Issuu

Western Canada’s Trucking Newspaper Since 1989

October 2019

Delivering daily news at trucknews.com

Volume 30, Issue 9

Page 8

Page 14

Page 27

Supporting the cause

Improving B.C. roads

Celebrating the industry

Truck convoy raises $26K for Special Olympics.

Major upgrades coming to B.C. highways.

Western Canada marks National Trucking Week.

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

Serving country and industry

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Manitoba Driver of the Year takes pride in his many years of service

Improving western Canadian roads Infrastructure upgrades needed to improve highway efficiencies, safety in Western Canada Stories by Derek Clouthier WINNIPEG, MANITOBA Western Canadian roads are in need of their fair share of infrastructure upgrades, something not lost on those traveling this side of Ontario. The Canadian Trucking Alliance (CTA) recently released its 2019-20 Infrastructure Priorities document, with the vast majority of needs being in Western Canada. The Trans-Canada Highway around Winnipeg, Man., is one area requiring several improvements. Manitoba Trucking Association (MTA) executive director Terry Shaw explained there are a handful of proposed projects all connected, which if completed would greatly improve traffic efficiency and safety in and around the city. One of the most vital projects on the MTA’s list is improvements to Winnipeg’s PTH 100 South Perimeter Highway. Traffic is rerouted to the PTH 100, as the municipality lacks a high-speed road through the city. “The problem with that is over the years, they haven’t treated it like a high-speed freeway,” Shaw

said the PTH 100. “Around every six to nine kilometers there’s an at-grade crossing on the ‘high-speed’ perimeter highway. It’s stop-start, it’s highly inefficient, it also causes a whole bunch of road safety issues, because not only are there at-grade crossing, but there’s egress and access points across the perimeter.” The South Perimeter Highway is also the TransCanada Highway. Shaw said Manitoba has not been a good caretaker of Canada’s primary east-west highway, and a better job must be done to improve the setup of that section of the PTH 100. In addition to the South Perimeter, there is a proposal to create two bypasses that would help improve commercial vehicle efficiency in the area. The first would be a bypass around Headingley, Man., just west of Winnipeg. As it is set up now, Shaw said those traveling through the area are on what he called an “inner-city road,” despite it being the Trans-Canada. “Instead of reconfiguring that, we said to just put a bypass, so those who want to go through Headingley can and those who want to bypass the town and make Continued on page 12

Continued on page 10

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WINNIPEG, MANITOBA For Manitoba’s 2019 Driver of the Year, receiving personal accolades has always come a distant second to helping others. The Manitoba Trucking Association (MTA), along with Volvo Trucks Canada, honored Robert Pigeau during its Driver Awards Banquet, marking his successful transition from military service to the trucking industry. Pigeau served more than 21 years as a chef in the Canadian Armed Forces, driving a truck that hauled a kitchen trailer around various postings over a two-decade span. The experience of driving truck in the military proved useful when making the transition to trucking in 1996, a decision that came relatively easily to Pigeau. “When I retired, I didn’t want to be stuck in a building,” he said. “I

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4 Truck News – West • October 2019

ISSN 0700-5016 (Print) ISSN 1923-3531 (Online)

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 Abdul Latheef Associate Editor 416-614-5828 abdul@newcom.ca

In Every Issue 28 Marketplace Keeping those rims nice and shiny.

James Menzies Contributing Editor 416-510-6896 james@newcom.ca

37 Mark Dalton in… The truck without a driver.

DESIGN AND PRODUCTION Michael Chimienti, Beverley Richards, Alicia Lerma, Tim Norton ACCOUNT MANAGERS Nickisha Rashid National Accounts Manager 416-614-5824 nickisha@newcom.ca

38 Last Word: The bigger the better for this Alberta carrier.

Anthony Buttino National Accounts Manager 514-292-2297 anthonyb@newcom.ca Denis Arsenault Quebec Accounts Manager 514-938-0639 ext. 2 denis@newcom.ca Doug Copeland Regional Accounts Manager 905-715-9511 doug@newcom.ca Paul Beelien Regional Accounts Manager 416-614-5806 paul@newcom.ca

Stefanie Hohenadel Regional Account Manager (416) 510-5144 stefanie@newcom.ca Truck News-West is published monthly by

Newcom Media Inc.

15-17

Opportunity to test electric trucks in Alberta on the horizon.

Mack Trucks boasts strong relationships in the concrete pump truck market.

Editorial

Cover story 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

Manitoba’s Driver of the Year is all about giving back to his community.

12-13

Cover story Several infrastructure needs in Western Canada.

BRITISH COLUMBIA Page 14 Province set to embark on major Trans-Canada Highway upgrades.

ALBERTA Page 8 Truck Convoy for Special Olympics raises $26K for athletes. Page 19 Cutting through the red tape for the betterment of the industry.

Cross-border

Susan Ewart

In-brief PrePass expands; new weigh scale coming to B.C.; Manitoba carriers awarded.

How the STA is helping get new drivers behind the wheel.

Roger McKnight Do your research before heading to the polls.

SASKATCHEWAN Page 27 Celebrating National Trucking Week in the west.

MANITOBA Page 18 It never hurts to make connections at the federal government level.

CANADA Page 36 Delaying GHG emissions standards for trailers.

Page 22 New system launches for processing IRP registrations; Dana’s e-Propulsions system to aid Alberta project.

October 2019 • Truck News – West 5

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EDITORIAL Derek’s deliberation

Testing electric trucks today so we’re ready for tomorrow By the end of this year, there are expected to be 20 fast-charging (DCFC) and Level 2 electric vehicle charging stations installed across Southern Alberta. The project, called Peaks to Prairies, is aimed at increasing what is being called “electric vehicle tourism,” and I’m wondering how an effort like this could possibly accelerate the use of electric heavy-duty trucking in the province, or at least testing of the new technology. Alberta is not the first province that would pop into mind when it comes to an electric vehicle initiative – it may even be the last. Despite the fact that the province gets about half of its electricity from coal and only around 13% from renewable clean energy sources, like wind, moving forward with the installation of these electric charging stations shows a lot of consideration for the future of vehicle travel. There are several hurdles electric vehicles must overcome in an Alberta climate to achieve success, and trucking would require even more. Cold weather, reliability, and the logistics around charging time (though recent news makes the

claim of a battery from Echion Technologies that charges in six minutes) would be a few obvious examples. But once these 20 stations are up and running, one key challenge would seem to disappear – the lack of infrastructure for electric vehicle charging. One of the biggest issues blocking the reality of employing the use of electric trucks has been the absence of an adequate number of electric vehicle charging stations, especially in Western Canada. A map depicting the location of the DCFC and Level 2 charging stations shows several in Southern Alberta, with the longest stretch between stations being from Calgary’s east end to Medicine Hat – approximately 280 km. Even the Cummins AEOS, which is classified as a short-haul truck, has a range of 160 km. If we are to believe that the Tesla Semi could reach its claimed range of 480 km, it would appear Southern Alberta would be an ideal location for electric truck testing once these charging stations are all operational. In addition to four being in Calgary, DCFC stations will be set up in Claresholm, Nanton,

Crowsnest Pass, Fort Macleod, and Taber, to name just a few. Atco is setting up and maintaining the electric corridor, and have completed charging stations in Canmore and Lethbridge thus far, with the rest expected to be up and running by the end of 2019. The province is slated to begin its zero-emissions, heavy-duty hydrogen project, which is testing trucks running on electricity powered by hydrogen, hauling between Calgary and Edmonton. The project is to continue until 2022. Perhaps it’s a good time to think about testing fully electric trucks using this new charging network.

A lot has been said about the reliability of the batteries used to power electric vehicles in coldweather climates. If these trucks work in Alberta, I’d venture to say they’d work almost anywhere. At the very least, trucks doing regional routes in Southern Alberta – even between Calgary and Edmonton, where there is a lot of truck activity – could tap into the electric movement. The day we see more electric vehicles – especially trucks – on the roads in North America is still a long way away, but that doesn’t mean we shouldn’t be testing and improving this new technology now for when that time comes. After all, if 11% of drivers in Norway (including 49% of 2018 car sales) can use electric vehicles with an average annual temperature of 5 degrees Celsius, it should work in Canada. TN

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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8 Truck News – West • October 2019

CALGARY, ALBERTA The 2019 Truck Convoy for Special Olympics rolled through Calgary, Alta., this past weekend, raising $26,000 for the cause. Ken Huff, operations manager for Rosenau Transport, which hosts the event each year, said the convoy was a record-breaker for the city. “There were 83 trucks in the convoy, the largest ever in Calgary,” Huff said. “With escort vehicles from law enforcement, we were well over 100.” Tri-Line Carriers had the most trucks in the convoy, with 24, while Rosenau entered eight. The most money raised by a single driver was $1,050 by Chris Foster from Berry and Smith Trucking. Since 2001, more than 15,000 trucks have traveled over 10,000 km to raise money for Canada’s Special Olympics athletes. Now in its 18th year, the event will benefit 1,700 athletes in Calgary, with funds raised going toward sports and programs in the area. The convoy departed Rosenau’s Calgary terminal at 10 a.m. Sept. 7, with drivers convoying for 44.6 km, concluding just outside Okotoks, south of the city. A barbecue was held at the terminal following the convoy, which included live entertainment and a demo from City Wide Towing lifting a bus off a car. Drivers taking part in the convoy paid a $100 registration fee, and those who raised more than $500 received a Truck Convoy pocket knife, with a Truck Convoy belt buckle to those raising over $1,000. The effort is a collaboration between the trucking community and law enforcement. Last year’s convoy raised $25,000 for the cause. TN

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October 2019 • Truck News – West 9

COVER STORY

Driver of the Year Continued from page 1

decided I wanted to go out on the road.” Before hitting the highway, Pigeau enrolled in the Reimer Express Lines driving school, which the carrier offered during that time. Achieving the second highest score in the class with a 98.6, Pigeau said he and the driver with the highest score both drove truck prior to entering the course, while some others who struggled had not. Pigeau’s driver training in the military was taxing at times. “The training in the military is

brake endorsement class. It wasn’t long after completing his civilian training that the military veteran found a home at Big Freight Systems in 1997. After 22 years with the Winnipegbased carrier, Robert Pigeau was honored with the Manitoba Driver Pigeau has become a valuable member of the Year Award for 2019. of Big Freight’s team. pretty intense,” he said. “When I “Robert always shows meticustarted pulling a 53-foot trailer it lous attention to detail in his work, and as a result, he is always on-time, was actually easier than pulling my delivers his loads damage-free, kitchen trailer, especially backing up.” and ensures his equipment never The military provided Pigeau exceeds the regularly scheduled with a number of defensive driving service intervals,” said Rob Cooper, courses, as well as an exhaustive air

10 Truck News – West • October 2019

operations manager for Big Freight. “Robert utilizes the skills he learned in the military and is always planning every task three steps ahead.” Big Freight president and CEO Gary Coleman could not agree more, saying, “Robert takes enormous pride in what he does and always shows meticulous attention to detail in his work.” Part of the mutual respect Pigeau and those at Big Freight have for each other stems from a desire to recognize and help others through volunteer work, as well as honoring Canadian military personnel. Pigeau’s company truck boasts a military wrap to do just that. “I was going to Big Freight for many years to try and get something to recognize all veterans,” said Pigeau. “Every veteran who works for Big Freight has the yellow ribbon with the maple leaf (on their truck).” Pigeau also works to help military veterans interested in truck driving once they have completed their service. With a Facebook page called “Life as a Canadian Veteran Over the Road Driving Truck,” Pigeau has helped educate and recruit veterans into the industry. “I have a lot of military who follow me, as well as truck drivers,” he said. “I also have a lot of military people who call me when they are retiring. I talk to them and explain what it’s like to get into the trucking industry.” Pigeau’s efforts don’t end there. He and his wife have long volunteered for several organizations, including the MS Society of Canada, the Truck Convoy for Special Olympics, and the Ride for Dad to raise money to fight prostate cancer. In fact, Pigeau, who recently turned 60 years old, said he is looking forward to the day he can retire so he has more time to volunteer. His desire to serve both country and community are two characteristics that make Pigeau an admirable choice for Manitoba Driver of the Year. In addition to his charitable efforts, Pigeau prides himself on his loyalty to Big Freight. Hauling everything from hazmat materials to Harley Davidson motorcycles, Pigeau drives from the Northwest Territories to the U.S. And his infectious attitude is not lost on his co-workers. “It is always a pleasure to get some time with Robert at our company events, which he seldom misses,” said Jeremy Messner, vice-president of business development for Big Freight. “His energy and passion and laugh are contagious and inspiring. “Robert is an incredible ambassador for our industry and our company.” TN

COVER STORY

Infrastructure wish-list Continued from page 1

a more efficient departure or get themselves into Winnipeg in a more efficient fashion, can do so,” said Shaw. Another bypass heading south toward the U.S. border at St. Norbert is also being proposed. Traffic heading in this direction currently must drive through the small community, which includes a pedestrian cross-walk, toward what Shaw said is the busiest border crossing west of Detroit-Windsor. Rounding out the MTA’s Top 3 is a proposed Chief Peguis extension. This would enable carriers in the area – including Bison Transport and TransX – to avoid having to

either travel through Winnipeg or go out to the Perimeter Highway, only to come back into the city. Saskatchewan Heading west, Saskatchewan has its own infrastructure needs, including a much-needed bypass around Saskatoon, routing traffic north around the city. The Saskatchewan Trucking Association (STA) is proposing to start the bypass at Hwy 11 south of Saskatoon, hooking up north with the highway toward Prince Albert and Hwy 16 to North Battleford. The bypass would then extend to Hwy 14 west of the city, all reducing traffic conges-

tion on Circle Drive and Idylwyld Drive. Hwy 16 is another thoroughfare requiring improvements. With some upgrades recently completed, including twinning from the Alberta border to Saskatoon, there remains approximately 400 km of the highway that is single lane, resulting in congestion and inefficient traffic flow, according to the CTA. The CTA said 23% of traffic on this portion of Hwy 16 is from commercial vehicles. The STA added the need to twin Hwy 16 east of Saskatoon to the Manitoba border near Portage la Prairie.

“This would be a benefit for long combination vehicles (LCVs) by providing another corridor for commercial carriers traveling from Manitoba into Northern Saskatchewan and through to Alberta,” said STA executive director Susan Ewart. “Additionally, this also reduces traffic congestion around Regina’s city limits by providing an additional corridor for LCVs to use.” Both the STA and CTA have also recognized the need for more rest stops along the Trans-Canada Highway in Saskatchewan to comply with HOS regulations and to conduct safety inspections.

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Alberta There are two particular projects in the Wild Rose Province the Alberta Motor Transport Association (AMTA) would like to see come to fruition – Northeast Corridor improvements and twinning of Hwy 40. The AMTA said it is “very concerned” with the lack of roads connecting Fort McMurray to major corridors that lead in and out of the province. Safety is also a concern with the Northeast Corridor, as it is the busiest route in and out of the oilsands. The AMTA is proposing several upgrades to improve traffic flow in the area, including identifying Northeast Alberta in the PanAmerican or CanAmex trade corridors; twinning Hwy 63 to connect to an east-west or northsouth twinned corridor; dividing roadways to address public safety issues; and completing the ring road to connect Fort McKay, Fort McMurray, and the oilsands to Hwy 881. Being a heavily-traveled corridor, Hwy 40 south of Grande Prairie is also in need of upgrades, especially the Wapiti Bridge and

section in the Montney area, which the AMTA said is “one of the most dangerous in the country and inhibits transportation of products and services into the North-South Trade Corridor. British Columbia Rest areas, or lack thereof, are a primary concern for carriers traveling in British Columbia. Shelley McGuinness, communications specialist for the B.C. Trucking Association (BCTA), said there is a need for more rest stops along several highways in the province. These include the Trans-Canada east of Kamloops to the Alberta border, along Hwy 5 on the Coquihalla and toward the Alberta border, along Hwy 97, and in the Lower Mainland – addition truck parking has been announced under the Port Mann bridge. “We’re with the CTA on the position that federal and provincial governments should work together for a coherent rest stop strategy for national highways,” said McGuinness. “One concern about ELDs and rest areas is that existing rest stops may not have enough parking spaces for trucks with stricter oversight of HOS.”

“This would be a benefit for long combination vehicles (LCVs) by providing another corridor for commercial carriers traveling from Manitoba into Northern Saskatchewan and through to Alberta.” – Susan Ewart, STA McGuinness said any new rest stop should be constructed within 50 km of an urban center, and at maximum intervals of 150 km thereafter. They should offer sufficient parking for short stops

as well as overnight, have truck parking bays, and provide basic amenities like washrooms, food service, tables, Internet access, and protection from elements such as sun, rain, and snow. “Many now don’t meet these criteria,” said McGuinness, “and could just be a single-lane pullout for chain-up with a pit toilet or two and a picnic table.” A major endeavor to widen Hwy 1 to six lanes from Langley to Hope has been identified by the CTA as being of “critical importance.” The CTA labels this proposal as a regional impact project, as the corridor is a major bottleneck in the region due to its physical barriers, such as height restrictions that are not in alignment with Alberta’s nine-meter high-load corridor. The CTA indicated that adding lanes would improve safety, access, and reduce congestion in the area. Replacing Vancouver’s George Massey Tunnel, which is said to have safety issues and would be expensive to upgrade, is another infrastructure priority for the CTA. TN

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October 2019 • Truck News – West 13

BRITISH COLUMBIA

Improving B.C. roads Upgrades to improve safety, but expected to cause lengthy highway closures over next four years By Derek Clouthier GOLDEN, BRITISH COLUMBIA The Province of B.C. is preparing to embark on substantial improvements to a portion of highway it called “the most challenging section of the Trans-Canada Highway in B.C.” The Kicking Horse Phase 4 project will include several upgrades that will take place over the next four years, at times closing the highway completely forcing motorists to take an approximate 200-km diversion through Radium Hot Springs, B.C.

Celebrating

Due to the highway being sandwiched between steep rock faces above and the Kicking Horse River and CP Rail lines below, the ministry said periodic closures of the road are necessary to ensure safety for both motorists and workers. “The safety of both workers and the traveling public is essential while carrying out this work,” the ministry told Truck News-West. “Because the project will require significant rock blasting in a constrained space, full highway closures are needed to maintain that safety.”

The final phase of the Kicking Horse improvement project will include widening the final 4.8 km of the Trans-Canada through the canyon from West Portal to Yoho Bridge to four lanes, including a median barrier and wider shoulders. The four-year endeavor will also include improving the alignment of the highway, including 13 curves; mitigating snow avalanche and

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rock fall hazards; and adding wildlife exclusion fencing and passages to help reduce collisions. Though closures will be necessary, the ministry said a traffic management strategy is being developed to minimize disruptions during peak summer and winter travel periods. The plan is looking at avoiding daytime closures, minimizing brief stoppages during the summer, and place an emphasis on night-time work year-round. During the spring shoulder season, there is potential for 24-hour closures of Hwy 1 for up to five to six weeks, and up to 10-11 weeks during the fall shoulder season, with brief peak-hour openings for commuter traffic. Detours during these times will run 105 km south on Hwy 93 from Castle Junction, Alta., to Radium, B.C., then northwest along Hwy 95 another 103 km to Golden, totaling a 208-km detour. Work is anticipated to commence late next summer and conclude in 2024. Shelley McGuinness, communications specialist for the B.C. Trucking Association, said the project gets their full support as it will increase safety and reliability of the Trans-Canada Highway. “Four-laning will help deal with congestion and allow safer travel at higher speeds, especially given the project also includes straightening sections of the highway,” said McGuinness. “Add in median barriers and avalanche and rockfall protection, and we’re potentially looking at fewer highway closures overall once the project is complete.” The provincial government is also continuing consultations with Indigenous communities in the area to identify any concerns on the impact of the project. Overall, upgrades to Hwy 1 to the Alberta border have been a priority for the current B.C. government, with $648 million committed to the effort over the next three years. Additional road infrastructure projects are either planned or ongoing throughout the province, including at Illecillewaet near Revelstoke, four-laning in Chase and Salmon Arm, replacing the Bruhn Bridge and four-laning in Sicamous, and replacing the Quartz Creek Bridge and four-laning in Golden. TN

CROSS-BORDER

Getting by with a little support from their friends Mack and Putzmeister marry well in demanding concrete pump truck market

Mack has provided more than 6,000 trucks to Putzmeister since 1992. rying its pumps with Mack trucks for some time. Jonathan Dawley, president of Putzmeister America, said the chassis relationship between a concrete pump and truck is paramount, and his company has long found Mack trucks to be a perfect fit.

Dawley also touted the level of support Mack offers its customers. Whether it be through predictive maintenance applications such as GuardDog Connect, Dynamic Maintenance, Mack Analytics, or a direct support hotline, Mack aims Continued on page 16

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RACINE, WISCONSIN Concrete waits for no one they say, which makes support and good partnerships that much more important. Mack Trucks today announced its support network is getting stronger with the introduction of Dynamic Maintenance and Mack Analytics. Both are aimed at increasing uptime for its customers, with Dynamic Maintenance interpreting telematics data to provide enhanced planning when it comes to potential maintenance needs. Roy Horton, director of product strategy for Mack, said the Dynamic Maintenance feature, which is available to customers for a fee through their dealer network, focuses on data from its GuardDog Connect software and is yet another step toward improved predictive maintenance. This means issues are solved proactively prior to a truck needing to be pulled from a job due to failure. Horton added how Mack Analytics is used to provide informative, consultative support on pump truck operations and performance. The feature, a free service through Mack directly, again uses GuardDog Connect, translating data into actionable decisions. “It’s very powerful and helps contribute to our customers’ bottom line,” Horton said of Mack Analytics, which can provide insight into a customer’s fleet to compare its performance to another fleet with similar operations and specifications to help increase maintenance efficiencies. David Pardue, vice-president of connected vehicles and contract services for Mack, said the company is focused on providing options to its customers through connected vehicle services. “Enhancing maintenance planning utilizing existing vehicle telematics and data analytics is yet another way in which we accomplish this,” said Pardue. “Vehicle technology and data provide us the capability to ‘customize’ planning so that it’s specific to a vehicle and its operation. This enables customers to optimize planned downtime.” Dynamic Maintenance expands on Mack’s partnership with Noregon, an Internet of Things company, by utilizing Noregon’s platform to enhance the dealer user interface, bringing the deci-

sion-making process closer to the customer through the dealer. Horton highlighted the two new support offerings in Racine, Wis., today during a presentation to trade journalists that showcased Mack’s partnership with Putzmeister and Kriete Truck Centers. Putzmeister, which provides equipment for a variety of applications, primarily for the concrete pump truck market, has been mar-

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CROSS-BORDER

Challenges pumping concrete Continued from page 15

to be there for its customers. Dawley said with the move toward urbanization, the need for concrete pump trucks is high in cities like Toronto, Ont., and those in Northern California, with the construction of high-rise buildings. This has resulted in an uptick in demand for Putzmeister’s MX model pumper, which is used for these types of projects. He added due to a trend that has seen many fleets getting younger and at full capacity, sales have slowed recently. However, with continued demand in the concrete sector, several upstarts have entered the market and are purchasing used, refurbished pump

trucks, creating new business for Putzmeister. Putzmeister also offers telebelt trucks, which use a conveyor system to move items like large rocks, sand, and even concrete at building sites. Dawley said maintenance on pump trucks can be costly, with components and boom tips being susceptible to damage. Telebelts, on the other hand, are comparatively cheaper to maintain and can be an option for several applications, including hydraulic fracturing operations like those in Western Canada. “As long as you’re keeping it clean, you have a fairly maintenance-free machine,” Dawley said of telebelts.

Tom Inglese, general manager of Pioneer Concrete Pumping, agreed there are several challenges in the world of concrete pump trucks. “Concrete doesn’t wait on anybody,” he said, adding how dealing with a perishable product, along with ever-changing regulations, and finding quality operators pose hurdles to the industry. Inglese said Mack has supplied a reliable product, and coupled with capable dealers and the synergy between its trucks and Putzmeister’s pumps, the end result works. “We like the standardized on the Macks…they just seem to fit the Putzmeister product really well,” he said. “It’s a good combination.” Facility tour With a 200,000 sq.ft. facility in Racine, Wis., that opened in 1994,

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Putzmeister as a whole has seen a supply of more than 6,000 Mack trucks since 1992. Media was given a tour of the Racine facility, including a peek into the process of mounting a concrete pump to a Mack chassis. The company’s goal is to complete one unit every day. With seven stations performing various steps to marry the two products, it takes about seven days to complete the process, which emphasizes the importance for Mack and Putzmeister’s engineering to mesh so seamlessly. Two of the concrete pump trucks on display during the tour are headed to Quebec. One was the largest unit Putzmeister produces – an eight axle, 63-meter pump truck, weighing 128,900 lbs. Putzmeister manufactures boom pumps ranging in length from 20 to 63 meters. Of the approximate 250 pump trucks Putzmeister produces each year, around 30 are destined for Canadian customers. TN

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ST. PAUL, MINNESOTA Mack Trucks is predicting another strong year in the construction segment, including the concrete industry, where its Granite and TerraPro models have been top sellers for the company. “Getting to number one in these types of segments, it doesn’t happen by accident…it takes time,” said Roy Horton, director of product strategy for Mack. Horton was speaking during a press event at one of Mack’s leading partners in the pump truck sector, Schwing America, the largest concrete pump manufacturer in North America. During the event, which included a tour of Schwing’s 350,000 sq.ft. facility in White Rock, Minn., just outside of Minneapolis/St. Paul, Mack provided an overview of its business for 2019 and where the industry is going in the coming year. Jonathan Randall, senior vice-president of North American sales and marketing, said July was a strong month for Mack, as the company’s retail sales were strong.

Schwing has been marrying its concrete pumps to Mack trucks for several years, making up 45% of the company’s overall sales. Mack is currently working through a backlog, resulting in a drop in the number of orders the company is presently seeing. “You cannot fill an already full cup,” Randall said, adding that he expects 2020 orders to remain strong. Mack anticipates rolling 325,000 trucks out of production by the end of this year (there were 30,000 orders in July alone), and believe 2020 will prove similar. On the concrete pump side of things, Randall said the industry sells roughly 750 trucks each year for this application. Though housing starts in the U.S. are currently flat, Randall said they are seeing very positive trends in the construction business, which is not the case in many other sectors. Infrastructure upgrades, such as

bridges and roadways, are an area Mack sees a lot of potential for business in the coming years. Randall said there is a lot of stressed infrastructure in need of repair. He added that Mack supports the employment of user fees and raising fuel taxes to generate revenue for such projects, but only in targeted ways. “The reality is something needs to happen here,” said Randall. “It’s been languishing for way too long.” Marrying truck and pump Schwing manufactured the world’s first pump truck in 1963. The company merged with Stetter, a company that released the first truck mixer in 1948. And in 2012, Chinese company Xuzhou Construction Machinery Group (XCMG), the 11th largest global construction OEM, made a significant

investment in Schwing, expanding the company’s worldwide reach. Tom O’Malley, senior vice-president of sales and marketing for Schwing America, said prior to the 1980s, it was common for customers to have a pump mounted on a truck they themselves provided. Today, 80% of the trucks Schwing uses for its concrete pumps are Mack. Truck mounted pumps make up 45% of Schwing’s overall sales, with truck mixers second at 16%. Pump booms vary in weight anywhere from 50,000 lbs. to 140,000 lbs., depending on length, which also ranges from 20 meters up to 65. The size and weight of the pump depends on the application, as well as a region’s road weight regulations. In an effort to best meet its clients’ needs, Schwing typically orders generic trucks that are less specific to any particular application. Once a customer places an order, Schwing can then tailor the truck to meet the needs of the customer, and do so at its location in White Rock. O’Malley said the company is also finding alternative uses for its boom technology, including in fracking operations in Western Canada. Schwing recently provided the articulating boom to another company, which is developing the necessary technology to put the

apparatus to use in the oil and gas sector. Schwing has local representation in parts of Canada to sell and distribute its products, though O’Malley said the Canadian market has been sluggish. In the west, competition in the Vancouver, B.C., area has made it difficult for Schwing to make much headway, but business in Ontario and Quebec has improved. O’Malley said the used pump business in Canada was strong 15 years ago, but the current exchange rate has had a negative impact in that area. Schwing does not shy away from large projects, having had its concrete pump technology used for such endeavors as the Freedom Tower in New York City, where two high pressure stationary pumps pumped concrete 1,600 vertical feet. The company’s latest and greatest piece of equipment is the Schwing S 36X with a revolutionary boom. This 36-meter boom boasts third and fourth sections with hydraulic motors at the knuckles enabling it to spin the fourth section 360 degrees continuously, and the third section 330 degrees. In the U.S., concrete pumps are a $1.75 billion market, with 45% of concrete being tailgated and 34% pumped, up from 20% in 2000. TN

October 2019 • Truck News – West 17

MANITOBA

MTA makes a friend at the federal level By Derek Clouthier WINNIPEG, MANITOBA The Manitoba Trucking Association (MTA) had the ear of a federal member of parliament recently, taking advantage of the opportunity to address issues in the transportation sector. Blake Richards, Alberta member of parliament for Banff-Airdrie, was recently in Manitoba where he had the chance to speak with MTA executive director Terry Shaw, touching on several matters, including infrastructure needs, the truck driving profession being classified as a skilled trade, and proposed changes to the Canada Labour Code. Shaw and Richards discussed how the potential changes could negatively impact the trucking industry, with the government requiring employers to provide shift schedules 96 hours in advance and a minimum of 24 hours for any shift change. “Everybody wants everyone to have a comfortable, healthy, and safe work environment, but some the changes they are looking to make are absolutely arbitrary and don’t line up with anybody in the

transportation field, and that’s not just trucking, that’s aviation and rail,” said Shaw. “So, they’ve been getting a lot of pushback not only from those impacted by those we serve in the supply chain.” That pushback looks to have paid off, as the Canadian Trucking Alliance (CTA) has indicated that the trucking industry will be exempt from the new labor code changes, which took effect Sept. 1. “CTA supports modern labor standards,” said alliance president Stephen Laskowski. “However, the alliance has always held the position that any new standards that come into place must make sense for the industry and the customers we serve.” Richards said concerns around the carbon tax were also raised during his conversation with Shaw. “Terry was rightfully concerned with the impact the carbon tax is having on truck drivers and their families as a result of lower competitiveness and a hurting bottom line,” said Richards. “It is a trend that cannot be allowed to continue, which is why Conservatives are committed to canceling it.” Other issues Shaw discussed with Richards included the need

for more rest stops, improving highway infrastructure, and upgrades at border crossings. Mandatory entry-level training (MELT) was also addressed. Shaw said the MTA supports the program, but believes the industry must go further to properly prepare drivers for a career in trucking.

“The trucking industry plays a vital role in our economy, yet it is often captive to the elements or to congestion.” – Blake Richards “MELT is an excellent pre-licensing initiative, and we commended the current federal government on that, but at the end of the day, from an industry perspective, our concern isn’t if they are competent to hold the licence, our concern

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Blake Richards. is are they capable of successfully and safely working as truck drivers, and that’s a very different education program outside of MELT,” said Shaw. “We need to go further, not with pre-licensing training, but with pre-employment training.” Often discussed in unison with MELT is the need to assist those looking to get driver training with tuition costs. This leads to the industry’s desire for the federal government to recognize truck driving as a skilled trade. Shaw said headway has been made in Manitoba to help aspiring drivers get the training they need to be successful, but the profession is quite different from other trades. “We train differently than those in the trades. We don’t get a job, work at that job, train for that job, and then get licensed for that job,” he said. “As a truck driver, that’s illegal…I can’t work as a truck driver and then get my licence to work as a truck driver.” Shaw admitted that it is “incredibly expansive” for people to get driver training because much of the necessary elements involve practical experience and being on the road, as opposed to sitting in a classroom. “We have great training programs in Manitoba,” said Shaw. “We need to see them funded on a consistent basis, we need to see them promoted, and we to see them connected to an on-the-job training program, which are the connections we’re trying to make.” TN

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ALBERTA

Cutting through the red tape By Derek Clouthier EDMONTON, ALBERTA The Alberta Motor Transport Association (AMTA) is anticipating several regulatory changes with the United Conservative Party (UCP) taking the reins, which started with the elimination of the provincial carbon tax. The AMTA expects more to come, particularly with regards to the oil and gas sector with the reduction of red tape in an effort to improve efficiencies, which would impact the overall provincial economy. Changes could also come to the transportation sector, with the AMTA saying the UCP government has committed to looking at regulations impacting safety, stability, and efficiency. “The AMTA has been actively engaged in discussions with the Minister of Transportation and the Associate Minister of Red Tape Reduction,” said AMTA told Truck News-West. “The Deputy Ministers Office from Alberta Transportation has also engaged the AMTA to work directly with the ministry for these regulatory changes to improve safety and streamline business.” The AMTA has been engaged in working to bring its members’ issues and concerns to the new government, advocating for the best solutions.

“The AMTA has been actively engaged in discussions with the Minister of Transportation and the Associate Minister of Red Tape Reduction.”

The Manitoba Trucking Association (MTA) also has its eye on its provincial MELT program, which came into effect Sept. 1. The association hopes to continue discussions around pre-licensing versus pre-employment training following its provincial election, which was Sept. 10. Leading up to the Manitoba election, the MTA, as part of the Industry Advocacy Group Coalition, was calling on all political parties to focus their efforts on growing the provincial economy. The MTA believes the challenges facing growth in Manitoba include the diversification of agriculture, manufacturing, resources, finan-

cial, and the service sectors, which would strengthen the capacity for exports from the province. In Alberta, the AMTA highlighted the need to eliminate the Alberta provincial drivers hours-of-service regulations and adopt the federal regulations at 11,794 kg, with exemptions for industry-specific requirements. The avenues in which the trucking industry can recruit foreign workers is another area the AMTA would like to see improved. Though the association supports efforts like the Temporary Foreign Worker and Provincial Nominee programs, Nash said there are limitations for the transportation industry.

To address the concern, the AMTA is advocating for provincial and federal labor departments to establish a trusted employee program to help cases be addressed more rapidly, improving the process overall. The AMTA would also like to form a working group with Carrier Services and its members to develop a public document for carriers to better understand regulatory interpretations. When it comes to carriers renewing their Safety Fitness Certificate (SFC) – the province of Alberta no longer issues temporary SFC to carriers, a move the AMTA supports – the association has recommended a renewal process that would include an updated AMTA-developed third party audit program and reoccurring National Safety Code audits. TN

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October 2019 • Truck News – West 19

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October 2019 • Truck News – West 21

ALBERTA

Dana Inc. provides e-Propulsion system for Alberta project MAUMEE, OHIO Dana Inc. is providing its Spicer Electrified e-Propulsion solution with integrated TM4 Sumo HP motor-inverter system to Class 8 trucks moving freight between Calgary and Edmonton, Alta. The effort is part of Alberta’s Zero-Emissions Truck Electrification Collaboration (AZETEC) project aimed at designing and manufacturing hydrogen fuel cell electric hybrid heavy-duty trucks with extended range. “Dana is pleased to have been selected as a key partner for this enterprising hydrogen fuel project.

It marks another step in the innovation continuum as the industry transitions to zero-emission transportation,” said Mark Wallace, president of Dana Commercial Vehicle Driveline Technologies. “The consortium partners share a common vision in advancing clean technologies, and we welcome the opportunity to provide Spicer electrodynamic solutions as part of these collective efforts.” Dana’s custom Spicer e-System is optimized for the Canadian market with a hauling capacity of 140,000 lbs. It has a compact design that reduces weight, allowing for more

hydrogen fuel storage. The trucks being used for the project are 64-ton B-train tractor-trailers capable of traveling up to 700 km before needing to refuel. Trimac Transportation and Bison Transport will operate the trucks. The $15 million project received funding from Emissions Reduction Alberta, which committed $7.3 million through its Best Challenge initiative. Trucks will haul approximately 12 million tons of freight for the AZETEC project. TN

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New IRP registration system could mean longer wait times for carriers EDMONTON, ALBERTA The Alberta government has moved to a new International Registration Plan (IRP) system, and some red flags have been raised with regards to lengthier wait times for carriers. The government says the new self-serve system, called the Alberta Transportation IRP Online System (ATIOS), will meet data standardization and compliance requirements. Carriers must have an Alberta Prorate account to log into ATIOS. Existing carrier information has been ported over to the new system and all services must now be submitted online. New carriers must first fill out the new carrier package to Prorate Services to receive an account number to log into the ATIOS system. An email sent out by Alberta Prorate Services indicates that regular supplement services could take up to 14 business days to process, while renewals may take longer than 14 business days and new carrier applicants could wait more than 30 business days. Previously, some carriers were having their prorate services processed within 24 hours. Prorate services enables carriers to distribute their IRP fees to jurisdictions where the carrier has traveled instead of 100% to its home jurisdiction. The fees are based on the percentage of the total distance traveled in each IRP jurisdiction. The provincial government did not provide answers to Truck NewsWest’s questions regarding this new system before going to press. The Alberta government transitioned to the ATIOS system July 29. ATIOS training resources can be found on the Alberta Prorate Services website at https://www. alberta.ca/prorate-services-overview.aspx#Contact. TN

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Manitoba carriers awarded for their safety culture

VICTORIA, BRITISH COLUMBIA Carriers in B.C. can now take advantage of weigh scale bypass platform PrePass, with 11 locations across the province through Weigh2GoBC service. Thanks to an agreement between B.C.’s Ministry of Transportation and Infrastructure and the PrePass Safety Alliance, drivers can take advantage of the service at both PrePass and Weigh2GoBC locations. PrePass users can visit the Weigh2GoBC website and register for the B.C. electronic ID (BCeID)

WINNIPEG, MANITOBA A pair of Manitoba trucking companies received some hardware recently, with Fast Lane Freight the winner of the RPM Award and Bison Transport getting SAFE Work Manitoba’s Safety Culture Award. The Manitoba Trucking Association’s (MTA) RPM Award recognizes a provincial trucking company that has achieved an outstanding safety performance over the course of the year, while consistently making significant improvements to its safety program and practices. TN

and enroll their truck with the PrePass transponder, and there are no additional fees. Service at Wegh2GoBC sites is only available through the PrePass transponder and not with cellular bypass services. Fleets in B.C. using PrePass previously were required to obtain a Weigh2GoBC transponder from the provincial government, resulting in some drivers having to carry two transponders. This new agreement means drivers need only carry one PrePass or Weigh2GoBC transponder.

Those using the Weigh2GoBC service can also take advantage of PrePass bypassing in the U.S., subject to individual states’ criteria. Transponders allow drivers to bypass weigh scales by electronically verifying weight, safety rating, and credentials, all at highways speeds and not having to pull over. Drivers receive on their transponder either a green light to continue driving, or a red light to report to a weigh station. Visit www.prepass.com or www.weigh2gobc.ca for more information. TN

New weigh station to be constructed near Terrace, British Columbia TERRACE, BRITISH COLUMBIA The Canadian government is investing $15 million to build a commercial vehicle inspection station on Hwy 16. The new station will be located east of Terrace, B.C., near Hwy 37. The project will add lanes on Hwy 16 near the inspection station. The station will include new technologies, including a Weighin-Motion system, which weighs trucks without the need for the truck to come to a stop. There will also be an automated system that will inspect trucks registered with the Weigh2GoBC program. “Our government is investing in Canada’s economy by making improvements to our trade and transportation corridors,” said Canada’s Minister of Transport, Marc Garneau during today’s announcement. “We are supporting projects to efficiently move goods to market and people to their destinations, stimulate economic growth, create quality middle-class jobs, and ensure that Canada’s transportation networks remain competitive and efficient.” Once completed, the new weigh station is expected to improve efficiencies for the trucking industry and improve overall transportation infrastructure. The facility is anticipated to create 300 jobs during construction. TN

October 2019 • Truck News – West 23

OPINION Petrol Points

Issues to examine before heading to the polls I don’t know if it’s true or not, but I’m told and have been told since grade school that there are a myriad of ways to cure hiccups. One way is to breathe into a paper bag – the color of the bag isn’t important, just make sure it’s paper. Another method is to stand on your head. Oh, and don’t forget drinking water upside down with your ears plugged, or having the wits scared out of you. I’m sure you’re a bit confused at this point, as this is supposed to be a commentary on the status of the petroleum industry in this country. As we round the corner to the federal election, brain cramps, a side effect of stage four hiccups, are becoming politically evident and something I believe the candidates are trying to hide from us. A prevailing attitude of all parties appears to be apathy, an attitude they hope will seep into the ballot boxes by osmosis. There are a couple of items we should be wary of before we commit to the polls.

Guaranteed to get a yawn is the question of carbon taxes, which we’ve been told are needed to meet our target in concert with the Paris Accord. This level is not enforceable by any global climate police, but from our own in the form of Katherine McKenna, who has chimed in that the tax levels are to cap at $50/ton in 2022, at which point gas pump prices will increase by another 11 cents a liter. Aha! But no, you see, the 2022 level will be reassessed following discussions at the provincial level. Maybe after the election the successful prime minister will initiate a heated discussion with the president of the U.S. as to why they don’t have a carbon tax. Indeed, I would ask today why carbon taxation was not a subject at the just concluded G7 conference in France. Maybe it should be renamed the G5 + 2, with Canada being one of the two and Italy the other. Next on the energy problem list is the fact that our very own federal government has hired The

24 Truck News – West • October 2019

Eurasia Group out of New York as a single source to provide Natural Resources Canada market intelligence and direction to all levels of energy issues in Canada. This contract was single-sourced at an annual fee of $200,000. It was also stipulated that this will be a one-person project.

“Maybe after the election the successful prime minister will initiate a heated discussion with the president of the U.S. as to why they don’t have a carbon tax.” The one person is none other than Gerald Butts, who resigned in disgrace in the SNC Lavalin debacle, then was hired by the

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.

Liberal government as a pre-election strategist. Mr. Butts made it clear when he was with the World Wildlife Foundation that he was no friend of the oil sands and would just as soon shut it down. Since then, he has done just that, but in baby steps. So, this is the person who the prime minister has commissioned to advise him on energy issues in this country going forward? If you see a guy standing upside down with a bag over his head in the middle of a highway, then that’s me folks. TN

OPINION Association Corner

Opportunity aplenty in a thriving trucking industry The greatest resource the trucking industry has is its people. As technology moves toward various stages of automation, the people in the industry – the truck drivers, dispatchers, shippers, and administrators – are what keep Saskatchewan and Canada ultimately moving. Imports and exports, which involve the trucking industry, have a huge impact on the Saskatchewan economy. Total Saskatchewan exports in 2017 were $29 billion. The province ships goods to over 150 countries around the world. Think of the adage, “If you bought it, a truck brought it.” If it weren’t for the dedicated people in the trucking industry, our lives would look very different. According to the 2019 Saskatchewan Detailed Occupational Outlook published by the provincial government, transport truck driver is in the Top 3 occupations with the most job openings. Today, there are 3,220 jobs in Saskatchewan with an estimated annual wage of $63,900. This is an

alarming number not only to the Saskatchewan Trucking Association (STA) but our current government. So how does an association like the STA show those in Saskatchewan what great opportunities lie in trucking? The work has started as we develop education, recruitment, and retention strategies for employers, as well as an awareness campaign to change the industry of trucking. Over the next three years, our association will be working to develop resources and tools employers can use to modernize their existing HR practices by creating a knowledge hub within the STA for both potential employees and employers to use. It will cover subjects from what it takes to work in trucking, to guidelines on implementing drug and alcohol policies in your workplace. Our government partners have many resources that most of us probably are not aware of to assist employers with filling the human capital side of the trucking equation through the Labour Market Services

Branches. STA staff will continue to work with our partners to ensure members are educated on what is available to them. In his opinion piece in volume 30, issue 8 of Truck New-West, Terry Shaw of the Manitoba Trucking Association said, “The trucking industry is at a tipping point: as a new, younger generation is poised to take over the seats both literally and metaphorically […]”. I agree with Terry. Our challenge now will be to find and attract the next generation. As an association, and the trucking industry as a whole in Saskatchewan, we need to find ways to attract people who may have never considered trucking as a viable career. Isn’t it with most careers that a lot of us accidentally stumbled into where we are today? We found something that resonated with us and stuck to it, so here we are, working in trucking? That’s how I got here. I find myself constantly impressed with an industry full of driven individuals who are making a difference and doing so while being environmentally-conscious and with great efficiency. I admire those whom I have come to know in the industry who care immensely about what they do and are extremely safety-focused.

Susan Ewart is the executive director of the STA, previously serving as director of insurance services for Hal Insurance, a subsidiary company for the STA. She sat on the board of the Insurance Brokers Association of Saskatchewan, the Regina Women’s Network, and was president of the Regina Association of Insurance Women. Ewart was also the recent recipient of the 2015 Women of Influence for the insurance industry. The first female executive director of the STA, Ewart sees great value in bringing more women into leadership positions in the trucking industry.

The STA is committed to bettering the image of the industry and to dispelling stereotypes and myths about what trucking looks like in Saskatchewan. I am proud to say that I am one of the 3% of women who work in the trucking industry, although I may not be behind the wheel, I am committed to giving a voice to the industry that so many are passionate about. And that is why, #WeAreTrucking. TN

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SASKATCHEWAN

Celebrating the industry during National Trucking Week in Western Canada

STA staff welcomed drivers at both the association office and at HAL Insurance during National Trucking Week.

The AMTA hosted five driver appreciation days across the province during National Trucking Week.

The BCTA and SafetyDriven held barbecues for drivers during National Trucking Week. REGINA, SASKATCHEWAN Western trucking associations showed some love to drivers and the industry across Canada during National Trucking Week. The Saskatchewan Trucking Association (STA) provided its members with free coffee and donuts both at its office and at HAL Insurance. There was also a draw for a bundle of gift cards offered by the STA during the week. The Alberta Motor Transport Association (AMTA) hosted five driver appreciation days, starting in Airdrie Sept. 3 and moving to Leduc the next day, Burmis Sept. 5, Demmitt Sept. 11, and concluding at the Whitecourt scale Sept. 13. “Whether people realize it or not, truck driving is a technical and demanding job,” said AMTA president Chris Nash. “These folks work long hours away from home, carry huge responsibility for getting the job done safely, and are the ones that literally keep things moving on our roads.” Commercial Vehicle Enforcement partnered with the AMTA during the driver appreciation events, and acting chief Jacquie Daumont was excited to have the opportunity to recognize drivers.

“National Trucking Week is a great opportunity, and Commercial Vehicle Enforcement is very happy to take part with the AMTA in showing appreciation to drivers for their significant contribution in delivering goods and people safely every day,” she said. The Manitoba Trucking Association (MTA) wasted no time celebrating National Trucking Week, kicking off Aug. 28 with “a day at the park” for a game featuring the Goldeye’s against the Gary SouthShore RailCats. On Sept. 3, MTA staff was out visiting its members, and on the 4th the Vehicle Maintenance Golf Tournament teed off. A barbecue was held at the Headingley/Emmerson scale Sept. 5, followed by the MTA Truck Pull for United Way Sept. 6 at the MTA office, and the Truck Convoy for Special Olympics Sept. 14. The B.C. Trucking Association invited members to come by its office Sept. 3-6 for a barbecue, which was hosted in partnership with SafetyDriven – The Trucking Safety Council of B.C. Members were also able to come by the office during National Trucking Week for an annual swag bag giveaway. TN

October 2019 • Truck News – West 27

MARKETPLACE

When buying wheels Weight, durability, and appearance important to fleet buyers

Keep wheels looking good and corrosion-free by washing them frequently using soap and water, especially in dirty vocational applications.

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tŚĞĞů ƐĞƉĂƌĂƚŝŽŶƐ 148 127 135 134 139 75

Ontario wheel separations are trending down this year, according to the Ministry of Transportation, but a spike can occur in the fall when tires are frequently changed.

A popular look is the blacked-out paint job, complete with matte finish black wheels. TORONTO, ONTARIO The condition of a commercial vehicle’s wheels says a lot about the condition of the vehicle itself. Rust-streaked steel wheels often signal poor maintenance practices, while a shiny finish points to a truck that is well cared for.

In order to maintain a shiny appearance, proper maintenance and frequent washing is required. Keeping wheels clean and in good condition also helps drivers to identify potential problems when conducting pretrip inspections.

Unfortunately, when it comes to commercial vehicle wheels, wheel separations continue to be a major topic of discussion. It’s an issue that won’t go away. An ongoing issue Wheel separations continue to be a problem in Ontario, despite enforcement crackdowns and stiff penalties for offenders. But the good news is this year is on pace to be the lowest year for wheel separations in at least the last five years, assuming there isn’t a spike in the fall. “We are entering our winter months where a lot of tires get changed,” said Chris Davies, a transportation enforcement officer with the Ontario Ministry of Transportation. He said the department will run Operation Wheel Check inspections from November to February, to place a special emphasis on the problem. Bob Nichols, spokesman for the Ontario Ministry of Transportation, said “Wheel separations from commercial vehicles are typically caused by improper tightening/installation of wheel fasteners, poor maintenance, drivers failing to conduct the prescribed vehicle inspection, and defective parts.” But Davies noted new technologies are helping enforcement officers catch overheated wheels before a separation occurs. Infrared technology has been introduced at four working truck inspection stations. “We are finding it in our routine operations,” Davies said. Ontario has some of the toughest wheel separation legislation in North America, including absolute liability and penalties as high as $50,000. Brandon Uzarek, field engineer with Accuride, suggested fleets employ best practices supplied by wheel manufacturers and the Technology & Maintenance Council of the American Trucking Associations. “Wheel-offs occur when basic maintenance steps are missed,” he said. “Make sure to conduct a retorque at five to 100 miles after installation, then again at 10,000 miles or regular service intervals. Make sure the wheels, hubs, drums, studs, and nuts are in good condition. Mounting surfaces need to be

Surprise brake blitz parks 16.1% of vehicles GREENBELT, MARYLAND Roadside inspectors placed 16.1% of vehicles out of service for brake-related issues on May 15, during a surprise inspection blitz coordinated by the Commercial Vehicle Safety Alliance (CVSA). There were 10,358 commercial vehicles inspected overall, meaning 1,667 were placed out of service. The 1,620 vehicles inspected in Canada did marginally better than those south of the border, with 13.5%

of vehicles placed out of service for brake violations compared to 16.6%. Fifty-five Canadian and U.S. jurisdictions participated in the one-day brake safety inspection and enforcement initiative. Special attention was given to brake hoses and tubing, finding 996 units with chafed rubber hoses and 185 units with chafed thermoplastic hoses. “Brake hoses and tubing must be properly attached, undamaged,

28 Truck News – West • October 2019

without leaks, and appropriately flexible,” said CVSA president Jay Thompson. “Because they are such an important part of the braking system, the failure of hoses or tubing can cause problems for the entire braking system.” The top five brake-related violations recorded through 1.8 million inspections during the first half of 2019 include: 1. Clamp or roto type brake out of adjustment (86,296)

flat. Clean any dirt, debris and corrosion off of mounting surfaces.” In pursuit of lighter weight One trend that has been driving wheel development in recent years, is the pursuit of lower weight. But with leading wheel suppliers now producing standard aluminum wheels that weigh in at as little as 40 lbs, the law of diminishing returns comes into play and now the challenge is to focus on durability. “When you start talking about lightweighting, you save 0.5% or 0.6% of fuel per 1,000 lbs weight reduction,” said Uzarek. “Going from Accuride’s lightest steel wheel of 65 lbs down to the 42644 at 40 lbs would save 450 lbs or approximately 0.2% of fuel.” Since the fuel savings are now meager, more attention is being paid to durability. “We’re very cautious to test to the same standards we were testing to, to maintain that durability of the wheel,” Uzarek said of lightweight wheels. “A lot of fleets have stopped asking about lightweighting. Now their concern is uptime.” Keeping them looking good Whether spec’ing steel or aluminum wheels, proper maintenance is key to keeping them in good condition. Especially in Canada where harsh road chemicals are used to combat snow and ice. “Wash steel and aluminum wheels with high-pressure water and a mild soap solution to remove dirt and debris,” Uzarek advised. “Dry the wheels with a clean cotton or microfiber towel.” He added, “Non-coated aluminum wheels may need to be polished to maintain their shine. Steel wheels may need to be re-coated to prevent rust. Don’t use abrasives on coated aluminum wheels.” Wash wheels as frequently as is practical, depending on application. Uzarek suggested washing wheels on a cement truck daily, while linehaul wheels can be washed less frequently. “It just depends on the vocation and how you want your wheels to look.” There are also customers demanding a greater variety of customizations, including blacked-out, matte finish wheels. TN

2. CMV manufactured after Oct. 19, 1994, has an automatic brake adjustment system that fails to compensate for wear (45,594) 3. Brake hose or tubing chafing and/ or kinking (37,737) 4. No or defective ABS malfunction indicator lamp for trailer manufactured after March 1, 1998 (37,343) 5. Inoperative/defective brakes (32,125) Brake Safety Week, an enforcement campaign, took place Sept. 15-21. TN

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2020 KENWORTH W990 HIGHWAY TRACTOR 76" MID ROOF SLEEPER, CUMMINS ENG; X15, 565 HP, 18 SPD TRANS; 13.2K/40K AXLE(S), 3.91 RATIO, AG460 SUSP; 244" WHEELBASE, BLACK LIMITED EDITION INTERIOR, 11R24.5 TIRES STK#LJ961757. 1289694

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2019 KENWORTH T800 HIGHWAY TRACTOR 62" ACFT SLEEPER, CUMMINS ENG; X15, 565 HP, 18 SPD TRANS; 20K/69K AXLE(S), 4.30 RATIO, NEWAY ADZ369 SUSP; 260" WHEELBASE, WHITE IN COLOR, TRIDRIVE, BLACK SPLENDOR INTERIOR, 385/65R22.5 11R24.5 TIRES, 3 WAY LOCKS STK#KR999294. -1282036

2020 KENWORTH T370 STRAIGHT TRUCK (CAB AND CHASSIS) PACCAR ENG; PX-9, 350 HP, 6 SPD TRANS; 16K/40K AXLE(S), HAS402 SUSP; 228" WHEELBASE, WHITE IN COLOR, PINNACLE INTERIOR, 385/65R22.5 11R22.5 TIRES, ALUMINUM RIMS, 4 WAY LOCKS STK#LM958563. -1282492

2020 KENWORTH T880 HIGHWAY TRACTOR CUMMINS ENG; X15, 565 HP, 18 SPD TRANS; 14.6K/46K AXLE(S), 4.10 RATIO, AG460 SUSP; 205" WHEELBASE, WHITE IN COLOR, GRAY VANTAGE INTERIOR, 4 WAY LOCKS, 11R24.5 TIRES, ALUMINUM RIMS STK#LJ963523. -1289406

2020 KENWORTH T880 HIGHWAY TRACTOR 76" MID ROOF SLEEPER, CUMMINS ENG; X15, 18 SPD TRANS; 13.2K/40K AXLE(S), 3.91 RATIO, AG400 SUSP; 232" WHEELBASE, BLACK IN COLOR, GRAY DIAMOND VIT INTERIOR, 11R24.5 TIRES, ALUMINUM RIMS, 4 WAY LOCKS STK#LJ960983. -1286525

2020 KENWORTH T680 HIGHWAY TRACTOR 76" ACAD SLEEPER, PACCAR ENG; MX-13, 455 HP, 12 SPD TRANS; 13.2K/40K AXLE(S), 3.25 RATIO, AG400L SUSP; 232" WHEELBASE, WHITE IN COLOR, GRAY VANTAGE INTERIOR, 11R22.5 TIRES, STK#LJ951701. -1289693

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2020 DOEPKER GRAVEL TRIDEM CROSS DUMP BELLY DUMP GRAY BODY, ULTRA FLIP ELECTRIC TRAP, ELECTRICAL PENDANT FOR GATE CONTROL AND SUSP DUMP, PUSH BAR AT BACK OF TRAILER, 11R22.5 TIRES, ALUMINUM RIMS. 2 TRAILERS AVAILABLE. STK#L3040622. -1284544

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2014 PETERBILT 579 HIGHWAY TRACTOR 75" INTEGRAL SLEEPER, PACCAR ENG; MX13, 485 HP, 13 SPD TRANS; 13K/40K AXLE(S), 236" WHEELBASE, WHITE IN COLOR, 75" INTEGRAL SLEEPER, PRESTIGE INTERIOR, 11R22.5 TIRES 1,055,973 KMS, STK#ED221210. -1283291 $42,500

2012 KENWORTH T660 FEED/GRAIN TRUCK PACCAR ENG; MX12.9, 455 HP, ULTRASHIFT 13 SPD TRANS; 12K/40K AXLE(S), 3.55 RATIO, AG380 SUSP; 224" WHEELBASE, WHITE IN COLOR, 999,185 KMS, STK#CJ954477. -1271793 $95,000

2017 KENWORTH T880 HIGHWAY TRACTOR PACCAR ENG; MX-13, 500 HP, ULTRASHIFT TRANS; 13.2K/46K AXLE(S), 3.91 RATIO, AG460 SUSP; 185" WHEELBASE, YELLOW IN COLOR, GRAY SPLENDOR INTERIOR, 4 WAY LOCKS, 11R22.5 TIRES, ALUMINUM RIMS, 9696 ENG HOURS 492,239 KMS, STK#HJ988647. -1288346 $97,500

2016 KENWORTH T680 HIGHWAY TRACTOR 76" ACAD SLEEPER, PACCAR ENG; MX-13, 500 HP, 18 SPD TRANS; 13.2K/40K AXLE(S), 3.91 RATIO, AG400 SUSP; 232" WHEELBASE, WHITE IN COLOR, GRAY DIAMOND VIT INTERIOR, 11R22.5 TIRES, 4 WAY LOCKS, ALL TIRES ARE MICHELINS, W/ COMFORT PRO AND DOUBLE BUNK 892,303 KMS, $67,500 STK#GJ977898A. -1289833

2015 KENWORTH T680 HIGHWAY TRACTOR 76” ACAD SLEEPER, PACCAR ENG; MX-13, 455 HP, 13 SPD TRANS; 3.55 RATIO, 13.2K/40K SUSP; 232" WHEELBASE, BLUE IN COLOR, GRAY VANTAGE INTERIOR, 3 WAY LOCKS, 11R22.5 TIRES, ALUMINUM RIMS 750,690 KMS, STK#FJ976249A. -1272205 $62,500

2014 KENWORTH T440 REFRIGERATED TRUCK PACCAR ENG; PX-9, 370 HP, 6 SPD TRANS; 14.6K/40K AXLE(S), 5.29 RATIO, AG400 SUSP; 244" WHEELBASE, WHITE IN COLOR, 30' REEFER VAN, THERMO KING T100-30 REEFER 7,143 HRS, , LIF TAIL GATE, 11R22.5 TIRES, 4 WAY LOCKS, 342,695 KMS, STK#EJ967916A. -1285530 $79,900

2016 KENWORTH T880 DAYCAB TRACTOR CUMMINS ENG; ISX15, 485 HP, 18 SPD TRANS; 12K/46K AXLE(S), 4.30 RATIO, AG400 SUSP; 186" WHEELBASE, WHITE IN COLOR, DAY CAB , GRAY VANTAGE INTERIOR, 11R24.5 TIRES, 4 WAY LOCKS 903,757 KMS, STK#GJ977672A. -1283662 $89,900

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2015 VOLVO VNL64T 670 HIGHWAY TRACTOR 61” SLEEPER, VOLVO ENG; D13'13 455/1800, 455 HP, 12 SPD TRANS; AIR RIDE SUSP; 223" WHEELBASE, BLACK IN COLOR, 793,926 KMS, STK#345323. -1286900

2012 PETERBILT 367 HIGHWAY TRACTOR 48” SLEEPER, CUMMINS ENG; ISX15'10 550/2000, 550 HP, 18 SPD TRANS; AIR RIDE SUSP; 230" WHEELBASE, WHITE IN COLOR, 295,250 KMS, STK#422228. -1287148

2012 INTERNATIONAL PROSTAR DAYCAB TRACTOR INTERNATIONAL ENG; MAXX13'10 410/1700, 410 HP, 13 SPD TRANS; AIR RIDE SUSP; 175" WHEELBASE, WHITE IN COLOR, 379,823 KMS, STK#447981. -1286629

2011 INTERNATIONAL PRO LF627 PREM DAYCAB TRACTOR CUMMINS ENG; ISX'07 485/1800, 485 HP, 10 SPD TRANS; AIR RIDE SUSP; 185" WHEELBASE, WHITE IN COLOR, 357,671 KMS, STK#628934. -1281069

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Environment Canada delays rollout of GHG rules for trailers OTTAWA, ONTARIO Environment Canada will delay the rollout of greenhouse gas (GHG) emissions standards for trailers by one year, responding to a court challenge against similar rules in the U.S. The U.S. Court of Appeals stayed the rollout of U.S. EPA Phase 2 trailer rules on Oct. 27, 2017. This means

SHAWN JONES

the Canadian rules – based on those proposed south of the border – would have been introduced before those in the U.S., the Canadian Trucking Alliance (CTA) reports. News of Canada’s delay until May 2020 emerged in Environment Canada’s Interim Order Modifying the Operation of the Heavy-duty

LESLIE JONES

Vehicle and Engine Greenhouse Gas Emission Regulations, published in Canada Gazette Part I. Lawmakers are looking to reduce the environmental impact of trailers, requiring van trailers to be outfitted with things like aerodynamic skirts, automatic tire inflation systems, lighter-weight components, and low-rolling-resistance tires. Even flatdecks would need to be fitted with things like low-rolling-resistance tires and automatic tire inflation systems.

In the meantime, Environment Canada will review concerns from Canadian trailer makers about the economic impacts of moving forward with the trailer standards before the U.S. Environmental Protection Agency (EPA) versions are in force. “This process will allow for an analysis to understand the impacts on the Canadian market without a similar rule being in place in the United States,” said CTA president Stephen Laskowski. TN

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36 Truck News – West • October 2019

ersar

Group,

FICTION Mark Dalton: Owner-Operator

The truck without a driver

By Edo Van Belkom

– Part 4 –

Illustration by Glenn McEvoy

THE STORY SO FAR Mark is driving across the Prairies and comes across a truck like no other he’s ever seen before. He pulls up alongside of it and realizes the man behind the wheel isn’t driving, but rather he’s reading a magazine. It’s one of those autonomous trucks that is operated without a driver, and Mark was awestruck. He spends a while thinking about what driverless trucks mean to the trucking industry and is able to see both sides of the argument. Trucking goods would eventually be more economical and there would be less need for drivers. However, drivers would still be needed in some capacity and other opportunities might open up for them in the industry. Mark sees one of the autonomous trucks pulled over onto the side of the highway and he pulls over to see if he can find out more about it. He talks to the monitor who had been riding in the truck and finds out where the truck was headed. He decides to go there himself and get a better look at how the whole operation works… • A few hours later, Mark was approaching Calgary and Hwy. 2 that ran up into the heart of Alberta. About five miles before he reached the city, he came across a stretch of industrial areas that had among them, trucking terminals and warehouses. From the Trans-Canada Highway, he could see a bunch of the same autonomous trucks parked in a large expansive truck lot. They were occupying one corner of the lot and there were plenty of people walking around the trucks as if inspecting them for their roadworthiness. Mark took the next exit and then began doubling back until he reached the truck yard where he’d seen the driverless trucks. He entered the yard at a crawl, wondering if a truck with a driver – an actual driver – would set off some alarm bells that would see him pulled over and asked...“ What the hell are you doing here?” “Just gonna park my rig.” “Didn’t you see the sign?” “What sign?” “The one that says, No Drivers Allowed!” Fortunately, the yard was still servicing old-fashioned trucks and drivers, and Mark was able to drive right through the yard without anyone paying any attention to him at all. The older trucks were operating like they usually did, backing up to loading docks and having people loading or unloading their cargo. Thankfully, people were still needed to do that work. Hopefully those jobs would be safe for the next little while at least. As he moved deeper into the yard toward where the autonomous trucks were parked,

he could see that in addition to the engineers walking around the trucks, there were other people who were servicing the trucks in the usual way...fueling, maintenance, and cleaning. So, why were they picking on drivers as the ones who could be so easily replaced? The thought made Mark angry about the whole situation. Trucks were getting more technical all the time, relying on computers and science to make them run better and more efficiently. Pretty soon, anyone could buy one of the newest trucks and as long as they had a background in computers, they would be able to manage all the software and systems. Pretty soon, the days when a driver busted his butt to own his own truck, buy another one and slowly work his way up to owning an entire fleet would be gone. In this new system, new fleets would appear almost overnight. Multi-national companies would start up new trucking ventures and immediately have an advantage over other driver fleets just because their equipment was the newest and had the all the money-saving bells and whistles. Owner-operators like Mark would become a dying breed…if they weren’t dying already. Mark knew the right thing to do was to work with new technologies, see how they could benefit you and see where they could take you. Mark nodded. Yes, that’s what he should do. But he couldn’t. He couldn’t go along with it because the whole venture’s end goal was to eventually take away his job and the jobs of hundreds of thousands of other truckers by making them obsolete. He had

to do something to stop, or at least slow down, the march of technology. Mark parked his truck in a quiet part of the lot, then searched around in his tool box to see if he had what he needed. When he found it, Mark climbed up into his bunk to relax until the sun went down and the yard was a lot less busy. • Later that night, about two hours after sundown, Mark got up and took a look out Mother Load’s windows. There was still activity at the other end of the lot where loading and unloading was going on and would no doubt continue throughout the night. Closer to Mark, however, the yard was dark and silent. The autonomous trucks were all lined up in a neat row – six in all – with no one around guarding them. That thought brought a smile to Mark’s face. Maybe these trucks have such sophisticated security and alarm systems that they’re putting truck yard security guards out of work too. After making sure no one was near, Mark grabbed what he needed, then slowly climbed out of Mother Load and headed toward the autonomous trucks traveling along the very edges of the truck yard. When he reached the first truck, he took one more look around to make sure the coast was clear, then he set to work. Mark carried a roll of electrical tape in his tool box in case he ever had to make wiring repairs on the road. He also had a roll of black hockey tape in there, a leftover from a hockey player to whom he once gave a ride across the country. With both types of tape in his hands, Mark systematically went around each of the autonomous trucks and any time he saw a lens for a camera or sensor, he tore off a length of tape and placed the tape over it. With two types of black tape, Mark was able to cover all the sensors in a way that was hard to spot against the surrounding black of the truck. In the morning none of the trucks would be operable and it would take them a while to figure out what happened. Then it would take them some time to remove all the tape and clean up the lenses. It wasn’t much of a resistance effort, but at least it was something. Happy with the work he’d done, Mark climbed into Mother Load, started her up, and drove slowly out of the yard as if he’d awoken from a rest stop and was just getting back to work. Mark knew he had only caused some minor inconvenience, at best, for the people working on the autonomous truck project, but he was satisfied that he’d done something to slow – even just a little bit – the advancement of driverless technology and the inevitable addition of truckers to the unemployment lines. TN Mark Dalton returns next month in another story.

PIONEERS CHANGE CANADIANS WHO CHALLENGE THE STATUS QUO IN TRUCKING

October 2019 • Truck News – West 37

THE LAST WORD

Construction company not ‘Whisselling Dixie’ when it comes to moving freight By Derek Clouthier CALGARY, ALBERTA Whissell Contracting doesn’t mess around when it comes to moving freight. Since 1970, this civil construction company has been moving its own equipment and others’ through its trucking division, which specializes in heavy and oversized load transportation. Whissell was one of the first companies in Alberta to purchase a 48-ft. wheel combination. But as transportation manager Tracy Chow explained, the trucking division had modest beginnings, starting with just a pair of gravel trucks. It soon expanded when the company purchased trucks to haul equipment from one jobsite to another. And as the equipment got bigger, so did the trucks and trailers needed to move them. “Whissell recognized very early that outsourcing was not the way to go,” Chow said of the company’s foresight into the most efficient and economical way to move its equipment. The company was launched by Brian Whissell in Calgary as a water and sewer contractor with just a few pieces of equipment and a small staff. Whissell and his brother were running a company in Edmonton at the time, when he decided to move to Calgary to start his own business. Today, Whissell Contracting has five divisions, three offices in Alberta, and over 300 employees. With as many pieces of equipment as employees, Whissell now has several highway tractors and trailers, as well as heavy equipment. In addition to heavy and oversized hauling, Whissell’s areas of

expertise are far reaching, and include project management, road construction, river crossings, landfill services, and earthworks, to name a few. On the heavy haul side of things, Whissell services such sectors as oil and gas, civil infrastructure, industrial mining and forestry equipment, emergency hauling, and most recently, renewable energy hauling, such as pieces for wind and solar. To move these types of loads, it takes a special kind of driver with extensive training, something Whissell knows all too well. Bringing its own inhouse training professional onboard, the company has made efforts to clear one of the hurdles of the heavyhaul industry. “It takes a long time to train a person who comes into the field as a Class 1, five-axle guy who wants to be a heavy-hauler,” said Chow. “It takes a lot of time and effort for training to get them where they can haul 150,000 lb. piece of equipment.” Working with the trainer, a fulltime manager develops a training program for company employees. The two are responsible for ensuring everyone with Whissell has access to training material and that each operator is properly training on specific pieces of equipment. “They are not allowed to operate that piece of equipment until they are trained and signed off,” said Chow. “We have one trainer for heavy equipment – on the civil side, we have a trainer, and we have one on the trucking side.” Training can be quite extensive and lengthy. Even the trainer himself, who was hired as a Class 3 concrete truck driver, took 10 years to work his way up to

nce I a n e t n i Ma ractices I Best P

It’s hard to miss the type of freight Whissell hauls throughout Western Canada. become a heavy-haul driver. He is now qualified to operate every piece of equipment the company owns, including a 76-wheel 100-ton trailer. Of course, some of the drivers Whissell hires have certain levels of experience already and training is not as extensive. But the time and effort it takes to get drivers ready to get behind the wheel cannot be overstated. “The challenge is, you hire these guys and bring them on, they work for a couple of years and then as soon as the oilfield picks up, there’s an exodus,” said Chow. Adding to some of the business challenges for Whissell moving forward is an ever-increasing pool of competition. When Chow started with Whissell in 2009, the company provided transportation services for much of its competition. Now, those competing companies have wised up and are doing the same thing as Whissell – hauling their own equipment. “The industry has got a lot more competitive now,” said Chow, “there’s a lot more players, and

there are a lot more people doing what we do in the industry.” Whissell has diversified to meet this new competition, hauling more specialized items, like those for the renewable energy sector. It’s not every company that offers its drivers a chance to haul over 100 tons, and drive tandem and tri-drive tractors with trailers ranging from eight to 76-wheel combinations and eight to 10-axle configurations – all with inhouse training – throughout Western Canada and in extreme conditions in the Northwest Territories. TN

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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38 Truck News – West • October 2019

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