Issuu

Rebranding: AMTA unleashes new logo, image and website in effort to better serve its members.

Page 20

Lobbying: STA hopes to build on its successful lobbying efforts into 2017 and beyond.

Page 18

Page 12

Western Canada’s Trucking Newspaper Since 1989

February 2017 Volume 37, Issue 1

Testing a Mack: Mack’s new refuse truck offers improved driver comfort and safety features.

truckwest.ca

RETAIL A DV E R T I SIN G PAGES 31 -4

Alberta’s new carbon tax

AMTA believes the levy will have significant impact on trucking industry By Derek Clouthier It’s been over a year since the Insurance Bureau of Canada introduced the cargo theft reporting program to Western Canada, and the number of filed reports has continued to rise.

Reporting on the rise

Reach us at our Western Canada news bureau

After a year in Western Canada, IBC’s cargo theft reporting program viewed favorably

Contact Derek Clouthier Derek@ Newcom.ca or call 403-969-1506

PM40063170

By Derek Clouthier

pg 01, 9, 11 tw feb v3.indd 1

EDMONTON, Alta. – It was just over a year ago when the Insurance Bureau of Canada (IBC) announced the expansion of its cargo theft reporting program in Western Canada, and thus far, the high number of reported incidents has stood out. “The high volume of reports surprised us the most,” IBC national director for investigative services Garry Robertson said of the program’s inaugural year. “And as more agencies come online, they will only increase. The reports are continuing to climb as people become aware of the program. This is new on the list of known and documented criminal activities, so as people become more aware, the reporting increases.” Robertson said the cargo theft reporting program has established a strong foundation in Western Canada with the support of various trucking associations, major police agencies and significant media coverage. The creation of the Canadian Trucking Alliance (CTA) six years ago, with a pilot program launched

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in 2011 in Ontario and Quebec, the cargo theft reporting program allows insurers and trucking companies to report cargo theft and claims information to the IBC online, through the CTA or a provincial trucking association. The IBC then distributes the information through its investigative team to regional partners across the country and in the US. The information is maintained in a national database and analyzed regularly to identify trends and patterns. “Essentially by doing this, IBC connects the dots by bringing all key stakeholder groups into the loop,” said William Adams, IBC vice-president of the western and pacific regions, during last year’s announcement in Edmonton. “We don’t do any of this alone. That’s why it’s so important for everyone involved – law enforcement, motor services agencies, insurers, trucking associations, firms and other stakeholders – to build strong partnerships and to share information that will assist in our common objectives.” Reports during the first year in Western Canada Continued on page 11

To view list of advertisers see pg. 45

CALGARY, Alta. – “We think there’s going to be a definite impact on our industry,” Alberta Motor Transport Association (AMTA) president Lorraine Card said of the province’s new carbon tax levy. “It was very bad timing with the downturn in the economy and a lot of our members are currently struggling.” Commencing Jan. 1, Albertans were welcomed to 2017 with higher fuel prices, among increases for some other services and goods, in the NDP government’s effort to raise money to diversify the province’s energy industry and encourage people and businesses to reduce their carbon footprint. Card, however, said with some AMTA members having to close their doors, lay off staff or endure salary rollbacks during Alberta’s approximate two-year downturn, a carbon tax is not what the industry needed right now. “So we know it’s tough out there and we think this (Alberta’s carbon tax) is just another burden on our industry that we really just don’t need at this point in time.” Card said one of the most frustrating aspect of the NDP’s carbon tax is that when the minister first made the announcement in 2015, the AMTA was hopeful the government would be open to working with the transportation industry to establish some kind of savings on carbon tax for companies that employ energy reduction measures, such as single wide-base tires, boat tails, side skirts and electronic logging devices (ELDs), all of which Card said would help reduce fuel consumption. “We plan to meet with the government and hopefully if some trucking companies are taking the initiative Continued on page 9

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READY TO RE-INVEST?

Western Canada’s owner/operators reveal their truck purchasing plans for 2017

The slowdown in the Western Canada economy of the past couple of years, particularly in the Alberta heartland, hit owner/operators hard. But British Columbia fared well and there is hope for the fi st shoots of economic growth returning to Alberta. Are Western Canada owner/ operators more optimistic about 2017 and their plans to invest in new trucks? Our annual Equipment Buying Trends Survey probed their new truck purchasing intentions for the year. Current trade-in cycle for heavy duty vehicles

Plans to purchase new truck(s) in 2017 by region

2-3 years 10 years or more

10% 4-5 years

35%

of respondents

19%

21%

6-7 years

15%

61% of respondents

British Columbia Alberta

45%

Saskatchewan

20%

Manitoba

14%

Overall Western Canada

44%

Overall Canada

35%

8-9 years

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Yes

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77% of respondents

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No 56% of respondents

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Freightliner International

Kenworth

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Peterbilt

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Volvo

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TRUCK WEST FEBRUARY 2017

INSIDE THIS ISSUE

The Last Word HTL Transport is dressed for success, no matter what the task.

7 Editorial

Editor Derek Clouthier discusses the newly-implemented Alberta carbon tax and its impact on industry.

16 Transmissions

17 Equipment Canadian invention helps push forward possible deployment of 60-ft. containers.

10 Sandy Johnson Managing your drop in the tollroad bucket.

11 Cargo theft

12 Saskatchewan

A little more than a year in and the IBC’s cargo theft reporting program continues to grow.

18-19 Alberta AMTA launches new logo, image and website to help build on its momentum.

20-21 Test drive Mack’s new LR refuse truck improves on comfort and safety and the Granite brings power.

STA eager to continue its lobbying efforts; move into new, better equipped location.

13 Alberta

Bison’s Highway Angel, new CEO and TCA Driver of the Year finalist.

Mark Dalton in...

14 Scott Taylor

23 B usiness Mack partners with WheresMyConcrete and adds to its mDrive transmissions.

Do your homework on Canada’s new tax rules and how it will affect you and your business.

27 Al Goodhall Spend some time talking with a Millennial and you’ll see they are not much different than Boomers.

30 Marketplace feature Properly winterize your truck to avoid problems this winter season.

41 New products TomTom’s newest GPS navigation system caters to truckers.

43 B usiness Trucking must adapt and continue to advance if it is to flourish, says industry veteran Mike McCarron.

22 I n-brief

Being part of the SmartWay program helps Canadian Fuels and its members.

25 M ark Lee Can’t ask for a better trucking life than the one you get in Canada.

A remanufactured transmission can be a financially beneficial choice for fleets.

AMTA discusses how it feels the carbon tax will affect the trucking industry, businesses and everyday consumers.

Don’t count on Donald Trump to impose a carbon tax south of the border.

9 Alberta

15 Roger McKnight

44 Newland Transport An illustrated trucking adventure continues.

45 Ad index

Truckers without borders

February 2017 Volume 37, Issue 1

ISSN 0700-5016 (Print) ISSN 1923-3531 (Online) Truck West is published monthly by

Newcom Business Media Inc.

CHAIRMAN AND FOUNDER Jim Glionna PRESIDENT Joe Glionna VICE PRESIDENT, OPERATIONS Melissa Summerfield CONTROLLER Anthony Evangelista DIRECTOR OF CIRCULATION Pat Glionna PRODUCTION: Beverley Richards CIRCULATION MANAGER: Pat Glionna

Joe Glionna PRESIDENT 416-614-5805 joe@newcom.ca

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GROUP PUBLISHER 416-510-6881 lou@newcom.ca

Kathy Koras

Tony Hohenadel

Sonia Straface

Julia Kuzeljevich CONTRIBUTING EDITOR 416-510-6880 julia@newcom.ca

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EDITORIAL

Sales inquiries Delon Rashid

Sales & Marketing Consultant – Western Canada

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Derek Clouthier EDITOR 403-969-1506 derek@newcom.ca

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We acknowledge the financial support of the Government of Canada through the Canada Periodical Fund of the Department of Canadian Heritage.

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EDITORIAL

TRUCK WEST FEBRUARY 2017

Alberta carbon tax: Money grab or economic ingenuity? I was looking at Twitter the other day and found a pair of opposing tweets on Alberta’s new carbon tax, which were interesting (and amusing). The first (and I am paraphrasing) read that the NDP government’s new carbon tax is a joke, as it is essentially a money grab because it places much of the financial onus on its citizens and businesses. The second tweet was exactly the opposite, saying the carbon tax was the most sensible economic policy the province has seen in a while. Whenever a new tax comes around, particularly one that affects so many people and has to do with the environment, there’s going to be debate, and of course the line between the two sides will be firmly drawn down political party lines. If you support something politically, you highlight all the good and completely ignore entirely the bad to try and win your argument, and the opposite is true if you oppose the plan. Those who support the carbon tax say it will help motivate companies to lower their greenhouse gas emissions, garner money for energy efficient initiatives – and eventually invest $645 million into the provincial government’s Energy Efficiency Alberta fund – and sway the federal government to approve additional projects in Alberta, such as the recent pipeline approvals, to the dis-

Derek’s deliberation Derek Clouthier may of many environmentalists. Those who oppose the carbon tax say it will hit the wallets of all Albertans – driving up prices at the pumps, grocery store and pretty much everywhere else – and stymie business growth. They add that energy efficient programs can be introduced without having to add the new tax, which is how they arrive at their conclusion that the carbon tax is nothing more than a money grab. It should be noted that there is a fuel rebate program for individuals earning $47,500 or less and families bringing in $95,000 or less. But the government does predict the ‘average’ household will fork over an additional $70 per year, higher earners much more. How much businesses will have to pay is yet to be seen and depends on the business. Both sides are correct. Of course a carbon tax will raise money that can be used to launch energy efficient programs; of course the tax will force businesses to try and curb emissions (something they have been doing regardless, as burning less fuel

saves the company money); of course the carbon tax will persuade Ottawa to approve more energy projects, because there is currently a Liberal government. On the other side, of course the tax will hit our wallets – it already has with higher fuel prices; of course businesses will lose some money having to pay an additional tax, to what extent it will ‘stymie’ growth will depend on the business; and of course energy efficient programs can be introduced without having to add a new tax, plenty have been over the years without you and I having to pay a tax to fund them. Trucking companies will get a financial hit from the carbon tax for their fuel usage, but if more pipelines and other projects get approved because of it, then that would bring more work to the industry, which is a good thing and could offset the additional expenditures of the tax. More pipelines means more GHG emissions, though, right? The carbon tax on diesel per liter is 5.35 cents, gasoline is 4.49 cents and

propane is an extra 3.08 cents. Let’s be honest, the carbon tax is a money grab, but whether or not it’s a worthwhile seizure that helps people, businesses and the environment will take some time to ascertain. One needn’t look any further than Ontario to see how electricity prices have soared with its government’s handling of ‘green’ energy initiatives. Derek Clouthier can be reached by phone at (403) 969-1506 or by e-mail at derek@newcom.ca. You can also follow him on Twitter at @DerekClouthier.

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ALBERTA

TRUCK WEST FEBRUARY 2017

Province’s new carbon levy a ‘burden’ Continued from page 1

to equip their fleet with some of these energy reduction savings, there should be an opportunity to recover some of those costs using some of the funds that are coming out of the carbon tax pool.” Card said the Alberta Climate Leadership panel submitted a report to the provincial government in November 2015, indicating that the proposed carbon tax policy would have an impact on business depending on their energy intensity. She even referenced a quote by Environment Minister Shannon Phillips stating, “Businesses will be affected by the increase in transportation fuel costs. We have no clear solution to this…we encourage the government to examine as part of its evaluation of priorities, mechanisms which ban reduce impacts on businesses.” Card said the trucking industry has been proactive in its efforts to utilize new technologies to help curb fuel consumption and greenhouse gas emissions. “We were concerned with our own fuel usage and our own carbon footprint way before this came into play,” Card said. “There’s nothing coming back to the industry and that’s where we’re hoping to have a conversation and suggest something like that.” The Alberta government did reduce the small business corporate tax rate from 3% to 2% in an effort to try an offset the effects of the carbon tax levy, which the government said would save business owners $185 million in 2017-18. However, Card said it’s not just about small businesses, but also those that are proactively trying and succeeding at reducing their carbon footprint with the use of ELDs and super singles. “We’re trying to do things that improve the environment, and it’s been a process,” Card said, referencing the single wide-base tire pilot project as an example, which had taken some time to get rolling. The AMTA has asked for an extension on the pilot until the end of June so that the new generation tires can be testing in all seasons and climates to ensure their reliability at their load limit. For 2017, the carbon tax adds 5.35 cents per liter of diesel, 4.49 cents to gasoline, 1.011 cents to natural gas and 3.08 cents to propane. That levy will increase in 2018, 2.68 cents for diesel, 2.24 cents on gasoline, 0.506 cents on natural gas and 1.54 cents for propane. The government estimates the carbon tax levy will garner $9.6 billion, with $6.2 billion being used to diversify Alberta’s energy industry and remaining $3.4 billion being given back to households, businesses and communities by way of rebates, small business corporate tax cut and to help coal and Indigenous communities move toward cleaner energy sources. Card said she was disappointed that the carbon tax levy on diesel was higher than it was for gasoline, which is somewhat of a knock on the industry. She also indicated that several AMTA members have received inquiries from their customers questioning how much of their costs are for fuel and how much is due to the carbon levy. “Everybody’s looking for how this

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Lorraine Card

is going to affect them,” Card said. “It is going to roll out to the consumer, there’s no way that it can’t. Everything that we have was on a truck at some point in time, so we think there is going to be a definite impact.”

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COMPLIANCE

Tolls: Managing your drop in the bucket

here’s always too much month left at the end of the money, the saying goes. It’s as true for government as it is for the rest of us, and those with roads and bridges to pay for are turning to private-public partnerships – 3Ps – to make up the difference. In Canada, there were nearly 50 such infrastructure projects under contract at the federal, provincial, or municipal level last year. In the US, 31 states allow 3Ps.

Permits & Licensing Sandy Johnson Private investors want a healthy return, so for every shiny new Gordie Howe International Bridge or Massey Tunnel replacement, you can count on another toll or user fee. No matter what you think about 3Ps, the sheer number of highway, bridge and tunnel operators in Canada and the US can make fleet compliance

complicated. Every authority has its own set of rules, and all-electronic toll collection makes it easier to flex the rates depending on the time of day or traffic congestion. Need to cross the Fraser River on the Port Mann Bridge? That’ll be $9.45, unless it’s between 9 p.m. and 5 a.m. when the rate automatically drops by half. Then there are all those nickel-anddime charges that get tacked onto your bill. Transponder lease fees, periodic maintenance fees, paper statement fees…they add up, especially if you have accounts with multiple tolling authorities. Are you reviewing those bills to make sure the charges are correct? Electronic tolls are still cheaper and simpler to manage than using cash. I remember passing through Indiana on I-90 when one of the toll booth

gals must have sensed my panic at running out of change. She changed my paper money into enough coins to finish out the route. What did a girl from the Alberta prairies know about toll roads? I’m learning. Here are a couple of lessons I want to pass along: Non-taxable distance

In general, toll miles are taxable miles, but some jurisdictions allow nontaxable distance for travel on a toll highway. For example, New York imposes a highway use tax (HUT) based on distance traveled on public highways, excluding toll-paid portions of the New York State Thruway. It would be a double-tax if you paid to use the Thruway and were charged HUT. Therefore, you can subtract the toll distance traveled on the Thruway system from your HUT-reported distance. Toll miles in New York are exempt only on your HUT return, though. Don’t try to take credit on your HUT return for all the tolls you pay in New York on your International Fuel Tax Agreement (IFTA) return.

Tolls are not a fuel tax or a mileage tax. But like taxes, they can be managed and kept in check. The only toll miles that are tax-exempt from paying fuel tax under IFTA are on the Massachusetts Turnpike. If you have traveled and paid a toll that qualifies for a tax credit, include these miles in your ‘total IFTA miles’ and exclude them from taxable miles. If you’re audited, you will need to provide copies of the toll receipts. Know before you go

What if you use a toll road without a transponder? Or you transfer a transponder from one unit to another? (Is that even allowed?) Do your homework. If you use the 407 ETR in Ontario and your transponder isn’t valid or doesn’t match the vehicle it’s registered to, you’re subject to a ‘camera’ charge plus higher tolls per trip. If you’re pulled over by the police, you’ll face additional fines. Services like E-ZPass, Bestpass and PlatePass promise compatibility across different electronic tolling systems, but none is universally accepted. Check to see what reports each one offers. Not every service’s reports are easy to use. Tolls are not a fuel tax or a mileage tax; they are a user fee. But like taxes, they can be managed and kept in check. Every bit helps when you need the stretch your money to the end of the month. Sandy Johnson has been managing IFTA, IRP, and other fleet taxes for more than 25 years. She is the author of the free book 7 Things You Need to Know About Fleet Taxes, and operates FleetTaxPro. com, which provides vehicle tax and license compliance services for trucking operations. She can be reached at 1-877860-8025 or www. FleetTaxPro.com. P R I N T S P E C I F I C AT I O N S pg 10 tw feb v3.indd 10

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CARGO THEFT Cargo theft program needs full stakeholder participation Continued from page 1

indicate that grocery items continue to make up the brunt of cargo stolen at 62%, with automotive-related parts and accessories making up 25% and construction items 13%. “Thieves are typically looking for everyday use items that are easily redistributed to smaller retail outlets across the country and beyond,” Robertson said. “The stolen goods are often sold through legitimate businesses such as flea markets and small discount stores.” The Greater Toronto Area maintains its place atop the pedestal as Canada’s cargo theft hub, but Robertson cautioned that any major metropolitan area can be targeted. “Those involved in cargo theft are looking for easy access,” he said. “Any location that is close to major highways that enable them to get in and out quickly may see a substantial amount of cargo theft.” Robertson said the program needs full participation from all stakeholders to continue to be a success in Western Canada and beyond. This includes reporting from law enforcement, as well as trucking and insurance companies. “The more data that can be obtained the better the likelihood of a successful investigation,” Robertson said. Last June during the British Columbia Trucking Association’s Annual General Meeting and Management Conference, IBC director of investigative services for the western and pacific regions Dan Service concurred, saying, “Without the data coming in, we don’t have a starting point,” and urged trucking companies to report cargo theft immediately upon learning of the incident. Service revealed in June 2016 that very few reports were coming in from Western Canada, particularly in B.C. But as Robertson suggested, the number of reports did increase as the year progressed, and more companies were aware of the program. Dan Duckering, immediate past chairman of the Alberta Motor Transport Association, said during the launch of the cargo theft reporting program in Western Canada that he believed the number of reported crimes would go up once awareness was raised, which would in turn improve the program’s ability to enforce, investigate, follow up and prosecute for the crimes. Robertson feels the IBC has implemented an excellent program to battle cargo theft in Canada and best employ law enforcement resources, while helping consumers, retailers, insurers and the trucking community. “Prior to IBC’s efforts, this was a hidden crime with billions of dollars lost,” Robertson said. “We are starting to open the door on this activity and shine a light on this highly lucrative criminal enterprise. This was an important and much needed initiative, because if cargo theft goes unreported, property recovery and prosecution becomes a challenge.” It is estimated that cargo theft costs Canadians $5 billion a year. Anyone who believes they have witnessed suspicious activity with relation to cargo theft is encouraged to call 1-877-IBC-TIPS, report the incident online at IBC.ca or contact their provincial trucking association immediately. C

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SASKATCHEWAN

STA looks to continue its lobbying efforts throughout 2017 REGINA, Sask. – The Saskatchewan Trucking Association (STA) was pleased with its lobbying efforts in 2016, and believes the progress it has seen as a result will set an optimistic tone for the current year. Advocating for single wide-base tire and tractor wheelbase permits, as well as the hauling of livestock in long combination vehicles (LCVs), the STA said lobbying efforts became a more of a focal point when Susan Ewart came on board as executive director last April, as the association wanted to become ‘a force to be reckoned with.’ Bringing other associations and industry groups into the fold, the STA said it has made some big steps as it moves into 2017 in an effort to create a more productive and competitive trucking industry in Saskatchewan. Single wide-base tires was one of those efforts, as it was for other jurisdictions, like Alberta, where a pilot project administered by the government and Alberta Motor Transport Association is currently underway. The STA indicated that through its proposal to allow for the use of new generation ‘super singles’ in the province, it had received correspondence from the minister of highways and infrastructure, David Marit, that they too are considering a pilot permit program to oper-

ate single wide-base tires at 4,250 kg per tire on Highway 1, 11 and 16. The ministry will conduct a review of the impact and costs associated with the increased weight, in addition to other issues with the use of super singles, including operating on urban streets and accessing facilities not adjacent to provincial highways.

Submitting a letter to the Ministry of Highways and Infrastructure in early November 2016 regarding updates to the Federal-Provincial-Territorial Memorandum of Understanding on interprovincial weights and dimensions, the STA said the latest amendment includes a provision to allow longer wheelbase truck tractors in a B-train configuration. A wheelbase permit system is expected to be in place early this year. The STA said it did push for a reg u lator y amendment as opposed to a permit system, and indicated the ministry has agreed to consider the Susan Ewart, STA executive director move in the nex t amendment to the veThe ministry will meet with the STA’s hicle weight and dimensions regulagovernance committee to finalize the tions update sometime in 2017. pilot program and review any potenSmall livestock animals can now be tial issues. hauled in LCVs, part of an updated perTractor wheelbase permits were anmit condition under the cargo restricother matter the STA tackled through tions for A and C trains. its lobbying efforts. Pigs, goats, poultry and sheep are

‘Our focus throughout 2017 will be working with the other provincial associations in the New West Trade Partnership to ensure regulatory bodies make good on past commitments.’

allowed to be transported in the lead trailer only (either trailer for B trains), while larger animals such as cattle, horses and bison are not permitted in either trailer. “The STA has been successful in making sure the provincial government knows exactly how big a role our members play in the economy in Saskatchewan” said Ewart. “Our focus throughout 2017 will be working with the other provincial associations in the New West Trade Partnership to ensure regulatory bodies make good on past commitments. We are already seeing good traction on those files, so we are expecting 2017 to be a very productive year.” The STA said Saskatchewan is the first western province to update its energy efficient motor vehicles (EEMV) permits to reflect the needs of livestock haulers. The association also said it is proud to have its hands in all things trucking in Saskatchewan, and would continue to do so in 2017. “We are all here for the members, that is the bottom line,” said STA membership development and services coordinator Russ Turgeon. “If you are a member of the STA, we are working hard each and every day to make it easier for you to run a productive, safe and profitable business in Saskatchewan.”

STA moves into larger, better equipped facility REGINA, Sask. – The Saskatchewan Trucking Association (STA) has a new home, a process that has taken nearly a decade to come to fruition. “This space is a culmination of years of hard work from staff and members,” said STA executive director Susan Ewart. “The new location is a manifestation of wanting to build a better association, to be better for our members. The last location was not doing that for us. We want to clearly represent an industry that is proud, is knowledgeable and knows what hard work and patience can bring, that is what this

STA executive director Susan Ewart works at her desk at the association’s new location in Regina, Sask.

new space is to us.” While in their old location, STA staff waded through a flood, stepped on each others’ toes while being dispersed in temporary spaces within the STA Group of Companies and waited out the sale of their old building before moving to 103 Hodsman Road in Regina, Sask. The new facility boasts a new training room, board room with virtual meeting capabilities, ample storage space and room for STA staff members to increase. The STA encourages its members to come by the new location when they are in the area.

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11 2017-01-19 11:12 AM

ALBERTA

TRUCK WEST FEBRUARY 2017

Getting its members to buy in Canadian Fuels sees benefits for it and its members to be aligned with SmartWay program By Derek Clouthier CALGARY, Alta. – It’s a common theme when talking about fuel reduction, and one that is echoed by trucking companies, associations and industry-related organizations alike. Reducing one’s fuel consumption not only has a positive impact on the environment, it also has a positive effect on a business’ bottom line. The Canadian Fuels Association (CFA) represents the country’s transportation fuels industry, with member companies that process crude oil into fuel to help get products to market. CFA members include Chevron Canada Limited, Federated Co-operatives Limited, Husky Energy Inc., Imperial Oil Limited, Irving Oil, North Atlantic Refining Limited, North West Redwater Partnership, Parkland Fuel Corporation, Shell Canada Products and Suncor Energy Products Partnership. Contributing over $5 billion to Canada’s GDP each year, the Canadian fuels sector employs over 100,000 people at 15 refineries, 70 fuel distribution terminals and 12,000 retail and commercial sites. So, getting involved and aligning itself with the SmartWay Partnership program was a natural fit. Rob Hoffman, director of government and stakeholder relations for the western division of the CFA, said his association is dedicated to helping Canadians get more mileage out of their gas tanks and its members are committed to developing fuels with a smaller environmental footprint. “Better mileage minimizes the environmental impacts of transportation and, at the same time, reduces fuel costs for individuals and businesses,” said Hoffman. The CFA became an affiliate with the SmartWay Partnership in December 2014, because Hoffman said they recognized that the program’s ‘socially responsible goals aligned with theirs.’ “SmartWay is recognized by government and the trucking industry as a leading forum to improve fuel efficiency, increase environmental performance and encourage supply chain

sustainability,” said its website in an efHoffman. fort to underscore T he Sma r tWay its connection with Partnership’s goal is the program in an to reduce fuel costs, outreach effort with improve efficiency stakeholders. “In doing so,” he and encourage best said, “we are able to practices in freight demonstrate tangisupply chains. Natural Resources Canble action and supada administers the port by our industry program in Canafor improving fuel efficiency and envida and has encourronmental perforaged more t ha n mance.” 3,000 North AmerThe CFA has benican companies to take part. efitted from its asThe program was sociation with the Rob Hoffman. SmartWay program launched by the US in several ways, including in 2016 Environmental Protection Agency in 2004, and taken up by Natural Rehaving its member companies indisources Canada in 2012, and because vidually join the partnership, which of that, Hoffman said there is ‘a huge Hoffman said enables each to betvolume of existing and emerging inforter demonstrate leadership to each of

‘One of our prime goals is to help our members meet the environmental policy objectives of government and expectations of Canadians...’ Rob Hoffman, CFA western division director of government and stakeholder relations mation under the program’s umbrella’ that those taking part in the SmartWay Partnership should leverage. “SmartWay is a great tool for members to tap into for learning and sharing about fuel efficiency and reducing emissions,” he said. The CFA, much like a provincial or national trucking association, does not operate any businesses or truck fleets, but rather advocates on its members’ behalf to its several stakeholders, including government regulators and the general public. Hoffman said the CFA is featuring the SmartWay Partnership’s logo on

their own individual stakeholders. “By joining as SmartWay partners,” Hoffman said, “our member companies are better able to encourage the contracted hired carriers that haul their fuel products to join the SmartWay Partnership program, and further spread the positive message and benefits that SmartWay offers to the trucking industry.” Though Hoffman indicated that there was nothing in particular he would like to see changed about the SmartWay program, he did say getting CFA members involved was not always an easy task.

One of the initial challenges for the CFA with SmartWay was convincing its members that the administrative investment needed to join the program would be a manageable one. But Natural Resources Canada made that effort possible. “We were very happy with the direct hands-on assistance we received from NRCan staff,” said Hoffman, “who are dedicated to supporting SmartWay partners, assisting with the administrative efforts and ensuring a successful enrollment and partnership.” With its members producing approximately 95% of the transportation fuel supply in Canada, it’s clear why being part of the SmartWay program is beneficial to CFA members and the trucking industry as a whole. “SmartWay’s objectives to help truck fleets optimize their fuel economy while transporting goods in the most efficient way possible are aligned with our industry’s own goals to minimize our environmental footprint and improve profitability,” said Hoffman. “One of our prime goals is to help our members meet the environmental policy objectives of government and expectations of Canadians without compromising their access to a secure, reliable and competitively priced fuel supply.” For truck carriers, the SmartWay program is intended to help reduce operating costs by improving fuel efficiency, attract business from shippers involved in the program, differentiate their operations from competitors and reduce the amount of greenhouse gasses they produce. Freight shippers, logistics companies, multimodal carriers and barge carriers can also join the program. Non-profit, truck/trailer dealerships, leasing companies and truck stops and travel plazas can also become SmartWay affiliates. In addition to the CFA, the Ontario Trucking Association, B.C. Trucking Association, Saskatchewan Trucking Association, Atlantic Provinces Trucking Association and Canadian Trucking Alliance are all affiliates of the SmartWay Partnership program.

TMTV www.trucknews.com/videos

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2017-01-19 11:13 AM

TAX TALK

Tax checkup: The more things change

ast month, I wrote about the new requirement to report the sale of real estate on your personal income tax return. In the past, you had to report real estate sales other than your principal residence. Starting with your 2016 filing you must report all sales, period. In my opinion that’s the biggest change on personal income tax filings this year. But there are actually many other changes to know about as you prepare your 2016 return: Children’s fitness tax credit: You can claim up to $500 per child for eligible fees, down from $1,000 last year. This credit has been eliminated for 2017, so this is your final chance to claim your kid’s participation in such things as hockey, soccer, baseball and swimming. Children’s arts amount: The maximum eligible fees per child under the age of 16 is $250 for 2016. This amount has also been reduced from last year and will also be eliminated for 2017. Organize your receipts for your kid’s music lessons, art classes and Girl Guides one last time.

Tax Talk Scott Taylor Family tax cut: This is gone entirely now. It was a tax reduction or leveling of taxes if one spouse made $50,000 more income than the other. If that’s you,

bought in 2016 to earn employment income as a tradesperson. You have to spend more than $1,161 to qualify, and then only $500 is eligible. So as a tradesperson, you have to spend almost $1,700 to get a $500 deduction, but a teacher can spend only $1,000 and get to claim it all? Does anyone else see an inconsistency here? Home accessibility expenses: If you renovate your home to make it safer and more accessible for someone with a disability or who is over 65 years of age, you may be able to claim up to $10,000 of eligible expenses including building materials, permits and labor. Public transit amount: You can claim the cost of monthly public transit passes for yourself, your spouse and your kids under 19 as long as the passes allow un-

Talk to your accountant about how the new tax rules affect your personal life and your business. There’s no better time to do it. you’ve lost up to a $2,000 tax reduction. Eligible educator school supply tax credit: If you’re a teacher at an elementary or secondary school, you can claim a 15% refundable tax credit on out-ofpocket expenses for up to $1,000 of classroom supplies. Tradesperson’s tools expense: You can deduct the cost of eligible tools

THIS MONTH’S CROSSWORD PUZZLE

limited travel. Check with CRA to make sure you have the right documentation to back up your claim. Medical premiums and other expenses: I always remind people that if you or your spouse pay into a private healthcare plan, either through an employer or directly, the premiums are deductible medical expenses the same as a

MAKE YOUR COMPANY

drug prescription or an eye exam. CRA publishes quite the list of eligible medical expenses on its website (www.cra-arc.gc.ca, search for ‘medical and disability-related information’). The agency also lists expenses that are not allowable, like health club memberships and over-the-counter meds. Some things never change at CRA. The vehicle capital cost limit for CCA expense for business or for employment expense remains at $30,000. It’s been that way since the year 2000. Another thing that hasn’t changed is there are CRA auditors who are out of touch with reality. I had a rather loud conversation with a GST/HST auditor who disallowed approximately $6,000 of HST on a client’s trailer purchase because the financing was in his personal name and not the corporation’s name like everything else. We’ll file a notice of objection and months from now the client will get his money. Sometimes even a square peg doesn’t fit into one of CRA’s square holes. So, talk to your accountant about how the new tax rules affect your personal life and your business. There’s no better time to do it. Scott Taylor is vice-president of TFS Group, providing accounting, bookkeeping, tax return preparation, and other business services for owner-operators. Learn more at www.tfsgroup. com or call 1-800-461-5970.

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2017-01-19 3:48 PM

OPINION

Trump likely won’t demand carbon tax Petrol Points Roger McKnight

he int roduct ion, or should I say, the force feeding of the Ontario carbon cap-and-trade, and the Alberta version, which they prefer to term a carbon ‘levy’ were, and will be, dominate factors affecting prices in both provinces as well as Quebec. While the Ontario government gave substantial forewarning of the intent to apply the cap-andtrade throughout 2016, announcing the amount for gasoline would be about 4.3 cents per liter, they forgot to mention that this amount would be higher by 13% because the HST would tax this tax, which had been buried in the wholesale prices as posted by the oil companies. So when you incorporate the retailer’s margin, the increase at the pumps ended up being 5.0 cents not 4.3 cents. In Alberta, the carbon levy was not contained in the wholesale price but added on as a separate item after all the other factors in the pump price formula were totaled, that being a flat rate of 4.49 cents per liter for gasoline and 5.35 for diesel. Among other criteria, these taxes do not apply to farm operations or fuel sold for exports. Does this mean that Alberta crude refined into gasoline and diesel in Edmonton will be subject to the carbon levy, which Albertans will pay for, yet the same fuel destined for the US will be carbon levy free? If the same logic or mechanism is to hold for Ontario and Quebec, refined products then the economies of all three provinces will be at a severe disadvantage versus their neighboring US states, as the costs to produce and ship manufactured goods or commodities from any of the three provinces will be overpriced when compared to the US version. Unless the US has a carbon penalty plan in concert with Canada, we are fiddling while the economy burns – and the chances of President Donald Trump demanding a carbon tax to save the world from climate change is, to be polite, remote to non-existent. Roger McKnight is the chief petroleum analyst with En-Pro International Inc. Roger has over 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.

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2017-01-19 3:49 PM

TRANSMISSIONS

Remanufactured transmissions bring benefits to fleets But ‘rebuilt’ and ‘remanufactured’ are two terms that can’t be used interchangeably By James Menzies OTTAWA, Ont. – Canadian customers have new choices when it comes to remanufactured transmissions, as Eaton brought its FLEX Reman program to the Canadian market in early January. Customers can now select from two tiers of Eaton Factory Remain products: standard reman transmissions with clutch housings and FLEX reman transmissions without clutch housings. “We were looking for one transmission, covering more individual parts and we made it easier to do business with our customers,” Jack Rutty, op-

erations manager, remanufacturing for Eaton, told Truck West in an interview. “We took some content off as well, such as the clutch housing. A lot of times our customers like to use their clutch housing and by taking it off, you can lower the price a little bit as well.” “FLEX eliminates the need to stock the entire portfolio of Eaton replacement transmissions, yet still allows participants to maintain a healthy inventory with a wide range of available torque ratings for multiple trucking applications,” said Bill Fouch, manager, aftermarket marketing, Eaton. “Fleets also benefit from the FLEX program’s competitive pricing and

enhanced access to the many models that are available through the program.” Eaton’s offering same-day and nextday shipments from distribution centers in Airdrie, Alta., Moncton, N.B. and Ottawa and Brampton, Ont. Rutty said the remanufacturing of mechanical transmissions continues to gain popularity, as customers enjoy cost savings over replacing transmissions with brand new ones without compromising in reliability. But he also cautioned remanufacturing isn’t the same as rebuilding. “You have very similar dependability on a reman product (compared to new),” Rutty said. “We replace a lot of components every time – input shafts, bearings, synchronizers, air system components – a lot of these wear items we replace 100% of the time. All that

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stuff is new, so you get a truly remanufactured transmission. Rebuilders will re-use some of those items we replace 100% of the time.” When a transmission is received by Eaton for remanufacturing – National Remanufacturing Centre in Ottawa handles this in Canada – it gets completely disassembled. All bearings, gears and shafts are cleaned and the grey iron is burned and blasted. Parts are then inspected to determine whether or not they are acceptable to re-use. Missing or unsatisfactory parts are replaced and the transmission gets completely rebuilt. In addition to the cost savings enjoyed by customers, remanufacturing also has an environmental benefit. “I can tell you, any parts we do not re-use, we recycle,” said Rutty. If using a rebuilder, make sure to inquire about the warranty coverage. Remanufactured transmissions are backed by a warranty that’s typically about a year shorter than brand new. However, some rebuilt transmissions have inferior coverage, which can lead to disappointment if a problem with the transmission arises. Rebuilt transmissions from thirdparty suppliers also frequently use non-genuine parts, Eaton warns. It has found that some rebuilders use just 35-40% genuine parts. Why is that an issue? The parts within a transmission were all designed to work in concert with each other. And using genuine parts also affords the opportunity to get the latest design enhancements built into a remanufactured transmission, so effectively the transmission can be better post-manufacture than it was before, Eaton claims. The remanufacturing of automated manual transmissions has yet to take off, but Rutty said he’s not sure why. It’s a viable option, but so far the growth in remanufacturing has remained in the mechanical transmission segment. Volvo, however, is stepping up remanufacturing activities on its I-Shift AMT. Sherman Williams, remanufacturing director with Volvo Trucks, said Volvo is transitioning its rebuilt activities on the I-Shift AMT to a remanufacturing process. “It is becoming the accepted practice that provides the best possible upside to a transmission repair event,” Williams said of remanufacturing. One of the biggest benefits is that “We provide the highest quality with all the updates for the least amount of downtime with a Volvo factory reman unit,” Williams explained. “It has the best warranty coverage also, and are on the shelf at all our parts distribution centers. This is the best way to go.”

2017-01-19 11:14 AM

TRUCK WEST FEBRUARY 2017

Canadian Tire continues its push for 60-ft. containers By James Menzies SAINT-JEAN-SUR-RICHELIEU, Que. – Canadian Tire’s vision to widely deploy 60-ft. containers took a huge step forward in December, with the Canadian invention of an extendable chassis that can carry both 53- and 60-ft. containers. Neil McKenna, head of transportation for Canadian Tire, got his first look at the new extendable chassis at MaxAtlas’s manufacturing plant Dec. 20 and invited Truck West to accompany him. Also along for the demonstration were: Gary Fast, associate vice-president, international transportation operations and support with Canadian Tire; Gary Kunzli, account manager, CP Rail; and Jimmy Zborowsky, an Ontario-based Max-Atlas sales rep. McKenna tasked Max-Atlas with developing a container chassis that could handle both sizes of containers, and though the manufacturer set an internal deadline of seven months, just two months in, it had two partial prototypes to demonstrate. Both models featured an extendable gooseneck. One featured a fabricated trombone and cam rollers, while the other was a “tube-within-tube” design, also with cam rollers to facilitate the extension. Both were easy to operate with one hand, a key design requirement. The operator just flips a lever and then easily extends or retracts the gooseneck to switch between 53- and 60-ft. configurations. The only additional maintenance required is greasing of the cam rollers. Tibor Varga, president of Max-Atlas, said both designs would work, but seemed to favor the tube-within-tube design, due to its lower manufacturing costs and relative simplicity – fewer rollers, and less welding is required. The tube-withintube design adds about 200 kgs compared to a conventional 53-ft. container chassis. Canadian Tire reps were clearly delighted with both designs. “I was very impressed with the MaxAtlas team,” McKenna told Truck West afterwards. “I saw a prototype of a unit that was very impressive. It’s not often you get a chance to lead the world in innovation in any field, and to have a Quebec and Canadian manufacturer able to bring something like this to market is exceptional and something to be commended.” The patent-pending extendable gooseneck chassis won’t be brought to market immediately. First, the prototypes will be finished and then delivered to CP’s Montreal yard for testing. Canadian Tire is hoping to place an order in January and begin deploying 60ft. containers where it’s legal to do so. Not all provinces allow the 60-ft. boxes on the roads – ironically, Quebec, where they’re built, does not allow them onroad – but in provinces that regulate total combination length, such as Alberta and Ontario, the containers can be deployed right away. In fact, Canadian Tire already has one 60-ft. prototype container in use and is about to take delivery of another four 60-ft. chassis. “Our partners at CP Rail have taken this (prototype) unit to Vancouver and back with no problems on the rail network,” McKenna said. A modified Volvo tractor is used to pull the container on the road. Fast said

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the wheelbase was extended to accommodate the deep set kingpin. “We took our existing (tractor) spec’, brought it to Volvo and literally severed the wheelbase and added extra length to it to be able to accommodate the kingpin,” Fast explained. The extendable chassis would need to be pulled in a modified tractor while in 60-ft. configuration, but any tractor would work when it’s set up for 53ft. cans. Canadian Tire is enjoying a 13.7% increase in payload using its first 60-ft. container, compared to traditional 53-footers. “That’s significant,” McKenna said. “For a fleet our size, if we were to convert to a complete 60-ft. fleet – and by no means will this happen anytime soon – but if we could convert, we could take close to 1,000 containers and chassis out of our fleet and move 14% more payload with reduced greenhouse emissions as an additional benefit.” He thinks it’s the future of intermodal transport in Canada. “I don’t think that there’s anything stopping this,” he said. “I believe once we’ve proven and demonstrated the 14% improvement it will be too much of a competitive advantage to not want for anyone moving payload – especially light payload – to seek that added capacity.” McKenna notes Canadian Tire pioneered the use of 53-ft. containers a quarter century ago and he fully expects other retailers to follow suit once

Canadian Tire officials, including head of transportation Neil McKenna (left), evaluate a new extendable container chassis at Max-Atlas’ plant.

Canadian Tire has proven the viability of 60-footers. “I fully expect they will,” he said. “Retail is competitive and you can’t fall behind. Once we demonstrate we are moving our payload with this equipment and our carriers are on-board, I think competitors will be asking their rail and overthe-road carriers for a similar product.” Kunzli said CP Rail has had no difficulties accommodating the prototype 60-ft. container across its network. It rides atop conventional containers on CP’s intermodal flatcars. McKenna has been pursuing the use of 60-ft. containers for several years now.

It began as an idea to transition to 57-ft. containers, capable of accommodating two additional pallets, but he upped the ante when he saw another retailer was pulling a 60-ft. trailer on Ontario roads. “When we understood Ontario would accept 60-ft. (trailers) on the road several years ago, we decided if that was the case, why stop at 57? We began the design process of designing a 60-ft. container and chassis,” McKenna said. “We’re excited. We are seeking to grow the fleet starting in 2017 and if all goes well, will begin a conversion to a uniform 60-ft. fleet over the next decade and a half.”

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2017-01-19 11:16 AM

ALBERTA

Building on its momentum AMTA enters 2017 with a rebranded logo, image and identity By Derek Clouthier CALGARY, Alta. – It’s not always the easiest thing to do from a business standpoint, but the Alberta Motor Transport Association (AMTA) has taken the plunge and entered 2017 with a fresh logo, image and identity. Speaking exclusively to Truck West at their Calgary office Jan. 6, AMTA president Lorraine Card, manager of human resources and marketing Shannon Anderson and communication specialist Kelsey Hipkin explained the thought process behind

the rebranding and what it would look like moving forward. “We were shocked by it,” Card said of the drastic changes the Edmontonbased branding agency, Free, made to the association’s logo. “We really thought they were going to take (our old logo) and make some modifications to it.” With the new identity tagline ‘our momentum,’ the rebranded AMTA logo is quite different than the plain blue version it used for several years. Utilizing grey and orange tones, the new logo boasts a modern look while incorporating movement and forward

progress through its design. “In the logo, it starts to move forward to solid colors throughout to the end with the orange, and that represents movement, and that ties in with ‘our momentum’ and the new direction the AMTA is moving in,” Anderson explained, adding that the color orange typically represents safety. Free conducted several surveys and interviews with AMTA staff and members as part of its effort to achieve the rebranded logo, images and wording that were ultimately presented to the association. “The process has also allowed for a

lot more engagement with members,” Hipkin said. “Various things, having to contact them, they contact us, so it creates a better relationship between us and them.” Card said the colors and new brand identity are very forward-thinking and help relay to its members and the public what the AMTA is while always signifying ‘momentum.’ “We were very honest through the RFP process that we weren’t really sure what we were looking for,” Card said. “We wanted to get away from our tired website, we thought let’s jazz up the AMTA letter, but had no idea what we were really looking for. We saw how quickly everything dominoed into something else. It was a challenge to convince our board to go from that (old logo) to some very modern lettering.” Hipkin pointed out how the new branding, particularly the colors, was something of a blast from the past. “It’s interesting from an historical standpoint,” she said, “the ’50s AMTA (logo) was a red and grey, so it’s kind of a re-visitation of our history as well.” Part of the AMTA’s rebranding included a complete revamping of its

‘I think this shows that we are current and we’re not stagnant with our old website.’ Shannon Anderson, AMTA website, which was quietly launched a couple of months ago. “We were getting a lot of feedback that it was difficult to find things on our (old) website, even from staff,” Card said. “It was difficult to maneuver, there was a lot of stale information on there, so this gave us an opportunity to do a complete refresh and determine ‘What are we going to file away as history and what are we going to keep current?’” The new AMTA website holds true to the association’s rebranding efforts, and streamlines the visitor experience. It features pages for each of the AMTA’s departments, including CORE, Partners in Compliance (PIC) and members services. “The feedback has been really good from our members,” Card said. “I think it aligns really well with all the positive feedback we’ve been getting… we’ve done a lot in the last year-and-ahalf and this keeps us moving along.” In addition to a full listing of AMTA

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2017-01-20 12:43 PM

TRUCK WEST FEBRUARY 2017

carrier members, the new site also boasts its own job bank, where people looking for work in the industry can see which AMTA members are hiring, for what positions and where. “There is a need out there and people don’t know where to go,” said Card. “They get their licence and they move (to Alberta) and they don’t know where to go.” Members can provide a link that will direct AMTA website visitors directly to the company’s webpage and hiring information, which helps both the AMTA offer a service to those looking to get into the industry and the hiring company itself reach potential applicants. “It’s all right there,” Anderson said. “People don’t need to contact everybody individually or search for it…it has already been well received.” The new site also has an events section to keep people up to date with industry conferences, courses and happenings. It is formatted to work on standard desktop and laptop computers, as well as tablets and smartphones. “As a safety association, what are you doing for your members? We’re here to support our members, so what kind of tools can we give them?” Card said. “Before, we felt if we went out and sold memberships and sent them to the AMTA website, it was a pretty bad site, it didn’t stand out as ‘Hey, we’re here, we’re forward thinking, showing momentum and growth’…this (new site) does.” “I think this shows that we are current and we’re not stagnant with our old website,” added Anderson, saying

The Alberta Motor Transport Association (AMTA) unveiled its new brand and image to Truck West Jan. 6 at its Calgary, Alta. location. With a new logo and image, the association aims to keep its momentum moving forward into 2017 and beyond. From left: Kelsey Hipkin, communication specialist, Shannon Anderson, manager of human resources and marketing, Ophelia Ijeh, executive assistant, and Lorraine Card, AMTA president.

the new website is very user-friendly and interactive, which streamlines the visitor experience and the AMTA’s services to its members. AMTA members will also see a new crest to signify their membership status. Members are placed into one of three categories: carrier, carrier supplier and associate supplier. Associate supplier members are those who do not have a fleet, but still want to be involved in transportation in one way or another, whether that be a tire or insurance company.

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Carrier suppliers are those who pay fees through a Workers’ Compensation Board (WCB) levy into WCB supporting the AMTA’s safety association. There are approximately 11,500 members of this type. From the carrier supplier group, there is another category of membership called ‘carrier members,’ that pay an additional fee over and above the WCB levy to be part of the AMTA’s compliance and regulatory affairs lobbying efforts. A single color will represent all levels

of membership, scrapping the gold, silver and bronze labels used in the past. The AMTA will be embarking on a membership drive, using the tagline ‘Fleets like yours fuel us’ as part of that effort. The association will also work on a rebranding of its PIC website to tie in with its newly refreshed image for 2017 and onwards. “We’re really just starting to implement the brand as a whole now,” said Anderson, “so we need to bring everything together.”

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2017-01-19 11:18 AM

TEST DRIVE

Driving the new Mack LR refuse truck By James Menzies ALLENTOWN, Pa. – Refuse trucks are built to operate in all conditions, so who can complain when a little rain dampens a test drive? Or when sheets of unrelenting, driving, torrential, cold, November rain, for that matter, soak through everyone who dares step outside. The trash still has to be collected, so there were no complaints from me when I visited Mack Trucks’ Customer Center in late November to drive the company’s newest refuse truck, the LR model. In fact, the pouring rain helped me gain an appreciation for some of the subtler design enhancements built into the LR model that would otherwise have gone unnoticed. For example, a new drip rail above the door that keeps the rain from cascading into the passenger compartment every time the door is opened, which could be more than 1,000 times a day. The LR model brings to refuse truck operators amenities and creature comforts that were previously unavailable in the company’s LEU model, which the LR replaces. The LR was shown for the first time at last year’s WasteExpo show in Las Vegas and Canadian customers got to see one up close at this year’s Canadian Waste & Recycling Expo. It’s a comprehensive

Mack LR brings greater comfort and safety to the refuse truck segment.

update, especially as it relates to two key areas: driver comfort and safety. In terms of comfort, an improved HVAC system featuring 16 vents offers better temperature control and window defrosting. Interior and exterior LED lighting is now offered. A new tilting/telescoping steering column provides greater operator comfort and the gauge cluster is mounted to the steering column to provide good visibility, whatever the position. The driver display is more modern, vibrant and colorful, making it easier to find at a glance the information you’re looking for. Power windows and locks are now

standard. The mirrors can memorize two positions, which is especially handy when the truck is configured for left- and right-hand driving. A simple flip of the switch positions the mirrors exactly where you want them for driving from either side. The LR I drove was set up as a dual sitdown configuration – seats, steering wheel and pedals on both sides. A toggle switch allows the operator to switch between modes while the vehicle’s parking brake is activated. The gauges and controls on the selected side light up, and away you go. Mack is seeing more demand for trucks with right-hand drive capabili-

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ties so that operators can service an entire collection route on their own, according to Curtis Dorwart, Mack’s refuse product marketing manager. “We’re seeing more and more demand for that every day,” he said. “The smaller the crew, the better the efficiency is. The key is having a flexible truck and body configuration that allows them to be as productive as possible.” The truck I drove was fitted with a Labrie Expert automated side loader body. When working the controls to pick up a blue bin, I quickly gained a new appreciation for refuse truck operators. Driving the truck is the easy part. Working the side arm controls – as intuitive and well designed as they are – is a learned skill. And I have lots of learning left to do. It’s hard to imagine operators doing as many as 1,200 pickups in a day. It took me about three minutes – okay, maybe five – to unload a single bin, meaning it would take me about 100 hours to do what some pros do in a day. In right-hand stand-up configured LR trucks, the operator can be in and out of the truck hundreds of times a day, so Mack has made entry and egress as easy as possible. There’s a short 16-inch step from the ground to the first step. “Our ground to floor height is the lowest in the industry among major manufacturers,” Dorwart claimed. After finally dumping the imaginary contents of a blue bin into the box, we set out for the Allentown subdivisions near the Mack Customer Center. As luck would have it, it was garbage day. With so many bins and trash cans set out for collection, I realized the width of a cul de sac and the turning radius required to navigate it is seriously compromised. Sometimes, backing is necessary, even with the LR’s impressively tight turning. This is where collection companies and municipalities get nervous – and rightfully so. I can’t think of another segment of the trucking industry in which the vehicles operate in such close proximity to citizens. It takes only a second for a kid on a bike to dart out behind a reversing trash truck. As soon as I put the LR in reverse, the ceiling-mounted monitor inside the cab switched from the view of the inside of the body to one of what was behind the truck. It was comforting to see a clear view of the area immediately behind the truck. How can you order a refuse truck without installing cameras? Another nice improvement built into the LR is the B-pillar wraparound glass on both rear corners of the cab. I glanced through these new windows frequently, especially at intersections or when changing lanes out on the highway. I took the truck for a lengthy jaunt along the highway to get a feel for its on-road handling. It’s a wide truck, which takes some getting used to, but it rode well considering it was empty. Power was more than sufficient. This truck featured the Mack MP7-345R engine, designed for this application. That engine is being replaced with a new MP7-355A, which

2017-01-19 3:50 PM

TRUCK WEST FEBRUARY 2017

will produce 10 additional horsepower and the same 1,280 lb.-ft. of torque. The transmission was an Allison 4500 RDS six-speed. Mack doesn’t offer its proprietary mDrive automated manual in this vehicle, because this is an application where the Allison really shines, Dorwart said. “It works very well considering the duty cycle of a refuse truck,” he said of the Allison automatic. “These operators tend to be fairly binary in their throttle position. They’re either 100% or nothing. An automated manual transmission could do that, but it’s probably going to suffer some clutch life issues and productivity may not be as good. The torque converter with the Allison works well in this application.” In addition to being a safer, more comfortable truck to operate than its predecessor, attention has also been spent on making it more user-friendly for body builders. That’s not simple, since there are so many body builders to placate. “It’s very important to get trucks through the body upfit process as quickly as possible,” Dorwart explained. Mack provides convenient wiring channels for upfitters and an additional wiring channel that runs up the middle of the windshield for easy installation of a camera system. Fuses are easily accessed via the top of the dash. Design improvements, such as flush lighting and corner guards, protect the most breakable items on the truck from damage. Mack announced recently that it is extending its GuardDog Connect telematics platform to the LR model. It monitors fault codes and then sends them to Mack’s OneCall service center for analysis. From there, the fleet manager is advised on the best course of action. They can even be directed to the nearest dealership with the required parts in stock. Telematics has established a devout following – and proven its worth – in the on-highway segment, but do its benefits exist even in applications where the truck returns home every night? “Uptime support is as important for our refuse customers as for our highway customers,” Dorwart insisted. “GuardDog Connect simplifies the diagnostic and service process and combines purposeful telematics technology with Mack experts who can keep the customer on the job.” He noted GuardDog Connect will be especially beneficial to customers who are seeing more than a single digit percentage of their total maintenance costs spent on unscheduled maintenance. “If you’re pushing more than that, a system like this can be an even greater help to you, to give you a head’s up if something is going south,” he said. It’s offered as standard, free of charge, on all new LR trucks for a period of two years. The LR brings to the refuse segment several safety enhancements and previously unavailable creature comforts that drivers in other segments take for granted. The LR is a more refined vehicle than what many trash collectors have been accustomed to. And just because the stuff you haul may stink, doesn’t mean your ride has to.

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Driving the Mack Granite, MHD with 2017 power By James Menzies ALLENTOWN, Pa. – Changes made to Mack engines for 2017 will bring benefits to its vocational customers, without the added complexity that normally accompanies government-driven emissions standards. GHG17 regulations called for about a 3% reduction in CO2 output, but Mack says it exceeded the minimum requirements and achieved the corresponding improvement in fuel economy. Curtis Dorwart, Mack’s refuse product marketing manager, said most of the changes are found under the skin of the MP7 and MP8 engines. Among the most significant of these is a new common rail fuel system and a patented wave piston bowl design that’s designed to improve combustion efficiency. “It’s stupid simple,” Dorwart said, when asked to explain how the wave piston bowl improves fuel economy. “In a conventional combustion bowl, you squirt the fuel in, six plumes of fire hit the side of the bowl and then collide with each other and fight for oxygen, which isn’t there. The oxygen is closer to the point of injection. So, the wave piston makes little small pockets where that fire front from each individual plume goes. It pushes the flame front back to the center of the cylinder where the oxygen is. It lessens the soot load to the point we can hardly measure it now.” A new intake throttle valve assembly improves the flow of exhaust gas recir-

culation (EGR) and a new single box aftertreatment system reduces weight by 17 lbs and gives back about 11 inches of frame rail space. All these enhancements will provide a fuel savings of about 3%, Dorwart said. “This is one emissions regulation where this is a lot of upside,” he added. Mack is also boosting the power output of its 11-liter MP7 engine to 425 hp with 1,560 lb.-ft. of torque, while also reducing weight by 25 lbs. The 2017 MP8 will be 44 lbs lighter. So, more power and greater fuel economy in a lighter-weight package will be delivered, according to Mack. The redesigned ClearTech One aftertreatment system makes more room for chain hangers, additional air tanks and tool boxes. The updated engines will be available across Mack’s vocational and on-highway product line, but it was the vocational trucks that were the focus of a recent visit to Mack’s Customer Center in Allentown. I drove a Mack Granite axle back with the MP8 engine rated at 445 hp and 1,815 lb.-ft. of torque on the punishing off-road track at Mack’s Customer Center. One of the more interesting features was the new 14-speed mDrive HD automated manual transmission, featuring two new lower gears for improved startability and performance at low speeds. This new AMT effectively pulls the mDrive into vocational applications previously thought to be the sole domain of fully automatic transmissions,

such as concrete mixer. The Granite I drove was a dump truck, but I was able to appreciate the low-speed handling of the 14-speed mDrive HD, especially on steep grades which I could slowly descend in full control and climb with ease. I also drove the Granite axle forward MHD (medium heavy-duty), the Granite’s “Baby 8” cousin that allows customers to obtain the ruggedness Mack’s known for in a lighter-weight package and at a lower price point. “It’s still the all-steel Granite cab,” Dorwart pointed out. The key difference is availability of a 7-mm frame rail, but the full range from 8- to 11-mm frame rails are also offered. The MHD is powered exclusively by the Cummins ISL9 engine, rated up to 345 hp. The truck I drove in a mixer configuration featured an Allison 4500 RDS six-speed automatic transmission. Weight savings of 500-1,000 lbs are possible compared to a traditional Granite, depending on how the MHD is spec’d. The steel cab makes for a quiet interior and offers the durability vocational customers are looking for. The MHD has proven popular with municipalities, small fleets and large fleets that want a lighter-weight truck to more efficiently handle the less demanding jobs within their operations. “It’s a great way to get into a Mack chassis at a lesser price point, but to still get the durability aspects of an all-steel cab,” Dorwart said.

2017-01-19 3:51 PM

IN-BRIEF

Bison president adds CEO role to job title Rob Penner, Bison president and CEO.

WINNIPEG, Man. – Bison Transport announced that in addition to his role as president, Rob Penner will take on the position of chief executive officer effective immediately. Penner joined the Bison team in 1991, moved through all aspects of operations and was promoted to president in 2015. He is active on the CTA Board of Directors, the MTA, and is set to take

over as chairman of the Truckload Carriers Association this March. “It is my privilege and honor to present Rob with this opportunity and challenge,” said Don Streuber. “Rob has already had a distinguished career and his knowledge of the industry and insight of our business will bring continued development and growth to Bison Transport.”

TCA names Bison driver a Highway Angel MERRITT, B.C. – A Bison Transport driver has been recognized by the Truckload Carriers Association (TCA) for helping another truck driver whose truck jackknifed in B.C. The incident happened May 6, 2016. Taljinder Sohi left a brake check and was headed southbound on Hwy. 5, just north of Merritt, B.C. He was passed by another truck driver who then lost control on a corner. Sohi pulled his truck over and checked on the driver, who was in shock. “I saw that fuel was leaking out of his truck and I told him to turn the truck off, but he was in shock and didn’t realize what was going on,” said Sohi. He asked the driver if there was anyone else in the truck and the driver told him his team driver was in the sleeper.

‘I know if I stop and help then maybe one day if I need help someone will do the same for me.’ Taljinder Sohi He found the other professional truck driver unharmed. Sohi helped both drivers out of the truck, called 911, and stayed on-site until help arrived. “I know if I stop and help then maybe one day if I need help someone will do the same for me,” Sohi said. Sohi has been named a Highway Angel by the TCA.

Bison driver finalist for TCA’s Driver of the Year ALEXANDRIA, Va. – The finalists for the 2016 Truckload Carriers Association Driver and Owner-Operator of the Year have been announced, with the winners taking home $25,000 each. Driver of the Year finalists include Murray Manuliak (Bison Transport), David McGowan (WEL Companies) and William Poteet (Saddle Creek Logistics Services), while Owner-Operator of the Year finalist are Gary Buchs (Landstar Systems), Philip Keith (WEL Companies) and Kevin Kocmich (Diamond Transportation Systems). Both Love’s Travel Stops and Cummins sponsor the awards. In addition to the grand prize award, the two runners-up in each category will receive $2,500. “Our nation’s economy depends on the health and strength of the trucking industry, and at the heart of it is the driver,” said Amy Boerger, vice-president of sales at Cummins. “We sponsor this award because Cummins wants to shine a broader light on this great and important profession.” The awards recognize the company and owner-operator professional truck drivers who provide reliable transportation of North America’s goods. To be eligible drivers were required to meet certain standards, including having one million consecutive accident-free miles. Judges examine the driver’s operating information, work history and safety record to determine a winner. “Far too often [professional drivers’] hard work and dedication to safety and professionalism goes unnoticed,” said Jon Archard, vice-president of sales with Love’s Travel Stops. “We know that to sustain growth we need the continued support of our trucking customers and professional drivers, and we could not be more proud to support [the] Driver of the Year award.” The winners will be announced at the TCA’s National Convention in Nashville, Tenn. March 26-29.

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2017-01-19 3:57 PM

BUSINESS

TRUCK WEST FEBRUARY 2017

Mack partnership enables its concrete customers to track deliveries in real time By Derek Clouthier LAS VEGAS, Nev. – Mack Trucks North America revealed its partnership with WheresMyConcrete in an effort to bring its customers a superior management tool to track a concrete load during the delivery process. Tim Wrinkle, construction product manager for Mack Trucks, made the announcement in Las Vegas during the World of Concrete conference Jan. 17, saying the fleet management service is now available for ready-mix customers. “All this is designed to provide job management for the customer,” Wrinkle said. “WheresMyConcrete helps Mack’s ready-mix customers better track ve-

hicles, while also offering analytics to improve operational performance, enabling the more efficient management of their trucks.” In addition to providing fleet managers with real-time information on the whereabouts of their concrete, WheresMyConcrete can also be tailored to customer needs, such as GPS tracking of trucks, and can include features like digital tickets, electronic billing, sales tracking, analytics and driver payroll management. Contractors can download the WheresMyConcrete app on Android and iOS devices to track deliveries, get live traffic updates and estimated times of arrival.

“WheresMyConcrete helps US Concrete increase the value we provide to our customers and helps differentiate us from our competition,” said Ronnie Pruitt, COO of US Concrete. “The dispatching software increases efficiency and productivity of Mack vehicles in our fleet to improve customer service, and the customer interaction app provides our customers real-time data about their concrete, saving them time and money.” The software is a new addition to Mack’s Fleet Management Services and uses the factory installed GuardDog Connect integrated telematics platform, a program that enables real-time monitoring of a truck’s engine, transmission and aftertreatment systems. WheresMyConcrete is available on Mack truck models equipped with a Mack engine, including the Pinnacle, Granite, TerraPro and LR. “WheresMyConcrete provides concrete producers a comprehensive and intuitive tool that delivers better data to

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Tim Wrinkle

make better decisions,” said Anthony Valente, CEO of WheresMyConcrete. “And, thanks to Mack’s fully integrated GuardDog Connect telematics system, we can deliver these improvements without the need for additional hardware.” Valente added that with the limited shelf life of concrete – approximately 90 minutes – the WheresMyConcrete tool helps companies manage their product more efficiently, as well as provide analytics that aids in better driver management. WheresMyConcrete currently has 16 customers across the US. mDrive

Mack also announced two new features to its mDrive transmissions – rolling start and auto neutral. The features will come standard on all Mack mDrive and mDrive HD transmissions and are designed to improve the jobsite performance and safety of trucks equipped with the two automated manual transmissions. “Mack’s mDrive transmissions serve a wide range of customers, including those with demanding paving and concrete applications,” said Wrinkle. “Now updated with rolling start and auto neutral, mDrive transmissions are even better suited to those tasks.” Wrinkle said Mack was the leader in concrete construction, and products like the mDrive were a big reason for that success. “This has been a game-changer,” he said of the mDrive. “This is the most popular construction engine in a Mack.” The rolling start feature allows drivers to shift the transmission into drive without using the truck’s service brakes, which helps eliminate the possible creation of bumps in the paving surface. Auto neutral automatically puts the mDrive into neutral when the parking brake is applied, which Mack said improves jobsite safety by reducing the likelihood of the truck moving due to throttle application. “Thanks to the performance, productivity and fuel efficiency benefits mDrive transmissions deliver, customers are increasingly choosing them for their applications,” Wrinkle said. “In fact, mDrive transmissions are now the most popular choice in a Mack.” Jonathan Randall, senior vice-president of sales for Mack Trucks, said the company gained one point in year-overyear growth in 2016, but is anticipating North American Class 8 retail sales to fall in 2017, with 215,000 units expected to be sold. The Mack mDrive and mDrive HD penetration reached record levels in Pinnacle axle back and Granite models sold in the US and Canada, with 80% and 20% respectively, and the company predicts numbers to double for the mDrive HD in Granite models in 2017. “We expect our share growth to continue (in 2017),” said Randall.

2017-01-19 3:57 PM

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2016-12-20 2:39 PM

OPINION

TRUCK WEST FEBRUARY 2017

Appreciating the trucking life in Canada ’m sitting w riting this from back in my old 20. The family and I had to come over to the UK to do some family stuff, so here we are. Landing at Heathrow means that our journey begins on the M25 London Orbital Motorway, an interstate ring road type of thing. Some of you may have heard of it, as it has a reputation for being very congested. Twenty mile back-ups are part and parcel of life on the M25. Fortunately, we landed on a Saturday morning, so the commuters were thankfully absent and progress was good. I was in my element, as I could see all the new lorries (the British version of a truck) up close, rather than in pictures. There some big differences compared to the trucks I usually see and drive and I have to say, we have the better deal by far in most respects, especially cab size. Sure, the lorries may have fullwidth cabs and high roofs that allow you to stand up on the seat. They also have storage cupboards and cubby holes up in the roof space,

I like disc brakes and the choice of food in some of the service areas, but the rest of it, no thanks, I’ve got it far better in Canada. but they have tiny bunks, literally cut out behind the seats with a slightly wider section in the middle. I slept in similar or worse during my 20-plus years of trucking over here, but since I’ve had the luxury of North American sleeper berths, there is no way I would want to go back to sleeping with the back of a seat inches from my face. Drivelines are pretty much the same. Daimler, Paccar and Volvo all have European products that use the same engines we do. Transmissions differ – most here are autoshift, but their standard transmissions are synchromesh and they shift a lot slower and more ponderously than our Eaton Fullers. It’s pretty much like stirring a pail of oatmeal with a hockey stick. One area in which they do have

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You say tomato I say tomahto Mark Lee the edge on us is in the stopping department. Apart from construction trucks, everything is on discs and has been for quite some time. That’s good because with high traffic volumes and speed-limited trucks (90 km/h is law in all of Europe) they drive far too close to one another for

my liking and with thinking and reaction distances severely reduced, the stopping distance itself has to be shorter to avoid massive chain reaction wrecks. We stopped off at a service station, much like an OnRoute on the 401. Facilities inside are very good. You have a choice of cuisine from Chinese, fish and chips, Indian, KFC, McDonalds, Noodles, Starbucks and a high-end grocer that has the most delicious nibbles, all at a very reasonable price compared to what we would have to pay in Canada, if such

things were even available in the first place. However, there’s a downside – isn’t there always? Parking is not free. If you stay more than two hours you can be charged anywhere up to $50 per night. Yes, that’s right, fifty bucks! They do give you a voucher to go towards food or drink on site, but at most that’s worth $20 and the rest goes towards renting the asphalt for the night. So, in summary, I like disc brakes and the choice of food in some of the service areas, but the rest of it, no thanks, I’ve got it far better in Canada. A fourth generation trucker and trucking journalist, Mark Lee uses his 25 years of transcontinental trucking in Europe, Asia, North Africa and now North America to provide an alternative view of life on the road.

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2017-01-10 9:33 AM

OPINION

TRUCK WEST FEBRUARY 2017

It’s a different world for Millennials ooking for happiness today derived from the golden days of the past is a fool’s errand. We do that in our politics, in our personal relationships, and it’s a practice we follow in the trucking industry. Even if we could duplicate past experiences that our minds have enshrined as golden oldies, we have no way of duplicating the circumstances from which they grew. Times change and our wellbeing is dependent on our ability to adapt. I had the pleasure of taking a young ‘Millennial’ with me on one of my weekly Winnipeg rounders just before Christmas. This new young driver has been working for our company part-time in a variety of warehouse positions and just obtained his learner’s permit for a Class A (Class 1) truck licence. He has been shunting trucks and trailers around our yard for a few years and was eager to see the open road and visit one of our other facilities. When we talk about Millennials and Boomers, we often reinforce stereotypes around the generation gap that exists between us. But what I took away from our short trip together was how we share the same values across the generations.

I am sure that many young people look at the world as a fixer-upper that has been neglected by the previous tenants. It was easy to see within the first few hours together that young people today are no less passionate about their interests than Boomers such as myself were in our youth. But through our conversations over the course of the week, I learned there is one stark difference between our generations. When I was a young man at 20 years of age, I faced a world that was filled with opportunity and riches yet to be discovered. That was how we viewed the world, or perhaps it’s better to say that is the way the world was presented to my generation. It was a very positive outlook. I thank my parents for that every day. Now, contrast that to the world we are handing off to our young people and the prevailing attitudes of today. It’s very much every person for themselves in a world where the social con-

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Over the Road Al Goodhall tract between business and the individual has been severed or is on life support. I am sure that many young people look at the world as a fixer-upper that has been neglected by the previous tenants. The structure is sound, but it needs

gutting and retrofitting. This is a metaphor that fits the trucking industry perfectly. Fully half of us that drive today are of the Boomer generation. Changes are being rained down on us on what feels like a daily basis. Our expectations as young people were of stability and growth. We would commit to a job for life and in return for that sweat equity and loyalty, there was a pot of gold at the end of the rainbow. Well, we never allowed for any twists in the plot and here we are. It’s time we take off our rose-colored glasses and recognize that young people today face a more difficult road than we did at the same age. My young friend that made that trip with me was filled with the same passion for trucking as all the old dogs on the road, but he recognizes that change is imminent. He is not looking at driving a truck

for life to provide for himself and a family. He recognizes that driving is just one of the skills you need. Tomorrow’s trucker will need a skill set that extends far beyond the inside of a truck’s cab. In fact, a trucker up to this point has been viewed as a lone wolf, independent and free from the constraints of a regular ‘job.’ Drivers of the future need to be connected, not isolated, if they want to prosper. I have no idea what trucking in 2050 is going to look like. I’m certain it will be very different from today. That’s a safe bet and an understatement.

Al Goodhall has been a professional long-haul driver since 1998. He shares his experiences via his ‘Over the Road’ blog at http://truckingacrosscanada. blogspot.com. You can also follow him on Twitter at @Al_Goodhall.

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GETTING YOUR TRUCK

WINTER-READY Avoid downtime this winter with these simple maintenance tips

By Sonia Straface Now that the cold weather and snow has settled in across Canada, drivers and owner-operators should be taking their winter maintenance requirements seriously. To avoid downtime, experts and driving vets will tell you that winterization service is crucial before the freezing temperatures even begin. We spoke with some maintenance experts who provided tips on how to keep your equipment in top shape during the icy winter months so you’re not stuck on the side of the road in the cold this year.

Focus on batteries The biggest focal point for drivers during the winter months, according to Bert Downton, the regional used truck/ trailer sales manager at Custom Truck SalesBy inJames Regina, Sask., should be batMenzies tery maintenance. “Keeping batteries up and running is crucial for all trucks, especially in the winter. As a driver, you want to make sure they are clean and free from corrosion. I always say that as a truck driver you have to be proactive, not reactive, when it comes to maintaining trucks,” said Downton, who has been in the trucking industry for 38 years and has two decades of experience as a heavyduty mechanic. “To clean them, you can buy a special battery cleaner, but even more than that, I would suggest charging and testing the battery even before winter sets in fully.” Hardeep Bhogal, the service manager at Tallman Truck Centre in Oshawa, Ont., echoed Downton’s recommendation as it concerns batteries. “Testing batteries is such an easy step for drivers, but it’s often one that is overlooked,” Bhogal said. “You just have to take them to your local shop and ask for a load test. I find batteries are always overlooked because they work fine dur-

pg 30 tw feb v3.indd 30

ing the warmer months and drivers think they’ll function fine even if they don’t check them. They think that they don’t have to spend the money on testing the batteries or replacing the batteries, but ignoring them completely ends up costing them more in the long run. I always tell drivers who come in here for winter maintenance to replace old batteries before problems set in.”

Keep air systems in mind Bhogal said the second most overlooked aspect of winter maintenance is the air system. “Especially the air dryer,” he said. “You want to make sure it’s functioning properly or change it before the cold temperatures.” Tony Costa, fleet manager at Carmen Transportation, agreed. “We used to think that we could get away with changing the air dryer every two or three years, but that’s just not the case anymore,” he said. “And that’s an issue I’ve seen time and time again. So now we have it on our maintenance schedule to change the air dryer cartridge when drivers come in for a safety.” Experts at Bendix Commercial Vehicle Systems will tell you that proper maintenance of your air system is crucial, because it can affect so many other parts of the truck. “It’s really not the cold itself that brings the most potential for air system trouble – it’s the moisture that’s brought in with it when the compressor draws in air,” said Richard Nagel, Bendix director of marketing and customer solutions. “If enough moisture makes its way through the air dryer, it creates potential for condensation within the air tanks – and from there, it can travel downstream, affecting the braking system and other technologies.” Bendix recommends draining air tanks manually every three months to

keep the system moisture-free in the winter. It also recommends replacing the air dryer cartridge in the fall well before the cold weather sets in because “the right cartridge can be one of the easiest and most cost-effective means of preventing moisture from getting into your air system.”

Tires Another thing to keep in mind in the wintertime is tires, explained Carmen Transportation’s Costa. “Drive tires that are still technically safe at 5/32nds (tread depth) are not helpful in snowy and icy weather,” he explained. “If it was June or August and I had a set of drive tires with 5/32nds, I’d be leaving them on. But I’d definitely be changing them out before the first snowfall. Of course, 5/32nds is completely legal, but we would recommend a customer change them because of the snow and traction you need in the winter months.” As well, depending on where you travel, it’s good practice to keep tire chains in your rig in case you need them when you least expect it.

Stay stocked To keep your fluids and winter kit stocked in the cold months seems like a no-brainer, but Costa said that it is an often overlooked maintenance tip. “Come the fall, we order all of our windshield washer fluid for the whole year,” he said. He said drivers should

make sure to use a formula that is meant for extremely cold temperatures. “We also order our wiper blades, batteries and gloves at that time, too,” he said, emphasizing that drivers should be inspecting wipers often. It’s also a good idea to keep wiper blades, gloves, water and food in your winter kit. It’ll come in handy if you’re ever stuck, he said.

Heaters Costa also noted that block heaters need special attention, too. He noted that in particular, the block heater cord should be checked for damage or exposed wires. “In the summer, fleets take in their cords, so the upkeep of that would have to be checked to make sure there is still power and that a breaker hasn’t tripped,” he said. “Another tip would be if the fleet is running any type of auxiliary cab heater, that a lot of times, they really have no use in the summer months, so if they’re not checked or run in the summer, they won’t work when they’re needed in the winter,” Costa added. “It doesn’t take much to just run them once in a while in the summer. But if you don’t run them regularly throughout the year, they won’t work as they should when it comes time to use them in the winter.”

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61" SLEEPER, D13 ENG, 500 HP, 13 SPD TRANS; 12/40 AXLE(S), THREE TO CHOOSE FROM! -508250

2013 FREIGHTLINER CASCADIA HIGHWAY TRACTOR DD13 ULTRA , ULTRA 72” RR, JUST OFF LEASE, CHOOSE FROM 4 MATCHED. -508251

70" SLEEPER, MACK ENG; 505 HP, 13 SPD TRANS; 12/40 AXLE(S). -502065

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MACK ENGINE; 485 HORSEPOWER, 18 SPD AUTO TRANSMISSION; 12/46 AXLE(S), NEW 16 FT BOX, CHOICE OF 2. -231385

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48" SLEEPER, DD 13 ENG; ULTRASHIFT TRANS; 13/40 AXLE(S), LESS TANK, 300,000 KMS. -502067

9% automatic 17% *

2016 FREIGHTLINER CASCADIA HIGHWAY TRACTOR

2016 FREIGHTLINER M2 FEED/GRAIN TRUCK CUMMINS ENG; 350, ALLISON TRANS; 16/40 AXLE(S), NEW 20' GRAIN BOX. -508277

72” RR SLEEPER, DD15 , 13 SPD TRANS; LOW MILEAGE. -508275

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TW MK February 17 Pages 2017-01-18 12:33 PM Page 40

February 2017

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2017 KENWORTH T370 FARM TRACTORS PACCAR ENG; PX-9, 350 HP, 6 SPD TRANS; 16K/41K AXLE(S), 3.57 RATIO, HAS402 SUSP; 228" WHEELBASE, WHITE IN COLOR, RED 20' NEUSTAR GRAIN BOX, ELECTRIC ROLL TOP TARP, STK#HM988329 -502028

2017 KENWORTH W900L HIGHWAY TRACTOR 72" ACAD SLEEPER, CUMMINS ENGINE; ISX15, 550 HORSEPOWER, 18 SPD TRANSMISSION; 13.2K/40K AXLE(S), 3.91 RATIO, AG460 SUSPENSION; 244" WHEELBASE, RED IN COLOR, BLACK DIAMOND VIT INTERIOR. -273652

2017 KENWORTH T800 HIGHWAY TRACTOR EXTENDED DAYCAB SLEEPER, CUMMINS ENG; ISX15, 550 HP, 18 SPD TRANS; 4.10 RATIO, AG460 SUSP; 205" WHEELBASE, WHITE IN COLOR, DUAL EXHAUST, DUAL BREATHER, DUAL REVOLING AMBER BEACON STK#HJ984957 -502029

2017 KENWORTH T680 HIGHWAY TRACTOR 76" INTEGRAL MID-ROOF AERODYNE SLEEPER, CUMMINS ENG; ISX15, 500 HP, 13 SPD TRANS; 13.2K/40K AXLE(S), 3.70 RATIO, AG400L SUSP; 244" WHEELBASE, WHITE IN COLOR, STK#HJ989293. -505388

2017 KENWORTH T880 HIGHWAY TRACTOR DAYCAB SLEEPER, PACCAR ENG; MX-13, 500 HP, 18 SPD TRANS; 14.6K/46K AXLE(S), 4.10 RATIO, AG460 SUSP; 205" WHEELBASE, WHITE IN COLOR, GRAY VANTAGE INTERIOR, 11R24.5 TIRES 4 WAY LOCKS. FINANCING AVAILABLE O.A.C. STK#HJ987377. -295364

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2012 KENWORTH T700 HIGHWAY TRACTOR 75" ACAD SLEEPER, CUMMINS ENG; ISX15, 500 HP, 13 SPD TRANS; 13.2K/40K AXLE(S), 4.11 RATIO, AG400L SUSP; 221" WHEELBASE, WHITE IN COLOR, 4 WAY LOCKS, 11R22.5 TIRES, 785,043 KMS, STK#CJ959167. -438043 $55,000

2007 INTERNATIONAL 4400 DAYCAB TRACTOR INTERNATIONAL ENG; DT570, 260" WHEELBASE, WHITE IN COLOR, CAB & CHASSIS, ENG REBUILT @ 100,000KM, 11R22.5 TIRES, STEEL RIMS, 3 WAY LOCKS 185,731 KMS, STK#7H336169. 415947 $45,000

2012 KENWORTH T800 FEED/GRAIN TRUCK PACCAR ENG; MX, 455 HP, AUTOSHIFT TRANS; 12K/40K AXLE(S), AG380 SUSP; 244" WHEELBASE, BLACK IN COLOR, NEW LOAD LINE GRAIN BOX, NOT AS PICTURED STK#CJ954463. -359839 $105,000

2013 KENWORTH T660 HIGHWAY TRACTOR 72" ACAD SLEEPER, PACCAR ENG; MX, 485 HP, 18 SPD TRANS; 13.2K/40K AXLE(S), 3.73 RATIO, AG400 SUSP; 228" WHEELBASE, WHITE IN COLOR, 11R22.5 TIRES, 228” WB, 4 WAY LOCKS, 796,891 KMS, STK#DJ962541. -266562 $61,000

2012 KENWORTH T800 HIGHWAY TRACTOR 72" ACFT SLEEPER, PACCAR ENG; MX-13, 455 HP, 13 SPD TRANS; 12K/40K AXLE(S), 3.55 RATIO, AG380 SUSP; BLACK IN COLOR, 11R22.5 TIRES, GRAY SPLENDOR INTERIOR 858,707 KMS, STK#CJ954468. -438049 $57,500

2013 KENWORTH T660 HIGHWAY TRACTOR 72" ACAD SLEEPER, PACCAR ENG; MX, 455 HP, 18 SPD TRANS; 13.2K/40K AXLE(S), 3.73 RATIO, AG400 SUSP; 232" WHEELBASE, BLUE IN COLOR, 11R225 TIRES, BLUE DIAMOND VIT INTERIOR, 4 WAY LOCKS, ENG HOURS 9,408 707,773 KMS, STK#DJ964129. -438052 $75,000

2014 KENWORTH T800 HEAVY-HAUL TRACTOR 38" ACFT SLEEPER, PACCAR ENG; MX13, 500 HP, 18 SPD TRANS; 14.6K/46K AXLE(S), 4.10 RATIO, AG460 SUSP; 219" WHEELBASE, BEIGE IN COLOR, NEW SAFETY & FULLY SERVICED, DPF CLEANED, NEW RE-CAPS ON REAR TIRES, 6 MONTHS TRUNORTH WARRANTY INCLUDED. DRIVES REALLY WELL AND READY TO WORK. 867,393 KMS, STK#EJ966334. -112146 $83,500

2015 PETERBILT 567 HIGHWAY TRACTOR 72" ACDN SLEEPER, CUMMINS ENG; ISX15, 550 HP, 18 SPD TRANS; 13.2K/46K AXLE(S), 4.30 RATIO, 232" WHEELBASE, OTHER IN COLOR, DUAL EXHAUST, GRAY PRESTIGE INTERIOR, PB AIR TRAC SUSP 409,897 KMS, STK#FD277680. -275482 $112,500

KENWORTH T800 HIGHWAY TRACTOR 62" ACFT SLEEPER, CUMMINS ENG; ISX15, 500 HP, 18 SPD TRANS; 13.2K/40K AXLE(S), 3.70 RATIO, AG400 SUSP; 220" WHEELBASE, GREEN IN COLOR, DUAL EXHAUST 664,601 KMS, STK#DJ963829. -502034 $79,900

2012 KENWORTH T660 HIGHWAY TRACTOR 72" ACDN SLEEPER, PACCAR ENG; MX13, 485 HP, 18 SPD TRANS; 13.2K / SUPER 40K AXLE(S), 3.73 RATIO, AG400 SUSP; 228" WHEELBASE, WHITE IN COLOR, LEASE RETURN. 11R22.5 TIRES, GRAY SPLENDOR INTERIOR 4 WAY LOCKS. FINANCING AVAILABLE OAC, 1,103,377 KMS, STK#CR94946. -174326 $46,000

2013 KENWORTH T800 HIGHWAY TRACTOR 62" ACFT SLEEPER, PACCAR ENG; MX, 430 HP, 10 SPD TRANS; TANDEM AXLE(S), 3.70 RATIO, AG 400 SUSP; 236" WHEELBASE, WHITE IN COLOR, 10 SPEED, BLUE DIAMOND INTERIOR, CONSIGNMENT TRUCK 404,553 KMS, STK#DJ960898. -458979 $85,000

2013 KENWORTH T660 HIGHWAY TRACTOR 72" ACAD SLEEPER, PACCAR ENG; MX, 485 HP, 18 SPD TRANS; 13.2K/40K AXLE(S), 3.73 RATIO, AG400 SUSP; 228" WHEELBASE, WHITE IN COLOR, 811,600 KMS, STK#DJ962542. -501900 $61,000

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NEW PRODUCTS

TRUCK WEST FEBRUARY 2017

TomTom’s newest GPS geared for truckers By Harry Rudolfs Dutch navigation provider TomTom has jumped into the North American truck GPS business with its Trucker 600. TomTom is a giant in Europe but this is its first attempt to crack the truck navigation market on this continent. This device folds around a six-inch screen and comes with a secure locking mount so it won’t come tumbling off your windshield when the defrost fan is turned on. More important, it’s meant to be paired with a smartphone (either iPhone or Android system) to enable the traffic function and comes with an embedded chip so you won’t be dinged for roaming. This is probably a clever move on TomTom’s part. Most truckers carry smartphones, and I daresay many are reliant on the navigation apps available on the small screen – talk about distracted driving. So, pairing the phone to the GPS via Bluetooth makes sense. The device functions well enough without the phone-driven traffic function, but it’s worth connecting since it does come with lifetime traffic as well as lifetime trucking maps of Canada and the US. Also, TomTom’s MyDrive app allows you to plan a route on your home computer, send it to your phone, and when you start the truck in the morning the route will be automatically downloaded to the GPS. The machine asks for your vehicle’s dimensions and GVW as well as supplying a separate platform for Hazmat. This should keep you on the truck routes and away from low bridges and residential areas. The unit switches easily between truck, van, auto and bus modes, and has tons of data points. For instance, I was supposed to meet someone at a certain restaurant near Pearson Airport and to my surprise it was listed (it wasn’t Hooters, but I’m sure that’s there, too). Tap the ‘parking’ function and multiple municipal lots pop up, good for motorists but not so much for big rigs, as most of those are inaccessible to Class 8 trucks. The voice control is pretty neat as you can ask it to guide you to a preplanned destination like work, or home, or a fuel stop. It will answer about a dozen commands like “When will I get there?” and “What’s the next instruction?” You can also choose a voice from a surfeit of accents. Right now, I’ve got an Irishman named Sean telling me when to turn, but the Trucker 600 also can communicate in 22 languages, from Danish to Latvian to Arabic. When it comes to layout, simple is better, rather than besieging the operator with a plethora of options. One arrow takes you back to the previous screen, and the “...” icon brings you to the menu. The mapping is truck friendly and doesn’t try too hard to include buildings or scenery. Which

pg 41 tw feb v3.indd 41

is good, I like maps to look like maps. One unique feature is the ‘route’ bar, which appears as a translucent strip of data on the right part of the screen, providing information such as a changing ETA and traffic jams or construction on the way. I like the functionality of the unit: the interactive voice is effective and the directions are solid. More crucial is that it connects quickly to satellites. I suggest taking it out of your vehicle and playing around with it while plugged into your computer or laptop. There are lots of intriguing functions to check out.

TomTom’s new Trucker 600 unit was designed for professional drivers.

With a price tab of $399 it’s about competitive with the other top-ofthe-line trucker GPS units. As I mentioned, it’s new to the marketplace so

it’s currently only available from Amazon or from TomTom.com. A oneyear warranty is offered directly from the manufacturer.

Print is Not Dead... In Fact

It’s Growing

BORN: Germany, 1439 DIED: Circa 2000 ... or Did It?

Consider The Following...

‘‘

Print is not hanging on by its fingernails, IT’S GROWING. FIPP World Magazine Trends 2014-2015 Report

• 2015 reversed a decade of decline, with a projected 0.2% YOY growth. (FIPP Trends Report) • Printed UK magazine advertising delivered the highest ROI of all media channels, 11% higher than TV and 22% higher than online. (PPA Magonomics)

• In the US alone, 234 new titles made their debut, up 21% from 2013. (Guide to New Magazines, USA) • FOLIO Magazine’s annual survey of US city and regional magazines said 2015 featured more new launches than any year since 2009.

Publications Serving Niche Markets (like B2B) Provide Unique Content Readers Cannot Get Anywhere Else.* * Skip Zimbalist, chairman and CEO of Active Interest Media (AIM), which publishes titles like Backpacker, Black Belt, Arts & Crafts Homes, Better Nutrition, Ski Magazine, Vegetarian Times, Power & Motor Yacht, and Yoga Journal, told FOLIO’s recent Growth Summit that AIM is investing in circulation marketing including direct mail. “We have not found declining yields in mail over the last 10-15 years,” he said.

In Case You Weren’t Convinced Before, You Can Confidently Say:

is Far From Dead. It’s Alive!

RIP Print Media Tab.indd 1

2016-10-31 2:21 PM

2017-01-19 11:23 AM

FICTION MARK DALTON: OWNER/OPERATOR

THE STORY SO FAR Bud asks Mark to start taking loads for a new company. At first, Mark isn’t interested, but Bud convinces him it would be good for Bud’s other drivers, many of whom are looking for regular, steady loads. Mark takes the first load for the company, but the paperwork is all wrong and Mark ends up having to drive the load back to Toronto because he had taken the wrong trailer. Mark’s second load is also held up at the border, but this time it’s just a clerical error and Mark is across the border and on his way in less than 15 minutes… • On the Friday afternoon of a long weekend, Mark picked up the third load of the week from the new company he’d been working for. So far, of the two loads he had delivered, one was turned around at the border because Mark had mistakenly taken the wrong trailer and the other was delayed because of an administrative error. However, the error was fixed in just a few minutes and Mark spent less than 15 extra minutes at the border. With any luck, this third load would prove that the third time was a charm and he’d drive right through the border without a problem or delay. He hoped. But hope alone wasn’t going to get him into the US, so he spent most of his time in the yard asking questions of people, many of which people didn’t know the answer to. “Am I going to have a problem at the border this time?” he asked the shipper. “I think so.” “What do you mean, you think so?” “Well, anything can happen between here and there. You could break down on your way, or you could be hijacked by a gang of truck thieves who divert you to another destination, or you might have something in your past that comes to light and you’re denied entry into the US, or there could be a terrorist attack on US soil and the border could be shut down indefinitely, or…” “Okay, okay,” Mark said. “I get the idea. As far as you know there is nothing about this load that should prevent me from passing right through customs.” “The broker would know that for certain,” the shipper said. “But they’ve assured me that this one is perfect.” It wasn’t exactly what Mark wanted to hear. He wanted assurances that left no doubt. “Can you give me a guarantee?” The shipper shook his head. “You know there are no guarantees in this life.” Mark considered that, then said, “But you don’t foresee any problems?” “Correct.” “Okay. I guess that’s going to have to do.” “Call us if there’s a problem.” “Don’t worry,” Mark said. “I’ve got you guys on speed dial by now. • As Mark drove down the QEW, heading for the Fort

Erie crossing into the US, Mark thought about the past two loads he’d taken over the border. The first load screw-up was totally his fault. He could make excuses or try to blame the shipper all he wanted, but he was the one who’d been in a hurry and had taken the wrong trailer. It had been an honest mistake – identical trailers with a code number off by a couple of digits – but not a mistake that Mark was prone to making. In almost 20 years of driving, Mark had only taken the wrong trailer once before, and that had been as a result of being given the wrong paperwork. Both honest mistakes, but absolutely avoidable with

the fact that traffic was light and he wouldn’t have to wait in line to learn his fate. Within minutes he was at the border and speaking to a customs officer, the very same one he’d dealt with a few days ago when he was hauling the first load for this new company. “Everything looks okay,” the officer said. Then he smiled, “Even got the right trailer this time and everything.” Mark didn’t appreciate being made sport of. Sure, it had been his fault, but it had been an honest mistake. “I don’t believe it,” Mark said. “Check it again…make sure there’s no problem. I don’t want to be pulled over five miles down the road, you know.” The officer looked at Mark for the longest time, the expression on his face suggesting that he was wondering if Mark was pranking him. “You want there to be a problem?” the customs officer said. Mark shook his head. “I don’t want there to be a problem, but there probably is a problem. There always has to be a problem.” The officer took another look at the paperwork and then at his computer screen. “Well,” he said at last. “Now that you mention it, there is no entry on file.” Mark felt vindicated, and a little bit superior to the shipper, broker and everyone else who was involved with this load. “Aha!” he exclaimed. “I was right! I told you there was a problem.” The officer shook his head. “No. There’s no entry file required on this one. See, you’ve got a load of spare parts going to a military warehouse outside of Chicago. That makes it a government shipment and because of that, there are no taxes on it. So,” a shrug, “no entry file required.” Mark could feel the blood drain from his face. “Oh,” was all he could say. “Okay.” “Yeah, so, I guess this is the load you’ve been hoping for,” the officer said. “Better be on your way, then.” Mark pulled out of customs and spent the next few kilometers wondering why he felt so lousy about getting over the border without a problem. There had been no delay, no headache, and all the paperwork had been in order. “Then why do I feel so let down?” he said aloud. And then it came to him. Mark Dalton actually likes it when things are difficult. If things were always easy or went smoothly, where would the fun be in that? Although he hated to admit it, he’d enjoyed the past few days because always wondering what might happen when he reached the border had made life more interesting. There was only one thing to do. He dialed up Bud. “Hello?” “Bud, this is Mark.” “Mark who?” “Mark me off the case…these guys have got a handle on the border now. It’s time for me to find a real problem to solve.”

Truckers without borders

patience and diligence before heading out on the road. And the second load’s delay at the border wasn’t as bad as it could have been. There had been no entry on file and a new entry was made up in no time at all. It had never happened to Mark before, but he’d heard stories of other drivers who were carrying loads where the broker was unable to complete the entry because of a lack of information about the load. In those cases, the drivers had to leave their trailer and the goods at a border facility where there were plenty of fees and penalties to be paid. That would have been a worst-case scenario – on par with having to turn around and take the load back – and he was glad he didn’t have to do that again. Overall, he decided, this new brokerage had been doing alright, which gave him confidence that everything would be in order at the border this time around. As Mark closed in on the border, he was buoyed by

Mark Dalton returns next month in another adventure.

Illustration by Glenn McEvoy

By Edo van Belkom

PART 4

BECAUSE YOUR TIME COUNTS,

RELY ON MICHELIN CONTACT YOUR LOCAL REPRESENTATIVE OR VISIT MICHELINTRUCK.COM.

pg 42 tw feb v3.indd 42

2017-01-19 11:23 AM

BUSINESS

TRUCK WEST FEBRUARY 2017

Adapt or go broke Industry veteran Mike McCarron says transportation providers must evolve or go extinct By James Menzies TORONTO, Ont. – The Canadian transportation industry is way behind the times when it comes to adopting new technologies and evolving sales processes, which creates challenges, but also opportunities. That was the message from Mike McCarron, president of Left Lane Associates, who spoke recently at a Delta Nu Alpha transportation club luncheon. “Our industry is way behind the times,” he said. “To me, that’s an advantage. It’s an advantage to those who embrace technology.” To make his point, McCarron placed older-generation cellphones at everyone’s place and asked attendees to compare them to their current iPhones. “That is how much sales has changed the last five years. As an industry, I don’t think we’ve adapted,” McCarron said. He suggested the traditional outsides sales rep model has passed. “It doesn’t work anymore,” he said. He described an outside rep making $60,000 a year, with $20,000 in desk costs and incurring another $20,000 in business expenses. For a transport company with a 10% margin, he said that rep would have to bring in $1 million in his first year just to break even. “There is also the reality that the rep owns the accounts,” he said, warning that they can take them to a competitor or start their own competitive business. McCarron said transportation buyers have evolved. Many are now Millennials and they go online to find service providers. Seventy-three per cent of today’s buyers won’t answer cold calls, McCarron said, and 90% make buying decisions based on online research. But too few transportation companies put any focus into their online presence. In essence, transport companies must go from hunting prospects to becoming hunted by prospective buyers. In a survey of transportation company websites, McCarron’s firm found 95% were not mobile-friendly and most had no updated content. “The website is not an online brochure,” he insisted. It should serve three purposes, McCarron said: to distribute company content; to optimize search

engine performance; and to track customers. If your website is ineffective at retaining visitors for more than a few seconds, it will perform worse in search engine queries. “With this new age of customers, they’re going to Google ‘Toronto to Western Canada.’ If your company is on the 14th page of Google, you’re never going to get the phone call,” he explained. McCarron also said companies should have a well managed social media presence, but only if they’re committed to it. “You’re in or you’re out,” he said of social media. “It’s a lot better to be out than to have incomplete stuff.” McCarron said social media should be thought of as an LTL carrier for your business’ content. Social media is a great way to connect with prospective customers, McCarron said, because of the “power of acceptance.” They have already accepted your request to connect on social media, which isn’t the case via e-mail. When you land a new customer, that’s when the real work begins. “You’re not getting a new customer; you’re getting an opportunity,” McCarron emphasized. “And it’s what you make of that opportunity that makes the difference. You have to provide service on the first few opportunities.” When he ran MSM Transportation, McCarron said he’d often price-match to get the first load and then differentiate based on service. Rate increases would follow. He also offered advice on how to get rate increases. Focus on add-on services with existing customers, he suggested, and always put expiry dates on price quotes. “As an industry, we give lifetime rates,” he said. “We say yes to everything. Every customer should get an anniversary date. Every quote you give this customer expires on that date. You may not get the rate increase every year but you have to have that conversation every year and even if you don’t get the increase, you can leverage it into new business. They realize you’re not a weak link.” If you aren’t raising rates, McCarron said, tell the customer why not. “It’s about sending a message,” he

Critique your online brand, McCarron advises, and shift your focus from hunting new business to being hunted by prospective new customers.

said. “It’s a message you’re sending to the customer that you’re serious about doing business and if they perceive you as a weak link, they’ll push you around all the time.” McCarron offered five ‘quick fixes’ attendees can easily implement in their business. Leverage cash: “Cash can be used to create margin,” McCarron said. You can negotiate better rates by offering quicker payment terms, you can offer factoring services for less than factoring companies do and you have greater flexibility to make deals. McCarron said you can start building cash by focusing on billing. “Billing should be done the day the shipment is delivered,” he said. Focus on your brand: McCarron encouraged business owners to Google themselves and their company. “You have a brand the day you open the door,” he said. “It is defined by two things: Keeping your promises to customers and it’s about what people say about you when you leave the room.” Company e-mail signatures should be consis-

tent, LinkedIn profiles up to date and accurate. “Ask yourself, if you were looking for a service, would you do business with yourself?” Stop submitting bids: “They’re an absolute waste of time,” McCarron said, noting he started winning more business at MSM Transportation when he told customers why he refused to submit bids. “You can’t run a business doing this.” Put expiration dates on quotes: “Every rate needs to have an expiry date,” he said. “Do not give lifetime rates. Give anniversary dates and all customer pricing expires every year on the anniversary date.” Don’t fear technology: “It’s the way of the future,” McCarron said of technology. “It’s so powerful and so user-friendly. Embrace it or you’ll be out of business. I’ve seen what very inexpensive, easyto-use apps have done for businesses. If you don’t have a CRM (customer relationship management) system, get one. The power it will bring you is staggering.”

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FORWARD PART II

A DEEPER LOOK INSIDE THE FUTURE OF TRUCKING

DOWNLOAD YOUR FREE COPIES IN THE KNOWLEDGE CENTRES SECTION OF

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pg 43 tw feb v3.indd 43

2017-01-19 4:19 PM

FICTION

TRUCK WEST FEBRUARY 2017

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uniroyaltrucktires.com pg 44 tw feb v3.indd 44

2017-01-20 11:10 AM

LIST OF ADVERTISERS

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Crossword Puzzle & Solution 14,45

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Eberspaecher 16

Advance Engineered Products Group 21

Fast Forward 43

Safety Driven – Trucking Safety Council of BC 14

First Truck Centre 18

SAF Holland 15

Freightliner 2,3 Goldkey Isuzu 20

Surface Transportation Summit 12

B.F. Goodrich 46 Bison Transport 27

Career Opportunities 24,25,26,27,28

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Chevron Global Lubricants 4 Child Find-Missing Kids 45

Premier Truck Body Ltd. 43

Haldex 19

Challenger Motor Freight 24

Job Job Board Board in in Trucking Trucking

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Technology & Maintenance Council (TMC) 47 Trailer Wizards 9 Transcourt Tank Leasing 17 TransX Group of Companies 28

Michelin 42

Truck West–DriverLink 45

NACVS 22,23

Uniroyal 44

Newcom Events 11

Volvo 6

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www.trucknews.com www.trucknews.com

2017-01-19 4:20 PM

THE LAST WORD

TRUCK WEST FEBRUARY 2017

Who says romance and a trucking business don’t mix? By Derek Clouthier SURREY, B.C. – From a hopeless romantic to a young, savvy businessman, HTL Transport has been in loving hands since its modest beginnings in the basement of the Rai family home. Now a 28-year-old trucking company general manager, Deep Rai has plenty of experience under his belt, though driving a truck is not one of them. “The life of a trucker is a really tough life, it’s a hard life, and I saw that growing up,” said Rai, whose father, Harnek Rai, was a driver. “When I say tough and hard I mean lots of nights spent away from your family, and I don’t think there’s anything really tougher than that. I decided early on that driving wasn’t something that I wanted to do.” But despite not having his Class 1 licence, Deep has still experienced what it’s like to be on the road. Growing up, Deep would travel with his father during the summer months, learning much about what it meant to be a truck driver – and even hitting up Disneyland from time to time. “I spent a huge amount of my childhood with my dad around the truck and that’s where my experience and my knowledge really came from,” Deep said. Knowing what it’s like to grow up with a father who was on the road more often than not means Deep holds the same kind of respect for the drivers who make HTL the company it is today. “I would never ask any of my drivers to do something that I wouldn’t ask my own father to do,” he said. “I try to think about that every day.” HTL Transport started in August 2011 with one truck and one trailer. Prior to that, Harnek owned a trucking company that specialized in van freight. It was called Harman Transport, with the name Harman being a combination of his name and his wife’s, Manjit, hence the ‘hopeless romantic,’ as Deep was quick to highlight.

Now, HTL has a fleet of 25 power units, including 53-foot flatdecks, triaxles, quad-axles and B-trains. With around 30 employees, a head office in Surrey, B.C. and another location in Vernon, B.C., HTL is a flatdeck hauler operating all over North America, moving anything that fits on one of its decks. Though Deep’s experience does not include being behind the wheel, his resume is profound nonetheless. Following a banking career, Deep started a construction company prior to the launch of HTL. “This trucking company is the seventh business that I’ve been involved in,” he said. “I started HTL when I was 22. One of the biggest misconceptions is that a lot of people think ‘I have a truck, I know how to drive, I am now capable of running a trucking company.’” Deep said there is much more to running a successful business than meets the eye, but pleasing the eye is certainly part of his and his company’s success. “When we moved into this office, I made it a point that everybody dress very professionally,” he said. “I wear a suit to work, my sales guy wears a suit to work…we’re probably the only trucking company in Canada wearing suits to work. I’ll be on the forklift sometimes and I’ve still got my suit on. I love getting my hands dirty, but ultimately I’m running a business. And when you’re dressed for it you feel better and people look at you differently.” Deep said today’s truckers are given the unfair stereotype that they are unprofessional; something he said was not the case 20 years ago. Part of his business model is to help shed that perception. “What we’re really trying to do is bring a level of professionalism back to (the industry) because it’s refreshing,” Deep said. “We want people to hold us accountable…we’re promising a high level of service, which is the goal all the time.” But at times, being such a young gen-

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Dressed for success? For Deep Rai it doesn’t matter how spiffy he looks, getting his hands dirty is how to build a successful trucking business.

eral manager, particularly in the trucking industry, can bring its own challenges. For Deep, having been around trucks all his life, and his father having been in the industry for 30 years, there is a lot of knowledge the 28-year-old has to fall back on. “Sometimes people will go over my head and try to speak with my dad instead,” said Deep. “They believe that I don’t have the authority to deal with certain matters. My father has continually supported me and doesn’t undermine my role.” Deep credits his time in the banking industry with helping him mature beyond his years. “In the banking industry, you are constantly given new training,” he said. “You are taught how to deal with people and various situations. I am able to use the training and tools that I picked up then in my day to day business now.” One of the business challenges Deep had to deal with in the past year has been the price erosion he has seen affecting the industry. “When trying to acquire new busi-

ness, everyone seems to be trying to lowball the next guy,” Deep said. “We try to compete based on the level of service rather than the rate. When you’re just low balling the next carrier, you’re part of the problem, not the solution.” But in the end, being part of a family business really is what makes Deep excited about the future of HTL. “We have a lot of fun with it, because we really are a family run business,” said Deep. “There’s myself, my sister, who does the accounting, I’ve got my brother-in-law in the sales role and my mom makes us breakfast every morning and brings it to the office, which is kind of cool.” With Deep looking after the business side and his father taking care of the trucks and maintenance issues, the Rai family certainly does have a good thing going. And if there’s one thing both his family and business experience has taught Deep, it’s not to let your head get blinded by the clouds. “You always have to be coachable and have an open mind,” said Deep. “The minute you think you know everything, you’re bound to fail.”

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