T H E P R I VAT E T R U C K F L E E T M A G A Z I N E
February 2014 • issue 1
MOTOR CARRIER
HOME RUN HOME HARDWARE STORES LIMITED’S DENNIS SHANTZ, 2014 CHAIR OF THE PMTC PM #40069240
Coming Attractions Better fuel economy, added stability, and trucks that drive themselves. They’re coming soon.
See pg 15
issue 1 Feb, 2014
8 features
8
Home Run
5 Editor’s view
2014 PMTC Chair Dennis Shantz reflects on the business of private trucking and Home Hardware Stores Limited
7 President’s report
15
27 New products
29 News blotter
Coming Attractions Better aerodynamics, enhanced stability ... and trucks that drive themselves? They may be closer than you think.
7 Chairman’s message
29 Ad index
21
7 Trailer Topics
30 Stats and facts
Key questions to determine the true cost of your trailer lease
25
15
Consider This 5 things to look for in your next lease
30
contents
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Don’t forget to track attitudes in Key Performance Indicators
“
His poor
attitude cast a pall
on the entire process
”
and his entire organization.
John G. Smith editor
This is not the column I intended to write. Had everything gone according to plan, you would be reading about the role a new oil category and other fluids will play in future trucks. (That will be coming in the next edition.) Instead, I am fuming. I need to rant. This is what columnists are supposed to do, is it not? First, let me offer some context. In recent weeks I have been involved in a task that involves reams of paperwork and several independent government departments. Each stop along the way unveiled new forms or procedures to collect what is, essentially, the same data. As frustrating as this might sound, there is good news. In virtually every case, I was treated respectfully by caring customer service representatives. No matter what department they represented, they truly expressed a desire to help. If a different form was required, or if I struggled to find a required piece of information, they focused on ways to help and fill in the blanks. I responded by doing everything I was asked. One person was different. After I explained the reason I was there, he pushed back completed paperwork with a dismissive comment that the document had to be notarized. When I questioned why this was required, he laughed. That’s right. He laughed. Then he walked away. When I returned with the notarized documents, he treated every question as an inconvenience. He sighed. He chuckled again. Part way through entering the information, he looked up and said, “The computer froze.” Then he stared blankly as if he expected me to come back at another time. “I guess you better re-enter the data,” I said. Then he chuckled some more. By the end of the visit, the task was completed. And I’m sure it will reflect well in his performance review if his managers measure numbers alone. He followed policies and procedures to the letter. Yet his poor attitude cast a pall on the entire process and his organization. It led me to reflect about the broad impact that a negative experience can have on a business of any sort – and it’s why attitudes and customer feedback should play a key role in any performance reviews. Professional fleet managers audit the condition of everything from equipment to paperwork, and track factors from late deliveries to fuel economy. But those who focus their Key Performance Indicators on these measures alone, without considering the quality of the experience delivered by employees, risk irreparable harm to their brand.
John G. Smith, Editor Twitter: @wordsmithmedia
EDITOR John G. Smith 905-686-4851
info@wordsmithmedia.com Twitter: @wordsmithmedia
EDITORIAL DIRECTOR PRESIDENT, PMTC Bruce Richards 905-827-0587 trucks@pmtc.ca
Publisher Jack Meli 647-823-2300
jmeli@bizinfogroup.ca
COPY EDITOR Vanessa Cox
PRODUCTION MANAGER Steve Hofmann
shofmann@bizinfogroup.ca
ART DIRECTOR Lisa Zambri Circulation Manager Mary Garufi 416-442-5600 ex 3545 mgarufi@bizinfogroup.ca
VICE PRESIDENT PUBLISHING Alex Papanou PRESIDENT Bruce Creighton
Private Motor Carrier magazine is produced under contract by BIG Magazines LP, a division of Glacier BIG Holdings Company Ltd., a leading Canadian information company with interests in daily and community newspapers and business-tobusiness information services. Editorial services and content supplied by WordSmith Media Inc.
The contents of this publication may not be reproduced or transmitted in any form, either in part or full, including photocopying and recording, without the written consent of the copyright owner, the Private Motor Truck Council of Canada. Nor may any part of this publication be stored in a retrieval system of any nature without prior written consent. ISSN 2291-3998 (Print) ISSN 2291-4005 (Online)
Return Undeliverable Canadian Addresses to: Circulation Department – Private Motor Carrier magazine 80 Valleybrook Drive, Toronto, Ont M3B 2S9 Subscription Inquiries – 416-442-5600 The content of this magazine should be viewed for information purposes only, and should not be seen as an alternative to legal advice.
T h e P r i vat e T r u c k F l e e t M a g a z i n e
motor carrier
May 2013 • issue 1
Volvo Trucks. Driving Success.
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“Next to safety, uptime is most important to us.” “I’m proud to say that in a year and a half we have not had one Volvo on the hook - they’ve been on the road maximizing our profits and our service to our customers. We are aggressively growing the Volvo brand within our organization and now have 40 units primarily used in our Prince George operations, and have just ordered 10 units for our Tumbler Ridge location which is an off-highway, heavy-duty application. Because we haul Super-Bs for the forest and mining industry on some pretty big climbs we are running D16s with 550 and 500 horsepower – both meet our needs and carry our product safely. 100% of our Volvo trucks have Volvo power - it’s like a one-stop-shop and adds huge value to us in quality control and uptime. I-Shift is definitely a factor in Lomak moving forward with Volvo - but it’s not everything. Overall it’s the safety and uptime, the fuel economy, comfort of the cab and the service. I-Shift is the icing on the cake.” Rick Reinbolt, President, Lomak Bulk Carriers Corp.
Test drive Volvo advantages at your nearest Volvo dealer. Visit us at volvotruckscanada.com ©2014 Volvo Group North America, LLC
PriVate Motor truCK CouNCiL of CaNaDa
The 2014 award season has begun
“
The PRiVATe moToR TRucK council of Canada recognizes excellence through its longstanding awards programs, and this year we are very pleased to add one more to the portfolio. The Top Fleet Employers award will be managed by Trucking Human Resources Canada and presented to fleets that meet a vigorous selection criteria reflecting human resources issues, trends and working environments. Top Fleets has a uniquely Canadian focus, including a version designed specifically for private carriers. Entries for PMTC’S 2014 awards are now being received. And I thought that, for those who may not be familiar with it, a brief re-cap of the entire portfolio might be in order. The Hall of Fame for Professional Drivers, sponsored by Huron Services, a CPC Logistics Company, inducts up to four professional drivers each year. These are individual awards of excellence, and the safety records of the recipients are extraordinary. The Private Fleet Safety Awards, sponsored by Zurich, is open to all private fleets in Canada. These awards recognize companies that have successfully integrated detailed safety programs as a key component of their operations, and whose programs deliver results. The Vehicle Graphics Design Awards, sponsored by 3M Canada, adds colour and drama to our annual awards luncheon. This is the 29th year of these awards, with entries arriving from across the country. And the new Top Fleet Employers award is an exciting addition. The recognition that recipients enjoy continues well after the conference. Award winners are featured in the PMTC’s own magazine, Private Motor Carrier, other industry magazines such as Truck News, and on PMTC’s website. Full details, criteria and entry forms for each of these awards are available at www.pmtc.ca, or you can simply call the office (905-827-0587) if you need more information. We encourage everyone to participate. Bruce Richards, President
”
PMTC
Our fleet is not a one-man show
“ bruce Richards PresiDeNt
Dennis Shantz CHairMaN
When AsKeD iF i WoulD AGRee to being profiled in this edition of Private Motor Carrier magazine, I needed to give the idea some thought. You see, everyone involved with the Home Hardware Stores Ltd. truck fleet, including me, understands that ours is not a one-man show. In fact, our fleet and our company are so successful because we realized long ago that everyone plays an important role. If each of us performs well, success for the entire group – including our dealers – will follow. I know this sounds like the old “teamwork” quote that we often hear when athletes are interviewed during half time, but take a moment and consider what makes your own organization successful and you’ll recognize the truism. It’s not just serendipity when a private fleet like ours builds a proven track record that includes best-in-class safety and customer service records, long-term employees who are committed to the company, minimal turnover and a return on investment that keeps the board happy. It’s an end game that actually never ends. You need to reach for it every day. We also know that similar results are being achieved by elite private carriers in Canada and the United States, many of whom enjoy membership with the Private Motor Truck Council of Canada or the National Private Truck Council. This is proof that similar efforts pay dividends. So, although the article in this edition focuses on the Home Hardware Stores Ltd. fleet, it is really a reflection of many North American fleets. Read it with your fleet in mind and I’m sure you will find some similarities. But once you’ve read it, and perhaps shared it with colleagues, let’s remember one more thing. We have to do it all again tomorrow. Dennis shantz, chair
”
February 2014
PMC • 7
home run by John G. Smith
2014 PMTC Chair Dennis Shantz reflects on the business of private trucking and Home Hardware Stores Limited
8 • PMC
February 2014
n
D
ennis Shantz wasn’t looking for a full-time job when he sat down for an interview with Home Hardware Stores Limited’s fleet manager. All he wanted was a few extra hours behind the wheel to supplement his paycheque from another carrier. The meeting obviously went better than expected. By the time Shantz drove home there was a call offering a full-time driving position. That was 17 years ago. Six years as a driver and back-up dispatcher followed, then a role overseeing a new safety program. Eight “Being a dealer-owned company we all buy into the same program,” says Dennis Shantz. “Our goal is to service our dealers the best we can.” Photo: John G. Smith
years ago he moved into the fleet manager’s office. Now the director of fleet services, he is the current chair of the Private Motor Truck Council of Canada (PMTC). As much as his role has changed over the years, there are still plenty of familiar faces around the yard in St. Jacobs, Ontario, where long tenures are the norm. When asked about driver turnover at the fleet serving hardware retailers and building centres, Shantz offers an observation that would make many of his peers envious: “The last time we had a driver just leave the company? Other than retiring? I’d say it was five years ago.” A hand-designed photo collage posted outside the dispatch office, celebrating a long-time employee’s recent retirement, offers just one example of how rare the turnover is. Shantz credits the fact that managers are always open to a driver’s suggestions. It sounds like a little thing, but drivers should be confident they have a voice in everyday decisions, he says. When one driver recently pointed out a new schedule was sending him into Montreal at the heart of rush hour, the order of deliveries was changed. When another employee reported the tight turns into a new retail location, the 53-foot trailer was swapped for a 48-footer. “They know we’ve got time for them,” Shantz says. “We’re going to listen.” The commitment is not limited to fleet managers. When drivers met for an annual meeting on Dec. 31, a corporate update was offered in person by none other than President and CEO Paul Straus. “There’s no real big separation from the [executive offices] to the drivers, warehouse and dispatch staff,” he says. History emphasizes that personal relationships are important to this business. Home Hardware Stores Limited, now celebrating its 50th anniversary, has even leased its trucks from the same supplier for 50 years. Founder Walter Hachborn and Murray Good of Good’s Garage secured that deal with nothing more than a handshake, and the agreement is still in place today. All 135 power units – including a selection of International ProStars, Volvos and
Freightliner Cascadias – are sourced from the same location. And Mike Good, today’s president of Good’s Garage, still personally attends driver meetings and contributes to safety bonuses. But the company which honours its historic roots also remains focused on the future. The fleet’s newest equipment is spec’d with 425-hp engines and roll stability controls to meet Ontario’s requirements for Long Combination Vehicles (LCVs), even though Shantz is not yet using the longest configurations. Many of the retailers served by the fleet are located far from the major highways required for twinned 53-foot trailers. For that matter, tight settings are so common that all the Manac trailers are also ordered with side doors. But in other ways, the fleet is a perfect fit for LCVs. “We bulk out way before we weigh out,” Shantz explains. The exceptions to the rule tend to be limited to unusually heavy inbound goods like loads of road salt. So far, it looks like the most promising application would involve trips between the Ontario distribution centre and Quebec. Dealers now receive their shipments within an average of 36 hours after placing an order, but Shantz muses about a system where an Ontario driver might begin a trip with an LCV, and then hand off one of the 53-foot trailers to a Quebec counterpart. The changes are hardly coming tomorrow, but Shantz needs to think ahead. His fleet keeps highway trailers in service for a jaw-dropping 15 years, thanks to a Preventive Maintenance program which inspects the equipment every 60 to 80 days, catching smaller mechanical issues before they lead to bigger problems and roadside breakdowns. A brightly lit inspection pit helps drivers conduct thorough pre-trip inspections as well. A Commercial Vehicle Operator’s Registration (CVOR) violation rate that typically hovers around 10% shows just how effective the processes have become. It is not the only way that the condition of trailers is important. Each is coated in a vibrant “Home Hardware yellow” and is scrubbed clean. “We’re a rolling billboard,” he says with pride. One
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of the latest investments in the fleet yard includes a drivethrough wash bay with water jets that clean equipment from nose to tail in less than four minutes. It is hardly the only evidence of a company willing to try new equipment. Side skirts were recently added to trailers as the fleet looks to tackle its biggest challenge in the form of rising fuel prices. While the mixed operation and routes make it difficult to test new components internally, Shantz turns to trusted third-party sources such as FPInnovations’ Performance Innovation Transport (PIT) group for a stamp of approval. Gaps between tractors and trailers have also been tightened as much as the restricted confines of retail store parking lots and municipal roads allow. “Fuel costs are not getting any better,” he says, adding that he’s particularly happy to see the PMTC championing the right to use boat tails, controlling the unwanted turbulence behind trailers.
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Dennis Shantz began his career with Home Hardware Stores Limited behind the wheel. Now he leads the fleet. Photo: John G. Smith
Electronic data has played another role in controlling fuel costs. In addition to tracking information about hard braking events and average speeds, the fleet has also been able to download data about idle time. Using little more than driver training and company policies on top of that, it has been able to reduce the 44,585 hours of idling recorded in 2007 to the 27,956 hours seen in 2012. “A lot of it was driver attitude, the old way of doing things,” he says, referring to those who left engines running while taking a break. The gains were even made without the incentive of a fuel bonus because a generous company bonus was already in place. Everyone knows that they reap the rewards of good business decisions. “Being a dealer-owned company we all buy into the same program,” he says. “Our goal is to service our dealers the best we can.” Shantz certainly sees drivers as the secret to ongoing success. “They’re probably seeing our dealers more than anybody in the company,” he says. “Our drivers are our ambassadors out there.” Thanks to one recent addition, the fleet can even claim one of the most decorated truckers in the country. Rob Marshall, the 2013 National Truck Driving Championship’s Rookie of the Year
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and Grand Champion, had approached Shantz about a potential job after collecting his provincial honours. There were no openings at the time, but knowing they had three drivers retiring later in the year, Shantz and his team made room. “When you’ve got a good driver like that, somebody is going to pick him up,” he adds. A commitment to ongoing training helps to hone all their skills. Each driver takes a defensive driving course at least once every three years, and those who record three “incidents” – even those which cause the smallest amounts of damage – will return to the classroom in the interim. Other annual training sessions have informed them on topics as diverse as sleep apnea and how to respond at the scene of a collision.
They [PMTC] give us a voice. Dennis Shantz, Home Hardware
”
Home Hardware’s senior executives receive another form of training. Shantz’s annual briefings in the boardroom help to ensure every manager understands trucking-related choices and challenges. “Our main business is retail,” Shantz stresses. “Not trucking.” But the broader understanding helps to make informed decisions. It is one of the reasons why the fleet has been involved in PMTC for so many decades. Membership offers one of the best ways to stay on top of evolving regulations, he says, referring as well to effective lobbying efforts which led to changes such as an end to the need to re-test drivers at the age of 65. “They give us a voice.” The new chair is particularly excited about the council’s Young Leaders Group, which is giving a voice to the newest generation to serve the industry. The average age of those in private trucking continues to creep ever higher, but he knows that the newest employees will play a key role in solutions. In fact, he sees networking opportunities as one of the council’s leading benefits. It’s one of the reasons that he and the PMTC board are dedicating more time to recruiting efforts. “Over the past couple of years — even in a tough economy — we’ve increased members, and that says volumes about the organization,” he says. As the newest chair, he hopes to see the numbers grow larger yet, and is encouraging fellow fleet managers to reach out to those companies which have yet to join. His employer refers to Home owners helping homeowners. Through PMTC, he knows fleet managers can help fleet pMC managers. Did you know? Dennis Shantz, chair of the Private Motor Truck Council of Canada, was an aspiring junior hockey player until he suffered a major wrist injury. But the defenceman still ties up his skates on a regular basis.
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attractions Coming
by John G. Smith
Better aerodynamics, enhanced stability ... and trucks that drive themselves? They may be closer than you think.
A
t first glance there was nothing unusual about the two trucks and three cars merging with other traffic on a highway near Barcelona, Spain, but there was nothing usual about the way they were controlled. The driver of the Volvo FH truck at the front of the pack was the only one with his eyes on the road and hands upon the wheel. “Platooning” vehicles behind him automatically mimicked the lead truck’s every turn, applied brake or change in speed, maintaining a tight four-metre following distance along the way. No driver actions were required. A Volvo project manager in one driver’s seat actually illustrated the point by reading a magazine during the trip. This 2012 test represented a key milestone in the European Safe Road Trains for the Environment (SARTRE) project, and it was not the only demonstration of its kind. Half a world away, Japan’s New Energy and Industrial Technology Development Organization
(NEDO) ran a tightly packed group of four trucks in another showcase of wireless controls. In that 2013 test the trucks in the rear didn’t have any drivers at all. Similar research has been conducted at the University of California Berkley and the Scania Transport Laboratory. Automated convoys – using a highspeed wireless communications network to combine tools such as radar, adaptive cruise control and automated steering – could potentially be used to improve fuel economy through better aerodynamics, help to better manage traffic flows and reduce collisions. “Even the lead vehicle is saving fuel,” says Volvo’s Carl Johan Almqvist, referring to the benefits. “The whole idea we have is you would have a dedicated driver up front who is specially trained to be a platoon leader.” Joining such a platoon would be similar to sitting in a commercial airliner, he adds. “You don’t think to check if there is a pilot up front.” Any changes like these would require
updated highway regulations, and they would certainly come at a premium cost, but the supporting equipment is hardly the exclusive fodder of science fiction movies. Australian mining companies are actively using remote-controlled haul trucks. Optional controls from Bendix and Meritor WABCO combine radar, brakes and engine power to maintain pre-set following distances or even help avoid rear-end collisions. Assisted steering, applied if a driver begins to drift from a lane, is now an option on several cars. “It opens up a lot of interesting things you could do to aid the driver,” Almqvist says. They are not the only technological gains to come. Increasing the focus on fuel, the U.S. Department of Energy’s 21st Century Truck Partnership is bringing together major manufacturers in four demonstration vehicles that are already offering a glimpse of the near future. There are Waste Heat Recovery Systems
cs Five “platooning” vehicles mimic the lead truck’s every move. Photo: Volvo Trucks North America
February 2014
PMC • 15
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putting once-wasted engine temperatures to work, GPS-enabled cruise controls, hybrids, and tractor-trailers designed as complete aerodynamic packages. The latter option holds particular promise for dedicated and private fleets, says Ken Howden, the project’s director. Under the hood, the project’s focus on cleaner combustion processes will do more than improve fuel economy, he adds. It will
help to extend the life of expensive emission-controlling components. Future exhaust aftertreatment systems will be tied closer to the engine and the overall vehicle to improve combustion, reduce parasitic losses, and address challenging temperatures, says Jennifer Rumsey, Cummins’ vice-president of engineering – engine business. “Some of the things that are happening now are
making the average driver closer to the best driver.” Waste Heat Recovery Systems alone could improve fuel economy by as much as 5%, capturing the energy that would otherwise be lost, she says. Some of the captured heat, for example, might come from the Exhaust Gas Recirculation systems used to reduce NOx. “Waste Heat Recovery and hybrid systems, at some point, will become common technologies,” Rumsey adds, referring to changes she expects to come in the next 10 to 20 years. “We’ll see partial electrification building up to full hybrids.” Changes like that can support lower-displacement engines, shedding weight and improving fuel efficiency. Beyond the promise of better fuel economy, safety enhancements have enjoyed a focus of their own. Roll Stability Controls, for example, can help prevent rollovers by selectively applying brakes. This March, the U.S. National
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Highway Traffic Safety Administration is expected to announce a Notice of Proposed Rule Making that will mandate stability controls in two years, and such rules are usually echoed in Canada. Bendix is actively making the case for systems in the form of full Electronic Stability Controls. Both types of stability systems have lateral acceleration sensors, measuring the forces that can tip a trailer on a ramp with a decreasing radius, but Electronic Stability Controls add yaw sensors, determining how the vehicle is twisting around a central point, and steering angle sensors to tell where a driver is actually trying to move. The biggest difference would be seen during a double lane change in slippery conditions. As the driver steers from one lane to the next and back again, and the trailer begins to push the tractor, the yaw sensor will recognize the signs of trouble and apply brakes to specific wheels. “It
will try to slow the vehicle down and try to tug out the combination,” explains TJ Thomas, director of marketing and customer solutions for the Bendix Controls Group. “It will help the driver steer through the maneuver.” This latest generation of stability controls was actually the next logical step in equipment first designed to introduce anti-lock brakes. Electronic Control Units, which process the information from sensors, control the brake valves. Emerging electronics are going further still. “We’re adding self learning,” says Mark Melletat, Meritor WABCO’s director of fleet operations. “The units can calibrate themselves through the life of the vehicle.” Rather than setting everything up for a perfectly new vehicle, this means the system will adapt to issues such as wearing tires and front end alignment. That will be welcome news in any garage. Fewer parameters will need to be reset
when replacing parts. Meanwhile, regulators are also looking at collision mitigation systems, applying the brakes if there is the threat of a rear-end collision. Early adopters of the radar-based collision systems have included private fleets such as Walmart and Praxair, and some users have seen rear-end collisions drop by more than 80%, Melletat says. But tougher safety ratings systems, such as the U.S.-based CSA program, are leading a longer list of fleets to look for technical solutions to safety challenges. Looking further into the future, Melletat expects to see the radar systems combine with vision-based equipment like the cameras used for lane-departure warning systems. “Cameras do a good job of object detection,” he says. “It’s not full autonomous driving, but it gets you closer.” Think of it as another coming pMC attraction along the way.
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PMC • 19
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2014-01-21 11:52 AM
7
trailer TOPICS
Key questions to determine the true cost of your trailer lease: Krell
by John G. Smith
T
railcon Leasing is moving, and this is clearly welcome news to Mike Krell, the company’s national sales and marketing manager. Many of the spaces in the Mississauga, Ontario headquarters have already been repurposed since the building was first opened in the 1990s, and the ever-growing fleet of trailers is now stored in several different yards. “Watch your head,” he adds, passing under a bulkhead on the way to a mainteMike Krell of Trailcon holds nance area-turned-office. one of the tablets which The cramped quarters will soon be a thing of the maintenance teams use to past. Later this year, the company is scheduled to track all work. move into a larger facility in nearby Brampton, local Photo: John G. Smith storage yards will be consolidated, and maintenance teams will enjoy the cover of a shed’s roof when working on as many as 50 trailers at a time. Facility tours like these are obviously important when gauging a leasing company’s capabilities. (You tour the sites which supply and service your equipment, don’t you?) But they also offer a chance to have the discussions that will influence an agreement’s terms. Private Motor Carrier magazine asked Krell to identify some of the key questions which dictate a trailer lease’s true costs.
The
Solution to
Recruiting and Staffing
Exactly where will the maintenance be performed? Full-service leases are clearly important to private fleets which lack their own maintenance teams, but the physical location of a leasing company’s service facilities can influence everything from downtime to rates. “If you have a fleet that runs east to west, and you can schedule maintenance in the cheaper geographical area, you can see better pricing,” Krell explains. Shops in Alberta, for example, need to pay technicians higher wages than those in Ontario because of added competition for skilled tradespeople in the surrounding Oil Patch. How will third-party repairs be handled? On-road breakdowns present a different challenge. Full-service maintenance agreements will cover the cost of a third-party repair, but leasing companies handle the related issues in different ways. There is a price to be paid for after-hour service calls, dispatching the service trucks, paying the vendors and dealing
Montreal, QC Toronto, ON Vancouver, BC Ottawa, ON
1-888-4Unique www.uniquepersonnel.com
rs.
-21 11:52 AM
February 2014
PMC • 21
WE BUILT THEM FIRST. WE BUILD THEM TO LAST.
For 100 years, Utility innovation has delivered numerous firsts. But being first means nothing unless innovation leads to trailers that will stand the test of time and endure the challenges that a trailer faces going down the road. Our next 100 years will be filled with firsts, but more importantly firsts that lead to safer, stronger, lighter and better trailers.
To find out more, call your local dealer or visit www.utilitytrailer.com. Š 2014 Utility Trailer Manufacturing Company. All rights reserved.
with the paperwork. While some companies offer these services at a fixed rate, others base costs on a percentage of the invoice. How are the records produced? Reports and invoices are only as accurate as the data used to generate them, but technology is helping to ensure accurate information is available. Scanners, bar codes and QR codes can all be used to limit the errors traced to keystrokes or poor handwriting. Trailcon, for example, equips its maintenance teams with ruggedized tablet computers which scan the bar codes on everything from trailers to consumed parts. They can also be used to take photos of a trailer’s condition. Can you service other equipment? Some fleets include a mix of leased and owned trailers, depending on when the equipment was acquired. But a leasing company’s maintenance teams might be able to extend programs to cover every piece of equipment. Trailcon, for example, maintains more than 10,000 fleet-owned trailers on top of the 6,500-plus trailers it leases. How can we improve the trailer spec’s? Private fleets tend to have a clear understanding of exactly what a trailer will haul and the routes it will travel. This information can be used to refine trailer specifications and deliver added benefits. A few upfront upgrades can reduce the cost paid for everything from fuel to maintenance. Trailer skirts, for example, have become a popular choice to improve aerodynamics and realize better fuel economy. Trailcon is also experimenting with tire inflation systems for trailers which run through hot and cold regions during the same trips, maintaining pressures at 100 psi and extending tire life in the process. Do the service department’s hours match the fleet’s hours? Maintenance schedules are not only
planned by the day. They can also be planned by the hour. A fleet will likely want to schedule work during those moments when a trailer is not needed to move freight. What costs will change over the life of the agreement? Consumer Price Index adjustments can be
applied to variable or fixed costs, depending on the agreement. “The cost of living goes up. Why wouldn’t the cost of maintenance?” Krell asks, referring to the ever-rising price of everything from aluminum to rubber. But the financing of the equipment itself is more likely to be locked in place. pMC
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February 2014
PMC • 23
CAll PRIVATE MOTOR TRUCK COUNCIL OF CANADA ASSOCIATION CANADIENNE DU CAMIONNAGE D’ENTREPRISE
FoR EnTRiES 2014
PMTC AWARDS: VEHICLE GRAPHICS DESIGN AWARDS HALL OF FAME FOR PROFESSIONAL DRIVERS PRIVATE FLEET SAFETY AWARDS
Entry forms and information available at:
pmtc.ca Entry deadline: April 30, 2014
PMTC Award Ad 2014.indd 1
1/22/14 11:16 AM
l
14 11:16 AM
consider THIS
5 things to look for in your next lease Vehicle leases can represent one of the most important documents a fleet manager will sign. Private Motor Carrier asked five industry experts for advice on issues that they think should be included in any successful agreement. Pre-defined equipment spec’s -- Tim Derrough, vice-president and general manager, Altruck International Every fleet has unique equipment demands, but there is a distinct advantage to adopting common spec’s where possible. A leasing company may be able to offer better deals to fleets that are able to accept pre-defined equipment spec’s, says Tim Derrough, Altruck International’s vice-president and general manager. Return policies – Jason Ciciretto, vice-president, GTA Trailer Rentals Knowing how long a trailer will actually be needed is sometimes a challenge. “Is the demand something we’re going to continue to see?” asks Jason Ciciretto, GTA Trailer Rentals’ vice-president. Presented with an unexpected need, fleet managers might want to secure a way to return the equipment with relatively short notice, extending the agreement for a longer term if the demand continues, or even capitalizing the asset through a lease-to-own model. Seasonal leases -- Bob Hotton, national sales manager, Maxim Truck and Trailer’s leasing division If some trucks are required only during busy times of the year, there may be an option to have them used by another fleet during the down times, says Bob Hotton, national sales manager, Maxim Truck and Trailer. The units could be absorbed in a broader rental fleet, or used by a specific company. Service networks -- Mario Marin, major account sales, Brossard Leasing Maintenance support makes the biggest difference when it is available close to where a truck travels. It is why Mario Marin, major account sales for Brossard Leasing, suggests looking for providers with facilities along serviced routes and close to shipping destinations. The type of service vehicles will also be as important as their numbers. The way the trucks are equipped can be the
difference between a quick roadside repair or the need to arrange for a tow. The power of information – Chris Fairey, vice-president of business development, Ryder Canada
Telematics can gather details about everything from vehicle locations to fuel economy. But the data becomes most useful when it is combined with broader industry benchmarks, says Chris Fairey, Ryder Canada’s vice-president of business development. Rather than simply showing how a fleet performs against past experience, the detailed information will compare pMC a fleet to industry peers.
February 2014
PMC • 25
what’s
new • LIGHTER REEFER UNIT
• COOL FORMULATIONS
Carrier Transicold’s new Vector 8500 reefer unit
Cooling failures account for about 40% of downtime,
includes an electric scroll compressor that boasts
according to Alliance Truck Parts. That’s why it has
70% fewer parts than a conventional model.
unveiled new nitrite-free and nitrited Organic Additive
Compared to its predecessor, it also sheds
Technology (OAT) Extended Life Coolants and
210 lb., offers a 4% increase in cooling
antifreeze. The new formulas promise to improve
capacity, and uses 26% less fuel.
heat transfer and extend the life of water pump seals, the company says.
•Carrier Transicold
•Alliance Truck Parts
• INFINITE POSSIBILITIES
• ONLANE NOW ON FREIGHTLINERS
Fontaine Trailer has unveiled its new Infinity Superior Slide platform
Meritor WABCO OnLane warning systems are now available on Freightliner Cascadia
trailer, which can be configured with a closed tandem set at the rear or
and Cascadia Evolution trucks. The vision-based system tracks road markings and the
front, a full 10-foot spread axle, or any combination in between. Other
vehicle’s position in a lane. An audible warning sounds if the truck begins to stray from
features include fabricated steel main beams, steel cross
the lane without activating the signal light. A Driver Alertness Warning function also
braces and an aluminum floor.
sounds a warning if the driver begins weaving in the lane.
•Fontaine Trailer Co.
•Meritor WABCO
February 2014
PMC • 27
WWW.PMTC.Ca YoUr VoICe online. • • • • • •
THE PRIVATE TRUCK FLEET MAGAZINE
Join Us Now!
Read news and views from PMTC Register for industry events Download Private Motor Carrier magazine Link to important resources Members-only bulletins, presentations and resources And much, much more!
WWW.PMTC.Ca
PRIVATE MOTOR TRUCK COUNCIL OF CANADA ASSOCIATION CANADIENNE DU CAMIONNAGE D’ENTREPRISE
Complete and fax this information request form to receive a no-obligation membership kit.
The PMTC is the only Canadian association dedicated to the interests of private fleet operators. We offer forums for fleet operators and suppliers to exchange views and resolve issues together, and we are at the forefront in representing your interests to government, protecting your rights and supporting the needs of private carriers.
PMTC members are kept up-to-date with industry news through PMTC’s digital newsletter, have access to the Private Fleet Benchmarking Study and the Fleet Security Checklist. They receive member only pricing at PMTC events and on services such as Canada-wide driver licence verification by VerX Direct, and guidance on establishing alcohol and drug testing programs and participating in the group consortium by DriverCheck Inc.
Please send me a free no-obligation membership kit
q
Mail to:
The Private Motor Truck Council of Canada 1660 North Service Road East, Suite 115 Oakville, ON L6H 7G3 Or Fax to: 905-827-8212 Or on line at www.pmtc.ca
Name _________________________________Title________________________ Company__________________________________________________________ Address___________________________________________________________ City___________________Province/State______________PC/ZIP____________ Telephone (
)__________________________Fax(
Email________________________________Website_______________________
Join Us Now! I am: a fleet operator a personnel agency an equipment lessor an industry supplier
q q q q
( Fill in the numbers) with _______tractors_______trailers______st. trucks_______others with _______drivers_______other leased personnel with _______units
Visit our Website at
PMTC Join Us half pg Ad.indd 1
)____________________
www.pmtc.ca 1/22/14 11:39 AM
p kit.
___
___
__
___
___
___
IN thE
NEW AT HUMBERVIEW — Tallman Truck Centre has announced an agreement with Humberview Trucks, clearing the way for Humberview’s Fieldway Drive location in Etobicoke, Ontario to sell and service new International medium-duty trucks. Humberview has been in the commercial truck business for 20 years.
GREAT(ER) DANE — Great Dane has expanded its dealer network in Quebec with Great Dane of Montreal, the sales arm of Remorques St-Henri Inc. The new facility at 8000 St-Patrick St. has 26 regular service bays and two drive-through bays. An 18,000 sf parts department is also included in the
news
65,000 sf dealership. The company will employ 70 service technicians, operate 24 service trucks, and offer service including welding, modifications, bodywork and air system repairs.
aD
index PMTC is pleased to recognize those companies marked as valued members
Ancra 27 www.ancra.com CiT Financial 19 www.cit.com Drive Products 18 www.driveproducts.com Espar 2 www.espar.com Fortigo Transportation Management Group 23 www.fortigofreight.com Great Dane 4 www.greatdanetrailers.com Hino 31 www.hinocanada.com Howes Lubricator 10 www.howeslube.com Huron Services 16 www.hurongroup.ca Maxim 11,13 www.maximinc.com Navistar 20 www.navistar.com Peterbilt of Canada 32 www.peterbilt.com PMTC 24, 28 www.pmtc.ca Ridewell 29 www.ridewellcorp.com Ryder 26 www.ryder.com Shaw Tracking 25 www.shawtracking.ca Truck Lite 17 www.truck-lite.com TMW Systems 12 www.tmwsystems.com Trailcon 14 www.trailcon.com Unique Personnel 21 www.uniquepersonnel.com Utility Trailers 22 www.utilitytrailer.com Volvo 6 www.volvotruckscanada.com
-STRAIGHT TALK-
TOUGH JOBS DEMAND TOUGH OPTIONS The Severe Service RAR-240 Trailer Air Ride Suspension Approved for 100% Off Road Application
Standard on all 240’s is our double bonded, solid pivot bushing for long life and ease of replacement
Available Tough Options:
• Double shocks for highest damping • U-Bolt kits for added security • Specialty beams for high ground clearance
If you would like to receive information on many more Ridewell options and how Ridewell can improve your operating costs, email a request to: YES@ridewellcorp.com
.ca
/14 11:39 AM
February 2014
PMC • 29
STATS AND
facts
PROJECT GOALS
Fuel Input (211 kW)
Engine Output (105 kW)
Tractive Power (92 kW)
Engine Losses – 105 kW
Accessory Loads – 8 kW
Aerodynamic Losses – 53 kW
Auxiliary Power Unit – 0.8 kW
Drivetrain Losses – 5 kW
Rolling Resistance – 32 kW Inertia/Braking Losses – 7 kW
AVERAGE PAYLOAD: 11,800 kg (26,000 lb.)
(60% regeneration efficiency)
TOTAL MASS: 25,220 kg (55,600 lb.) FUEL TO MOVE FREIGHT: 25 L/100 km Key improvements • Engine efficiency • Aerodynamic improvements • Low Rolling Resistance tires • Regenerative braking
Truck Tech Manufacturers are testing a broad range of technologies under the U.S. Department of Energy’s 21st Century Truck Partnership, with goals including lower weights, better aerodynamics, and improved fuel efficiency. Working prototypes will soon combine everything from Waste Heat Recovery Systems to GPS-supported cruise controls – offering a glimpse of the trucks to come. How much better will the future equipment be? Consider the project’s ultimate targets, and how they compare to today’s equipment.
Fuel Input (251 kW)
Engine Output (125 kW)
Tractive Power (110 kW)
Engine Losses – 125 kW
Accessory Loads – 8 kW
Aerodynamic Losses – 55 kW
Auxiliary Power Unit – 0.8 kW
Drivetrain Losses – 7 kW
Rolling Resistance – 46 kW Inertia/Braking Losses – 9 kW (70% regeneration efficiency)
Key improvements
BEYOND SUPERTRUCK
• Payload mass increase
Technology coupled with operational improvements
• Improved driver training
AVERAGE PAYLOAD: 18,140 kg (40,000 lb.)
• Intelligent Transportation System
TOTAL MASS: 36,290 kg (80,000 lb.) FUEL TO MOVE FREIGHT: 29.4 L/100 km
Participating manufacturers Allison Transmission BAE Systems Caterpillar Cummins Daimler Trucks North America Detroit Diesel Corporation Eaton Honeywell International Mack Trucks Meritor Navistar Nova Bus Oshkosh PACCAR Volvo Trucks North America Source: 21st Century Truck Partnership – Roadmap and Technical White Papers 30 • PMC
February 2014
Fuel Input (343 kW)
Engine Output (146 kW)
Tractive Power (121 kW)
Engine Losses – 193 kW
Accessory Loads – 15 kW
Aerodynamic Losses – 61 kW
Idling – 3.6 kW
Drivetrain Losses – 10 kW
Rolling Resistance – 44 kW Inertia/Braking Losses – 16 kW
BASE TRACTOR-TRAILER AVERAGE PAYLOAD: 11,800 kg (26,000 lb.) TOTAL MASS: 27,220 kg (60,000 lb.) FUEL TO MOVE FREIGHT: 40.6 L/100 km