Issuu

AMTA conference: AMTA offers array of guest speakers during 2016 Leadership Conference in Banff.

Page 21

Blame technology: Murray Mullen discusses technology’s role in the decline of oil prices during Truck World.

Page 13

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Western Canada’s Trucking Newspaper Since 1989

June 2016 Volume 27, Issue 6

Truxpo 2016: BCTA hosts Truxpo event; Truck West moderates women in trucking panel.

truckwest.ca

RETAIL A DV E R T I SIN G PAGES 27 -3

Laying her cards on the table AMTA president talks wide-base tires, ELDs and David Bradley

A line of trucks emerge from the smoky haze while evacuating the Fort McMurray area due to an out-of-control wildfire in early May. Material republished with the express permission of: National Post, a division of Postmedia Network Inc.

Holding down the Fort

Reach us at our Western Canada news bureau

From coast to coast, the trucking industry rallies to help Fort Mac victims

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

By Derek Clouthier FORT MCMURRAY, Alta. – The people of Fort McMurray, Alta. who have been displaced, lost homes and much more at the hands of a destructive wildfire have been in the hearts and minds of Canadians since the Northern Alberta inferno put its crosshairs on the city in early May. Around 2,400 structures were lost due to the fire. Tragic occurrences like the Fort Mac wildfire more often than not bring out the best in people, and that’s certainly no different when it comes to the trucking industry. Members of the trucking industry from as far away as the East Coast lent their support in Fort McMurray’s time of need.

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Willy’s Trucking partnered with local organizations to set up donation stations in Peace River and Grande Prairie, Alta. to help victims of the Fort McMurray wildfire. “We have team members from Willy’s Trucking spending their days there collecting donations, loading the trucks and then driving them

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to the appropriate locations,” said Melody Mills, communications for Willy’s Trucking. “We have a couple different members on our Willy’s Trucking team who grew up in the town of Fort McMurray and are understandably upset about the welfare of their home town. Plus, being residents of Alberta, we can’t help but feel deep sympathy for everyone affected by this.” Willy’s is working with the Canadian Red Cross to drop off donations in the appropriate areas, as no one other than emergency personnel are permitted to enter the Fort McMurray region at this time. “Everybody is helping out however they can,” Mills said, “from regional managers setting aside their day to organize, to our drivers donating their time to drive and load the trucks.” Mills said Shelly Sorensen, who manages the Willy’s Peace River location, has been very hands on spreading the word about the company initiative. “We are doing what we can right now to assist,” Mills said, “and we will continue to provide Continued on page 18

To view list of advertisers see pg. 45

EDMONTON, Alta. – About a yearand-a-half in as executive director of the Alberta Motor Transport Association (AMTA), Lorraine Card is now the president of the association and becoming more and more comfortable in her role. Following the AMTA’s annual Leadership Conference, which was held in Banff April 29-30, Card sat down with Truck West to tell us how the past year has gone and what she hopes to accomplish in the future. TW: Start off by telling us what you were doing prior to coming on board with the AMTA, and how you came to accept the executive director position. Card: I came here with 20 years of bus industry experience behind me, and I worked for most of my career with Greyhound, but I also worked for Diversified Transportation. With Greyhound, I finished my career as director of safety and driver development, and then with Diversified, I was their manager of driver training and set up the driver training school here in Edmonton. I had an opportunity to move to government. There was a position available and I did get the position; I worked in Edmonton as the director of driver programs and licensing standards, and I was there for two years. I was one of those people who refused to move to Edmonton, so I still lived in Calgary, so it was a bit of a challenge commute-wise. I found that I was continuously on the road. Then there was a further opportunity within government to apply for a position in Red Deer, and that was director of carrier services. I got that and that made me closer to Calgary, but I was still refusing to make the actual move, because my family was all in Calgary. I was trying to do a daily commute, and the last winter I did it, it was a very bad winter, and thought that it was like a Russian roulette game out there on Hwy. 2 sometimes, so I thought of leaving (my job). Word got Continued on page 20

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FREIGHTLINER IS PROUD TO SUPPORT THEM IN PUTTING SAFETY ABOVE ALL ELSE. Bison Transport is people driven and it shows. They’ve earned first place in the Truckload Carriers Association (TCA)’s National Fleet Safety Awards for the tenth consecutive time, and also received the TCA’s National Fleet Safety Award Grand Prize in the large carrier division for the ninth time. Bison has also been recognized as one of Canada’s Best Employers of 2016 by Forbes. As well as Overall Best Fleet to Drive For in 2016 by Carrier’s Edge. So it’s safe to say they’re not only an inspiration to our industry, but also an inspiration to any industry. To go behind the scenes and see how Bison Transport puts safety first, visit RCO.FreightlinerTrucks.com/Bison.

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INSIDE THE NUMBERS

SHIPPER SAVVY:

GEOGRAPHIC DISTRIBUTION Quebec

12% of respondents

Atlantic Canada

HOW WELL DO YOU KNOW YOUR CUSTOMERS?

5% Manitoba/ Saskatchewan

10% Ontario

he face of the Canadian transportation services buyer is changing. Our annual

33%

Survey of the Canadian Logistics Professional provides a nation-wide snapshot

British Columbia

of Canadian shippers. The latest survey shows that most of your customers work for

10%

small companies with less than $50M in annual revenues. Most transportation service purchasers currently fall in the 46 to 55 age group but there is a sizeable contingent

Yukon/ Northwest Territories/ Nunavut

– almost one fifth of our sample – who are under 35 and, increasingly, more women

Alberta

are joining the ranks. Education levels are also rising with 42% having a university

25%

degree or MBA.

SIZE OF COMPANY (total no. of employees) 100-499

Up to $50M

(total revenue) Some university

33%

1 to 99

28%

HIGHEST LEVEL OF EDUCATION

SIZE OF COMPANY

17%

18%

College diploma/ CEGEP

23% NA

13%

University degree

35% Highschool or less

500 or more

49%

Trade/technical diploma

$51M-$1B

Greater than $1B

34% MBA

19% of respondents

of respondents

7% of respondents

AGE

GENDER 60%

of respondents

33% 28%

37%

18%

15%

Under 26

26 to 35

36 to 45

46 to 55

56 to 65

Over 65

NEITHER RAIN, NOR SNOW NOR 23 HOURS OF DARKNESS NOR THE FAILED MISSIONS OF TRUCKERS’ PAST NOR ACTS OF GOD. . . SHALL STAY ME AND THESE CHAINED-UP WHEELS FROM REACHING THE FINAL OUTPOSTS OF THIS VAST FRONTIER ®

Lisa Kelly on History Network’s Ice Road Truckers

Delo user since 2005 ®

UNCOMMON JOBS REQUIRE UNCOMMON TOUGHNESS

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TRUCK WEST JUNE 2016

INSIDE THIS ISSUE

7 Editorial

The Last Word Kelsey Trail Trucking proud of employee retainment.

16 Sandy Johnson

Editor Derek Clouthier addresses Fort Mac and editorial director Lou Smyrlis invites industry to stay fit.

19 Scott Taylor Tax expert Scott Taylor discusses what to include in your tax plan to ensure you get the best possible return.

9 Truck World

Murray Mullen tells Truck World attendees that technology is to blame for drop in oil prices.

11 Alberta

PMTC brings its marijuana information session to Alberta to address safety and monitoring in the workplace.

13 Alberta

21 British Columbia

14 Alberta CTA CEO/president David Bradley addresses several issues facing trucking industry during AMTA conference in Banff.

Dalton Undercover

45 Saskatchewan

The STA brings on insurance professional to take over the executive director position following Al Rosseker’s departure.

41 Ad Index 44 N ewland Transport An illustrated trucking adventure continues.

Two-day Truxpo event offers trucks, equipment, engines and women in trucking panel discussion. Is trucking more of a lifestyle or a profession? Or, is it a mixture of both?

25 Products With the new PC-11 category engine oil coming, concern remains with its backwards compatibility.

26 Marketplace Feature Spec’ing and maintenance: There are several things buyers neglect when looking to purchase a refrigerated trailer.

15 Alberta

Mark Dalton in...

43,

23 Al Goodhall

AMTA Leadership Conference welcomes several speakers, including Transportation Minister Brian Mason.

Why you should view the International Fuel Tax Agreement just like a trip to the dentist.

Trailer Wizards expands in Edmonton and teams up in Lethbridge.

Susan Ewart is the new executive director of the STA. Read more about her on pg. 43.

June 2016 Volume 27, Issue 6

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

Newcom Business Media Inc.

PRESIDENT: Jim Glionna VICE PRESIDENT: Joe Glionna PRODUCTION: Beverley Richards, Carolyn Brimer CIRCULATION MANAGER: Pat Glionna

Sales inquiries Delon Rashid

Joe Glionna

GENERAL MANAGER 416-614-5805 joe@newcom.ca

Lou Smyrlis

PUBLISHER & EDITORIAL DIRECTOR 416-510-6881 lou@newcom.ca

Kathy Koras

Tony Hohenadel

Sonia Straface

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

Dan Robinson DIRECTOR DIGITAL MARKETING 416-510-5123 dan@newcom.ca

Denis Arsenault

Doug Copeland

ASSOCIATE PUBLISHER 416-510-6892 kathy@newcom.ca

PUBLISHER truckandtrailer.ca 416-614-5800 tony@newcom.ca

EDITORIAL

Sales & Marketing Consultant – Western Canada

403-713-1064 delon@newcom.ca

Subscription inquiries Lilianna Kantor Phone: 416-614-5815 Fax: 416-614-8861 Email: lily@newcom.ca RETURN UNDELIVERABLE CANADIAN ADDRESSES TO: CIRCULATION DEPARTMENT, TRUCK NEWS 451 ATTWELL DR., TORONTO, ON M9W 5C4 PUBLICATIONS MAIL AGREEMENT NO. 40063170 CUSTOMER NO. 4006214

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

James Menzies EXECUTIVE EDITOR 416-510-6896 james@newcom.ca

ASSISTANT EDITOR 416-510-6890 sonia@newcom.ca

Brad Ling

VIDEO PRODUCTION 416-442-5600 ext. 3620

ACCOUNT MANAGERS

TRUCK WEST is a proud member of the following trucking associations: ALTA. MOTOR TRANSPORT ASSN.

SASK. TRUCKING ASSN. MAN. TRUCKING ASSN.

B.C. TRUCKING ASSN.

Delon Rashid

SALES & MARKETING CONSULTANT – WESTERN CANADA 403-713-1054 delon@newcom.ca

Nickisha Rashid REGIONAL ACCOUNTS MANAGER 416-614-5824 nickisha@newcom.ca

Heather Donnelly NATIONAL ACCOUNTS MANAGER 416-614-5804 heather@newcom.ca

QUEBEC ACCOUNTS MANAGER 514-938-0639 ext. 2 denis@newcom.ca

REGIONAL ACCOUNTS MANAGER 905-715-9511 doug@newcom.ca

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REGIONAL ACCOUNTS MANAGER 416-614-5806 paul@newcom.ca

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 JUNE 2016

Canadian generosity will help Fort Mac rise from the ashes It’s been a trying time for the people of Fort McMurray – to say the least. Nothing I could write in this column would be news to anyone in Canada or elsewhere, as the Fort Mac wildfire has been the top news story in the nation for some time. But what can never get pointed out enough is how many Canadians have answered the call and reached out to help those displaced. How not just individuals, but industries, like those in the trucking sector, have put their business interests on the backburner so they can do something for the people of Fort Mac that would make a difference. Trucking associations in Western Canada, and throughout all of Canada for that matter, have said the response from their members has been overwhelming. They say calls have flooded in from companies searching for any way they could help, whether that be by transporting donated goods to evacuees, bring stranded motorists fuel so they could escape the wildfire or simply by making a financial donation to the Canadian Red Cross. Associations and companies encouraged their peers to help in any way they could, and set an example by doing so themselves. The Canadian Trucking Alliance said

Derek’s deliberation Derek Clouthier in mid-May that associations across the country had donated $21,500 toward the Fort Mac relief effort, and so many individual trucking companies had contributed even more. I read an article when the fire had first encroached on the city of Fort McMurray and everyone had been evacuated. A woman, who was a professional truck driver, and a handful of her courageous companions travelled out to Hwy. 63 bringing marooned evacuees fuel to keep them moving away from the fire. It’s efforts like this, from people who simply want to help, not just from emergency responders (though what they have contributed cannot be overstated), but are not obligated to do anything, that made it possible to evacuate over 80,000 people and have no reported deaths or injuries. That’s quite phenomenal, really. But now comes the hard part – rebuilding. And rebuilding does not merely involve construction efforts, building

homes, buildings and other brick and mortar that was lost due to the wildfire. People’s desire to work, live and raise a family in Fort McMurray must also be rebuilt. Fort Mac and many of its residents have been pitched three strikes in the past year-and-ahalf. They first endured the rapid decline in oil prices that have left many without a job; people of ‘The Mac’ then suffered from a severe real estate collapse, with many losing tens of thousands of dollars on the value of their homes, in addition to losing their jobs; then came the final blow, the wildfire. My guess would be, however, that For Mac is not out – they have plenty of game left in them. Some look at the numbers after the fire and see that 90% of the city remains intact, which is great, but that is no solace for the 10% who lost everything. But with the help of so many people and companies, many of which from the trucking industry that have openly acknowledged how much Fort Mac has done for them over the years, and how

Step up and break the trucking stereotype You know the stereotype: Truckers eat too much, don’t exercise enough and die too young. A quick look around your business and you likely see how the stereotype came about. Nearly 40% of the people on this continent do no spare-time physical activity at all and no doubt that figure is probably higher within the trucking industry. You’ve heard all the excuses, perhaps you’ve uttered them yourself: Trucking requires long hours behind the wheel or behind a desk, there is no time left for exercise. The stress from the job leads to unhealthy eating habits and there are no healthy food options at truck stops anyway. You can’t exercise while on the road. And so on. Over the past few years, we’ve

The view with Lou Lou Smyrlis spent a lot of time talking about the unhealthy lifestyle in our industry and how it’s leading to illness and premature death for too many of our industry friends and associates. But you know what? I’m tired of focusing on the failures. I don’t want to talk about the victims anymore. I want to focus instead on the successes; on the people in our industry who have the courage and determination to change their lives and on the companies who support them. I want to focus on the people who decide one day: screw the stereotype, we

are going to forge a new, healthier path. Like the hundreds of people currently participating in the Healthy Fleet Challenge, pushing themselves literally one step at time to work physical activity into their daily lives. NAL Insurance has orchestrated this challenge for years now and my hat goes off to them and the dozens of participating fleets and industry suppliers. The latest challenge started in May and goes on all summer. Join us. Sign up your company to participate. It’s free. Just email info@healthyfleet.com and they will get your team set up. Look ing for something more challenging? Try an obstacle course race like Delon and Nickisha Rashid from our sales team and I did during the first weekend in May.

now was the time to give back, I’m confident there will be a resurgence, and I’d bet it’s not that far away. Derek Clouthier can be reached by phone at (403) 969-1506 or by email at derek@newcom.ca. You can also follow him on Twitter at @DerekClouthier.

The Horseshoe Valley XMAN race – 7.2 kms straight up and down Horseshoe Valley Mountain with 40 military style obstacles – was sponsored by Tremcar. It was challenging, tiring and inspirational. What a novel way for Tremcar to support a new image for our industry. There are races like these all over the country, at all levels so anyone can participate. We’re signing up for the Spartan Race in July at the Ganaraska Forest and would love to see people from the industry join us. It really doesn’t matter what physical activity you choose. Just choose something. Break the stereotype. L ou Smy rli s c an b e re a c h e d by phone at (416) 510- 6881 or b y em ail at lou@newc om .c a . You can also follow him on Twitter at @LouSmyrlis.

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ALBERTA

TRUCK WEST JUNE 2016

Murray Mullen brings Alberta perspective to Truck World TORONTO, Ont. – Blame technology for the collapse in oil prices and the devastation it has caused the Alberta economy. That was the message from Murray Mullen, chairman and CEO of Mullen Group, when addressing a packed house at the Truck World opening breakfast April 14. Mullen said the advent of horizontal fracturing allowed the US in particular to ramp up oil production. OPEC nations – particularly Saudi Arabia – responded by cranking out more oil. “It’s really technology that caused the price of crude oil to go down,” Mullen said. “There was a tremendous increase in supply, primarily driven by technology.” The devastation this has caused Alberta is real, Mullen noted. His company alone has let go 1,400 employees. In Alberta, unemployment sits at 7.9%, higher than the national average for the first time since 1988. More than 100,000 people have lost their jobs due to the collapse in energy prices. “I fear for my employees and for their communities,” Mullen said. “No CEO signs on to go in and let people go – we’re builders. Unfortunately, once in a while things like this happen. That’s the biggest human tragedy I see out of this whole thing, a lot of families that have been quite disrupted and it’s not their fault, they’re just wrapped up in it.” Mullen said he feels oil is on its way back up to about $60 per barrel, which may be the “new normal.” That would allow oil companies to get by but would not be enough for them to resume capital spending. But he also said no one knows for sure where oil prices would go, since the “Saudis control the spigot.” There are, however, some benefits to low oil prices, especially for consumers. “Like everything else in life, there’s a winner and a loser,” Mullen said. “From a consumer perspective, as much as there are challenges in Western Canada the biggest beneficiary is the consumer.” He said individuals are saving about $800-$1,000 a year because of cheaper energy, which they in turn spend, boosting the economy. When oil prices recover, Mullen said it will put Albertans back to work, but he doesn’t see it ever returning to the point where employees are imported from across Canada to meet demand. Demand for oil is still increasing by 1.3 million barrels per day, but production growth has outpaced that rising demand. “There is excess capacity sitting in storage tanks and that’s depressing the price and it has to rebalance,” Mullen said. He added, “The corrective mechanism to low oil prices, is low oil prices,” noting sustained low prices would cause oil companies to rein in production. And, Mullen said, the collapse in oil prices could be a good thing longterm. If crude prices had sailed to $200 a barrel as once predicted by Goldman Sachs, Mullen said the Saudis would have an even greater ability to control the market. “That technology that came in the US has disrupted Saudi Arabia’s game

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plan,” said Mullen. “Even though it’s hurting, I think it’s best for all of us that it came in.” The perfect storm that drove down oil prices has done the same for natural gas, Mullen noted. Fracking has allowed the US to meet its own natural gas needs and Canada must seek out new export opportunities. However, the Canadian public’s aversion to pipelines could prevent this from happening. “As Canadians we’re landlocked,” he said. “The capital expenditures from the energy space represented nearly 60% of all investment activity within Canada. That dwindled to virtually zero and I don’t know if that comes back if we don’t get pipe to tidewater. That’s a really sensitive issue to a lot of people.”

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ALBERTA

TRUCK WEST JUNE 2016

Stirring the legalization pot PMTC offers Alberta session on how to deal with medical marijuana in the workplace By Derek Clouthier WETASKIWIN, Alta. – During a joint effort with the Private Motor Truck Council of Canada (PMTC) May 3 in Wetaskiwin, Alta., Dr. Barry D. Kurtzer attempted to weed out any apprehensions people had about what he said was the inevitable introduction of medical marijuana into the workplace. The PMTC brought Kurtzer, medical director and chief medical review officer of DriverCheck Inc., to address matters surrounding safety and a suitable game plan when it comes to employees, such as truck drivers, legally authorized to use medical marijuana when suffering from a one of a variety of ailments, like arthritis, post-traumatic stress disorder and chronic non-cancer neuropathic pain. Kurtzer said the introduction of the drug could have an impact on an array of workplace regulations, such as the Occupational Health and Safety Act, labour law and collective bargaining agreement, the Workers’ Compensation Act, Highway Traffic Act and international law, such as the US Department of Transportation. “This is a rapidly evolving field (and) the rest of the world is watching Canada,” Kurtzer said, adding that rules around the use of medical marijuana are ever changing. “When used properly, medical marijuana can be both relatively benign and remarkably useful.” He added there is no clinical evidence that points to marijuana use resulting in death, that overdoses simply do not happen with the drug and side-effects are for the most part manageable. The doctor said people should drop the stigma surrounding the use of marijuana from the ’60s hippy looking to get high, and instead accept that there are a multitude of medically relevant uses for the drug. “The evils of cannabis are misdirected,” he said, “and are not applicable to medical marijuana.” In a nutshell, medical marijuana has been around since the Marihuana Medical Access Regulation (MMAR) was passed in 2001, which Kurtzer said was “very complicated.” The MMAR was replaced in 2014 by the Marihuana for Medical Purposes Regulation (MMPR), and established Health Canada as an overseeing body and no longer approving patients or distributing the drug. Then, a February 2016 ruling by B.C. court judge Michael Phalen permitted medical marijuana authorized patients to grow their own product, and declared that MMPR infringed on patient rights. Phalen gave the federal government six months to rewrite its medical marijuana rules, or risk having no valid law, meaning authorized patients, estimated to be around 28,000, would again be using the drug illegally. In addition to the ongoing saga that is legal medical marijuana use and production, Kurtzer said companies must also be ready for the possibility that the new Liberal government could eventually legalize marijuana all together, meaning anyone could use the product as they choose, much the same as alcohol.

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Which is why Kurtzer stressed during the session that companies establish an action plan when it comes to monitoring and enforcement policies for medical marijuana use for employees in and out of the workplace. He said utilizing the services of an expert, such as a lawyer or policy professional, would be a necessity. The core components of the plan should include a medical marijuana policy, education, training, an independent medical examination, testing, monitoring outcomes and accommodation for employees if they are not fit for safety sensitive work when possible. Health Canada estimates that there will be 450,000 authorized medical marijuana patients by 2024. Current statistics indicate that there are 2.4 million overall users of the drug in Canada, 1.6% being recognized medical users, 16.1% nonrecognized medical users and 82.3% other. And a key question companies have to consider is are they going to allow authorized patients to use medical marijuana at work? “They are going to be coming into your workplace saying they are authorized medical marijuana users,” Kurtzer said. “And some patients are going to be impaired when using medical marijuana just like they are if they were to use Ty-

Dr. Barry D. Kurtzer spoke about medical marijuana in the workplace at a recent PMTC session in Alberta.

lenol 3. You really do need quality and legal input.” Some of the side-effects from using medical marijuana can include euphoria, anxiety, changes in alertness, negative coordination, movement and cognitive functions changes. Warning signs that an employee could be misusing the drug are irritability, nervousness, anxiety, restlessness, and depression. The doctor said a solid monitoring system and drug testing policy should be in place for all companies, adding that drug testing must not be omitted simply because an employee is authorized to use medical marijuana because the test may find that they are using more than just the legally prescribed drug. Kurtzer said trucking companies should ask themselves if, under their medical marijuana policy, are they trying to evaluate risk or impairment?

He added that with blood testing not being a desirable testing method in workplace situations. Another sticky situation when it comes to Canadian drivers using medical marijuana is crossing the Canada-US border, as the US federal government does not recognize the substance as legal, and would arrest anyone attempting to bring the substance into the country. Despite the District of Columbia and 23 states having independently approved medical marijuana use and four permitting recreational use of the drug, the federal government enforces the US borders and would not adhere to any individual state laws. “They do not care in the US if a Canadian driver has medical marijuana authorization,” Kurtzer said. “They will be stopped at the border and arrested if they have it.”

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ALBERTA

TRUCK WEST JUNE 2016

Investing in Alberta’s roads NDP government addresses issues at AMTA conference

By Derek Clouthier BANFF, Alta. – Alberta’s Minister of Transportation and Infrastructure, Brian Mason, and Assistant Deputy Minister of Transportation, Shaun Hammond, addressed and answered questions during the Alberta Motor Truck Association’s (AMTA) Leadership Conference Apr. 29, saying the NDP government has invested $9.3 billion into its Transportation Capital Plan over the next five years. Mason said there would be more than $7 billion going toward expanding and maintaining the province’s highway network, pointing to such largescale projects as the Edmonton ring road and Hwy. 63 twinning as nearing completion. “We know that these are critical roadways to help your industry better move goods across communities and sometimes across the country.” Other projects Mason said his government would soon tackle included improvements to Hwy. 28 near Redwater, Hwy. 12 near Bentley, Hwy. 88 near Slave Lake and bridge maintenance on Hwy. 24 near Carseland, as well as a new truck staging area north of Fort McMurray. “Ensuring our province’s highways and roads continue to move people and goods safely and affectively across our province is a key priority to this government,” Mason said. Mason admitted that the drop in oil prices has brought a lot of pain to Alberta, and that it does have an impact on the current budget. He also said that Alberta Transportation has always had a close working relationship with the AMTA, and that was something he wanted to continue. “Those of you right here in this room play a key role of getting Alberta’s goods to market in the province, across Canada or from onward to the world,” he said. Mason said his department was also looking at other concerns of the trucking industry, such as emissions testing and the permitted use of wide-based tires. Hammond said with 31,000 kilometres of highway in Alberta, the government needed to determine how to best spend the money they had for road maintenance, as 80% of traffic utilizes about 50% of the highway system. Garnering revenue for road infrastructure is always a hot topic, but Hammond said the notion of employing toll roads in Alberta “has been taken off the agenda” in favour of alternative ideas, such as user-pay models, which is the possibility of higher registration fees for those who use the roadways more often. Hammond said his government was working with the western provinces to identify corridor requirement and find solutions to bottlenecks. “What should the network in Alberta look like 10, 20 and 30 years down the road?” Hammond asked, saying the NDP was eyeing the future with its road infrastructure decision-making. Hammond pointed to the need for another 24-hour border crossing from Alberta to the US, an upgraded east and west corridor and linking road, rail and air between primary hubs like Calgary

and Edmonton, as well as feeder hubs, like Medicine Hat, in the future. “We’re trying to project forward to see what we need to do today to form the basis for Alberta’s economic growth,” Hammond said. Hammond said though the maintenance portion has been cut in the current provincial budget, they had capital funds to do rebuilds and rehab on roads, which would give them an extra 20 years on their lifespan. He added that many bridges in Alberta need fixing, as they are nearing the end of their lives, being 50 to 60 years old, and his biggest fear would be to have to close a highway because a bridge was found

Hammond said PIC’s ability to curb fuel use, and in turn greenhouse gas emissions, was something the environment department looked favourably upon, and that he was trying to align the two parties together and possibly bring funding back to PIC. “You’ve lost it from us,” Hammond said of PIC funding, “but I may have found it somewhere else.” Hammond also believed that testing of super-single (wide-based) tires would happen soon, something many in the audience were happy to hear. Identifying vehicles servicing trucks on the side of the highway as emergency vehicles was another concern Hammond said he would look deeper into. Dan Duckering, board chairman of the AMTA, said during his introduction of Mason that last year had been “unprecedented” in terms of the association meeting with members of the provincial government to provide input and feedback.

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to be unsafe. Answering a question on the omission of rest stops in the budget, Hammond said the government is looking at areas rest stops could be built where communities can provide the necessary services to maintain them. Hammond also said he may have found a new home for the Partners in Compliance (PIC) program, which lost a portion of its grant funding that came from his department in this year’s budget. “This was a tough decision because when they came to us with our budget requirements there wasn’t a lot of room,” he said.

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16-05-19 3:44 PM

ALBERTA

Passion for the industry and a penchant for honesty CTA’s David Bradley talks shop during the AMTA Leadership Conference in Banff By Derek Clouthier BANFF, Alta. – Outgoing Canadian Trucking Alliance (CTA) president and CEO David Bradley didn’t mince any words nor hide his passion for the trucking industry when he addressed attendees at the Alberta Motor Transport Association (AMTA) Leadership Conference April 30. Bradley, who has been a staple in the industry for several decades, wore his heart on his sleeve when he spoke of the accomplishments and challenges he has faced while with the CTA. HowesTruckNews_TruckWest_CANS16_Half.pdf He said that when it comes to deal-

ing with government, it’s not always easy, as he believes that politics in Canada is ‘old-fashioned and unproductive,’ and, referring to the federal government’s recent review of the Transportation Act, what Canada really needs is an economic policy that shows that without transportation, nothing works. “We weren’t even sure we’d get much mention in the report,” Bradley said, adding that the report said all the right things, but didn’t propose any solutions to the current problems, and didn’t have much of any impact on the trucking sec1 2/4/16 AM a thing is going to tor. “I don’t11:49 think

change…it’s every man for himself right now.” Asked about the US’s role in trucking in Canada, specifically the issue of in-transit shipment rules, which the US changed after 9/11, and Canada did not, Bradley again voiced his candid opinion, saying that Canada must learn to play hardball with our neighbours to the south, and though he respected the US’s desire to win, Canada must adopt the same mentality. Staying with the American theme, Bradley said the US election was one that he believes could have an affect on specific industry sectors, like soft-

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wood lumber. He added that regardless of who becomes the next US president, the country’s ‘protectionist sentiment’ would always be present, and that Canadian trucking business people must remember that rhetoric during a campaign does not often carry over once a person is elected. Much of Bradley’s emotion surfaced after being asked how much finding a new president and CEO would end up costing the CTA, which opened the door for some history on how the alliance got to the place it is today. Bradley said the CTA was bankrupt when he came on-board 20 years ago, and that now the numbers could speak for itself. He added that he feels his role, and that of the CTA as a whole, is to focus on achieving victories for trucking in Canada, and that he always tried to put the industry on the national stage. “I don’t know how to run a trucking company,” he said, “and I don’t think any companies know how to run an association.” Bradley admitted that he “hates to lose,” and that trucking was a fragmented industry, that seldom comes to any kind of consensus agreement on the issues. “It’s like herding cats to get all you guys to do things,” Bradley bluntly told attendees, adding that he would stack the CTA’s recent record up against any trade organization in the world. Bradley also addressed several issues in the trucking world that the next CTA president and CEO would have to face, including the imminent ELD mandate, something he said companies should get on top of right away before they are implemented into law; the environment, and continuing to reduce greenhouse gas emissions with ongoing mandated technologies that would help do so; wide-base tires; and the impending driver shortage. Bradley said Canada needs a strong Alberta for the country to prosper, and praised AMTA executive director Lorraine Card for the job she has done over the past year to bring the association to the high level it’s at today. In the longer-term, Bradley said with new technology, it is a really exciting time for the industry, but that government regulations have failed to keep up with what is currently available, and that technology must be viewed as not a denigration of the truck driver, but rather a supplement to the skills they have already acquired. He also said that Canadian trucking companies really don’t know how good they are at managing their businesses in the challenging and tough environments seen today and during other periods of time. “No trucking industry anywhere around the world,” Bradley said, “is better at managing issues than the Canadian trucking industry.”

16-05-19 3:45 PM

IN-BRIEF

Trailer Wizards expands in Edmonton, teams up in Lethbridge EDMONTON, Alta. – Trailer Wizards has answered growing demand and relocated its Edmonton location to a larger facility in the heart of the city’s industrial section between Anthony Henday Drive and Yellowhead Trail, celebrating with a grand opening May 11. “The Edmonton grand opening was a success,” said Gary Myroniuk, vice-president of the Prairies for Trailer Wizards. “We had the opportunity to thank our valued customers for their loyalty and partnership and showcase our new yard and shop. With our new 58-acre facility, we can grow the Alberta market and continue to deliver exceptional service to our customers.” The new location boasts 25 trailer service bays, four wash bays and a sevenbay parts department, with more than double the capacity in acres as the previous location. “This new Total Customer Care Centre is our biggest location yet,” said Myroniuk. “It was built with the customer in mind, with more space for the growing market and for us to provide our awardwinning, customer friendly and professional trailer solutions that our customers expect from us. Trailer Wizards also announced that it has joined forces with Lethbridge Truck Terminals (LTT) and is adding a new trailer pick-up and drop-off location in Lethbridge, Alta., five minutes from the Crowsnest Highway. “Providing accessibility and convenience to our customers is our priority,” said Myroniuk. “We recognized the need in expanding deep in the Southern Alberta market and delivered on our commitment to providing customers access to our trailer services.”

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COMPLIANCE

TRUCK WEST JUNE 2016

Why IFTA is like a trip to the dentist

oes anyone like going to the dentist? Ever y visit means get t i ng poked a nd prodded and then lectured about f lossing. Lord help you if they bring out needles and drills. And once you’re done, you’re told to make an appointment so you can do it all over again in six months. As I lie there in the chair listening to the hygienist chip away at my plaque build-up and extoll the virtues of soft-bristled toothbrushes, it hit me: ‘I’m the dental hygienist of IFTA,’ (International Fuel Tax Agreement). This isn’t about your pearly whites. I’m talking about the message I preach about the need to collect distance and fuel information from your drivers every day so your fuel tax return will sparkle – the IFTA equivalent of a floss-and-brush regimen, if you will. The thought made me laugh – out loud, with the hygienist’s fingers in my mouth. Most people listen politely and promise to follow good habits after they visit the dentist, and fuel

Permits & Licensing Sandy Johnson tax management is no different. It’s only the subject-matter wonks like the dental hygienist and me who make a big deal out of how much better things would be if only you could stick to a routine. If only you would brush your teeth for two minutes in the morning and two minutes at night. If only you would floss with fervor after meals so nasty bacteria can’t take hold. If only your drivers would collect fuel receipts and turn in accurate trip reports each day without fail. If only you could complete your IFTA return on time, every quarter, with absolutely no anxiety or fear that an auditor is going to find holes in your data. It’s easy to listen to advice about what’s good for us, but it takes discipline to actually follow it. You may start out with good intentions, but then life gets in the way. Pretty soon you stop flossing because

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you’re exhausted at the end of the day and just want to lie down. Or you lose track of that trip sheet or fuel receipt because the load was late or the driver forgot to turn it in and you figure you could always chase down that information tomorrow. Stick to the plan

The only way I get things done in my life is to make jobs as simple as possible. I have floss stashed in every drawer under the sink. Even my Sonicare has a two-minute timer. With IFTA, the easier you can make it for yourself and your drivers to maintain records, the more likely it is that you’ll stick with your plan to get your work done on time and reduce errors and missing data. For starters, review your processes. Do you train your drivers as to how you want them to complete trip reports and receipts? Do you set a schedule with deadlines to turn them in – say, at the end of every trip and no later than a specific day? Is your trip report form easy to use and are the lines big enough for drivers to write down the information you need? Are blank trip reports readily available when drivers need one? What about communications? Slip a notice into their pay envelopes or put up a sign in the driver’s room reminding them of the date you need their trip reports handed in. Change the message each and every month so it looks fresh. Tell your drivers what

you expect. Have you told your drivers the critical role they play in your work managing fleet tax compliance? Thank them when they do a good job, and provide more training when they don’t. I could flap my gums all day, but ultimately it’s your mouth we’re talking about (so to speak). IFTA compliance is far easier when you look after it day by day than to have someone else drill away at a system that’s rotten after months or years of neglect. Major repair work is always more painful and costly than regular maintenance: the reason dentists call a particular repair a crown is because it costs about as much as what the Queen pays for the jeweled ones she wears on her head. If you need help with your fuel taxes, ask an expert and then schedule regular follow-up appointments to make sure you’re getting results. Focus on creating good habits and sticking to them. It’s tough, but I know you can do it – and that’s not the Novocain talking. Sandy Johnson has been managing IFTA, IRP and other fleet taxes for more than 25 years. She is the author of the ebook 7 Things You Need to Know About Fleet Taxes and operates FleetTaxPro. com, which provides vehicle tax and licence compliance services for trucking operations. She can be reached at 1-877860-8025 or FleetTaxPro.com.

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2016-05-17 11:56 A

ALBERTA

Trucking associations pitch in to help victims of wildfire Continued from page 1

those affected by making a donation to the Red Cross, and setting an example by contributing $12,000. “We appreciate the effort from everyone across Canada,” said CTA and AMTA chairman Gene Orlick, who runs Orlicks Inc. “It is a dire event and any help we can get is appreciated greatly.” The Private Motor Truck Council of Canada chipped in $2,000 and urged its members to contribute as well.

support to the town of Fort McMurray and their residents however we are able to in the coming days, weeks and months of rebuild and recovery.” A-OK Trucking

Based out of Woodstock, N.B., A-OK Trucking driver Dana Crisp spoke with Truck West about the effort his company, along with that of Sheila Kelley, office manager Sheila Sparks and owner Jeff McMullen, have made to get supplies from the East Coast all the way out to Alberta. Kelley, who Crisp said has been employed in Fort Mac in the past, worked to fill a trailer with donations in Woodstock and needed a truck and a driver to transport the items out west. “I reached out to my boss at 9 a.m.,” Crisp said, as Kelley had approached him May 5 about the effort, “and at 9:30 a.m. he had committed a truck and a driver to haul this stuff out.” Crisp said that at first, it looked like Kelley’s idea would not be possible, as he estimated the cost of bringing the trailer of donations out west would run close to $5,000. “I knew my boss would absolutely do something,” he said. “But his offer blew me away.”

So many pitching in

Willy Schmidt, right, and Bernard Dyck, owners of Willy’s Trucking, offered the services of their company to help those displaced by the Fort Mac wildfire.

ciation (OTA) and Red Cross. “Currently, we have received our first request for a truckload shipment by Red Cross out of Ontario to Edmonton,” Dalmazzi said in an e-mail update. “We expect additional requests as Red Cross identifies needs. Red Cross will also have additional needs to reposition and backfill supplies within the province as they are sent west.” Trucking associations

Cam-Scott International

Whitby, Ont.-based Cam-Scott International said people flocked to its location to donate relief supplies after the company used social media to offer to deliver items to those displaced by the fire. “Alberta has been good to us over many, many years,” said fleet president Glenn Weddel. “It’s a great opportunity to help and give something back to them in their time of need.” The company sent its first load to a warehouse in Edmonton May 6, adding to the fleet’s regular weekly Alberta shipments, and Weddel said the effort has been amazing. “(It’s) something we never predicted,” he said. “But we’ll support it as long as people bring us stuff and (Fort McMurray has) the need.” Trucks for Change

Pete Dalmazzi, president of Trucks for Change Network, indicated his organization was doing all it could to facilitate the industry’s response, including working closely with the Canadian Trucking Alliance (CTA), Ontario Trucking Asso-

The Alberta Motor Transport Association (AMTA) said May 10 that it had received clarification from the Alberta Provincial Operations Centre as to how its members could assist the Fort McMurray relief effort. “If people can help, please advise how you can help,” said AMTA president Lorraine Card. “Just an offer to help isn’t going to be enough. Provide specific information as to what would that help look like…if you’re offering trucks, how many, what size, other availability…that kind of thing.” Card said the information will be uploaded into a database and people would be contacted as they are needed for the specific aid they could provide. Companies must also provide a 24hour contact number where they can be reached. Card said that during the first few days of the wildfire evacuation, several AMTA members were jumping in to do what they could to help, but as the situation progressed, a more consolidated approach to the assistance effort would be required. During those initial days, Card said

several AMTA members were active taking fuel up to stranded motorists on highways, helping them re-fuel and get out of the area, in addition to bringing water for emergency services personnel and food to various warehouses for those forced from their homes. Card said the AMTA received a call from the provincial government over the May 7-8 weekend requesting 10 trucks, and that the association called its carriers to fulfill the request, as well as provide pallet jacks and shrink-wrap to secure the load. “Whatever they are asking for, we are stepping up and offering,” Card said. The association echoed the Red Cross’ request that financial donations, which are being matched by the federal and provincial governments, was what was needed at this time. The British Columbia Trucking Association has donated $5,000 to the Red Cross to help the relief efforts and the Manitoba Trucking Association (MTA) said it has received numerous phone calls from individuals wanting to know how they can go about shipping supplies to Fort McMurray. The CTA, along with the provincial trucking associations, said it has raised $21,500 for Fort McMurray relief efforts. On May 10, AMTA president Card said that number was closer to $25,000. “That is going to be matched by the Government of Alberta as well as the Government of Canada,” Card said, “so that is going to be substantial by the time all is said and done.” This comes on the heels of the CTA calling on all its 4,500 members to help

The sheer number of trucking companies that have put in their time, money and effort to help those displaced by the Fort Mac wildfire is difficult to give justice to. Westcan Bulk Transport and the Westcan Driver Advisory Board are matching employee donations; Manitoulin Transport set up a relief fund; the Mackie Group is sending three trucks from Ontario each week destined for Edmonton with donations to evacuees; Rosenau Transport, in addition to matching employee financial donations, bestowed equipment at various locations for people to drop off items, such as toiletries, water, diapers and non-perishable food, all to be hauled to Alberta; Tremcar, which is headquartered in St.-Jean-surRichelieu, Que., but also has locations in Saskatchewan and Edmonton, Alta., donated $1,000 to the Canadian Red Cross, and company president Jacques Tremblay encouraged other companies in the industry to do the same and help those in a region he said helped the business grow and develop throughout the last decade; Atlas Van Lines Canada is accepting donations at many of the company’s locations across the country, and will be transported to a designated location; UPS Foundation has donated $32,500 for the Fort Mac relief effort. And, most recently, Alberta nonprofit organization Justice For Bullies posted on Facebook that it had received a trailer from Rescue Foodie with 60,000 pounds of pet food, treats and supplies, and was getting help from Bison Transport, APPS Transport and Duckering’s Transport to deliver the items. The CBC also reported that a group of Sikh truck drivers from B.C. hauled nearly $1 million worth of goods to those displaced by the Fort McMurray wildfire.

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tax talk

TRUCK WEST june 2016

What to include in your tax plan ith personal income tax-filing season over, it’s time to talk to your accountant or financial advisor about tax planning. This is where your accountant earns his keep. There’s no shortage of people who can prepare a tax return, but a good accountant should easily pay for himself through good advice. Where do you start? Here are three things you and your tax advisor should consider when you talk about tax strategies.

Tax Talk Scott Taylor be charged as you pay the balance over the coming months. We advise our clients to apply their quarterly GST/HST refunds to their income tax installment payments. CRA can direct-deposit your GST/HST refunds into a separate account from your

business operations to make sure the money doesn’t get used for everyday activities. In the long run it will help with budgeting and business planning and save interest and penalty charges. Changes in your life

Marriage, children, education expenses, an injury or illness – changes in your personal life can (and should) affect your tax plan. For example, the disability tax credit is intended to help people with “severe and prolonged” physical or mental impairment offset their medical expenses. Eligibility depends on an assessment of your condition by both a doctor and CRA. They will consider whether you are ‘markedly restricted’ in terms of speaking, hearing, walking, eliminating (bowel or bladder), feeding, dressing, or performing mental functions of daily life.

To apply you must have your doctor complete Form 2201. Mail the form into CRA at any time during the year; do not wait. The CRA will assess your application and issue a Notice of Determination either approving or deny your eligibility. It is really that easy. Please do not hire a service to help with this process. Unfortunately there are companies out there claiming the application process is complicated and will charge you a percentage of your refunds to assist you. If you or a family member is coping with long-term illness or injury, talk to your accountant about DTC. Don’t rely on the word of someone who makes his living off your refund. 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.

Business structure

Is this the year to incorporate? Ask your accountant to compare how much personal income tax you paid in 2015 versus how much tax you would have paid had you incorporated. An important distinction will be the treatment of meals, and how, as an employee of your corporation, you could use the meal allowance and TL2 to reduce your tax obligation. CRA’s decision that sole proprietor owner/operators had to use actual receipts and not logbooks to support their meal claims prompted many to trade a more complex filing process for the tax advantages of incorporation. Some sole proprietors continue to use the simplified method to claim meals anyway and hope to not get caught. A meal claim of this size getting denied will surely lead to big reassessments. Estimated income

People who don’t receive a regular paycheque with source deductions but still have income are required to pay income tax payments in installments. If you’re a sole proprietor and your total taxes payable are more than $3,000 this year, or were more than $3,000 in either one of the two preceding tax years, your tax payments are due quarterly (March 15, June 15, Sept. 15 and Dec. 15). If you are a corporation owing more than $3,000, your installments are due quarterly as well but the three-month cycle of payments is based on your yearend. Sole proprietors must have paid enough tax by Dec. 31 to cover the amount they would otherwise have to pay April 30 of the following year. Corporations must have enough tax paid by their year-end. If you fall short, or instead send your taxes in at the end of the year in one lump sum, CRA will assess an interest penalty calculated against what they say you should have paid. The interest charge on the outstanding amount is compounded daily at the CRA’s prescribed interest rate. Furthermore, you can’t deduct it as you would interest on any other business loan. Any installment charges will be shown on your Notice of Assessment. You might have your 2015 Notice of Assessment already; review it to see just how much CRA has added to your tax bill. If you did not pay your taxes in full by April 30, then even more interest will

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“To Everyone in Fort Mac, our hearts and prayers are with you all! Your friends at

FIRST Truck Centre”

5/19/16 3:29 PM

ALBERTA

Improving relations between AMTA and government a priority: Card Continued from page 1

out and I got a call from the AMTA and they said they’d like to talk to me with my experience with industry and with government, and I thought that was terrific…and I got the executive director position. I was very pleased and extremely proud that Carl Rosenau (AMTA board chairman at the time) would call me himself. Being in carrier services, you have a lot of interaction with a lot of different carriers, so I’ve had the opportunity to meet some of the highprofile players within Alberta. I was also working a lot with Richard Warnock who was president of the AMTA at that time, and we had a couple of initiatives we were working on jointly to try to improve relations between the AMTA and government…and it was him who mentioned me to Carl. TW: Has your government experience helped you find success in your AMTA role? Card: It has. I’ve been very fortunate that even when I was in industry, I had some really positive connections with government – the Red Deer office with carrier services – so I have a lot of interaction with the folk at government and transportation. I thought it was fairly seamless, there was still learning, obviously; government is way different than industry, but I felt that they knew me, they knew who they were getting and I knew who I’d be working with. I really did enjoy my time with government. TW: You were on the job for about six months when the last Alberta election happened and a new government came into power. How has that transition been? Card: I think there’s been a learning curve on both sides, and I think with the NDP, they came into power and they were still looking for people to fill some of the different seats. We’re fortunate with (Transportation) Minister Brian Mason. He has a commercial licence, he has done some commercial driving and he understands the concept of that. But I think we allow them a learning period. We sent in our briefing notes with our policy position papers and said these are key to transportation, and when you have some time, we’d like to sit and talk to you personally about them. TW: What has been your biggest hurdle you’ve had to overcome since you started with the AMTA? Card: It goes back to, even though we have a good relationship with government, there have been a lot of issues on the books for a period of time, and it’s been being able to get some forward motion with that. We’ve spent the last year-and-ahalf meeting with government, talking with them and brining some of those issues forward from an education perspective without seeing any movement on them. Even though we really pride ourselves at the AMTA with a really strong relationship with government, it was just like, ‘What are we accomplishing?’ We do meet quarterly with ADM Shaun Hammond, and that’s been very effective. He’s very en-

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AMTA president Lorraine Card was flattered by the compliment she received from CTA president and CEO David Bradley during her association’s Leadership Conference in April, and hopes to continue with the progress she has made.

gaged with the AMTA…he knows the issues and all the players. TW: Given the economic climate in Alberta right now, how has the trucking industry changed in the province during the last year? Card: Certainly the heavy-haulers are feeling the impact on oil and gas, and travel up to Fort McMurray has declined. Now, a lot of those drivers all have Class 1 licences, so they are creeping back into the transportation side of the business, so there has been some reprieve with the driver shortage. But still, the companies that are hiring still have minimum driving standards and are making sure that someone is qualified to operate their vehicle. Just because someone shows up with a Class 1 licence doesn’t mean that they’re going to go to work, but there has been a reprieve. Some of the other trucking companies that are not in oil and gas are doing quite well, so it really depends what you’re hauling. And we think that when things do start to turn around everything will improve. Competition is still as strong as it always was. Everybody is competing for work so margins are that much tighter. We have heard that of the number of moving vans that are leaving the province, nine are leaving compared to one coming in, and most of them are going back to Ontario. TW: Why do you think there seems to be a disconnect between what the associations are advocating for and what some drivers believe when it comes to the mandatory use of electronic logging devices (ELDs)? Card: We think it’s because it’s new technology, and with new technology there is a bit of a fear factor with that. Any carriers we know that are using ELDs and maybe had a resistance to them initially, are finding that they are extremely beneficial, as long as the

driver understands how they work. It saves them from doing paper logs and probably more fuel efficiency. Once the driver understands that it will save them some time, we’re able to explain this to them. But there is a cost, too, so if you’re an owner/operator or you own a small company with a small number of vehicles and you have buy this technology, there is going to be a cost, but we think savings will be generated with savings for the driver with time and logging. We worked in conjunction with the Canadian Trucking Alliance (CTA) and they came cross-country and did ELD presentations. We did two in Alberta, one in Calgary one in Edmonton, and we had a tremendous number of carriers to both sessions. They are coming out again to talk about ELDs and food safety, because there is a lot of apprehension. (ELDs) are coming and I think we all have to get used to it, and we should start making the change sooner rather than later. TW: CTA president and CEO David Bradley praised the job you have done thus far during the AMTA’s Leadership Conference. How did that make you feel, and what do you need to do in the coming year to get that same praise at your next conference? Card: Yes, that’s the tough one. I’ve known of David Bradley for my whole career in transportation because he’s in all the industry-related newspapers and magazines, so I’ve always followed him and read his articles, and I really like his style. To meet him and to work with him this past year was like, ‘Oh my gosh, that’s David Bradley!’ I joke with him about that. He’s just like anybody else; he’s there, he helps you, whatever he knows he will share with you, there are no secrets with David Bradley. I was a little bit embarrassed, but I was overwhelmed with the fact that he

had so many nice things to say. CTA and its staff do a tremendous amount of work, and if we have an issue in Alberta we can phone any of them and they’re happy to help us. Getting that kind of praise from David Bradley, starting in a new role and working with someone like Richard Warnock…and as David said, ‘She came to the meetings, she was fairly quiet and doing a lot of listening,’ and that was all very true. I was very proud when I told David that it looks like Alberta is going to get a pilot on the new generation widebase single tires, and he said, ‘That’s terrific!’ because we’ve all been working on it for so long. So to be able to get those kinds of accolades once again I’d say we have to just keep doing what we are doing. If we can move forward and actually get the pilot done, and there is some movement on the commercial mandatory driver training…we’re hoping that (Ontario’s plan) will be rolled out to all the jurisdictions. So hopefully we’re going to have two wins in a very short period of time. Last year, we had Bradley at our conference and we surveyed to find out which speaker people liked the best and David was the number one speaker. TW: Anything you’d like to add? Card: Just to say that the AMTA as a whole was very pleased with Minster Mason’s announcement to move forward with a pilot for the new generation wide-base single tires. We’re hoping that that’s going to happen soon, and then we could potentially move outside of a pilot for the tires for Alberta. People are engaged to move it forward and that’s really encouraging and exciting. It was really big news for us…it’s been on the books for around 10 years and we’ve been pushing it…this might be the start.

16-05-19 4:00 PM

TRUCK WEST JUNE 2016

Truxpo 2016 The British Columbia Trucking Association hosted Truxpo 2016 in Abbotsford, B.C. May 13-14, with thousands coming to the Tradex centre to see nearly 170 exhibitors. Attendees were able to see a variety of new and classic trucks, engines, equipment, drive a simulator, take in a series of health and safety sessions and a panel discussion, hosted by Truck West publisher and editorial director Lou Smrylis, on issues women face in the trucking industry, which included panelists (pictured bottom centre, from left) Candy-Lyn Lemieux, a driver for Dolphin Transport, Angena Kalhar, president of KTL Transport, and Amy Richards, director of human resources at Trailer Wizards.

Delivering on their promises Female panel discusses industry challenges at BCTA Truxpo event By Derek Clouthier ABBOTSFORD, B.C. – Though women are starting to make up a higher proportion of trucking industry employees than ever before, the numbers remain very small in comparison to men, concurred a female panel of industry professionals at the B.C. Trucking Association’s (BCTA) Truxpo event May 13. Hosted by Lou Smrylis, publisher and editorial director for Truck West and Truck News magazine, the threewoman panel comprised of Angena Kalhar, president of KTL Transport, Amy Richards, director of human resources at Trailer Wizards and Candy-Lyn Lemieux, a driver for Dolphin Transport who has been behind the wheel for nearly a decade. Trucking HR Canada organized the event in an effort to bring some of the challenges and successes women have experienced breaking into and working in the trucking industry. Lemieux said she was exposed to the world of trucking at an early age, as she used to help her stepfather, who was a heavy-duty mechanic, when she was a child, and later in life while attending college, she met a driver who she travelled with for about a year, and she knew was ‘bitten’ by the trucking bug. Lemieux chronicled her arduous journey following through with her

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passion to drive a truck, which began with receiving a grant from the Earn Your Wheels program, but did not initially lead to her getting an offer to drive. “Nobody wanted to hire a woman,” Lemieux said. “It was hard knocking on doors.” Lemieux said she first worked on the docks before eventually landing a position with an owner/operator, who she said did not even compensate her for her services. After ‘paying her dues’ with a second owner/operator, Lemieux began working with Dolphin Transport and has been driving ever since. Lemieux admitted that being on the road for extended periods of time can be an emotionally challenging facet of the job, especially since she has a three-year-old daughter waiting for her at home. Because her company does not employ forced dispatch, Lemieux said she does have some flexibility when it comes to her daughter, and she hopes that someday when her little one is older that she’ll have a better understanding of why she is so frequently away from home. Kalhar, who is the president of her family business, said her varied work experiences helped create a broad spectrum of skills that have aided in her success in the trucking industry. Kalhar attended college with a

keen interest in photography, earning an arts degree, but she quickly reverted back to the family business. “My true passion was in the family business,” she said, “but it took me doing something entirely different to realize that.” For Kalhar, breaking some of the typical stereotypes women face when entering the industry was the biggest challenge, and being a young, Indian woman, she said a major role reversal had to occur. “I’m an Indian woman signing their paycheques,” Kalhar said, referring to her company’s drivers, where the vast majority of which are Indian men. “So that’s been a major challenge.” Kalhar said one of the key aspects to finding success as a woman in the trucking industry is ensuring you have a solid understanding of what you are doing. “You have to prove yourself,” she said. “You have to know the business and deliver what you’re promising.” Richards said quality mentorship programs are key to enticing more women into the industry, and pointed to Lemieux as an example of someone who would have benefitted from such an experience. Richards added that community outreach, including in schools, could help show women that there is an opportunity for them in truck-

ing, as many can feel isolated in the male-dominated field and quickly leave in search of something else. “It’s a challenge for everyone in the industry,” Richards said of recruiting and retaining women. “You have to change how you do things (and) show the value and strength of women in this industry.” Richards said women bring something different to the table than men, as they are typically better communicating and connecting with others. She also said women need to stop being so hard on themselves and understand that they can be successful in the world of trucking, and confidence was the key to achieving that success. Despite revealing some of the challenges she has faced in the industry, such as derogatory comments and a general disbelief in her driving ability, Lemieux said women must ‘stick to their guns and don’t give up’ if they wanted to break into the industry. She said she hoped that in the next 20 years there would be more female drivers entering the trucking industry, as there is a need for quality drivers and women could help fill that gap. Kalhar said there has been a lot of progress in the last century for women in all industries, including trucking, while Richards added that although there have been positive moves, the numbers were still quite low – approximately 3% of the industry is made up of women – and more was needed to promote the trucking industry to women.

16-05-19 3:57 PM

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OPINION

Is trucking really a lifestyle? Al Goodhall we face surrounding driver pay, overtime, waiting time, compliance with regulations and health issues are not unique to the trucking industry. There is constant pressure around the issue of profit for large corporations versus equity for people. It really is the issue of our time. Coming together around

ing lifestyle. So we are seeing drivers becoming energized around skills issues and showing that we are the natural leaders in the training process because of the incredible depth of our experience. That sharing of common knowledge and skills leads to a strengthening of the camaraderie amongst drivers that combats the differences in our cultural, ethnic and political differences. We need organizations like WTFC that empower us to come together and push the driver agenda forward. But we also need the veterans like Alfy Meyer to remind us of where we came from and what we need to aspire to. Al Goodhall has been a professional longhaul 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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Over the Road

this issue is far more difficult because of our individual political, religious and cultural differences. So I come back to my opening statement about the so-called trucking lifestyle. It’s as if we wear the hardships we face as drivers like a badge of honour. We are pushed to accept the long hours and often poor working conditions as the status quo. How often have your complaints about an ongoing issue like driver waiting time, lack of safe parking, or 60-plus hour workweeks without overtime compensation, been addressed with a comment such as, “Well, that’s just trucking?” Many drivers today will simply say if you don’t like it find another line of work. Sub-standard working conditions have become the norm for many drivers in this industry because that is all they have ever known. As a result, this poor treatment has become institutionalized. The truck-

O C

lthough I have used the description myself, I’m tiring of truck driving being promoted as a ‘lifestyle.’ Trucking is a field of specialized training (profession) not a set of attitudes (lifestyle), in my opinion. Or is it both? For every truck driver you talk to and ask the question, “Is truck driving a lifestyle, a profession, or both?” you will receive a different interpretation unique to the individual’s circumstances and personal values. A huge problem that we face as professional drivers is that we don’t have a broad set of standards under one umbrella around which we can coalesce. Unlike the carriers we work for, we don’t have an organization that represents our profession. We are fragmented and spend far too much energy focusing on our differences surrounding lifestyle issues rather than focusing on the skills we all share and the social issues we all face. There are some great examples of drivers coming together on social media to address industry wide issues. One of those issues is driver training and mentorship. Shelley Uvenile-Hesch is a longhaul driver for Sharp Transportation. Through her persistence and tenacity, she has brought to life a non-profit named the Women’s Trucking Federation of Canada (WTFC). It started a few years ago with a will to expand the employment of women across the Canadian trucking industry. Through Shelley’s membership in Facebook groups and her dogged determination, she built a following that led to the incorporation of WTFC in early March of this year. A group of six full-time drivers form the WTFC board. With a focus on cooperation, positive attitudes and a desire to build relationships across all lines – drivers, carriers, government, training organizations, vocational schools, other social media groups, etc. – professional drivers are coming together to share their knowledge with new recruits and renew the camaraderie that so many seasoned drivers have been pining for over the past few decades. This is a great example of how drivers can come together to share our common skills and experiences. This organization is not designed to represent drivers, but to empower them. WTFC is a great example of how all drivers can come together under the skills umbrella to better their profession, but what about working conditions or, as we have come to know it, the lifestyle of trucking? Where have we been and where are we going? Alfy Meyer digs into this topic on his website TheIntrepidTrucker.com with a post titled Caught Between a Paradox and a Paradigm: Why the Trucking Industry is Doomed to Collapse in 10 Years. With almost four decades driving experience, Alfy provides us with a wonderful snapshot of where we have come from. You should take a look. It’s important to realize that the issues

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ENGINE OILS

TRUCK WEST JUNE 2016

A new engine oil era As new engine oil category draws near, uncertainty remains about backwards compatibility

No longer a proposal, the upcoming PC-11 (Proposed Category-11) engine oil category has been officially christened. The new API specification will come in two forms: CK-4, a straight replacement to today’s CJ-4 heavy-duty engine oils, which will be compatible with today’s engines; and FA-4, a fuel economy-oriented lower-viscosity engine oil developed specifically for new engines. Fleets and owner/operators will be faced with an important decision when the new category engine oils come online this December. Confusion remains about to which extent, if any, FA-4 engine oils will be backwards compatible with pre-2017 model year engines. Engine OEMs have so far been mum when it comes to releasing their 2017 engine oil requirements, keeping oil companies and their customers guessing. “We don’t know for certain from any of the OEMs what their official positions are; if they’re going to recommend FA-4 for new engines and to what extent they will allow those in older engines,” said Shawn Whitacre, senior staff engineer with Chevron. “Even if a truck OEM factory-fills with FA-4 and allows its use, what are they going to tell the end-user who purchases the new vehicle? Will they require continuing to use FA-4? Is it going to be an option? Are they going to be able to use it in their existing older engines? That has not been reconciled and that, ultimately, is going to be the single biggest deciding factor for a fleet.” Any uncertainty about backwards compatibility relates only to the FA-4 category. “CK-4 engine oils will be backwards compatible with the previous CJ-4 oils, with older engines and will still be available in both 15W-40 and 10W30 grades,” explained Jack Fasoli, national marketing manager with Total Lubricants. Some oil suppliers feel even when it comes to FA-4, concerns about backwards compatibility may be overblown. “Everybody thinks nothing is going to be backwards compatible, that everybody is going to be carrying two sets of oil, which is not necessarily the case,” explained Hasan Zobairi, marketing controller with Castrol distributor Wakefield Canada. Extensive testing by oil companies has shown an ability for the FA-4 category oil to not only improve fuel economy, but to also provide adequate protection in older engines. Last year, Shell demonstrated the durability of an FA-4 prototype oil by disassembling an engine that had run 800,000 miles on the new oil. Internal parts showed no signs of premature wear or inadequate protection. “You can run all the engine tests you want in the lab, but the real proof of performance is how that oil is going to work in someone’s engine in their various operating conditions and applica-

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tions,” Matt Urbanak, primary formulator for Shell’s Rotella T product line, said during the demonstration. One Canadian fleet that’s been involved in similar on-road testing is convinced a single-oil strategy would work for new and existing equipment. Chris Iveson, maintenance director with Challenger Motor Freight, said his fleet has done extensive testing of PC-11 prototype oils and while specific results are proprietary, he said he’s not at all concerned about backwards compatibility. “I can tell you we’ve been testing multiple different oils that will comply with PC-11 and we are very comfortable that as a backwards compatible product it will be fine,” Iveson told Truck West. “We are going to a single oil strategy.” Iveson said he remains somewhat concerned about FA-4’s ability to perform in Challenger’s heavy-haul fleet, with the higher engine temperatures it generates, but for the most part, he’s eager to deploy FA-4 oils across the entire fleet. Fleets that are waiting on the engine OEMs to declare their requirements may have to be patient. Zobairi said it’s possible no formal announcements would be made until the 2017 engines are introduced to the market. Len Badal, global Delo brand manager with Chevron, added engine OEMs may be taking a wait-and-see approach before declaring their specifications. However, this could have fleets running multiple brands having to comply with different sets of rules, adding unwanted complexity to their oil programs. “Most fleets have mixed trucks and engines,” Badal said. “You could have one brand that decides earlier and allows backwards compatibility and then all of a sudden, two others don’t. Are all going to allow it? Are some going to allow it? That’s where fleets get into this dilemma.” There are good reasons to switch to FA-4 engine oil across the board, if permitted to do so. The most compelling reason to make the switch is the promise of greater fuel economy, though oil suppliers are still not attaching specific claims to the new category. “Directionally, there is a fuel economy benefit,” said Badal. “Whether the fleet actually sees it in the field, that’s the challenge. Even today, trying to measure fuel economy between a 10W-30 and a 15W-40 is tough. There are a lot of external factors – everything from operator behaviour to how old the truck is, tires, transmissions – and those all have big impacts on fuel economy. It’s going to be a challenge for folks to see the difference, but at the end of the day, if pricing is comparable and you still get the same protection and drain intervals, why not go to something that is potentially more fuel efficient?” In lab testing, Whitacre added, mov-

ing from a 15W-40 today to a 10W-30 provides about 1% gain in fuel economy and moving to an FA-4 could provide another half a per cent or so. “Those benefits are real, but the ability to measure it and decouple it from all the other things that contribute to fuel economy is the challenge,” he said. Both CK-4 and FA-4 will offer performance benefits above today’s CJ-4 engine oils. Operators should expect to see better piston deposit control and improved oxidation stability and overall better wear protection. “What that equals, to a lot of fleets, is the opportunity to better extend drain intervals,” Badal explained. “Or if it’s a fleet that tends to keep its trucks and engines for longer periods of time, some extension on engine rebuild life.” Castrol’s Zobair’s suggestion is to synchronize FA-4 adoption with your asset acquisition cycle, since new vehicles may require, or come factoryfilled, with the FA-4 category oil. He also said the changeover to CK-4 and FA-4 oils represents a great opportunity to revisit your entire oil program,

something that too often is overlooked until a significant change in technology comes along. “We think this is going to be an ideal opportunity for fleets to really reevaluate their entire maintenance practices,” Zobairi said. “Look at it as an opportunity not just to lower your fuel costs, but your maintenance costs as well. Every time in the past when an API specification changed it was for lower emissions, but higher costs to the fleet in terms of more expensive oils. This time around, the benefit is going to be very clear in terms of fuel economy and also lower maintenance costs in terms of longer drain intervals.” That’s also the message from Petro-Canada Lubricants’ OEM technical liaison, Brian Humphrey. “We see this as not only an opportunity to improve the efficiency and reduce the carbon footprint of fleets, but also a chance to recognize the potential to cut costs and increase the profitability of fleet operations,” he noted. “As with all business decisions, clear understanding and early adoption could result in a genuine competitive edge.” Stephanie Jaworski, senior field technical advisor with Imperial Oil, emphasized that the fundamentals behind an effective oil program do not change with the switch to CK-4 and FA-4 products. “The fundamentals and best practices of the industry won’t change with PC-11,” she said. “What’s working well Continued on page 40

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16-05-19 4:29 PM

Cool runnings What to consider when buying a refrigerated trailer

If you’re hauling temperature-controlled products, spec’ing the right trailer refrigeration unit (TRU) is an increasingly important decision. With regulations in the works that will require progressively low-emissions, TRUs and the tracking of cargo temperatures throughout the supply chain, choosing a substandard or outdated refrigeration unit could be a costly mistake. We talked to some Canadian experts to find out what types of questions fleets and owner/operators should be asking before plunking down their money for a new refrigerated trailer.

Make sure you spec’ enough capacity for what you’re going to haul when choosing a trailer refrigeration unit.

7500, always step up to the higher capacity unit,” she said. “Just for the fact that it’ll cool down faster, run less hours, and will reduce cost on maintenance and extend your warranty in some cases.”

Single or multi-temp?

Single-temp TRUs still comprise the majority of the market, but there is growing demand for multi-temp reefers, according to Don Bradd, vice-president and general manager, Thermo King Eastern Canada. “They’re becoming more popular with the larger grocery chains and for distributing into remote areas,” he explained. “Sometimes it’s hard to get a load of one temperature-controlled product to a grocery store in Sutton. With a multitemperature refrigeration unit they can deliver both frozen and fresh product to individual stores.” Larger food service companies are increasingly moving to the multi-temperature units to give their equipment some added versatility. Spec’ enough capacity

When it comes to choosing a trailer refrigeration unit, Cettina Sciberras, sales operations manager at Reefer Sales and Service in Mississauga, Ont., says it’s important to know what type of freight you’re hauling before committing to one specific unit. “There’s pretty much only two different types of Carrier Transicold models,” she said. “There’s a universal reefer that Carrier offers that’s the 7300 model. And then there’s a deep frozen model reefer, called the 7500. So if you’re hauling something like ice cream on a regular basis, you’ll probably want to go with the 7500 unit. Everything else is doable with the 7300, like produce, fresh fruits and vegetables.” If you deliver a wide range of products including a mix of produce, perishables and frozen food, Sciberras always advises customers to purchase the unit with the larger capacity. “If you’re on the cusp and you’re in an ambient 100 degrees F and you don’t know if you should get the 7300 or the

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Plug it in

Most TRUs can now be ordered with optional shorepower, allowing fleets to plug in while loading and unloading. Not only does this reduce the fuel consumed by the refrigeration unit, it also cuts down on emissions. This is becoming a must-have at some distribution centres, which have strict anti-idling policies in place. A fleet won’t want to be caught without the shorepower option when one of its customers begins slapping up no-idle signs. Is it California-compliant?

California has the toughest emissions requirements in North America and those extend to trailer refrigeration units as well. Is the unit you’re buying lifetimecompliant in California? Some will only be permitted for seven years. Check with your supplier to ensure you will be able to get the usage that you require out of the TRU you’re buying. Telematics for the future

Many of the more sophisticated temperature-controlled fleets today are taking advantage of telematics to remotely monitor cargo temperatures. “It’s not standard yet, but it’s getting very close to that,” said Bradd. “A lot of the highly progressive fleets in North America are moving more and more towards telematics.” John Fitzgerald, regional sales director with Thermo King Eastern Canada, added telematics would soon be required in the US as part of the Food Safety Modernization Act, which will require carriers and shippers to monitor product temperatures right through the supply chain, including while in-transit. “Not many reefers out there will not have telematics on them in some form or another going forward,” predict-

ed Bradd. Automated inspections

Another capability fleets and drivers are enjoying is the automated pre-trip feature now available on many units. This will conduct a thorough inspection of the TRU, generating a health report of sorts, before it leaves the yard. That way any problems can be addressed at the fleet’s or shipper’s facility rather than on the road where the risk of spoilage is higher. Thermo King’s pre-trip inspection system checks for more than 300 potential issues, including refrigerant, cooling, heating, electrical pressure, fans, etc. This can be done in minutes while a driver performs the pre-trip inspection on the rest of the tractor and trailer. However, Fitzgerald pointed out, it’s only effective when used. If the system is available, fleet managers should ensure drivers are taking the time to run the pre-trip inspection. Consider the airflow

When spec’ing TRUs, Sciberras noted

that air chute is an important consideration – since it will be circulating that cool air in the trailer. “The air chute that you choose is very important to your application,” she said. “We have two chutes that we recommend for the two applications.” The first is a tube chute that gets the most airflow to the back door with one attachment point in the ceiling, making it virtually damage free. The second, which Sciberras said she recommends to those running produce, is the splitfinger transition chute. “It’s solid up front and then after 15 feet it goes to a transition, where it distributes the air more evenly through the trailer. I recommend it to those running produce because there is always the risk of freezing the last few pallets if you have all the airflow to the back wall.” She also recommended that when spec’ing your trailer refrigeration unit you should be sure that it has a front wall bulk head. “It helps keep things off the front wall so you can get the return air all the way through the trailer,” she said.

What about the trailer? Pete McMahon, sales associate with Ocean Trailer in Calgary, Alta., urges customers to work with a full-service dealer that can provide service, financing, inspections and a full slate of CARB-compliant extras. He also advises buying a trailer that will keep all that cold air generated by the TRU inside the box. “Improved thermal efficiency in the floors, walls and ceilings will result in less cost per mile and lower run times for the reefer, for greater fuel efficiency and less wear and tear over thousands of miles and hours,” McMahon said, adding, “The highest-quality suspensions, brakes and wheel end systems will lower costs mile after mile.” For longer trailer life, McMahon said to spec’ durable floors. Don’t get caught up in the initial purchase price, he added. “Initial purchase price is a very small component of the price of the trailer and reefer unit, especially when amortized over the life of the trailer,” he said. “Over time, trailers pick up moisture, gain weight and lose efficiency. It is inevitable, due to loading and unloading, bumps and scrapes and use. Customers must look at the track record of the manufacturer and dealer so they can see what happens to five, seven and 10-year-old trailers so they can make informed decisions on purchasing new or used.”

16-05-19 4:30 PM

TW Marketplace June Pages 18/05/2016 9:07 AM Page 27

June 2016

Z E RO - Z E RO TRUCK DEAL. S P E C I A L S AV I N G S A R E AVA I L A B L E F O R A S H O RT T I M E O N LY # 61 0 72 4 2 0 0 9 F RT L Co l u m b i a

H E AV Y D U T Y

LIGHT DUTY

# 61 73 51 2 0 1 0 F RT L Co l u m b i a

# 4 02 42 8 2 0 1 1 F RT L C a scad i a

# 632 2 7 1 2 0 1 1 F O R D F- 5 5 0

# 39 8 5 02 2008 HINO 185

ĞƌŽ WĂǇŵĞŶƚƐ ĨŽƌ ƚŚĞ ĮƌƐƚ ϵϬ ĂǇƐΎ

Ŷ ƵŶƉĂƌĂůůĞůĞĚ ƐĞůĞĐƟŽŶ ŽĨ ƉƌĞͲŽǁŶĞĚ ǀĞŚŝĐůĞƐ ƚŽ ĐŚŽŽƐĞ ĨƌŽŵ͕ ǁŝƚŚ ǌĞƌŽ ƉĂǇŵĞŵƚƐ ŽŶ ĮŶĂŶĐŝŶŐ ĨŽƌ ϵϬ ĚĂǇƐ͘

ZERO Interest on Your Extended Warranty

WĂǇ ŶŽ ŝŶƚĞƌĞƐƚ ŽŶ ĞǆƚĞŶĚĞĚ ǁĂƌƌĂŶƚǇ ŽƉƟŽŶƐ ĨƌŽŵ WƌĞŵŝƵŵ ϮϬϬϬ ǁŚĞŶ ǇŽƵ ƉƵƌĐŚĂƐĞ ŽŶĞ ŽĨ ŽƵƌ ŚŝŐŚĞƐƚ ƋƵĂůŝƚǇ ZǇĚĞƌ WƌĞͲKǁŶĞĚ sĞŚŝĐůĞƐ͘

Đƚ &ĂƐƚ ĨŽƌ dŚĞƐĞ EŽͲ/ŶƚĞƌĞƐƚ WƌŽƚĞĐƚŝŽŶƐ͗

ŽŵƉƌĞŚĞŶƐŝǀĞ ƉŽǁĞƌƚƌĂŝŶ ĐŽǀĞƌĂŐĞ ƵƉ ƚŽ Ϯϰ ŵŽŶƚŚƐ Žƌ ϰϬϬ͕ϬϬϬ ŬŝůŽŵĞƚƌĞƐ

ŽĂƐƚͲƚŽͲĐŽĂƐƚ ƐĞƌǀŝĐĞ

WƌŽŵƉƚ ĐůĂŝŵƐ

zŽƵƌ ĐŚŽŝĐĞ ŽĨ ϯ ƉƌŽƚĞĐƟŽŶ ƉůĂŶƐ

Ύ&Žƌ ŵŽƌĞ ŝŶĨŽƌŵĂƟŽŶ ƉůĞĂƐĞ ǀŝƐŝƚ ŚƩƉ͗ͬͬĐĂŵƉĂŝŐŶƐ͘ƌǇĚĞƌ͘ĐŽŵͬǌĞƌŽǌĞƌŽͲĐĂͲĞŶ

>' Zz ϰϬϯ͘Ϯϱϵ͘ϲϬϵϲ ϰϱϯϱ ϴ ^ƚƌĞĞƚ E

SURREY ϲϬϰ͘ϴϴϭ͘ϰϴϮϭ ϵϲϭϲ ϭϴϴ ^ƚƌĞĞƚ

See for Mor Page 39 e Inven tory

TW Marketplace June Pages 18/05/2016 9:08 AM Page 28

June 2016

TW Marketplace June Pages 18/05/2016 9:08 AM Page 29

June 2016

DID Y YOU OU KNOW?

NICE TRY

When purchasing a used truck, most Canadian owner-operators look for a manual 18-speed transmission? Type of transmission O-OS prefer when purchasing used trucks manual 18 speed

Typical corroded light panel. Guaranteed to cause issues.

48%* manual 13 speed

NAILED IT

25% manual 10 speed 9% automatic 17% *

percentage of respondent s

Source: Equipment Buying Trends Sur vey 2015, Newcom Trucking Group

Minimizer Poly Light Panel. Guaranteed for life.

TMTV

Times change. So should you.

TOOL BOXES

FLOOR MATS

FENDERS

TIRE MASK

TESTED AND TORTURED

FIND A LOCAL DISTRIBUTOR AT MINIMIZER.COM OR CALL 800.248.3855

Get Ge ett ttting a new ew jo ob Getting job lifife fee-a -aaffi ffirrming! ing! is life-affirming!

New online episode every Thursday

www.truckops.ca

www.trucknews.com/videos/

Job Po ossstings Are A re Free! Free!

500,000+ views

www.t ww ww w truc r kopss.cca is brouggghtt to yo you ub by: y: www.truckops.ca

TRUCK K NEWS NEWS WS TRUCK

TW Marketplace June Pages 18/05/2016 9:08 AM Page 30

June 2016

GRAINMASTER TRUCK EQUIPMENT is now a Full Line Stocking Distributor.

1-877-620-0223

We feature Reefer & Dry Freight Aluminum Van Bodies. Many Sizes In Stock.

No Big Words or Fancy Promises! 25 years in business, thousands of satisfied customers. NEW PRODUCT ANNOUNCEMENT !!! DHOLLANDIA LIFT GATES

2007 INTERNATIONAL 9200I DAYCAB TRACTOR

GRAINMASTER MANUFACTURING LTD. is pleased to announce the addition of Dhollandia Lift Gates to our product line-up. Dhollandia is a long established manufacturer of Lift Gates from Belgium. As Europe's largest lift gate manufacturer, their expertise and experience are now available from Grainmaster.

$39,995

CUMMINS ENG; ISM, 10 SPD TRANS; 370 HP, 12 & 40 AXLE(S), 3.90 RATIO, AIR SUSP; 167" WHEELBASE, WHITE IN COLOR, LOW LOW KMS. PRE EMISSIONS CUMMINS. LIKE NEW. NEW ANNUAL INSPECTION, NEW TIRES, NEW FRAME PAINT. EXTRA CLEAN TRUCK. 276,526 KMS. -112270

2007 INTERNATIONAL 9200I DAYCAB TRACTOR

Standard Features Include: Fully Galvanized: Main Frame, Deck Extension & Side Steps Hydraulic Lock Valves on Cylinders for Maximum Safety Full Aluminum Platforms Power Up / Down Hydraulic Operation Bolt-On Mounting for Ease of Installation Low Maintenance Bushing & Grease Ports on All Pivot Points

MANY MODELS AND CAPACITIES ARE NOW IN STOCK AT GRAINMASTER!

PLEASE CONTACT OUR SALES DEPARTMENT

$31,995

CUMMINS ENG; ISX, 10 SPD TRANS; 400 HP, 12 & 40 AXLE(S), 3.90 RATIO, AIR SUSP; 168" WHEELBASE, WHITE IN COLOR, CLEAN TRUCK. AUTO GREASERS. SOLD WITH SAFETY AND ETEST. 718,365 KMS. -102482

2007 INTERNATIONAL 9200I DAYCAB TRACTOR CUMMINS ENG; ISM, 10 SPD TRANS; 370 HP, 12 & 40 AXLE(S), 3.90 RATIO, AIR SUSP; 167" WHEELBASE, WHITE IN COLOR, CLEAN PREEMISSIONS DAYCAB. CUMMINS! NEW ANNUAL INSPECTION. COMPLETE SERVICE. VERY CLEAN. 819,136 KMS. -98582

,9 $28

Toll Free: 1-888-562-3470 Local (204) 224-1697 Fax: (204) 224-2474

DWIDE WORL RY E IV L DE

Visit us online at: www.grainmaster.mb.ca grainmst@grainmaster.mb.ca 1600 Springfield Road, Box 56, Group 525, R.R. 5 Winnipeg, MB R2C 2Z2 “GRAINMASTER HAS BEEN PROUDLY SERVING THE WESTERN CANADA TRUCKING INDUSTRY SINCE 1962.”

CALL John 1-877-620-0223

20 Y IN B EARS USIN ESS

John Kennedy: johnjr@baytruck.com FAX: 905-670-6673 NEW ADDRESS

7895 Tranmere, Unit #1, Mississauga, ON L5S 1V9

FINANCING AVAILABLE www.baytruck.com

* Taxes & fees not included in advertised price

Check Out Our New Website! Canada’s Largest On-Line Source for Heavy Trucks and Trailers!

WE MOVE IRON

TW Marketplace June Pages 18/05/2016 9:08 AM Page 31

June 2016

Find out first hand why MAC TRAILER is the leader in DUMP & FLATBED TRAILERS.

MAC DUMP TRAILERS

MAC PLATFORM & DROP DECK TRAILERS

TRADITIONAL ALUMINUM DUMP MAC “MVP” SMOOTH SIDE MACSIMIZER ALUMINUM HALF ROUND MAC STEEL MAC STEEL LITE MULTI AXLE TRAINS RENDERING

TANDEM: M-52 (52K-48’), M-60 (60K-48’), M-72 (72K-48’), M-80 (80K-48’) - various lengths and axle combinations available DROP DECK: Available in tandem, single Axle slide and tri-axle configurations MLP-6/MLP-8: With or without Aluminum Curtainside System ROAD WARRIOR X-TENDER

MAC – Alliance Facility

MAC – Salem Facility

MAC LTT – Kent Facility

800-795-8454

855-884-2252

855-662-2588

Service Department

Parts Department

MAC LTT – Billings, MT

800-297-7986

800-647-9424

406-252-7163

www.MACtrailer.com

TW Marketplace June Pages 18/05/2016 9:08 AM Page 32

June 2016

M AC K T R U C K S A R E 2016 MACK CXU613 PINNACLE HEAVY-HAUL TRACTOR 70" DELUXE MIDRISE SLEEPER, MP8 - 505C+ / 1850 FT LBS., 12 SPD. M-DRIVE TRANS; 46,000 MERITOR REARS AXLE(S), DOUBLE LOCKERS, ALL POWER GROUPS, BLUETOOTH, SIRIUS, FRIDGE, IN STOCK AT A PRICE THAT CAN'T BE DUPLICATED! -98663

2017 MACK CXU613 56” FLAT-TOP SLEEPER MP8-505HP , MACK 12 SPEED M-DRIVE, MERITOR 46,000 REARS, DOUBLE LOCKERS, ALCOA HP10 DURABRIGHT WHEELS, 218” WHEELBASE, ALL POWER GROUPS, BLUETOOTH, SIRIUS RADIO, FULL CHASSIS FAIRINGS, CALL FOR DETAILS! -116395

2016 MACK CHU613 RAWHIDE WITH 70” MID-RISE SLEEPER

2013 CHU613 TC406 16000L Tank MP8-505C Eng., 18 Sp, 3.91 Ratio,255" W/B, TC406 Aluminum 16000L Tank Stk: 005829 -101669

2015 CHU613 Steam and Pressure Truck MP8-415C Eng., 3.55 Ratio, 296" W/B, Empire steam pressure system, Stk: 014078 -101670

2016 CHU613 Tandem Grain MP8-415C Eng., 3.90 Ratio, 249" W/B, 20’ NeuStar grain box Stk: 016439 -101692

2016 GU714 Tridem Mixer MP7-405M Eng., 6sp, 4.30 Ratio 237” W/B, 8.5 m3 London Machinery mixer, Stk: 015641 -101672

MP8-505HP , MACK 12 SPEED MDRIVE, MERITOR 46,000 REARS, DOUBLE LOCKERS, ALCOA HP10 DURABRIGHT WHEELS, 243” WHEELBASE, ALL POWER GROUPS, BLUETOOTH, SIRIUS RADIO, CALL FOR DETAILS! OLD INVENTORY OLD EXCHANGE BEST YET….. OLD PRICING. -116396

2106 MACK GU814 TRI-DRIVE CAB / CHASSIS

2015 CHU613 HD Gravel Truck MP8-445C Eng., 3.91 Ratio, 219" W/B, 16’ NeuStar gravel box, 50 Ton air pintle, Stk: 014165 -115246

2016 CHU614 70" HD MDRIVE MP8-505C+ Eng., 3.73 Ratio, 289" W/B, Holland fifth wheel, MR sleeper box, Stk:016284 -115247

MP8-505HP, FULLER RTLO18918B, 20,000 FRONT AXLE, MERITOR REARS, TRIPLE LOCKERS, 69,000 PRIMAX AIR-RIDE, SINGLE HD FRAME RAILS, DELUXE CAB INTERIOR, 260” WHEELBASE. -116397

2015 GU714 Tridem Vac Combo MP8-505M Eng., 18 Spd., 3200 Gal. debris, 1000 Gal. water, 1,000,000 BTU burner, 1600 CFM NVE Blower. Stk: 012978 -101712

2015 MACK CXU613 DAYCAB TRACTOR MP8, 415 HORSEPOWER, 40,000 LBS REARS & 12,000 FRONT AXLE(S), DELUXE CAB, 180" WHEELBASE, ALL POWER GROUPS. -92557

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

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

Victoria Branch Office 6792 Kirkpatrick Cres. Saanichton B.C. V8M 1Z9

Ph: 778-426-0185 Contact: Dan Sarauer cell 778-677-0185

2016 CXU613 70” MR MP8-505C+ Eng; 18 Spd., 3.79 Ratio, 221" W/B, Holland fifth wheel, Stk# 015818 -112411

TW Marketplace June Pages 18/05/2016 9:09 AM Page 33

June 2016

E B O R N R E A DY

2016 MACK CHU613 HEAVY-HAUL TRACTOR 70" MIDRISE SLEEPER, MP8-505C, 505 HORSEPOWER, 14.6/46 AXLE(S), AIR RIDE SUSPENSION; 243" WHEELBASE, LEASE TO OWN! CALL FOR DETAILS, STOCK #50302. -101644

2015 MACK GU713 DUMP TRUCK MP8, 18 SPD TRANSMISSION; 505 HORSEPOWER, 16.5/44 AXLE(S), AIR RIDE SUSPENSION; 15' RENN BOX,TARP AND SOUTHLAND HITCH 2300 NO SLACK PINTLE, 7 PIN COMMERCIAL PLUG, ONE OF TWO RIGGED AND READY. STOCK #50158 -101660

2016 MACK CHU613 RAWHIDE HEAVY-HAUL TRACTOR 70" MIDRISE SLEEPER, MP8-505C, 505 HORSEPOWER, 14.6/46 AXLE(S), AIRLINER SUSPENSION; BLACK IN COLOR, LEASE TO OWN! CALL FOR DETAILS! STOCK #50304 -

2016 MACK CXU613 DAYCAB TRACTOR MP7-1560FT-LB TORQUE, 12 SPD M-DRIVE TRANSMISSION; 395 HORSEPOWER, WHITE IN COLOR, 17 KMS, STOCK #50292. -101989

2016 MACK GU714 MIXER TRUCK MACK ENG; MP7, 405 HP, 6 SPD TRANS; 20000LB AXLE(S), STOCK #50256 -115191

2016 MACK CHU613 HIGHWAY TRACTOR 56’ SLEEPER, MACK MP8 ENGINE; 505C+ HORSEPOWER, FRONT AXLE: 14.6 REAR AXLE: 46 AXLE(S), 225" WHEELBASE, BLACK IN COLOR, STK #35399.

2016 MACK GU713 DAYCAB TRACTOR DAY CAB SLEEPER, MACK MP8 ENGINE; 505C HORSEPOWER, FRONT AXLE: 18.0 REAR AXLE: S462 AXLE(S), 291" WHEELBASE, BLUE IN COLOR, STK #35410. -95683

2016 MACK GU813 DAYCAB TRACTOR DAY CAB SLEEPER, MACK MP8 ENGINE; 505C HORSEPOWER, FRONT AXLE: 18.0 REAR AXLE: S440 AXLE(S), 205" WHEELBASE, WHITE IN COLOR, STK #35397. -97881

2016 MACK CXU613 DAYCAB TRACTOR DAY CAB SLEEPER, MACK MP8 ENGINE; 445C HORSEPOWER, FRONT AXLE: 13.2 REAR AXLE: S40 AXLE(S), 185" WHEELBASE, RED IN COLOR, STK #35476. -97873

2016 MACK CHU613 HIGHWAY TRACTOR 56” SLEEPER, MACK MP8 ENGINE; 505C+ HORSEPOWER, FRONT AXLE: 14.6 REAR AXLE: S440 AXLE(S), 241" WHEELBASE, STK #35495. -100699

2016 MACK CHU613 DAYCAB TRACTOR DAY CAB SLEEPER, MACK MP8 ENGINE; 505C+ HORSEPOWER, FRONT AXLE: 14.6 REAR AXLE: 46 AXLE(S), 220" WHEELBASE, ORANGE IN COLOR, STK #35421. -100683

2016 MACK GU813 DAYCAB TRACTOR DAY CAB SLEEPER, MACK MP8 ENGINE; 505C HORSEPOWER, FRONT AXLE: 18.0 REAR AXLE: S440 AXLE(S), 215" WHEELBASE, WHITE IN COLOR, STK #35398. -97882

2016 MACK CXU613 HIGHWAY TRACTOR 60” MR SLEEPER, MACK MP8 ENGINE; 505C+ HORSEPOWER, FRONT AXLE: 14.6 REAR AXLE: S440 AXLE(S), 225" WHEELBASE, BLACK IN COLOR, STK #35393. -95690

2016 MACK CHU613 HIGHWAY TRACTOR 70” MR SLEEPER, MACK MP8 ENGINE; 505C+ HORSEPOWER, FRONT AXLE: 14.6 REAR AXLE: S440 AXLE(S), 241" WHEELBASE, BLACK IN COLOR, STK #35395. -95674

-95669

2016 MACK GU533 DUMP TRUCK CUMMINS ENGINE; CUMMINS ISL-D, 345 HORSEPOWER, 16,500 LB - 40,000 LB AXLE(S), AIR SUSPENSION; ALCOA LEVEL ONE ALUMINUM" WHEELBASE, WHITE IN COLOR, STOCK #50265. 101987

2016 MACK GU533 DUMP TRUCK CUMMINS ENGINE; ISL-D 345 / 8.9L, 6 SPD TRANSMISSION; 345 HORSEPOWER, 16,500 LB / 40,000 LB MERITOR HYPOID AXLE(S), 16,500 TAPERLEAF SUSPENSION; 193" WHEELBASE, WHITE IN COLOR, 19 KMS. STOCK #50321. -102134

101643

2017 MACK CXU613 HIGHWAY TRACTOR 70" MACK HI-RISE SLEEPER SLEEPER, MACK ENGINE; 445 HORSEPOWER, F 12000LB - R 40000LB AXLE(S), 227" WHEELBASE, STOCK #50360. -116587

2016 MACK CXU613 HIGHWAY TRACTOR 48’ SLEEPER, MACK MP8 ENGINE; 505C+ HORSEPOWER, FRONT AXLE: 14.6 REAR AXLE: S440 AXLE(S), 243" WHEELBASE, WHITE IN COLOR, STK #35370. -95695

2016 MACK CHU613 HIGHWAY TRACTOR 48" SLEEPER, MACK ENG; MP8, 12 SPD TRANS; 505 HP, 14,600LBS / 46,000LBS AXLE(S), AIR SUSP; ALCOA ALUMINUM" WHEELBASE, STOCK #50174 -101967 ***LEASE TO OWN*** $2,899.00/MONTH - KM RATE $ 0.062 - LEASE TERM 36 MONTHS

2015 MACK GU714 TANK TRUCK MACK ENG; MP8, 425 HP, 18 SPD TRANS; 20/50 AXLE(S), AIR RIDE SUSP; TRUCK HAS AN ADVANCE ENGINEERING PRODUCTS 22,500 LITRE/ONE COMPARTMENT DIVIDED INTO TWO SECTIONS ALUMINUM TC407 CHASSIS MOUNTED TANK, ONLY ONE UNIT AVAILABLE WITH SPECIAL OFFER PRICING, SUBJECT TO PRIOR SALE. STOCK #50039. -101662 PRICE REDUCED FROM $168,000 TO $156,000.

FOR MORE INVENTORY GO TO: Doug Holmes

Stuart Rude

Doug Holmes

5555 - 80 Ave SE, Calgary, AB T2C 4S6

403-279-3000 TransWesternTruck.com

WWW.NORTRUX.COM EDMONTON: 18110 – 118 Avenue, T5S 2G2 GRANDE PRAIRIE: 11401-96 Avenue, T8V 5M3 RED DEER: 262 Burnt Park Drive, T4S 2L4 TOLL-FREE (855) 866-0841

TW Marketplace June Pages 18/05/2016 9:09 AM Page 34

June 2016

DID Y YOU OU KNOW?

• Easy Financing • Sales/Leasing • Truck Equipment • Parts & Service

NEW & PRE-OWNED EQUIPMENT

2016 LANDOLL 455 TRAVELING AXLE TRAILERS

LANDOLL 455 LOWBOY OFFERS TRIPLE AXLES AND 55 TON CAPACITY AND HANDLE ALL YOUR HEAVY LOADS. 48’, 50’, 53’ LENGTHS. STD 60" AXLE SPREAD TO MAXIMIZES LOAD CAPACITY. LANDOLL GIVES YOU THE TOTAL PACKAGE OF SUPER LOW LOAD ANGLE, EASE AND SAFETY OF OPERATION, SUPERIOR QUALITY AND THE HIGHEST RETAINED RESALE VALUE IN THE MARKET TODAY. -124486

2016 MIDLAND SLX END DUMPS

2016 LODE-KING SDG COMBO STEP DECKS

THIS 48' ALUMINUM/STEEL LIGHTWEIGHT DESIGN HAS HIGH-STRENGTH STEEL MAIN RAILS, KINGPIN SECTION, SUSPENSION AND UNDER-RIDE PROTECTION WITH BALANCE OF THE TRAILER IN ALUMINUM INCLUDING THE FRONT AND REAR BOLSTER, KNEE BRACES, CROSS MEMBERS AND OUTSIDE RAILS. OPTIONS INCLUDE FRONT AXLE OR REAR AXLE SLIDE, VARIOUS CROSSMEMBER SPACINGS AND MUCH MORE. MANY LOAD SECUREMENT OPTIONS INCLUDING RECESSED WINCHES, SLIDING WINCHES, CHAIN PULL-OUTS OR RECESSED D-RINGS. ALSO AVAILABLE AS 53' TRIDEM. -124487

2016 MIDLAND MX BELLY DUMP

A FULL FRAME END DUMP TRAILER, THE SLX FEATURES A SMOOTH CONCAVE FLOOR FOR ENHANCED STRUCTURAL INTEGRITY WHILE USING LIGHTER GAUGE STEELS FOR REDUCED WEIGHT AND LOWER CENTER OF GRAVITY. INTRAAX 25K AIR RIDE, TARP, MUD FLAP PACKAGE, SELF-ADJUSTING GATE TRIP MECHANISM, AND MORE. -115209

When purchasing a used truck, one quarter of Canadian FLEETS now look for an automatic? Type of transmission f leets prefer when purchasing used trucks manual 18 speed 44%*

STRAIGHT SIDE WALL DESIGNED CROSS GATE TRAILER FEATURES 6” COMPOSITE CYLINDERS, INDIVIDUALLY AIR OPERATED DUAL GATES, AND SPECIAL GATE LINKAGE DESIGNED FOR MAXIMUM CLOSING POWER. COMPLETE W SIDE BOARDS, FLIP TARP, AND 5YR STRUCTURAL WARRANTY. IDEAL FOR ROAD SPREADING AND STOCK PILING. -115208

manual 13 speed 21% manual 10 speed

2016 MIDLAND XL PONY-PUPS

2016 DURALIFT ROLL OFF HOISTS

1% automatic 25%

5000 LB DROP LEG JACK, GRIP STRUT STEPS, BOLT ON/GREASELESS HINGE, BOARD BRACKETS PRECUT FOR FLIP TARP, BOLT IN DRAWBARS , SAFETY STOPS, ALUMINUM LADDER, WALK RAILS, RTAC CONFIGURATION. -115210

WINNIPEG: BRANDON: REGINA: SASKATOON: LLOYDMINSTER: LETHBRIDGE:

1-800-282-8044 1-866-883-6120 1-800-552-8044 1-800-772-4599 1-800-661-9709 1-866-865-3962

CALGARY: RED DEER: EDMONTON: GRANDE PRAIRIE: LANGLEY, BC:

FGI OFFERS THE DURABAK LINE TO MEET ALL YOUR LIFTING AND HAULING EQUIPMENT NEEDS. CABLE HOIST SYSTEMS AND HYDRAULIC HOOK LIFT SYSTEMS IN A VARIETY CAPACITIES UP TO 65,000 LBS. ASK ABOUT THE SPRINTER LINE OF REFUSE HAULERS TOO! -124488

1-800-661-3126 1-866-297-0022 1-800-663-9366 1-866-424-5479 1-800-663-4115

percentage of respondent s

Source: Equipment Buying Trends Sur vey 2015, Newcom Trucking Group

TW Marketplace June Pages 18/05/2016 9:09 AM Page 35

June 2016

Kenworth Dealer Serving the Canadian Prairies & Beyond

NEW TRUCK SALES EVENT! UP TO $10,000 IN PRICING INCENTIVES! ON SELECT IN-STOCK TRUCKS! A FEW EXAMPLES OF CURRENT STOCK

2016 KENWORTH T880 MIXER TRUCK PACCAR ENG; MX13, 455 HP, AUTOMATIC TRANS; 20K/69K AXLE(S), PRIMAAX SUSP; 244" WHEELBASE, NEW SCHWING 10.5 YARD MIXER. -96832 SER.#978256

2016 KENWORTH T880 DAYCAB TRACTOR PACCAR ENGINE; MX13, 485 HORSEPOWER, 13 SPD TRANSMISSION; 12K/40K AXLE(S), AG400L SUSPENSION; 195" WHEELBASE. -99163 SER.#GJ979912

SER.#977251

2015 KENWORTH C500 CRANE TRUCK 42" MOD SLEEPER, CUMMINS ENGINE; ISX, 550 HP, 18 SPD TRANSMISSION; 315" WHEELBASE, MANITEX CRANE, TWIN FRONT AXLE, TRI REAR AXLE. 973998. ACTUAL TRUCK MAY DIFFER SLIGHTLY FROM PHOTO. --91878 SER.#973998

2017 KENWORTH T800 HEAVY-HAUL TRACTOR 62" ACAD SLEEPER, CUMMINS ENG; ISX15, 550 HP, 18 SPD TRANS; 13.2K/46K AXLE(S), 4.10 RATIO, AG460 SUSP; 228" WHEELBASE, WHITE IN COLOR. -117230 SER.#985013

2016 KENWORTH T370 CRANE TRUCK PACCAR ENG; PX7, 300 HP, AUTOMATIC TRANS; 12K/22K AXLE(S), HAS210L SUSP; 153" WHEELBASE, STELLAR CRANE -101130 SER.#982785

2017 KENWORTH T880 HEAVY-HAUL DAYCAB PACCAR ENG; MX-13, 500 HP, 18 SPD TRANS; 13.2K/40K AXLE(S), 3.70 RATIO, AG400L SUSP; 196" WHEELBASE, RED IN COLOR. -116896 SER.#985019

2017 KENWORTH W900L HEAVY HAUL TRACTOR 62" ACFT SLEEPER, CUMMINS ENG; ISX15, 550 HP, 18 SPD TRANS; TANDEM AXLE(S), 3.91 RATIO, AG400 SUSP; 244" WHEELBASE, WHITE IN COLOR. -117179 SER.#986809

NEW 2015 KENWORTH T880 LOGGING SPEC TRUCK 52" REGIONAL SLEEPER, CATERPILLAR ENG; ISX15, 550 HP, 18 SPD TRANS; 20K/46K AXLE(S), 4.30 RATIO, NEWAY SUSP; 244" WHEELBASE, WHITE IN COLOR. - 119323

Quality Pre-Owned Trucks

2007 KENWORTH T800 DUMP TRUCK CATERPILLAR ENG; C15, 475 HP, 18 SPD TRANS; 12K/46K AXLE(S), 4.10 RATIO, NEWAY SUSP; 252" WHEELBASE, WHITE IN COLOR, NEW 16 FOOT LODELINE BOX AND HYDRAULICS. 664,000 KMS. -119317 SER.#933187

2014 KENWORTH T660 HIGHWAY TRACTOR 72” ACFT SLEEPER, PACCAR ENG; MX, 500 HP, 18 SPD TRANS; 3.70 RATIO, AG400L SUSP; 232" WHEELBASE, RED IN COLOR, 11R22,5 TIRES, RED DIAMOND INTERIOR 480,000 KMS. -115213 SER.#967994

2012 KENWORTH T660 HIGHWAY TRACTOR 72” ACAD SLEEPER, PACCAR ENGINE; MX13, 485 HORSEPOWER, 18 SPD TRANSMISSION; 13200/SUPER 40000 AXLE(S), 4.10 RATIO, AG460 SUSPENSION; 228" WHEELBASE, WHITE IN COLOR, RECENT OFF-LEASE. 888,590 KMS. -114898 SER.#CJ952512

2013 PETERBILT 388 HIGHWAY TRACTOR 63" ULTRA SLEEPER, PACCAR ENG; MX13, 455 HP, 18 SPD TRANS; 12000 FA AXLE(S), PB LOW AIR LEAF SUSP; 244" WHEELBASE, 771,946 KMS -101667 SER.#143893

2011 KENWORTH T700 HIGHWAY TRACTOR 75 ACAD SLEEPER, CUMMINS ENGINE; ISX15, 450 HORSEPOWER, 13 SPD TRANSMISSION; 13.2K/40K AXLE(S), 3.55 RATIO, AG400L SUSPENSION; 226" WHEELBASE, BLUE IN COLOR, FLEET MAINTAINED HIGHWAY TRUCK. VERY NICE CONDITION. BOOK A TEST DRIVE TODAY. 956,640 KMS. -115417 SER.#BJ947638

2006 FREIGHTLINER M2 CAB & CHASSIS CATERPILLAR ENGINE; C7, 300 HORSEPOWER, 9 SPD TRANSMISSION; 14.6K/40K AXLE(S), 3.58 RATIO, AIR LINER SUSPENSION; 252" WHEELBASE, WHITE IN COLOR, 368,500 KMS. -116202 SER.#6HW99944

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TW Marketplace June Pages 18/05/2016 9:09 AM Page 37

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ENGINE OILS

PC-11 no longer a ‘proposed’ category

Kelvin ZdarsKi Missing Since: June 17, 1997 Date of Birth: May 6, 1978

Continued from page 25

Missing From: Waterhen, Manitoba, Canada

to drive successful fleets today will be the same as after PC-11. A proactive approach to maintenance, using rigorous data-driven approaches if doing drain extension programs or other engine performance work, those fundamentals that are helping successful fleets differentiate themselves are going to be the same after PC-11.” Whichever of the two categories you choose to use, there will be benefits, noted Martin Emond, marketing manager with April Super Flo, which is developing both CK-4 and FA-4 engine oils here in Canada. “The new lubricants will be simply better, helping protect trucks, (offer) longer lifespan, fuel economy and reduced emissions,” he said. “It will be important for customers to use the proper grade oils for their trucks and

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Send payment to: Truck West, 80 Valleybrook Drive, Toronto, Ontario M3B 2S9 Today

pg 25, 40 tw june v3.indd 40

follow the truck manufacturer’s recommendations.”

Why is a new oil needed? It has been nearly a decade since the API CJ-4 heavy-duty engine oil category in use today was introduced, representing an extraordinary amount of time between category changes. This extended time frame is a testament to the quality of the CJ-4 specification, which in some sense was over-engineered. “The current CJ-4 standard has lasted well beyond the life of the typical engine category,” Dan Arcy, OEM technical manager with Shell Lubricants wrote in a recent paper on the subject. “Some of the engine tests required to qualify an oil are no longer available or no longer relevant to next-generation engines.” The impending GHG17 emissions rules, which mandate improved fuel economy from new heavy-duty trucks and engines, will place new and additional strains on engine oil, mainly due to the increased operating temperatures new engines are expected to produce. “Engine changes place more stress on the oil, which has to lubricate, cool, clean and protect over long oil drain intervals,” Arcy noted. “The vehicle industry is starting to recognize that oil can help to achieve an engine’s full potential for fuel economy without compromising hardware durability. As engine manufacturers create cleaner, more fuel-efficient diesel engines, they will need a new generation of higherperforming diesel engine oils to protect them.” With the new API specification divided into two sub-categories, CK-4 and FA-4, each fleet should consult with its oil supplier to develop an effective implementation strategy. “It won’t affect every fleet the same way,” noted Stephanie Jaworski, senior field technical advisor with Imperial Oil. “In some cases, there will be virtually no impact. If you are an operator with an older fleet with mixed types of engines you will probably be able to migrate to CK-4 just as you migrated to CJ-4 in the past with very little impact on your operations.” Fleets looking to take advantage of the fuel economy benefits expected from FA-4 oils, however, will have to consult with their engine OEMs and oil suppliers to determine the extent to which they can deploy those oils across their fleets. Jack Fasoli of Total Lubricants, also urged fleets to consider their future needs when developing an oil program. “Look at the needs of your current fleet, but also take into account your future needs,” he advised. Some good, and frequently updated online resources are available for more background info and updates. Shell has produced WhatIsPC-11.com (also accessible from WhatIsCK-4.com and WhatIsFA-4.com) while Chevron has published PC-11explained.com. PetroCanada just announced a resource at HereComesPC11.com.

16-05-19 4:30 PM

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16-05-17 3:22 PM

FICTION MARK DALTON: OWNER/OPERATOR

THE STORY SO FAR Bud convinces Mark to go undercover at a trucking firm to see if he can help stop cargo thefts from the company. Mark is hired by Chenai Trucking and shows up to take on his first load for the company. He makes it known he’s in need of money and is soon approached by a driver with instructions on how and where to leave his truck so it can be stolen. Mark leaves the truck unattended and when he returns he finds Mother Load stolen and learns the trailer never had a load in it to begin with. A real inside job. • Mark had been driving a Chenai Trucking company truck for four days when the call came. “Is this Mark Dalton?” the voice on the other end asked. Mark considered playing the Mark who? game with the caller but he couldn’t be sure just who was on the other end of the line. “Yes, I’m Mark Dalton.” It was the police calling to say they’d located his truck abandoned in a truck yard in Vaughan just north of Toronto. After he was given the directions to the yard, Mark asked if the police needed him for anything or wanted any information from him. “Not necessary,” the officer said. “But you will need the occurrence report for your insurance company.” “What? Why?” “For your claim.” “Oh, yeah, right,” Mark said. Surely it was just a formality in case there was some minor damage that needed to be repaired…like a broken door lock or smashed ignition switch. He wrote down the number on the same page as the directions to his truck and then bobtailed it to Vaughan straight away. But when he arrived, he wondered why he’d been in such a hurry. Obviously, Mother Load wasn’t going anywhere. The truck showed signs of being run hard and put away wet. There were all kinds of things that had been broken on her, from mirrors and windows, and countless items missing, both personal stuff from the sleeper and parts of her engine. Of course, the thieves had to have known that the trailer they’d been hauling was empty and that made the real prize Mother Load. She’d been stripped of a half-dozen or more valuable parts and everything that had made her unique and Mark Dalton’s truck. For a fleeting moment Mark thought about trading what was left of her in on a new model, but that would be a terrible way for such a noble lady to go. She had given him excellent service over the years, done everything he’d ever asked of her and she deserved a much better fate than the scrap heap. Now he knew why the police had insisted he take down the occurrence number. This would be a serious and costly insurance claim, but that’s what insurance was for, right? He would get Mother Load fixed, no expense spared. And if the insurance didn’t cover it all, he’d make up the difference in cash. He called and arranged for a tow. Then he called Chenai Trucking and asked for an appointment to see the boss. • “I heard the police found your truck,” said Sunny, the man who was running his father-in-law’s trucking company while the older man was undergoing cancer treatment. “That’s great news.” “Not really,” Mark said. “There was a lot of damage.” “I’m sorry to hear that. Of course, you can keep driv-

Dalton Undercover ing one of our trucks until you get yours back. We’ll give you a few loads, you know, to avoid suspicion before you are part of another sting operation.” You mean be the patsy of another sting, Mark thought. “I was wondering,” Mark said, “if you might contribute to the cost of some of the repairs to my truck. After all, the only reason it was stolen and chopped was because I was working for you to deliberately put me in a position where my truck could be stolen.” Sunny smiled, but it wasn’t a very friendly smile. “Trucks and trailers get stolen all the time,” he said. “If we helped with money to people who have their trucks stolen we’d be out of business in a week. Besides, you have insurance. That’s what it’s for. Make a claim.” Mark just nodded, not liking what he was hearing one bit. Sure, he could make a claim, and in the meantime his rates would go up and so would the insurance rates of every other driver on the road. It’s bad enough these guys are having cargo stolen, they’re counting on insurance companies to underwrite their whole operation. Something wasn’t right here. The only way the thieves knew the trailer was empty was if Sunny told them. The man had arranged for Mother Load to be stolen, then counted on Mark’s insurance to cover the loss. That made Mark wonder about how good a job Sunny was doing running the company for his cancerfighting father-in-law. The next time Mark was in the yard, he decided to chat up some of the other drivers. After a few tries, he finally found a driver willing to talk. “You like working for Sunny?” Mark asked a longtime Chenai driver named Narinder. “No,” was all he said. “Why not? He’s a smart guy.” “Yes, smart. Very smart.” “Is he honest?” Mark asked. Narinder shook his head. “His father-in-law, Premal, is a good man. I liked working for him. Sunny is smart… and has made a lot of money since he took over.”

“He must be doing something right,” Mark said. Narinder looked at him for a while, then said, “He makes money from this company three ways.” Then a pause. “I have to go.” Mark wanted to ask another question but Narinder was gone, leaving Mark with some questions. How do you make money three ways with a trucking company? Well, you run the company for one, then you steal the goods you’re carrying and sell them on the black market, and then you get insurance companies to cover the losses. And to convince the police and insurers you were doing everything you could to stop the losses, you hire Mark Dalton, a former private investigator to go undercover and even he gets robbed. Obviously, Sunny needed a taste of his own medicine and the police needed to be informed about what was going on. All that came together a few days later when Mark got a sweetheart load of electronics worth close to half a million dollars. He first contacted Sunny and arranged a time and place to leave the truck for another sting, then he began making plans for a theft of his own. In his cellphone, Mark had a list of numbers for people he vowed never to speak to again. This was a time for reconnection. The man was listed in his contacts under the name ‘Butter’ and that’s the only name Mark knew him by. “I’ve got a deal for you,” Mark said when Butter answered the phone. “I’m listening.” “Half a mill in electronics.” “What do you want for it?” Mark had thought about it and had decided that $5,000 would cover the extras needed to repair Mother Load just right. “Five thousand.” “That’s a lot of money.” “I’ll throw in the tractor, too. Even leave it running with the cab unlocked.” “Tell me where…” Mark told him. • The next night, after the truck and trailer had been stolen and Mark was richer by $5,000 in cash, Mark called Sunny to give him the good news. “The truck’s been stolen,” he said. “But I didn’t see who did it.” “That’s OK,” Sunny said. “We’re insured. Just don’t forget to call the cops.” “Don’t worry,” Mark said. “I plan to tell them everything.” “Hold on,” said Sunny. “I have another call.” Mark waited a couple minutes. When Sunny came back on the line, he was an angry man. “Where was the truck stolen?” Mark told him. “That’s not where we arranged for it to go down.” “You’re right,” Mark said. “It’s where I arranged for it to go down… And you right along with it.” There was shouting on the line after that, but Mark didn’t listen to it. Instead he hung up and called the police. There were people he needed to talk to in the auto theft bureau, frauds…and then maybe a man in hospital who needed to know what was really going on.

Illustration by Glenn McEvoy

By Edo van Belkom

PART 5

THE SINGLE BEST WAY TO IMPROVE YOUR BOTTOM LINE

pg 42 tw june v3.indd 50

16-05-19 3:40 PM

SASKATCHEWAN

TRUCK WEST JUNE 2016

A woman’s touch New executive director of STA brings experience and passion REGINA, Sask. – Following the departure of former executive director Al Rosseker, the Saskatchewan Trucking Association (STA) has brought on Susan Ewart to fill those shoes, who brings with a glut of experience in the insurance world and an entrepreneurial spirit to her new

owner of an insurance brokerage for many years. “The STA is a business, and I hope to bring those aspects of entrepreneurship and ‘thinking outside of the box’ to the executive director position.” STA board chairman Graham Newton said they had identified several potential candidates for the executive director position, but Ewart’s experience within the association’s group of companies put her ahead of the pack. “She has a proven track record in management and demonstrates solid leadership values,” Newton said. “Susan’s broad knowledge of insurance services, particularly in the transport sector, will ease her transition into the truck transportation world.” Ewart served as director of insurance services for Hal Insurance, a subsidiary company for the STA, for

‘We will be looking at ways to grow our association.’ Susan Ewart, STA leadership role. “With a 30-year career in insurance, it has given me the opportunity to develop successful relationships with both customers and industry partners,” Ewart said, adding that she was a manager and business

the past four years. Bringing passion to the work she does, Ewart said she has a knack for building and cultivating relationships, but admits that when it comes to what initiative she intends to tackle during her reign with the STA, everything right now is still relatively new. “A lot of investigation is ongoing as to why we do the things we do,” she said. “We will be looking at ways to grow our association and bring value to our existing members and potential new ones. I will also be working on building on existing relationships with our western associations, our

national association and ensuring the STA voice is heard at all government and association levels.” One thing Ewart keenly pointed out, is the fact that not many women hold positions within the trucking industry, and that the sector is often referred to as an ‘old boys club.’ Ewart did say that more women are starting to enter the industry, and that she hopes this will soon change that perception. “Women definitely have a different skill set from men and the ability to communicate, provide leadership and multi-task are usually at the foreContinued on page 45

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The new face of the STA Continued from page 43

front for us,” Ewart said, adding that she hopes to carry these skills over to her executive director position. “By mentoring and leading other women, I believe that we can create future truck transport leaders in women.” Ewart highlighted that she feels the STA currently employs one of these future leaders, someone she called a ‘very passionate young woman,’ referring to membership liaison Nicole Sinclair. “You will be hearing and seeing a lot more from Nicole of the STA,” Ewart said. “She is a valuable resource to our members and the industry.” Ewart said she believes the STA has done an excellent job at establishing itself as the voice of the trucking industry to other sectors in the province, and that various organizations look to them for guidance and input when it comes to their involvement in the trucking industry. “We have worked behind the scenes for a very long time and we need to create more visibility and awareness from the public sector,” she said. Ewart attended Saskatchewan Polytechnic’s business administration program, and holds a Canadian Accredited Insurance Broker designation. She served on the board of the Insurance Brokers Association of Saskatchewan, the Regina Women’s

Susan Ewart brings years of experience in insurance to the STA’s executive director position.

Network and was president of the Regina Association of Insurance Women. She was also the recent recipient of the 2015 Women of Influence for the insurance industry. But she is ready to take on the new challenge of leading the STA into the future. “I know I have taken on a role in a nontraditional industry for females,” Ewart said, “but we are slowly changing those barriers and stereotypes and I hope to be an example of what can be accomplished through hard work and a passion for making a difference.” The STA’s former executive director, Rosseker, will move into a senior advisor position for the association.

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The tough get going Economic times may be challenging, but Kelsey Trail keeps on trucking By Derek Clouthier SASKATOON, Sask. – Jim Clunie has seen his company rise from its humble beginnings in Tisdale, Sask., where his parents, Gordon and Irene, launched Kelsey Trail Trucking in February 1981, to the successful flatdeck hauler that it is today. Now headquartered in Saskatoon, Sask., Kelsey Trail started as a small, three-truck operation with only a few base customers when Gordon, an owner/operator in the late 1970s, decided to venture out on his own. “For a few years it was just a really small, family-owned business and it was pretty tight-knit,” Jim said. After a couple of successful years of operation, Jim’s mother decided to leave her job and move over to manage Kelsey Trail full time, and the company began to grow “not too rapidly,” as Jim said, but at a steady pace. During the ‘80s and early ‘90s, Jim’s parents built up the company to become a 10- to 15-truck operation, hauling mostly steel on flatdeck trailers from Vancouver to the Prairie Provinces, but also some grain during the early years. Then, Kelsey Trail began to look eastward. “By the mid- to late-‘80s, we were going more toward Toronto to bring goods back into the prairies,” said Jim, “and that’s still what we do today.” Jim said he believed the ‘80s were a challenging time for his parents to be running a trucking company, with varying interest rates, market changes and the deregulation of the industry, first in the US in the 1970s and then in Canada with the National Transportation Act in 1985. “Overnight, there was all of a sudden new competition,” he said. “So I think there were a lot of challenges, which are still there today.” With years of diverse work experience under his belt, Jim felt comfortable working for Kelsey Trail Trucking in the early ‘90s. “When I was younger, I sort of filled in a lot for staff holidays,” Jim explained. “If a dispatcher was on holidays, I’d cover for a couple of weeks, or a mechanic, or

a driver. I was pretty fortunate to get that experience to learn a lot about how the whole company worked, from invoicing, to dispatching, to sales.” With most of Kelsey Trail’s business in Ontario, this was when the company began looking into where it could establish a terminal in the Greater Toronto Area (GTA) as a way of alleviating some of the issues attached to hauling large, heavy loads across various provincial borders, and in 2001, it opened a location in Innisfil, Ont. In the past year, however, like many companies in Canada, particularly in the west, Alberta’s economic downturn has reared its ugly head at Kelsey Trail. “We have a group of eight to 10 customers that we haul most of their product from steel mills and fabricating places in Greater Toronto to Alberta, and have done so for close to 20 years,” Jim said. “Historically, if we bring 10 loads out of the GTA for Western Canada, sixand-a-half of them go to Alberta. Out of that 65%, the numbers are down 35%.” The company has been able to counteract some of that loss by delivering to other locations in Western Canada, but the negative effect the Alberta economy has had remains palpable. “We’re pretty well established with a pretty big customer base,” Jim said, “and we can make adjustments, but it’s down significantly…and the rates are down with it. (Alberta) has affected us, but we’re doing fine; we’re not struggling at all, but we’re doing different stuff, like regional trucking around Ontario and Quebec and moving more product between Saskatchewan and Vancouver than we did previously.” Over the past year, Jim said he has been able to keep the company’s fleet new and reliable, which has helped from an emissions-cutting standpoint and has kept Kelsey Trail ahead of the environmental curve. Jim did say, however, that he has some concerns when it comes to emissions standards, citing the fact that the people who set the regulations are not the ones responsible for footing the bill to make those goals a reality. Jim said that although today’s advanced engines do run more efficient-

Go the distance with the

Despite a downturn in the economy, Kelsey Trail Trucking has managed to retain all its current staff, a feat owner Jim Clunie is proud to have accomplished.

ly, that does come at a cost, with a price tag that has doubled and breakdowns that can prove problematic with costly aftertreatments. Jim also said that the trucking industry has been held to a high standard for some time now when it comes to curbing emissions, and that others have lagged behind, pointing to construction equipment, which he said was just raised to Tier 4 standards last year, leaving that sector five years behind where the trucking industry is today. Jim said he would love to see provincial trucking associations and the Canadian Trucking Alliance lobby more effectively for the issues that truly matter to small businesses like Kelsey Trail Trucking, adding that he respects and appreciates those who volunteer to be part of the association boards and would never criticize anyone who puts in the time to help the industry. In the midst of the present economic downturn, Kelsey Trail can proudly say that it has not had to let any of its staff go. “We’ve been able to go through our 35-year-old Rolodex of customers and find out where we can put some of our equipment to work,” Jim said. “We haven’t had to downsize or disperse equipment, lay anybody off or anything like that, and that in and of itself is a victory.” But it hasn’t been easy, and Jim admits that there has been times where he had to entertain the idea of how to best move the company forward. “It’s so hard to find good people,” he said, “and those who have been with us for three, four, five and six years, I feel

like we owe it to them, and maybe we have to haul for a little bit less, but it’s a two-way street – they’re there for us, and we need to be there for them.” Finding new drivers who are willing to call the road their home for lengthy hauls is no easy task. “Ours has to be one of the toughest jobs out there,” Jim said. “Long-haul Super-B flatdeck – the guys are not home very much.” On the road 25 days and home only a handful of times each month, Jim said he has had to bring several temporary foreign workers on-board over the years, and that when it comes to hiring, he gets more inquires than genuine applications these days. “After they educate themselves about what our job all entails, the inquiries don’t really turn into applications,” said Jim. “Everybody wants to home every night, but our country is too big.” Jim said he believes the driver shortage is getting worse, not better, and the fact that truck driving is not seen as a skilled trade by the federal government doesn’t help the matter. With about 84 drivers presently at its disposal, Kelsey Trail is currently looking to add around four more to its roster. “We’ve been around a while, and with our market, it’s a tougher sector of the industry, but I think the people who do it, they do it well,” Jim said. “The last 18 months has been as tough as I’ve seen it in my 20 years here, so I think there’s a lot of people out there who need a pat on the back…we’re all in it together, and at the end of the day, we’re all going to learn from it, as well.”

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