR TANDEM CHASSIS AVAILABLE TO BE INSTALLED ON YOUR CHASSIS! DELUXE OPTIONS INCLUDING RADIO REMOTE CONTROLS. CALL FOR DETAILS! STK#MC-15. -85385

Mack Sales & Service of Nanaimo Ltd. 2213 McCullough Rd. Nanaimo B.C. V9S 4M7

Toll Free 1-866-758-0185 Contact: Brian Burgoyne cell 250-616-1233 or Richard Mayer cell 250-616-1241

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Ph: 778-426-0185 Contact: Giovanni Aliperti cell 250-883-3059

May 2018

1-888-995-2459 $49,378

$65,208

2010 HINO 258 LP REFRIGERATED TRUCK AUTOMATIC TRANS; CARRIER SUPRA 750 REEFER, 20 FT BODY. 154,062 KMS, STK#623815. -1261807 VANCOUVER/SURREY

$45,606

2014 FREIGHTLINER CASCADIA HIGHWAY TRACTOR 72" CONDO SLEEPER, DETROIT ENGINE; DD15, 505 HORSEPOWER, 13 SPD TRANSMISSION; AIR RIDE SUSPENSION; 234" WHEELBASE, EXTENDED WARRANTY AND FINANCING AVAILABLE. -1262649 CALGARY

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LEASE RETURN

FREIGHTLINER HIGHWAY TRACTOR DETROIT ENG; DD15, 505 HP, 10 SPD AUTO. TRANS; 228" WHEELBASE, CLEAN LEASE RETURN, EXTENDED WARRANTY AVAILABLE. 944,716 KMS, STK#456687. -1261810 CALGARY

NEW EXTENDED WARRANTY COVERAGE AVAILABLE Engine,Trans, Diff. Turbo, Inj, DPF, EGR and more! Up to 24 months/400,000 km’s

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FICTION Mark Dalton: Owner-Operator

I have an (in) voice

By Edo Van Belkom

– Part 1 –

Illustration by Glenn McEvoy

ark had been crossing the country on a number of long hauls and found himself enjoying breakfast in a truck stop coffee shop outside of Calgary, while reading a copy of the Calgary Sun. But then he noticed one of the other coffee shop patrons getting loud. He looked up and looked over at the man sitting at the table to his right. He was wearing a denim jacket, blue jeans, and a Flames ball cap, and he was shouting into his cellphone. “It’s already been more than three weeks for cryin’ out loud!” the man said. Mark took a long look around the coffee shop and realized everyone in the room was listening in on the man’s conversation. “I’ve gotta eat, you know!” A pause. “How am I supposed to make payments on my truck? You know, that thing that I make my living with? The thing I used to deliver your shipment a month ago!” Some people with kids were getting up and moving to the far side of the shop. “I sent you an invoice as soon as I completed the delivery. The receiver signed for it and confirmation of the delivery was sent to your offices.” A deep breath and a long, slow sigh. “What’s the effin’ problem?” Mark smiled a little, glad the man had used an alternative to the usual eff words truckers were prone to use from time to time. “That’s a lame-ass excuse and you know it! I’ve got bills to pay. I’ve got a family to feed. I can’t wait months for you to decide it’s time for you to pay me. I need my money and I need it yesterday.” Obviously, Mark didn’t have to wonder what the problem was. This man was a trucker and he’d done a job for a company and properly invoiced the firm only to be left waiting on payment…from the sounds of it some four weeks or more. After a few moments of silence when the man was listening to someone on the other end, he blurted, “But you guys are always late. Always!” The same thing had happened to Mark dozens of times over the years and he hated to admit it, but he’d been in this man’s very position,

screaming into a phone at some clerk who had nothing to do with the late payment, but finding themselves in the unlucky spot of being the face of the company at the moment. “Do I have to come by your yard and kick some butt? I don’t want to do it, but I will. Trust me, you wouldn’t like me when I’m angry.” Mark just shook his head, knowing that the man’s tactic was never going to work. Years ago, Mark had learned pretty quickly that few people responded well to anger, threats of violence or general nastiness, not in person and certainly not over the phone. “Don’t you hang up on me!” the man shouted, holding the phone away from his face and staring at it as if the person he’d been on the phone with was contained somewhere inside the phone itself. The coffee shop had fallen silent. Mark took another quick look around and saw that everyone in the place had stopped what they were doing and were staring at the man staring at his phone. At long last the man realized that he’d just made a scene. His face darkened to a pale shade of red and he smiled awkwardly at the people at the tables closest to him. Then he coyly slid his cell phone into the front pocket of his denim jacket as if nothing at all had happened here. “I just want to be paid for my work,” the man said, half out loud, half under his breath. He slid down in his seat until his head seemed to tuck

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inside his shoulders where he could hide from the world for a little while. One table at a time, the coffee shop came back to life with conversations starting up again and people getting back to eating their food and drinking their coffee. In moments, the episode was over and things were back to normal. But Mark didn’t get back to reading his newspaper. Instead, he stared at the man long enough to catch his attention. The man looked at Mark, shifted in his seat and looked away. Then he turned back in Mark’s direction and realized Mark was still staring. He must have felt like he had to justify his actions, or otherwise say something because he looked Mark in the eye and said, “I hate it when guys don’t pay on time. I have truck payments, a family, a wife, and kids.” “I heard,” Mark said, hoping he hadn’t sounded too sarcastic. “You a trucker?” “Twenty years now.” “You ever have people stiff you?” “More than I’d like to admit,” Mark says. “But if you’re working for different companies it’s going to happen from time to time.” “You got any ideas on how to make them pay?” “I have a few,” Mark said, hoping not to sound arrogant. He actually felt sorry for this guy and genuinely wanted to help. “Maybe you should give me some lessons.” “If you’d like.” The man adjusted the Flames cap on his head, pulled himself upright in his seat and took a long look around the shop. Thankfully, no one was looking at him anymore, but it was clear that he felt the embarrassment of being the center of a lot of unwanted attention. “I would like,” he said at last. “I’d like that very much…and my wife and kids probably would too.” TW Mark Dalton returns next month in Part 2 of I have an (in) voice.

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