Truck News July 2008 by Annex Business Media

July 2008 Volume 28, Issue 7 Delivering daily news to Canada’s trucking industry at www.trucknews.com

Speed limiter discussions heat up Proponents and opponents square off at Queen’s Park

Cushing was presented with the award during the Canadian Fleet Maintenance Seminar. Just before Ryder’s director of maintenance learned of his win, Don Coldwell of Volvo Trucks Canada read off a list of Cushing’s accolades, saying he was “well-respected by his peers in the industry” and that “his knowledge has both breadth and depth.”

By James Menzies TORONTO, Ont. – Mistake. Unsafe. Incredulous. Those were some of the words used to describe Ontario’s speed limiter legislation during public hearings June 5 at Queen’s Park. However, a well-oiled PR machine led by the Ontario Trucking Association (OTA) was also onhand to present some compelling arguments of its own as the two sides sparred all day over Bill 41, which would mechanically limit truck speeds in Ontario to 105 km/h. Their audience was the Standing Committee on Justice Policy, consisting of MPPs from the governing Liberals as well as Opposition parties. Representing the pro-speed limiter crowd were: the OTA; Canadian Trucking Alliance; Brian Taylor of Liberty Linehaul; the Ontario Safety League; the Insurance Bureau of Canada; the American Trucking Associations; and Jeff Bryan of Jeff Bryan Transport.They insisted speed limiters would improve road safety and reduce greenhouse gas emissions. Countering, from the anti-speed limiter corner, were: the Owner/

Continued on page 9 ■

Continued on page 26 ■

PASSIONATE: Dan Cushing is photographed with his award before he hustled back to the shop to continue with his duties. The Ryder Canada maintenance manager was named this year’s Maintenance Manager of the Year.

Ryder maintenance exec wins national award By Adam Ledlow TORONTO, Ont. – It was business as usual by 3 p.m. on May 29 for Dan Cushing, director of maintenance for Ryder Canada, who found himself sitting at his desk in Mississauga, prepping for a meeting after one heckuva whirlwind afternoon. Not two hours before, Cushing had become the 20th recipient of Volvo’s Canadian Fleet Maintenance Manager of the Year award, one of the

most coveted awards in the field. After being swept away by trade media for pictures and interviews and shaking hand after hand in congratulations, Cushing hopped into his black pick-up and was on his way back to work. No beers with the guys from the shop. No long weekend taken to celebrate. No, any celebration Cushing had planned would have to wait until after hours, when the job was done.

Return of the spring? Why some fleets are taking a fresh look at spring suspensions.

Inside This Issue... • Fuel scam: An apparent fuel tax scam is costing Canadian trucking companies.

Page 12

• Seeing the light: Non-compliant lights continue to flood the

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North American market. A look at the risks involved in buying based on price only. Page 32

• Road test: Test driving the Freightliner Cascadia and Detroit Diesel DD15 engine, a combination that’s garnering a lot of attention here in Canada. Page 34

• Dalton and the Bandit: A fuel thief has Mark Dalton all fired

See page 28

up and looking for revenge.

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Ad Index 51

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Page 4 TRUCK NEWS

July 2008

Historical Comparison - Apr 08 Sales

Monthly Class 8 Sales - Apr 08 OEM

This Month

Last Year 412

Freightliner

433

International

770

452

Kenworth

447

354

Mack

167

156

Peterbilt

291

274

Sterling

199

279

Volvo

161

204

Western Star

118

203

2,586

2,334

TOTALS

Canadian Class 8 sales started off quietly in the first quarter, not surprising considering the impact of the pre-buy strategy and the serious doubts about the economy’s health on both sides of the border. Both of these are creating excess capacity. However, sales for March did climb above 2,000 units, avoiding the steep declines of 2001 to 2003 and April’s sales were higher than last year’s. Five of the eight OEMs managed to increase their sales from the same period last year.

Class 8 Sales (YTD Apr 08) by Province and OEM OEM

ALTA

MAN

ONT

QUE

Freightliner

149

265

732

216

252

126

905

503

185

514

280

294

International Kenworth

SASK

PEI

CDA

1,651

2,040

1,440 536

199

113

296

112

168

116

948

Sterling

106

216

149

639

Volvo

129

246

676

Western Star

342

797

1,713

442

479

2,834

1,516

264

182

8,272

TOTALS

With the days of coping with parts and materials shortages and record demand for new trucks nothing but a memory, truck manufacturers instead now face continuing to bring their operations in line with the reduced sales. They also are preparing for the next jump in sales volumes as fleets and owner/operators respond to the next round of engine emissions standards in 2010 and the anticipated rebound of the North American economy.

Historical Comparison - YTD

Peterbilt

Mack

Motor Vehicle Production to Jan 08

After a stronger than expected April, Class 8 sales for the first four months were at 8,272. The total may be below last year’s less-than-impressive total and way off the record sales posted in the first quarter of 2006, but it has closed the gap on the five-year average. Currently, 2008 is shaping up as the fifth worst (or fifth best) sales year in the past decade as the pre-buy strategy employed by many fleets combined with a slowing North American economy is giving fleets second thoughts about adding capacity.

Market Share Class 8 YTD

12 - Month Sales Trends 2007

2008

3,000 2,500 2,000 1,500 1.000 500 0 May

June

July

August

September

October

2,477

2,142

1,872

1,726

1,952

2,132

November December

1,763

1,742

January

February

March

April

1,687

1,859

2,140

2,586

Monthly total sales never climbed above the 3,000 mark last year, after doing so seven times in the previous record-setting year. It’s highly unlikely to see such strong monthly figures this year either. The 2,586 Class 8 trucks sold in April mark the strongest sales so far this year and make for one of the best sales performances of the past 12-month period.

International jumped out of the starting blocks strong once again taking the lead with control of about 22% of market share after the first quarter. With a very strong April showing, International now controls almost a quarter of the market with Freightliner controlling 20% and Kenworth 17.5%.

Source: Canadian Motor Vehicle Manufacturers Association

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® July 2008, Volume 28, Issue 7 Truck News (ISSN 0712-2683) Truck News, USPS 016-248 is published monthly by BIG Magazines LP. U.S. office of publication: 2424 Niagara Falls Blvd, Niagara Falls, NY 14304-5709. Periodicals Postage Paid at Niagara Falls, NY. U.S. Postmaster send address corrections to: Truck News, P.O. Box 1118, Niagara Falls, NY 14304. Truck News is published 12 times a year by BIG Magazines LP, a leading Canadian information company with interests in daily and community newspapers and business-to-business information services. Creative Directors: Carolyn Brimer, Beverley Richards, Carol Wilson Circulation Manager: Vesna Moore V.P. Publishing: Alex Papanou President: Bruce Creighton

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Publisher

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kpenner@trucknews.com

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2005 GREAT DANE 48' STAINLESS DRY VAN

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Managing Editor

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adam@ TransportationMedia.ca

julia@ TransportationMedia.ca

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Technical Correspondent

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July 2008

Page 6 TRUCK NEWS

Examining the true costs of record fuel prices Everyone’s been griping about the cost of fuel lately. And for good reason. The cost of diesel and gasoline is affecting everyone. You can see it everywhere you look. Owner/operators are going out of business. Plant workers are losing their jobs as auto makers come to realize that the market for gas-guzzling trucks and SUVs has evaporated. The prices of food and goods are increasing. It appears that we’re on a very slippery slope that’s not going to level off any time too soon. While some insist our economy is going to avoid a recession, I have a hard time believing that. I’m not an economist, but even my elementary understanding of economics suggests otherwise. It doesn’t take a rocket scientist to work it out. It costs me over $40 to fill up my reasonably fuel-efficient Toyota Corolla. It used to cost less than half that. That’s over $20 every time I fill up that doesn’t go towards dinners out, a night at the movies, home improvement purchases at Canadian Tire – you name it. We’re a consumer-driven economy and now that consumers are

Editorial Comment James Menzies diverting an unprecedented percentage of their disposable income towards the cost of gas, there’s a lot less left over for nonessential purchases. How long can our economy hold up, when billions of dollars is being diverted from the purchase of goods, or even personal savings, towards the cost of gas? I spend a lot of my driving time listening to XM 171 – the trucking station on XM satellite radio. The stories I’m hearing from south of the border are downright scary. Guys are foreclosing on their houses and living out of their trucks. They’re going broke, because they have no equity in their homes or in their trucks, credit’s no longer available, and in some cases they’re even having a hard time finding driving jobs. Nobody would have predicted that, even a few years ago. What happens in the US, usual-

Oil’s not well with fuel costs Going over my speaking notes while flying to Vancouver to host a half-day session on the impact of fuel price volatility on transportation, I couldn’t ignore the strong sense of deja vu. That’s because, I hosted a series of similar events across Canada just two years ago. The only differences were the organization I was working with (CITT this time rather than Markel) and the audience (mostly shippers rather than carriers). The one constant between this event and the previous events two years ago, unfortunately, is that carriers have not done enough to deal with the elephant in the room – the price of crude (up to $130 a barrel this time). The main conclusion from our educational events two years ago stands true today: the only certainty about fuel pricing is contin-

Did you know? The top performance improvements used to cut fuel costs Skyrocketing diesel pricing is creating a daunting challenge for motor carriers, forcing them to reconsider their approach to fuel management. An eyefortransport survey published this year found fleets are using an assortment of performance improvements to ease the pressure from fuel costs. Training drivers on more fuelefficient driving techniques is the most popular measure taken to date, which also indicates that

Viewpoint Lou Smyrlis Editorial Director

ued uncertainty and volatility. While carriers have done the respectable thing by protecting themselves through fuel surcharges, I don’t think they’ve gone far enough. When fuel prices get so high that carriers have to charge their customers 40% to move their goods it makes me wonder if: A) Such high surcharges are sustainable over the long-term. Our annual shipper research shows that a combination of high rates and surcharges have caused

ly works its way to Canada as well. I shudder at the thought. A recent report suggested that globalization is reversible and that the high cost of fuel may, in fact, reverse the globalization that has taken place in recent years. Maybe that’s a good thing. Maybe we’ll revert back to simpler times when we grew our own food, took care of our neighbours and supported local businesses. Maybe it’ll force us to come up with ways to lessen our dependence on oil that’s produced half a world away. We’ve had the blinders on for far too long and have dug ourselves into a real hole. Now, more than ever, we need our leaders to help get us back out of it and to provide us with alternatives to the usual way of doing

things. Every crisis presents opportunities. Here’s hoping some of our brightest young minds can develop the answers we need to get us back on track. ■

almost half of the nation’s shippers to change their mode of choice for at least some of their shipments. Trucking has both lost and gained freight due to this trend;

has been used successfully for decades by the airlines, rail, marine and agricultural industries. A call option caps fuel prices over a set period of time – say, six months or a year. Motor carriers enrolled in such an option pay a protection fee and get reimbursed if prices rise above the cap. If prices drop below the cap, they don’t get their protection fee back but they do get the benefit of the lower fuel prices – they’re not locked in to buying fuel at the capped rate. Considering carriers could pass on the cost of the protection fee to shippers and give them peace of mind in the process, it’s beyond my understanding why this strategy has not caught on in the motor carrier industry. ■

B) Carriers, during this time of slumping freight volumes, are starting to eat some of the increase in fuel costs because they don’t dare go to some customers with yet another surcharge increase. Carriers that have taken steps to improve their fuel efficiency through driver training, fuel-saving equipment and turning on the speed limiters in their fleet of trucks are to commended but there’s one more obvious strategy that needs pursuing: A financial strategy that protects both carriers and their customers against diesel price volatility. That strategy – a fuel hedging solution called a call option –

Main performance improvements for reduced fuel costs 18%

Improved vehicle maintenance

16%

Restricted vehicle speeds

20%

Driver training in fuel saving techniques

Reducing tractor and trailer weights Increased manual tire pressure checks

14%

Improved vehicle specs and aerodynamics

14% 0%

either outdated or non-existent fuel conservation training can be very detrimental to the fuel consumption of a fleet. Improving vehicle maintenance was also high on the list as was restricting

10%

15%

20%

25%

vehicle speeds, a move that has admittedly been meeting with vocal opposition from drivers and owner/operators. Truck manufacturers have worked hard of late to produce

@ARTICLECATEGORY:861;

– James Menzies can be reached by phone at (416) 510-6896 or by e-mail at jmenzies@trucknews.com.

@ARTICLECATEGORY:861;

– Lou Smyrlis can be reached by phone at (416) 510-6881 or by e-mail at lou@TransportationMedia.ca. more aerodynamic vehicles and 14% of the carriers surveyed saw investing in the new aerodynamic designs when upgrading their fleets as a priority in combating fuel costs. A similar number of fleets said they have increased their manual tire checks. Only a small number (4%) said they have attempted to reduce truck or trailer weights to improve performance. Almost 10% of the sample reported using other types of performance improvements to combat fuel costs, including better fuel benchmarking, improved routing and scheduling, monitoring driver habits and introducing auxiliary power units. ■ @ARTICLECATEGORY:861;

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k & ily toc g Da S In ivin r Ar

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July 2008 TRUCK NEWS Page 7

ACTION

feature of the month…

contents

ROAD TEST: We test drive the Freightliner Cascadia, equipped with Detroit Diesel’s new DD15 engine.

look

why

this

combination is generating so much

SHOP TALK

excitement

the

Canadian marketplace.

The Canadian Fleet Maintenance Seminar included a frank discussion about timely issues, including the service requirements for diesel particulate filters.

PAGE

page 34

SUCCESS STORY

Question of the month

Wes Armour recalls how his company achieved success against all odds. He was keynote speaker at the Canadian Fleet Maintenance Seminar.

PAGE

MEET AND GREET

BUY THE BEST

Truck News has an honest discussion with Eric Gignac, the new leader of the Quebec Trucking Association. What tops his list of concerns as the industry struggles through one of its most challenging times?

PAGE

Should Ontario require road tests for senior drivers? page 54

Non-compliant offshore lights continue to find their way into the North American market. Why cutting costs on light purchases may not be a bright idea.

PAGE

Mark Dalton in…

Mark Dalton and the Bandit Part 2

monthly columns… INCENTIVE PAY By Ross Johnson & Yves Yvon Mercier Safety incentives don’t have to cost a lot of money, but they can pay big dividends.

PAGE

departments

THE BIG ADJUSTMENT By David Bradley What has happened to headhaul and backhaul rates?

DEMOCRACY AT WORK By Joanne Ritchie Recalling the public hearing on speed limiters at Queen’s Park.

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OEM/DEALER NEWS: Maxim Truck and Trailer hosts a charity barbecue to fight cancer. Page 45-47

EMPLOYEE OR INDEPENDENT? Scott Taylor A look at what CRA will consider when determining your job status.

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GLASS HALF FULL By Bruce Richards It’s not all bad news in the industry – there’s still reason to celebrate.

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TRUCK NEWS Page 9

July 2008

COVER STORY

Education is paramount: Cushing ■ Continued from page 1

“While preparing for tonight’s presentation, in speaking to associates of the individual, one word came up over and over, and that word is passion,” Coldwell said. “This gentleman has a sincere passion for his profession. And the passion is truly demonstrated by his actions.” An initially speechless Cushing, who was “a little in shock” at the announcement, said he was “honoured” to receive the award, and thanked a variety of people during his speech, including members of the Automotive Transportation Service Superintendent Association (ATSSA), CFMS members, his wife, his co-workers, and his students, two of whom were in attendance. “It’s very nice (to win),” the father of two later told Truck News. “You know, all you want is a thank-you from people that know you for what you do and I do give a lot extra and I give it every day.” Cushing was surprised to find his wife, Audrey, in attendance, and gave a comical “Hi Audrey” when he spotted her during his acceptance speech. His wife had been alerted to Cushing’s win several days before the actual event, but Cushing didn’t take heed of her subtle fashion tip. “When I left the other night, she said, ‘Don’t you need to take a tie and a shirt and all that?’ And I said, ‘Nah, not this year. It’s usually in the cooler weather.’ We used to have this event in April,” said a tie-less Cushing shortly after his win. As winner of the award, Cushing receives a sapphire ring, plaque, a paid trip to a Volvo assembly plant, and also has his name added to the large glass trophy that sports the names of all past winners. Cushing has been employed by Ryder for 28 years, but has been in the industry for more than 36 years. During that time, Cushing has held a variety of production and management positions, having been most recently promoted to director of maintenance. Cushing is responsible for all aspects of commercial vehicle maintenance activity at 42 Ryder facilities across Canada, with a fleet that consists of 7,000 Class 8 straight trucks, 4,200 Class 8 tractors, and 3,500 trailers. Cushing is responsible for a staggering 550 maintenance employees, 380 licensed technicians and 70 apprentice technicians. With Cushing overseeing the process, Ryder offers a variety of training programs including ones that focus on preventive maintenance; air conditioning; OAP certification; OEM-specific training; brake, air and hydraulic systems; and suspensions and drivetrains. Vic Wintjes of V.W. Transcon Services, who nominated Cushing for the award, says Cushing has been “instrumental” in the development of the Toronto District School Board CITI Motive Power co-op program. Cushing has also served on the Ministry of Education’s industry advisory committee for the truck and coach apprenticeship program, is currently serving as chairman of education and training for the Toronto chapter of the ATSSA, and

is an active member of the Ontario Trucking Association (OTA) member council. The word “passion” came up again in Wintjes’s nomination letter when talking about Cushing’s enthusiasm for promoting the skilled trade of commercial vehicle mechanic, through his involvement with schools, training institutes, and job fair days across the country. As part of this work, Cushing has spent a great deal of time counselling students and parents on the merits of a career in maintenance and has organized student tours of shops and manufacturing plants in an effort to recruit new apprentices into the industry. “I like passing on our information to younger people,” Cushing told Truck News, but he is quick to deflect credit for his success to his boss, who Cushing says gives him a lot of

latitude when working with students.“He wants us to work with the schools. He wants us to support coop programs, job shadow programs, summer jobs, anywhere we can help out young people get started on their careers.” Cushing says that one of the best practices a maintenance manager can follow is properly training his employees. “I try to look at all my employees and say,‘Could they sit in my chair next week or next year?’ That’s what I have to do.” In addition to training, Cushing says that knowing your customer is key to being successful in the field. “You’ve got to know your customer, what he wants, what his hot buttons are, and that way you can deliver.” But Cushing says that the number one issue that both he and Ryder take to task is vehicle safety. “Our company drives safety, so it’s up to us guys in the shop, or myself, I guess, to start with and get it filtered down, to deliver a safe truck on the

road. We are very concerned about that at all times,” he says. “I know when our trucks are overdue or are coming up for their inspections, and we have systems that trigger that this truck is overdue, and I’m on the phone with those guys. There’s just zero tolerance.” But Cushing says that in order to take home the Canadian Fleet Maintenance Manager of the Year award, a great deal of dedication is required. “I enjoy the trade and I enjoy some of the things that we accomplish,” he says. “But you’ve got to have drive every day. You’ve got to keep pushing on the things that you believe in.” And that should be no problem for a guy who wins the biggest award in his field and runs right back to the office. I guess when the Volvo’s Coldwell referred to Cushing as “passionate” about his job, he wasn’t just padding the guy’s ego. Cushing was for real. ■

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Page 10 TRUCK NEWS

BORDER

Land ownership issue delays ferry access road upgrades By Ron Stang WINDSOR, Ont. – Planned multi-million dollar improvements to the Windsor terminal and access road of the truck ferry between Windsor and Detroit are on hold after it was found a piece of connecting road is not a public right-of-way but the property of a private owner. The 104x60-ft. section of road is at the very end of Maplewood Drive, in front of the main gate of Morterm Ltd., a large dock and shipping terminal located along the Detroit River. It had always been assumed the road section was owned by the city of Windsor. But a title search this spring found that the section belonged to Morterm. “Everybody thought this was (part of) Maplewood until in this project the province did the survey work and it was discovered that it wasn’t,” said Gregg Ward, vice-president of the Detroit Windsor Truck Ferry. “The city of Windsor, in our 1995 construction permit for our current terminal, identified the section of roadway as part of Maplewood.” The small but crucial piece of road connects to a private gravel road leading to the truck ferry. Trucks coming from Hwy. 401 or the EC Row Expressway going to the ferry typically turn off of

City of Windsor overlooks the fact that land involved in the project doesn’t belong to city Ojibway Parkway in Windsor’s industrial west end, on to Sprucewood Dr., and then on to Maplewood before turning left on to the ferry terminal road. Trucks are still using the roadway and there are no plans to curtail access. But unless ownership of the property is resolved soon, major improvements to the ferry terminal might not be carried out this year. Under a federal and provincial $300 million plan announced several years ago to improve various transportation infrastructure that plays a critical role in the Windsor-Detroit border, money was earmarked for the Truck Ferry Enhancement Project. This includes paving the gravel road and installing new lighting as well as paving the parking lot at the terminal. There would also be shoreline protective sheet piling that would require river dredging. The dredging, which would take a couple of weeks, must be done by October before the onset of colder weather.

A tender call was supposed to have been put out Apr. 23 to begin the project but that has been delayed. Ward said the province of Ontario has offered to purchase the section of road and turn it over to the city of Windsor. The city is agreeable. He said Morterm is willing to sell if it becomes a public right-of-way. “It’s just getting all that coordinated and getting it done,” he said. “So that’s the impasse.” The truck ferry has been in operation since 1990. It uses a one-deck barge capable of carrying eight tractor-trailers and is pushed by a tug boat. It operates Monday to Friday from 7 a.m. to 5 p.m. in both directions. The ferry offers shippers, typically with HazMat or oversized loads, an alternative to the Ambassador Bridge and DetroitWindsor Tunnel, which have restrictions on dangerous materials. The nearest HazMat crossing is the Blue Water Bridge between Sarnia and Port Huron, 264 kilometres away round-trip. The near-

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est crossing for oversized loads is Fort Frances-International Falls, Minn. Until now the only visible sign of improvements has been the installation of way-finding signs to the ferry along the route from Hwy. 401 and the city’s EC Row Expressway. Mario Sonego, the city of Windsor’s chief building official, said the city has no problem taking over the road after the province purchases it. “Certainly I would recommend that to (city) council provided that if there’s any repairs to be done that somebody could do them,” he said. “I want it to a certain standard so I don’t have to go and fix it next year.” Brian McKeown, Morterm’s president, wouldn’t comment on the state of negotiations, calling it a “private matter between two private companies and I’ll discuss it with them and not with anybody else.” “I think it’s hard for him to comment because nobody has come to him with a formal proposal,” Ward said. “I’m sure it’s been difficult because this project isn’t his project.” Besides the fact the ferry is used for HazMat and oversized loads the crossing also provides redundancy in case of emergencies at other border crossings. Ward said his company may expand operations by acquiring a 12truck capacity ferry but is waiting for the roadway issue to be resolved before moving forward.Two ferries would make it “very easy to get 960 trucks a day going at a relaxed 30 minutes per crossing.” Rakesh Shreewastav, senior project engineer with Ontario’s Windsor Border Initiatives Implementation Group, would only say the government is “committed to this project and will continue to work with all parties.” ■ @ARTICLECATEGORY:3362;

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TRUCK NEWS Page 11

July 2008

Ontario’s cross-border truck traffic slumps TORONTO, Ont. – Ontario truck crossing statistics issued last month by the Public Border Operators Association (PBOA), shows that international truck traffic is down 5.6% in the first four months of 2008 compared to the same period last year. If the timeline comparison is extended to 2005 the decrease in international truck crossings is 8.4% which could translate into 900,000 fewer truck crossings in 2008 compared to 2005. “Trucking activity is a leading economic indicator, and these numbers are yet another sign that the Ontario economy is going through a series of challenges that requires rethinking on the parts of all levels of government,” said Ontario Trucking Association president, David Bradley. Trade with the US has been the cornerstone of economic growth for Ontario, with trucking hauling upwards of 75% of this trade measured by value. “The removal of this many international trucking shipments from the supply chain is a reflection of many causes including a high Canadian dollar, slumping US economy and ongoing glut of border security programs,” Bradley said. PBOA president Stan Korosec, also vice-president of operations for Blue Water Bridge Canada, agrees with Bradley. “Our members are also concerned about the thickening of the border,” he says. “We have been meeting with representatives of the Department of Homeland Security and US Customs and Border Protection since the summer-long delays experienced in 2007 and are pleased with their ef-

US truck tonnage down again in April ARLINGTON, Va. – US truck tonnage was down again in April, but was 2% better than last April’s totals, according to the latest figures released by the American Trucking Associations (ATA). The for-hire truck tonnage index tracked by ATA showed a 1.1% decline compared to the previous month. The association also readjusted the March figures to show a 1.7% decline from the previous month. It initially reported a 3.2% drop. The increase over 2007 numbers marks the sixth consecutive month that US truck tonnage has increased year-over-year. ATA chief economist Bob Costello said the latest figures, including the March revision, are encouraging but there are still mixed signals to consider. “Truck tonnage hasn’t grown since January of this year on a month-to-month basis, suggesting the overall economy remains very soft,” he said. “With that said, the fact that tonnage is showing sustained year-over-year growth is positive for the industry, although part of the strength is due to easy comparisons from 2007.” Costello went on to point out that the cost of fuel is a greater threat to the industry than freight volumes. “Surging fuel prices are weighing heavily on consumers,” he said. ■

forts to date to facilitate legitimate trade and tourism without affecting security.We hope that the Canadian government allocates the proper staffing and resources to the Canada Border Services Agency (so that similar delays are not experienced coming into Canada this summer).” OTA has called on the Ontario and federal governments to assist the trucking industry by improving the tax treatment of its equipment, introducing incentives for the purchase of energy-efficient equipment and changes in regulatory language that would allow the industry to utilize more productive equipment. “A more productive and energy efficient trucking industry is one part of the solution to helping revive the Ontario manufacturing sector,” Bradley said. ■

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Page 12 TRUCK NEWS

CANADA

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of dollars. “There’s clearly a scam going on, preying on truckers and trucking companies,” Pelton told Truck News. According to Pelton, the alleged scam works this way: A company representing itself as an accounting or ‘tax recovery’ firm approaches a Canadian trucking company and suggests the carrier may be entitled to a refund of the excise tax paid on fuel purchased in the US. The company says it charges only a percentage of the refund obtained, so there’s no risk for the carrier. The trucking company provides information such as the amount of fuel purchased in the US, and the accounting firm then files for the refund on their behalf. However, the refund that is applied for is intended for US-based farmers purchasing dyed, off-road diesel fuel – not for Canadian trucking companies. While Canadian companies do not qualify for the refund, the IRS generally issues the refund upon receiving the application, and then verifies the validity of the application at a later date. By then, the Canadian trucking company has likely paid a percentage of the refund (anywhere from 18-50%, according to Pelton) to the accounting firm. “The IRS gets the form and doesn’t really scrutinize it, and issues the refund for a substantial amount of money – as much as US$100,000,” explained Pelton. “They send the check to the trucking company, who are ecstatic – it’s

found money to them. They cut a check to the scam artists, who I believe will disappear soon after.” Pelton’s fear is that the accounting firm will go out of business long before her clients have their day in court, leaving them with little recourse. Victims of the suspected scam are not only unlikely to recover the money paid out to the ‘accounting firm,’ but they have also run awry of the IRS. “We’ve not yet had the IRS come down on anybody, but we feel it’s just a matter of time,” said Pelton. “In two cases, we were able to negotiate a repayment to the IRS with an interest penalty, but no fine. But the IRS doesn’t mess around. If they figure you defrauded the US government, they’re quite likely to say ‘we’re going to penalize you from ever doing business in the US again.’” Pelton has teamed up with a legitimate Buffalo, N.Y.-based accountant, Wade Larkin, who is helping victims negotiate repayment plans with the IRS. The IRS recently released a bulletin addressing the ‘Dirty Dozen’ notorious tax scams for 2008, and fuel tax credit scams were among them.The bulletin pointed out a US$5,000 fine can now be levied against companies who improperly claim the fuel tax credit intended for farmers. Victims of the scheme have reported the con artists are very convincing and come across as extremely credible. However, Pelton warned there

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TRUCK NEWS Page 13

July 2008

are some steps you can take to avoid falling for a similar ploy. “They should ask the person approaching them precisely what provision of US tax law they believe this potential rebate will come from and ask to be shown

this,” suggested Pelton. “I’m quite surprised – two of my clients have had these people file returns for them that they haven’t seen themselves. In one case, the accounting firm forged the signature of one of my clients. You need to be

shown what regulation the person is applying under, see a draft of what they propose to send in and then you need to review that form with a lawyer before it goes in with your name on it.” With four of her own clients hav-

ing been caught up in the scheme, Pelton is concerned the case may be much more widespread. If you think you’ve been approached by the perpetrators of the scam, you can contact her via e-mail at hpelton@cumminsseto.com. ■

July 2008

Page 14 TRUCK NEWS

CANADA

Doctors of iron Prescriptions for puzzling ailments offered at CFMS Shop Talk session By Lou Smyrlis TORONTO, Ont. – The reasons behind fleets’ reluctance to shift to the new CJ-4 oils, concerns about replacing DPFs and the debate over the benefits of nitrogen inflation were some of the thorny subjects raised during the “Shop Talk with the TMC” session at this year’s Canadian Fleet Maintenance Seminars. TMC’s John Sullivan and Darry Stuart fielded questions and comments from maintenance managers and industry suppliers alike during the informative discussion but nothing left both the moderators and those in attendance scratching their heads more than the problem of how to deal with moisture in differentials. A fleet manager from a Maritime fleet complained of finding a milky white watery substance in the differentials of trucks that have been on the road just nine months. The fleet was using a synthetic lubricant and the fleet manager was baffled as to what may be the cause. “How does the water get in? Nobody can tell me,” the exasperated fleet manager said. He added he was thinking of switching to a mineral-based oil to see if that would help resolve the problem. Stuart, however, warned against taking such action. “I have seen this happen before and I don’t know what can be done to fix it,” he acknowledged. “But I do know that synthetic lubricants are like a sponge. They absorb moisture. I don’t know if I would go back to a mineral-based oil. You may be creating more problems.” Stuart recommended sticking with the synthetic but switching to a different brand for a year to see if that would make a difference. Others suggested checking the vents, although another TMC representative said that while “breathers” that allowed water to get into systems used to be an issue, it has not been one for many years. Another session participant suggested the vent in the differential may be too small and the differential manufacturer may have to rethink the size of the vents, adding that too has been a problem in the past. Yet another session participant suggested the water in the system may be condensation related to how the trucks were being used. If they were running hot over relatively short distances and then allowed to sit, they would not have the opportunity to burn up the moisture. “I’ve been turning wrenches for a long time now and I’m seeing more water (in systems) than ever before,” he said. Perhaps the wisest comment came from the industry supplier

who suggested analyzing the makeup of the milky fluid found in the differential as the first logical step towards understanding what may be causing the problem. Nitrogen inflation was another issue that seemed to have no straight answers. One fleet manager outlined how his fleet had installed a nitrogen inflation setup in one of its nine garages and was hoping to save about 1% on tire costs as a result because of the perceived benefits of tire inflation, namely cooler running treads and no rust creation. Its current system was capable of filling less than 10 tires per hour and the fleet was looking to purchase a more robust system. Stuart, however, was skeptical. “If you are looking for a 1% savings, then you really need a system that can accurately track tire costs,” he advised, adding that in his experience with an Arizonabased fleet that experimented with nitrogen inflation, there was no advantage provided beyond what a well thought out tire maintenance program would provide. “You really have to test it and check the numbers yourself. I see a lot of fleets that, surprisingly, don’t have a tire program that covers all the basic principles of tire maintenance that seem to want to cover their sins by going off on some tangent.” Less controversial was the subject of industry adoption of the new CJ-4 oils. They were designed to run in the 2007 engines but, it appears, many fleets are sticking to the older CI-4 oils. “The majority of fleets (at a recent TMC meeting) told us they were not changing to CJ-4; they’re running still with CI-4. That kind of blew us away,” Stuart said, adding that while the pricing levels between the new oil and the old oil may have been the initial reason, the old oils seem to be holding up in the new engines. An oil company representative, however, added fleets are missing out if they’re resisting the new motor oil formulation. “It provides longer life and is a superior product. And CJ-4 is backward compatible. Our field trials indicate that oil drain intervals would remain the same (as long as ULSD is being used).” Extending drain intervals is one way fleets are looking to deal with the impact of rising costs for oil products. The average over-the-road US fleet is employing a 45,000 km drain interval. A quick poll of the maintenance managers in attendance at the session found considerably more variability in Canada, with drain intervals ranging from 30,000 km up to 60,000 km. “If we can save two oil changes

READILY AVAILABLE?: There are still a lot of unknowns when it comes to diesel Photo by James Menzies particulate filter availability and service requirements.

a year, that’s money in our pocket. We should be going longer with the new (CJ-4) oil and PetroCanada assures us that we can. Maybe we should be putting our heads together to see how long we can go,” one maintenance manager said. Stuart added that some fleets in the US are even trying to push drain intervals to 100,000 km and selling the truck afterwards. But one long-time fleet maintenance manager from a northern Ontario fleet questioned the wisdom of messing with drain intervals. “There are two basic things that keep an engine running: fuel and lubrication. Why screw with that? I don’t play with my oil service intervals. As expensive as it may seem, when you take your lube cost and stretch it over the life of a truck – as 10- to 15-year investment – it’s really not that much,” he said. His fleet’s policy on service intervals has not changed with the new oils. “I find the old way is still the best way,” he said. Stuart said the reason fleets may be experimenting with new maintenance strategies may be “because we have no idea how to manage for the current cost of fuel” but also because in the US the “doctors of iron” – the traditional maintenance managers – are disappearing as US carriers go public. “It’s not about hauling freight anymore, it’s about selling shares. The average shelf life of a maintenance manager in the US is three to five years. Maintenance is starting to be controlled more and more by bean counters than common sense maintenance strategies,” Stuart lamented. One product that may have suffered particularly from this industry trend is the disc. Although disc brakes dominate the European market, this pricier but arguably more effective component, has not made much headway in the North American market. But that may change as the US gets set to announce new standards for stopping distances, likely this fall.

There is an issue, however, with the need to outfit not just the tractor but also the trailer with disc brakes in order to get proper braking performance. “The problem a lot of the fleets have in the US with adopting disc brakes is the bean counters ask how much it’s going to cost. So the feds are going to do it through mandating stopping distance. The only way to comply will be by going to disc brakes,” said TMC’s Sullivan. “We are hearing a lot of noise about it. It’s going to happen.” Stuart concurred, adding that the fleets that opt for an early adoption strategy will have a competitive advantage. Discussions about the 07 engines have proved lively over the past year, but not this time around. Less than a handful of the maintenance managers at the CFMS session worked for fleets that had invested in the new engines (our own research shows that the pre-buy included up to 40% of Canada’s largest for-hire fleets) and the ones that did were having few problems. Initial issues with the wiring are being resolved, according to the experience of one fleet in attendance that was using the new engines, and fuel performance has improved over the previous engine models by up to 3% while drivers are no longer complaining about insufficient power. Sullivan cautioned, however, that the availability of diesel particulate filters may prove to be an issue. “It can be an issue if you wreck a new truck. Does the dealer really have a DPF in stock or will you have to wait three to four weeks for it? Just because you’re not supposed to have a maintenance issue with DPFs for 100,000 km doesn’t mean you won’t have an availability issue,” he said, adding: “It’s worth a phone call to your dealer.” To which one fleet manager retorted: If the dealer didn’t have a DPF in stock, “if they have a new truck on the lot, the DPF is coming off if they want to support the business.” ■ @ARTICLECATEGORY:847;

TRUCK NEWS Page 15

July 2008

CANADA

First conviction made under Bill C-45 Will trucking be targeted next? By Ingrid Phaneuf OTTAWA, Ont. – Weeks after a judge ordered Quebec company Transpave to pay a $110,000 fine in the first criminal conviction under Bill C-45 of a company found guilty of criminal negligence causing a worker’s death, trucking industry insiders are asking themselves just how liable they will be held for deaths incurred in the line of duty, particularly by truck drivers and owner/operators who may or may not be following instructions when they hit the road. Given that Bill C-45 has just been successfully used for prosecution for the first time since it was passed in 2004, it’s no surprise that trucking company owners and managers are concerned. “Now that there has been a successful prosecution in Quebec, it’s more likely that other provincial prosecuting attorneys will bring charges,” says transportation lawyer Israel Ludwig, with the firm Duboff Edwards Haight and Schachter in Winnipeg. A Quebec court judge imposed the fine in March against the paving stone manufacturer, for the death of worker Steve L’Ecuyer, 23, killed in 2005 when he was crushed by a machine with a safety device that had been “neutralized.” The court found that L’Ecuyer lacked the training to realize the danger he was in and that both employees and management knew the safety system wasn’t working at the time of the accident. The moral of the story, according to Ludwig, is that: “Trucking companies have to be careful about saying or doing anything to their drivers that could get them into a dangerous situation.” For example, managers and dispatchers should not encourage their drivers to drive beyond regulated hours, or drive if they feel the weather could be dangerous, says Ludwig, “because if someone does that and they get into an accident causing death, a Crown attorney looking to make a name for him or herself might just bring a prosecution.” Managers should also avoid pairing drivers who are inexperienced with certain types of loads, particularly hazardous materials, says Ludwig. “Then you’ll definitely be exposing your company to prosecution,” he warns. “And not just fines either. Under the criminal code even company officers can go to jail. And a criminal code goes on your record. It’s something that will show up if you’re applying for credit, and it will prevent you from getting across the border. There are very serious ramifications for being prosecuted under this section.” (Fines of up to $25,00 are possible against individuals, while fines of up to $500,000 can be levied against companies. Jail time can amount to as much as a life sentence). Still, criminal code convictions aren’t easy to get, says Ludwig. “To get a criminal conviction you

have to prove guilt beyond all reasonable doubt. You have to show that the individuals got into the accident because the company showed a willful, wanton disregard. The driver, for example, would have had to have been placed in a untenable situation,” he explains. As for liability issues when it comes to sub-contractors (owner/ operators), Ludwig believes that companies who contract out loads can’t be held responsible for the criminal acts of sub-contractors. “In criminal law you have to show mens rhea – criminal intent – and my own feeling is that the company contracting out the work is no different from the shipper.” But given the fuzzy boundaries of some owner/operator-trucking

company relationships, there could be room for argument, admits Ludwig. “If the owner/operators all drive trucks with the company’s logo there may well be room to argue there is a direct relationship,” he says. Instances where deductions are made from the owner/operators’ pay cheques could also create confusion as to the nature of the relationship, says Ludwig. “That’s why it’s important to have a contract in place with the owner/operator – it protects the company and it will put the prosecutor in a position where he or she will not be able to prosecute,” he says. As for Crown prosecutors and politicians now viewing the successful case in Quebec as an opportunity to gain popularity by picking on big, bad trucking companies,

Ludwig thinks it’s unlikely. “A politician can’t just go and tell a Crown prosecutor to make a case against a company – there has to already be a case to be prosecuted,” says Ludwig. “But that doesn’t mean that a Crown attorney who wants to make a name for him or herself couldn’t take on a case and get political backing if they do.” Bill C-45 is informally known as the ‘Westray Bill,’ because it was the federal government’s legislative response to the Westray Mine disaster in 1992, when 26 miners lost their lives in a Nova Scotia coal mine explosion. Occupational health and safety laws did not prevent the tragedy, or punish the guilty. The public inquiry that followed the disaster laid blame for the disaster squarely at the feet of the mine’s owners and managers. Despite this, no-one ever paid any fines or served any jail time. ■ @ARTICLECATEGORY:3361; 860;

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EAST

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By Julia Kuzeljevich SALISBURY, N.B. – The following is the second part of a cautionary tale about the fate of one trucker who ran afoul of inspection officers in the Maritimes: The Scales The Salisbury West fixed scale facility was installed in the spring of 2005 and a period of soft enforcement followed in order that staff and industry be educated about the scale The weigh in-motion device acts as a sorting tool that identifies vehicles that may be at or near regulated weights and dimensions, plus it identifies a randomly selected number of vehicles that are directed to report to the scale for inspection. Under the Motor Vehicle Act, all vehicles must report when directed to do so. Should a driver be unsure of the directive, normally, he should err on the side of caution and report to the scale. The scale was installed and maintained by IRD (International Road Dynamics) whose Canadian operations are headquartered in Saskatchewan. According to IRD spokesperson Kirsten Bergan, there are nine WIM scales in operation in Canada for weight screening at enforcement stations. There are approximately another 50 sites throughout Canada, which use WIM sensors for planning and data collection purposes only. Another three or four installations are planned at new sites over the next two years. Bergan told Truck News that the WIM Scales “are not used for enforcement, but only for screening trucks that are suspected of being overweight from those within weight and dimension regulations. When the WIM system identifies a truck as out of compliance, the truck is directed to pull onto a certified static scale for further weighing. A penalty citation can be issued with respect to the static scale weight reading, however, a citation cannot be issued based only on the WIM scale reading. A WIM screening (or pre-clearance) system allows for efficient movement of truck traffic and targets only those trucks which are suspected of being out of compliance. This type of system significantly reduces delays and line-ups at weigh stations and results in a more efficient operation.” When the WIM scale system has been installed and calibrated, users are trained on the correct operation and use of the system. As part of this process there is typically an “acceptance test” period during which the system is evaluated against specifications by the operations staff. During this period, any deficiencies (if any) are noted and resolved. “IRD works closely with the client throughout the design, implementation, and acceptance test phases and is always open to feedback from the client, station operators, and truckers. Many of our product and system improvements have come from comments and feedback from cusContinued on page 18 ■

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EAST

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Scale had a history of errors ■ Continued from page 16

tomers and truckers,” added Bergan. She said that systems are tested regularly to ensure they operate as expected. In rare circumstances, situations do occur whereby drivers may not be advised properly, but these are usually due to traffic variations and not a specific failure of the system. Records for June 6-8 indicated no violations with regard to vehicles not reporting when directed to do so by WIM, said New Brunswick Department of Public Safety associate director Ed Peterson, in a report. But under disclosure, trucker Robert Austin had obtained a list of corrective maintenance reports for the Salisbury scale, dating from January 2006 to January 2007 inclusive. Among the list of maintenance problems noted to have occurred

on occasion during this one-year time period were: calibration issues; the system needing rebooting because it was producing axle and GVW weights that were 30% too low, or weighing too heavy; default axle spacing readings inaccurate on many Class 2 vehicles, classing them as Class 5s, and telling them to report to static scales; trucks being called into the scales with “unequal axles detected” errors on them; and finally, several reports which mentioned that some signs were not illuminating for a few trucks when directed to by the system. While IRD was at all times aware of these issues and liaised with Public Safety on corrective action, the scales were, nevertheless, and like any technical device operated by human beings, not always foolproof. Austin was meant to be directed to the scales as part of a Road Check blitz. Department of Public Safety Officer Peterson stated that during this blitz, the random percentage of vehicles being directed to report was adjusted in accordance with traffic volumes and that the system responded without incident each time a change in percentage was inputted. Public Safety’s role Following the incident of June 7 and Austin’s subsequent dismissal, Austin believed several things. He believed that he would have more time and opportunity to explain his version of the events, and he believed that Public Safety had essentially ordered his dismissal. He believed that they had the ultimate power, and that even the larger trucking companies would not mess with having any number of their fleet targeted and pulled over for checks. “Once I mention government noone wants to get involved. I used to think that business ran government, I don’t think that anymore,” Austin told Truck News. He could not immediately obtain employment insurance benefits, because of his particular situation and because trucking is a profession in demand. Frustrated by the situation,Austin also did not immediately enter his plea to the charges brought against him by the province of New Brunswick. This meant he was visited several times by officers in order that they obtain his plea and signature to the charges. Austin also eventually hired Tom Barron, who ran a business investigating unlawful dismissals, Barron T Labour Relations, to look into his situation. “I look at this issue from the perspective of an individual who was making $50,000 a year, and who finds himself pulled over for bypassing a system that had not been working well,” said Barron. ■ @ARTICLECATEGORY:862; 860;

– To find out how Robert Austin’s ordeal ends, see the August issue of Truck News.

July 2008

TRUCK NEWS Page 19

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Page 20 TRUCK NEWS

QUEBEC

QTA: Ready for a wild ride major fleet, he was born into the business. He is the grandson of Paul Guilbault, who founded in 1929 what is now Groupe Guilbault, and the number three carrier in the province. He is also its CEO and has national contacts and perspective as a member of the executive committee of the Canadian Trucking Alliance. “Sometimes ears will be more open if I make the call. But there is fear that members will think that we only discuss problems the majors have. But I want to make sure members know I am there for them. My phone is there for any size fleet to tell me about their problem,” Gignac says. And man, did he hear about problems at the QTA’s 57th annual meeting (Congres) this spring:“In the last 15-20 years at the Congres we were always saying ‘Everything is running fine, we are making money, buying trucks, life is good’. This year people were saying, ‘We are in (f—ing) trouble.’ We are not shy about sharing that things are not going well. We see that the customers are taking the lead and twisting the lemon.The spirit at the 57th Congres was not optimistic.” The sad thing is that there are solutions to some of these problems, but there is no indication that Quebec City has, in any profound sense, ever understood where truck transportation truly fits on the map.

By Carroll McCormick MONTREAL, Que. – There will be no honeymoon for Eric Gignac, elected this May to a two-year term as the president of the Quebec Trucking Association (QTA). “The summer will be hot,” he says. Indeed: Nasty words to describe fuel prices have no tread left on them, the desperately-needed Montreal A-30 ring road project is again in deep doo doo, the government fiddles while the trucking industry leans into the sickening slide of a jackknife…when is the top going to blow? “I know that something will happen in the next few months, because transportation companies are being hit from all sides,” says Gignac. “Companies are asking us what we should do? Block the roads? We don’t think that that is the right way to do it, but we have to make the government and public understand. We want some fiscal way to reduce our costs, make the government understand that with the economy getting slower and the southbound corridor going down, this is a bad time to implement new laws on the trucking industry. Let us go through the storm and we will see after, but don’t put any more things on our shoulders. Give us some tools.” One might hope that if anyone can get the Quebec government to wake up to the growing crisis, it is Gignac. Not only is he the first QTA president to come from a

Continued on page 23 ■

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TRUCK NEWS Page 21

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QUEBEC

Trouble on the A-30 ■ Continued from page 20

“I think the government does not respect the transportation industry enough. We are probably the most important industry in Quebec, but we change transport ministers every two years,” Gignac says. He wants to change that: “I want to make the QTA more important in public affairs. I want an association where the trucking industry or the economy of Quebec roads has to go through us. Say that all trucking companies were to close for two or three days. What would happen? I want everyone to understand what would happen. The public does not understand that.” Hwy. 185 and Montreal are the two remaining bottlenecks in the Trans-Canada between Halifax and Toronto, and are roadblocks to letting carriers run Long Combination Vehicles (LCV) unhindered on this stretch.Yet LCVs look like salvation for carriers, as one twin-53 consumes some 35% less diesel than two tractor-trailers. Rather than focusing on twinning the last 80-kilometres of the 185, Transports Quebec is throwing money everywhere else like a sailor on shore leave. Quebec City saw fit to plunk the A-30 smack on territory the Kahnawa:ke Indians claim is not the government’s to pave over. That chicken came home to roost this spring, temporarily bringing work

on the A-30 to a halt. “It is our role to make the government, the Chamber of Commerce in Montreal, understand the impact on the economy when they work on the infrastructure.Why do they invest so many millions to build a highway between Quebec and Chicoutimi, and not on the A-30?” Gignac asks. “We do not have the A-30 and if the government goes ahead with the Turcot Interchange (rebuild in Montreal), the economy will go down. New Brunswick will allow LCVs intraN.B. in June. Ontario is talking about an LCV project (and so is Nova Scotia),” says Gignac. Yet not only is a fully-twinned Halifax-Toronto corridor, required for LCVs, years away, Transports Quebec will not even let carriers run them inside Quebec year-round. “We have been running LCVs for 20 years. We want to be allowed to run them 12 months a year. (Transport Minister) Madame Boulet promised us in 2007 that we could run LCVs 12 months a year. She backed off on that promise two weeks before the implementation date. It will be me who raises the LCV subject with the government. My company is probably the biggest LCV user in Quebec. It is the best single way to cut our costs,” Gignac says. “Madame Boulet is not listening.”

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Other legislation could be changed to aid the industry, Gignac points out: “We are fighting against the rail. The railroads are not paying taxes for their properties. CN is not paying taxes for its yards. But we are paying our taxes. The taxation situation for the trucking industry is not fair.The depreciation rate for us is lower than for other industries. I don’t see any goodwill from the Quebec government (for helping reduce taxes on fuel). “The law says that I have to invest 1% of my gross salaries to train my people. We are the only province in Canada that has to do that. If we don’t invest it in Gignac training, we have to write a cheque to the government. I would like that law to disappear.” Gignac wants to do seminars with Quebec carriers on energy-saving technology and intentionally or not, he is showing by example that slowing down is good economics. In January Guilbault reduced its trucks’ top speed to 93 km/h and, says Gignac, “I can tell you we are saving lots of money.We have to find any way to reduce our fuel consumption. It is like a war.” He wants to address driver burnout and points to a success story within Guilbault where the union has reduced dues as an incentive to bring retired drivers back to the job. The QTA has hired Frederic Francois, an expert on cost prices, to help member carriers run their businesses more effectively. But the big theme on his mind seems to be unity and strength in the industry, like bringing more small carriers and the two or three missing major fleets into the QTA. “If we want to be listened to,” he says, “we have to be stronger.” ■

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July 2008

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Ontario, Quebec make pact on trucking issues QUEBEC CITY, Que. – In addition to agreeing on a carbon cap-andtrade system in June, the leaders of Ontario and Quebec have also promised to harmonize rules on speed limiters, wide-base single tires and long combination vehicles (LCVs). So says the Ontario Trucking Association (OTA), which applauded the cooperative effort by the two provinces. “The two governments are moving forward on each of the priority items we recommended they pursue. For a first ever meeting of this type this is a great way to start. Premiers McGuinty and Charest are to be congratulated. It’s an historic day,” OTA chief David Bradley said. He was responding to an information circular distributed by both provinces following their meeting, which said: “Ontario and Quebec will take steps to make it easier for goods to move seamlessly and safely between the provinces. Specifically, both economic and environmental benefits will be achieved by moving ahead together on a harmonized approach for implementing speed limiters for trucks, subject to passage of legislation. “In addition, Ontario will pursue regulations to permit single widebase tires on trucks to improve fuel efficiency, and will develop a program to permit long combination vehicles under carefully controlled requirements to ensure our roads and highways remain among the safest in North America.” Bradley said while more work is still required to bring the commitments to completion, “now that the direction has been set we look forward to working with the two governments and with our partners, the Quebec Trucking Association to bring these matters to fruition as soon as possible.” ■

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erators’ Independent Drivers’ Association (OOIDA); the Owner-Operators’ Business Association of Canada (OBAC); driver Dorothy Sanderson; the Canadian Owner/ Operators’ Co-operative; and Dr. Barry Prentice of the University of Manitoba, I.H. Asper School of Business. They argued that safety may in fact be compromised by the legislation, that the emissions reductions are debatable and that trade with the US could be impeded by the bill. At the end of the day, the committee agreed to extend the public comment period from its original deadline of end-of-day June 5, to June 10 at 5 p.m. The extension came after the committee was chastised about the short notice provided for public input. Notice of the hearing was posted by the Legislature on the morning of June 3 and those wishing to present had only until noon that same day to make a request.Written submissions were only to be accepted until 5 p.m June 5, before the extension was granted. OBAC executive director Joanne Ritchie, who was scheduled to appear in person, instead called from

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on the issue – especially MPP Frank Klees, Caucus Chair for the Official Opposition and critic for the Ministry of Transportation. A presentation by Prentice, a highly-regarded transportation academic, seemed particularly to capture the interest of the committee. He pointed out that increased acceleration and deceleration by cars as they maneuver around speed limited trucks may offset greenhouse gas reductions from trucks. He also explained that speed differentials would be created if the bill is passed, which would actually jeopardize highway safety. In fact, he pointed out the likelihood of an accident increases by 227% when speed differentials exist. Representing OOIDA, driver Terry Button said the legislation would obstruct Canada/US trade. In fact, he cited an OOIDA survey that suggested 88% of its members would no longer run into Canada if the law is passed, which would take some 80,000 trucks out of the pool. “We believe your good intentions are being taken advantage of,” Button told the committee. “If you pass this, we will not sit idly by.” Klees said he was “puzzled how people in the same industry can be arguing opposite sides of the equation.” “What really is underlying this debate?” he asked. “Why do we have people in this industry that have come to this committee and said ‘Don’t do this. It’s dangerous?’” It was a point he returned to as the hearing wrapped up, noting he was “still searching” for the core issue of the debate. “I’m missing something here,” he said, also suggesting he was uncomfortable supporting the legislation without first soliciting further feedback. NDP MPP Cheri DiNovo agreed, saying “I think we need more time to (allow stakeholders to) make submissions.” The deadline for amendments to be made to the legislation is June 11. Discussions at the hearing suggested that if the legislation proceeds, the most likely amendments will include expanding the legislation to cover motor coaches and increasing the fine for offenders from the currently discussed $250. For more coverage from the hearings, including commentary, check out editor James Menzies’ blog at trucknews.com. ■

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the 10 Acre Truck Stop in Belleville, Ont. where she pulled over to rest on her way to Toronto after pulling an all-nighter to work on her presentation. She condemned the committee for providing such short notice. Ritchie said she was disappointed “not only with the short notice given for this hearing, but also that public input on such an important issue be restricted to a one-day session in downtown Toronto.” Her point was well-received and was key to having the comment period extended. The arguments in favour of speed limiters seemed to carry the momentum early in the day. OTA’s Bradley said “As an industry that shares its workplace with the public…we have an added responsibility to do the right thing.” Bradley also had some choice words for the anti-speed limiter crowd. “If any of what the opponents of this bill say will happen was true, how is it that many if not the majority of the companies already embracing speed limiters are generally considered to be amongst the best managed companies in any industry, the most successful and the most responsible in terms of safety and the environment?” Bradley asked. “How is it that they are regularly recognized by their shippers on both sides of the border as providing the highest levels of service and on-time performance? Is it coincidence that some of the most vocal Canadian supporters of this measure also happened to dominate the US truckload carriers’ association safety awards this year? How is it that they are also likely to pay better than average wages to their drivers?” His group was lauded by safety groups and the ATA. Dave Osiecki, vice-president, safety, security and operations, said “In general, ATA supports Bill 41 as written” and he added “we do not believe Bill 41 would create significant impediments to cross-border trade.” He said he hopes the ATA will succeed in implementing its own, slightly different, speed limiter policy and that the two laws can be harmonized at a later date. At one point, a Liberal MPP said he was having trouble finding any reason not to support the legislation. But as the day wore on, committee members from Opposition parties seemed befuddled by the vastly different opinions they were hearing

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fleets to revisit the mechanical versus air-ride debate. Composite springs and the use of more leafs (as many as seven- or eight-leaf springs) are providing increased durability and a better ride than traditional mechanical suspensions, according to some manufacturers. “A lot of people just open their mouth and out comes ‘Air-ride logistics, 53-ft.’” says Ray Camball, fleet sales manager with Trailmobile Canada. “It’s a pre-programmed thing.While air-ride has softened the ride for lightly-loaded, high-speed loads and empty return hauls, electronics, potato chips and other sensitive lightweight freight, it has brought with it other complexities.” When calculating total cost of ownership, there are obvious advantages to the less complex and relatively maintenance-free mechanical suspensions. But concerns about ride quality and durability still ultimately steer many customers towards air-ride suspensions. ArvinMeritor offers a form of hybrid – a mechanical suspension with a composite spring, called SimilAir. It consists of a main member constructed of fiberglass resin matrix with steel wear pads on each tip. It has a jounce bumper in the middle, which the company says contributes towards an “air-like” ride. “For many applications, it’s a good alternative to an air-ride suspension and it’s definitely a better product in terms of ride enhancement if you’re moving forward in terms of mechanical suspension technology,” says Mike Lynch, product line manager for the SimilAir composite spring with ArvinMeritor. A tandem suspension with SimilAir weighs about 250 lbs less than its typical air-ride counterparts and is 100 lbs lighter than traditional steel spring suspensions, the company says. That means extra payload for some fleets – but how about the ride? Lynch said drivers who have pulled trailers with the SimilAir composite spring have raved about a smooth ride that rivals that of an airride suspension. He attributes it to

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July 2008

the monoleaf design combined with the jounce bumper. “Most of the traditional trailer springs are a pack of springs, and you get a lot of friction between the springs which causes a stiffer ride,” explains Lynch. “Our SimilAir is a one-piece, one-leaf unit, so we get rid of the friction between leafs.” ArvinMeritor claims the SimilAir has also addressed another of the traditional knocks against mechanical trailer suspensions: durability. “Having a composite spring is very beneficial in terms of corrosion resistance,” says Lynch.“It’s not susceptible to corrosion.” One customer, propane hauler H.J. Martens out of Junction City, Wis., made the switch from a conventional three-leaf steel spring system in response to suffering about a dozen steel spring failures each spring season. The company’s owner, Steve Martens, said the composite spring (combined with aluminum hubs and wheels) has enabled him to increase payload by 300-400 lbs, increasing revenue by 3% while also reducing downtime. While ArvinMeritor’s SimilAir spring has its fans (Canadian Springs and Reimer Express are among its Canadian users), some other suspension manufacturers remain skeptical about the potential of composite spring suspensions. Larry Stevenson, marketing manager, trailer systems with SAF-Holland, notes that in general “market acceptance (of composite springs) has been limited.” Scott Fulton, director of engineering with Hendrickson agrees. “I don’t differentiate between a composite spring and a steel spring,” he explains. “From an engineering perspective, what an air-ride does that no mechanical spring can do, is change its spring rate based on the load applied to the trailer. The height control valve maintains the same height and it always inflates the air bags to bring the trailer to the proper height so it has a certain amount of jounce. That’s what gives the air-ride its softness.” While weight and overall cost of ownership are the two main motivators for spec’ing mechanical suspensions, SAF-Holland’s Stevenson doesn’t foresee a widespread movement back towards mechanical suspensions, even with record fuel prices forcing many fleets to look at new ways to reduce weight.

“More recently, the trend (towards air-ride suspensions) has leveled out and most fluctuations can be traced to specific buying patterns of traditional mechanical fleets versus air-ride fleets,” he says.“A reversal of current trends is unlikely, considering that cost and weight differences between mechanical and air-rides have been substantially narrowed over the past 15 years and that trailers with air-rides warrant a higher resale value.” Gary Wasney, Canadian sales manager with Ridewell Suspensions, says while composite springs have been used with “a certain degree of success” in the past, he feels shippers will continue to drive demand for air-ride suspensions. “More shippers are saying that if you’re going to haul their product on a trailer, it’s going to have to have air-ride,”Wasney says. While composite spring suspensions have their critics, Trailmobile’s Camball is a proponent of exploring all possible solutions. He suggests customers consult with a reputable supplier to determine the best fit for their specific application. “It can be worth the time up-front to consult with knowledgeable, unbiased suppliers to discuss your loads and docking situations to help decide on the type of system that best suits your needs,” he says. He suggests not to underestimate the dampening quality that can be achieved by using composite springs, or for that matter, even seven- or eight-leaf spring suspensions. He has satisfied van customers using both solutions, as well as air-ride. “Spring ride gets a bad wrap,” he says, chalking it up to the fact many customers’ only experience with mechanical suspensions was based on a suspension unfit for the task, perhaps with too few springs, offering little flex and resulting in a stiff ride. While current economics may not have quelled the mechanical versus air-ride debate, the emergence of composite springs and continuing weight-saving measures taken by manufacturers of both air-ride and mechanical suspensions are providing unprecedented options – and that’s good news for customers. “The current fuel crisis will serve as a catalyst to drive innovation to the next level,” Stevenson predicts. ■

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Wes Armour shares keys to success at CFMS TORONTO, Ont. – Wesley Armour, president and CEO of Armour Transportation Systems, recounted his company’s climb from a 12-truck fleet to a full-service transportation provider with 3,400 pieces of equipment during his keynote address at the Canadian Fleet Maintenance Seminar. Armour arranged to take over his father’s small trucking company in 1967, with no real resources and limited experience, he recalled. “I got 12 trucks and an opportunity to sink or swim. I was 22 years old, just married to my wife and my goal was only to make it until tomorrow,” Armour said. “Finances were very, very tight and each day presented a new challenge, but I always believed we would succeed if we just got a little better and a little more efficient every day.” As a 22-year-old, Armour was mechanic, driver, accountant and president of the trucking company. “One bad decision and we were bankrupt,” he recalled. Today, Armour Transportation Systems generates revenues exceeding a quarter billion dollars and boasts one of the largest warehouse facilities in Eastern Canada. Its services include: truckload; LTL; ocean; intermodal and warehousing. Armour explained the keys to the company’s growth during his keynote address: Leadership: “Believe in the people on your team. Be a people person and a motivator,” Armour urged. “It is amazing what can be accomplished with the right team.” He said management must maintain contact with the front line and should be entrusted to make the right decisions. Develop strong customer relations: Armour said a key to success is developing long-term relationships with customers. He noted his company’s first three customers still use Armour’s services today. Develop a strong sales force: Armour said every one of his company’s 1,700 employees is a salesperson, especially drivers who interact with the customers daily.The company has a low turnover rate of 5% including drivers, and Armour said the company continuously invests in its staff. “Investing in your people builds morale and enthusiasm,” he said. “We constantly provide training opportunities for our people.” Be innovative: “To be successful, you have to be flexible and willing to change,”Armour said.“Look for opportunities and you will find them.” He recalled the challenging period of deregulation and how it changed his company’s approach to business. “I was brought up in a regulated environment – all of a sudden the world was going to change. At the time, I decided we had to be more than a trucker. We

TRUCK NEWS Page 31

July 2008

Tel: 877-526-7728 Now is the Time ... Today is the Day Give Yourself a Fuel $urcharge Increase Fuel Economy Increase Horsepower GOOD ADVICE: Wesley Armour, president and CEO of Armour Transportation Systems, shared his recipe for success at CFMS.

had to be a full transportation provider. We had to change our attitudes, understand the types of services our customers needed and how to provide them better than anyone else.” Develop strong partnerships: Armour suggested partnering up with other players in the industry, even if they are competitors. “We have partnerships with dozens of carriers, which has allowed us to expand and grow,” he said. Develop business solutions: Armour urged carriers to seek out non-traditional business solutions. In his company’s case, that involved partnering with 15 other companies in the face of rising insurance costs to develop their own insurance company. More recently, the company has teamed up with other fleets to share best practices

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Page 32 TRUCK NEWS

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Non-compliant lights continue to flood market By James Menzies TORONTO, Ont. – Want to save a few bucks on LEDs? It may be tempting, but when it comes to lighting, purchasing non-brand name parts may not be a bright idea. As is the case with many components, globalization has opened the floodgates to a tsunami of sub-par lighting products. Brad Van Riper, senior vice-president and chief technical officer with Truck-Lite, said non-compliant LEDs are “still the proverbial thorn in the industry’s side.” He has seen some offshore products that have met as little as 30% of the minimum requirements that govern the industry. The catalyst for non-compliant lighting products has been the increasing popularity of LED lights. “With LEDs, the light output is very directional, so it takes a manufacturer that knows what they’re doing to put the optics in the lens so the

TRUCK NEWS Page 33

July 2008

light is diffused properly and it meets the requirements,” says Mark Assenmacher of Peterson Manufacturing. He has seen noncompliant LEDs that have “hot spots,” where the light is very brightin places, however these same products may not produce enough light when viewed at a 45-degree angle. The risks of purchasing these usually less expensive products is enormous, stresses Van Riper. Unscrupulous offshore manufacturers often slash their manufacturing costs by using inferior diodes, he says, which means the light may not be adequate in poor weather. “You can save a lot of costs as a manufacturer by using inferior diodes that don’t produce anywhere near the output required, so your vehicle is not as conspicuous as it should be,” he explains. “Sometimes you need a signal that will override the sun or work in the fog or at night or when you get into a rainy environment. There’s a lot of engineering and technology that goes into selecting the proper output and viewing angles in relation to the vehicle.” Safety is the biggest risk of purchasing non-compliant lighting. However, there are also major legal ramifications. If your truck is involved in an accident, you can bet that a determined lawyer will be checking to make sure all the components, including lights, met industry requirements. “The laws were created for a reason,” says Assenmacher.“They were

designed for the protection of the motoring public.” Van Riper says there have been cases where accidents have been attributed to non-compliant lights. In order to protect against such a situation, he suggests looking for products from recognizable manufacturers, which have performance specifications engraved or moulded into the lamp. “We encourage the end-user to look beyond the fancy packaging that some of the lights are packaged in and to look for the engraving of the information into the lens,” Van Riper suggests. Membership in industry group, the Transportation Safety Equipment Institute (TSEI), is also a good sign, since the organization holds its members to a code of ethics. The TSEI’s persistent lobbying efforts have paid off, and the National Highway Traffic Safety Administration (NHTSA) in the US has added two more enforcement engineers over the past couple years to focus on identifying and eliminating non-compliant lighting products. But while NHTSA has taken action against several importers, there are always others that seem everready to fill the void. “Make sure you look for products that are available from familiar sources and are marked with the logos. Those are the keys towards getting a reliable product,” Van Riper concludes. ■

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July 2008

Page 34 TRUCK NEWS

ROAD TEST By James Menzies PORTLAND, Ore. – Daimler Trucks North America (DTNA) has invested about US$2 billion into the development of its Freightliner Cascadia and Detroit Diesel DD15 engine. You’d expect a pretty lethal combination would result from an investment of that magnitude. The first production Cascadia/DD15 combos are making their way to fleets, with officials saying a disproportionate number are being shipped to

Freightliner Cascadia + Detroit Diesel DD15 Multi-billion dollar investment by Daimler has created significant interest in Canada Canada. Intrigued by the interest this pairing has garnered here at home, I recently travelled to Freightliner country in scenic

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An aerodynamic tractor With the Cascadia, DTNA has managed to optimize air flow around the truck without straying too far from the recognizable appearance of its Columbia and Century Class – the trucks the Cascadia will eventually replace. Rather than a major facelift, the truck’s designers focused on subtle tweaks, that collectively amounted to aerodynamic improvements to the tune of 20% compared to previous Freightliner models. All this was achieved without drastically rearranging the familiar face of the Freightliner highway tractors you’ve come to know. “If it was up to us aerodynamicists, it would look like a bullet train,” joked Matt Markstaller, manager, product validation, who I chatted with in Daimler’s wind tunnel following the drive. Instead, it’s a juggling act between areodynamicists, engineers and stylists. “The styling people will come over and say ‘We need a reflection line here, we need a crease there,’ and we’ll say ‘We can’t give you that much, but we can give you this much.’ And then the engineers will say ‘But the radiator won’t fit’,” explains Markstaller. “It’s truly a three-way negotiation.” Some of the aerodynamic features of the Cascadia are evident at first glance. Others would likely go unnoticed if they weren’t pointed out. Some of the more obvious refinements include rounded fenders with flush lighting, a tighter wheel well and a lower bumper with an air dam under-

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neath. The roof cap rises more rapidly than on the Century Class or Columbia and the side extenders are kicked out slightly to route air around the vehicle, away from the trailer gap. Attention to air flow has even been extended to underneath the hood. Keith Harrington, manager product marketing, new product development with Freightliner and my passenger for the trip explained that air molecules are like a pinball once they’re trapped under the hood. So under-hood components have been re-shaped to direct air to where it’s needed for cooling and then to send unwanted air out a new vent along the side of the hood. “Aerodynamics is not a matter of 10% here, 20% there. It’s half a per cent. It’s a 1% refinement – all those subtle things you tend to miss with the eye,” Harrington explained. Inside the cab The Cascadia I was provided with for the test drive was an engineering truck – so it was decked out with all the bells and whistles. Disc brakes around the entire tractor, Eaton VORAD, adaptive cruise control, a lane departure warning system and an electronic stability system as well as a trailer stability system were all featured on this truck. It must be the safest truck on the road with all those toys. I quietly wondered if they rigged it up that way just for me? “It still requires a human to drive it,” Harrington reminded me. Another safety enhancement was RollTeck – a feature from Sears Seating and IMMI – which includes an airbag mounted to the side of the seat in conjunction with a seat pre-tensioner system. If a rollover occurs, that side air bag deploys to keep the driver’s extremities from falling out the window, while the seat is automatically lowered to protect the driver from a collapsing roof. The truck was also equipped to accommodate FleetBoard, a new program still under development by DTNA which will display fault codes and alert a driver to any performance issues before a breakdown occurs. Drivers will also be able to use FleetBoard to communicate with home and a truck-oriented GPS program will be integrated into the system. The Cascadia I was driving had a 13-speed Eaton UltraShift transmission with Freightliner’s proprietary paddle shifter, which is fun to drive and also clears up more room between the seats. The steering wheel featured an intuitive and functional layout. It wasn’t overly busy, but it placed the most frequently used tools right at my fingertips. Buttons on the steering wheel allowed me to control the engine brake and cruise control. There’s also a handy ‘marker interrupt’ button which flashes your rear lights twice when pressed. I’m all for any function that contributes towards driver courtesy. The Cascadia is a well-researched truck and everywhere you look you’ll find signs of the at-

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July 2008

SCENIC DRIVE: The route took me up I-84, along the beautiful Columbia River Gorge and up some decentsized hills. Image from MapQuest

tention to detail that went into its design. A discreet button on the passenger side, when pushed, reveals a trash bag receptacle. The screws on the dash are now exposed – a bit of an eyesore? Maybe. But the truck is a work tool after all, and it makes the wiring and gauges more easily accessible for service. “We’ve gone back, but this is what people asked for – they want serviceability on the truck,” reasoned Harrington. The radio has been relocated to a new position higher on the dash, where it’s safe from coffee spills. The sleeper cab’s HVAC system can be overridden from the driver’s seat, so a driver doesn’t have to reach behind to adjust the sleeper temperature if it’s out of synch. There’s even a light at the foot of the lower bunk – an explanation was required for that: “Nobody sits there,” admitted Harrington. “But women commented that when the top bunk is lowered, you can’t see well enough to make the bed. It’s those little inputs you get from people.” Clearly the Cascadia was built to appeal to everyone; drivers of all genders, shapes and sizes. The doors are 20% larger to allow today’s ‘bulkier’ drivers to climb in and out of the truck with ease. And the rest of the interior is deceivingly spacious, despite the exterior refinements which give the Cascadia a sleeker appearance than its predecessors. The cabinets feature molded-in colours so scrapes and scratches won’t be visible. And they’re constructed of a material that doesn’t squeak or rattle when driving down the road. On the road Having familiarized myself with the layout of the truck and its various capabilities, it was time to head out on the road. Our route would take us from Freightliner headquarters, down I-5 to I-84, where I’d drive about 45 miles east along the Columbia River Gorge. The drive was scenic, despite Oregon’s predictable gray skies and low cloud cover. The highway was lined by the Cascade Mountain range – appropriate, since the Cascadia derived its name from this same range. (An interesting side note, Freightliner employees were asked to help name this truck. Thousands of suggestions were submitted and a handful recommended ‘Cascadia.’ The winners received an expense-paid trip to the Mid-America Trucking Show for their creativity). Out on the highway, the lack of Continued on page 36 ■

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July 2008

Page 36 TRUCK NEWS

ROAD TEST

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Quiet ride, ample power ■ Continued from page 35

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wind noise was immediately noticeable. The DD15 itself is inherently quiet, and paired with some design enhancements to the Cascadia the result is a remarkably quiet ride. Harrington explained the windshield was repositioned to improve airflow and the seat bases have been redesigned to resist noisy vibrations. The gear shift lever is now fully-insulated (or it would be, had the truck I was driving been equipped with a manual transmission). “We quieted down everything and all of a sudden we found out we had noise coming from the shift lever up from the transmission, so we had to isolate it,” explained Harrington. “We didn’t know we had all these different noises. As you reduce noise, you start chasing sources of noise you never knew you had.” I thought I heard a rattle as we cruised down I-84, but alas it was only the lane departure warning system advising me that I had strayed a bit too close to the shoulder of the road. Also contributing to the smooth ride was Freightliner’s rack-andpinion steering – an automotive touch that Harrington said is increasing in popularity. Rack-andpinion steering is much more precise than traditional truck steering systems and it eliminates bump steer – the input you get from the road when you pass over a bump. It gives you a more accurate feel for the road and also eliminates the tendency to overcorrect, a mistake I’m sometimes guilty of while getting the feel for a new truck. A diesel particulate filter (DPF) regeneration occurred during my drive. I was alerted to it by a light on the dash – otherwise, I’d never have noticed. Speaking of the DPF, the active regeneration toggle switch is concealed by a plastic cover, so drivers are less likely to muck around with it. Despite the constant threat, it didn’t rain during my 90-some mile run. I was secretly hoping it would, to see how the new rubber lip on the edges of the windshield would work. It’s designed to direct water away from the side windows and mirrors so as to not obstruct visibility. I’ll have to take DTNA’s word on that one. The DD15 Most Canadians would probably prefer a more powerful version of the DD15 I was driving. But even at 505 hp, 1,650 lb.-ft. of torque, the engine handled some fairly steep, long uphill grades with ease. The gross combination weight was about 75,000 lbs, yet we were up to speed in no time thanks to the engine’s impressive and immediate torque response. The DD15 reaches 90% peak torque in as little as 1.5 seconds and it maintains full torque from 1,100 RPM right though to 1,700 RPM. That long, flat power band

TRUCK NEWS Page 37

July 2008

makes the DD15 simple to drive and reduces the need to continuously change gears, even on hills. While the fully-insulated Cascadia itself has been designed to dampen exterior noise, the engine also plays a part. Traditional diesel engines have individual injections which create the sound of one big explosion followed by a knock, producing the diesel engine noise you’re accustomed to hearing. However, the DD15 has multiple injections per cycle: a pre-burn; main burn; and follow up. “You no longer have that main explosion, you have a continuous explosion and that cuts down on the noise,” explained Harrington. This is made possible by the DD15’s extremely high injection pressure of 32,000 PSI (traditional diesel engines ranged from 3,000 PSI up to about 20,000 PSI). Another feature exclusive to the DD15 is turbo-compounding. It’s not a new technology – it’s been around since WWII days – but it is new to trucking. Previous engines featured a ‘wastegate’ which released excess turbo pressure unused. The turbo-compounding process recaptures that previously wasted energy and converts it into 50 ‘bonus’ horsepower. I asked Harrington why it took over 50 years for the technology to find its way into trucking. “There was no incentive with the price of fuel (in the past),” he said. “Since we’ve had to go through the emissions requirements and focus on maximizing performance, you start looking for any technology – new and from the past – that you can use that will aid performance. Rather than twin turbos, we found the turbocompound was the perfect fit, especially when you have a rear geartrain close to the turbo.” Turbo-compounding, and other design enhancements, make the DD15 2-5% more fuel-efficient than the Series 60, I’m told. On the hills, the engine brake was nearly soundless. It’s activated by a toggle switch on the dash and then controlled with a button on the steering wheel. Fleets will appreciate the seemingly endless options for programming the DD15. You can set the heated mirrors to automatically come on when the temperature reaches the freezing point. You can program the utility lights on the back of the cab to turn off at a given speed. You can set the turn signal to automatically shut itself off after so many clicks. You can program the headlights to automatically come on when the windshield wipers are activated. And you can even shut off cruise control at a certain ambient temperature to lessen the risk of a jackknife. “In the old days, you’d have to hardwire all this,” said Harrington. “Now you sit with a laptop and program the parameters.” DTNA spent US$1.5 billion on developing this engine alone, and its improvements over the Series 60 – a very successful engine in its own right – are clear from the driver’s seat. Canadian drivers especially will love that long, broad torque band – it’s little wonder that a disproportionate number of

SUBTLE TWEAKS: The Cascadia was designed to optimize aerodynamics, but it still has that distinct Freightliner face. Inset, editor James Menzies enjoys the drive through the Oregon hills.

the Cascadia/DD15 combinations are being shipped north. The verdict If I could sum up my drive in one

word, it would be ‘comfortable.’ The dash was laid out intuitively and the steering wheel was functional, but not cluttered. The lack of wind noise com-

bined with the quiet operation of the DD15 provided one of the quietest drives I’ve experienced in anything with more than four wheels. The unique torque curve of the DD15 handled hills with ease and minimized the need for gear changes. Add rack-and-pinion steering and the UltraShift transmission to the equation and the truck was both easy and fun to drive. I’d go so far as to say it rivaled the comfort expected from a high-end passenger car. With record fuel prices showing no signs of abating, the challenge for truck and engine manufacturers will be to provide vehicles that combine productivity and efficiency with the ever-increasing comfort demands of drivers. The Cascadia/DD15 combination strikes this delicate balance – no wonder it’s already generating so much interest. ■ @ARTICLECATEGORY:843; 855; @COMPANYINARTICLE:018485301; 024813546;

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July 2008

Page 38 TRUCK NEWS

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Fleet managers tend to Ask the echo a common refrain Experts when they reject the concept of driver incenRoss Johnson tive programs. “The and Yves-Yvon driver is already paid to Mercier do a good job,” they suggest, questioning how on a regular basis. (It’s doubtful the related costs can be justified. anyone will want to save points to But these initiatives should be buy an eight-track player or lava seen as a valuable investment into lamp). the business. Family members can also be inWhen they are properly mancluded in the rewards. One fleet, aged, the incentives can help for example, sends grocery certififleets retain drivers and support cates to the spouses of drivers the habits that will improve everywho go three months without an thing from accident records to accident. fuel economy, all of which will Now, whenever the company’s have a direct impact on the botdrivers phone home, their families tom line. are quick to encourage safe drivThe Canadian Trucking Human ing habits. In effect, they have beResources Council has detercome extensions of the company’s mined that it costs $10,000 to resafety department. place an experienced driver; an Of course, safety bonuses have average property damage collialso been established in the comsion will cost $12,000; and we all pensation packages that are paid know about the rising cost of fuel. throughout the trucking industry, Who wouldn’t want to address but the fleets that embrace these these costs? incentives need to ensure that the A successful program is even related programs are properly based on a form of recognition managed. that will not cost a dime, and it For example, the promise of any comes in the form of a heartfelt rewards will need to be based on word of thanks. reasonable targets that drivers Everyone likes to be recognized feel they can achieve. Excessive for a job well done, and the accotargets will be recognized as an lades take on an added meaning empty promise and actually diswhen they are delivered in front courage employees from trying to of peers. Congratulatory letters improve their habits. should be posted on the bulletin The timing of the payments is board for fellow employees to see, equally important. If the employalong with the charts that show ees are recognized every three the ranking of each driver in months, someone who is involved terms of everything from safe in a minor collision in January can driving records to idle time. be confident that they will be recThese visible reminders will ognized for their safe driving even establish an unofficial comhabits during the remainder of the petition among the drivers who year. want to be the best. The frequency of the payments Related rewards do not need to can also be used to monitor a dribreak the bank, either. It certainly ver’s actions before they become makes sense to reward the safest a problem. driver with a well-paying dedicatBy raising a red flag whenever a ed run, or the opportunity to drive driver misses his logbook bonus the newest power unit in the fleet. for three months in a row, for exSimple gifts in the form of a hat, ample, one fleet has been able to pen or coffee shop gift card will target the employees who require also help to punctuate the all-imadditional training. Future fines portant thank-you. are avoided before they occur. Tangible rewards can actually And managers can always monbe more effective than cash in an itor the true value of the program envelope. by tracking the benchmarks that Any professional driver will the incentives were meant to wear a ‘Million Safe Miles’ patch address in the first place. with pride, giving them the chance A few simple calculations will to boast about their achievements prove that the limited investments without saying a word. represent money well spent. ■ Long after a financial bonus is spent, meanwhile, the prize in the form of a microwave or TV will – This month’s experts are continue to be a lasting reminder Yves-Yvon Mercier and Ross of the actions that led to the Johnson. Yves-Yvon Mercier is a reward. senior advisor in Markel’s Safety Some larger fleets have even and Training Services, Eastern introduced programs that allow Canada Region in Montreal. Ross drivers to accumulate the points Johnson is a senior advisor to “buy” products from a catain the Ontario Region. Send logue full of rewards, encouraging your questions, feedback and employees to remain with the comments about this column to company as they save up for a info@markel.ca. Markel Safety special purchase. and Training Services, a division of Just remember that these Markel Insurance Company of programs involve administrative Canada, offers specialized courses, costs. Someone will need to track seminars and consulting to fleet the accumulated points and owners, safety managers, trainers update the items in the catalogue and drivers.

TRUCK NEWS Page 39

July 2008

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Page 40 TRUCK NEWS

OPINION

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So I’m sitting in front of my computer one Tuesday morning in early June and up pops a notice that Ontario’s Standing Committee on Justice Policy had scheduled “public hearings” on Bill 41 – the speed limiter legislation. I had, of course, registered to appear before the committee to present OBAC’s comments in opposition to the proposed legislation, indicating at the time I was aware of many stakeholders who had a strong desire to contribute to this important debate. Considering the amount of misunderstanding among lawmakers about the speed limiter issue and about trucking in general – revealed in spades if one followed Bill 41 debate by politicians in the Legislative Assembly – it was clear that the only hope of enlightening some of these folks, in particular on technical and operational issues, was to get them talking to some real, working truck drivers. I urged the committee to ensure that hearings be held where and when truckers would be able to participate, reminding them that truck drivers live all over the country, and because their jobs often keep them out on the road for days at a time, lots of lead time was essential. You can imagine I was displeased – furious in fact – when I discovered that public debate would be limited to a one day, mid-week session in downtown Toronto – two days hence – making full and equal participation by most truck drivers virtually impossible. To add insult to injury, those who could rearrange their schedules (as if) to appear, had only until noon that same day to indicate their intent. How many truck drivers do you think were sitting in front of their laptops at nine that morning, ready to fire off an e-mail within a couple of hours to say “count me in?” Welcome to democracy – open to everyone in the same way as the Ritz Hotel. Too little time

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July 2008

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Democratic debacle Although my faith in the democratic process was pushed to the wall by a government that seems bent on shutting people out rather than including them, I’m hoping the committee members have enough sense to dig a bit deeper into this issue and try to sort out fact from fiction. The first fact I’d like them to get into their heads – and use to give some context to the debate – is how misguided it is to believe that trucks without electronic speed limiters will be barreling down the road too fast for conditions. That’s all I’m going to say about my position on government-mandated speed limiters – apparently I stated my opinion so clearly last time around that it ruffled a few feathers. By the way, thanks so much to everyone who gave me the thumbs-up for tellin’ it like it is; it’s gratifying to be reassured that I’m pretty much on the money in the minds of a significant proportion of the industry. So, Bill 41? I wasn’t alone in my condemnation of the process that allowed such a short period for input, and as a result, the comment period was extended for a week. Hardly what one would call an opportunity for full debate, but a nod, at least, in the direction of democracy? ■ – Joanne Ritchie is executive director of OBAC. Who says tough cookies don’t crumble? E-mail her at jritchie@obac.ca or call toll free 888-794-9990.

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on the road delivering someone’s bottled water or toilet paper or tomatoes at the time the meeting was to take place. So I spent the two-day lead time organizing my schedule and shuffling priorities so we could take part in the democratic process – which left me working through the night before the meeting to finalize OBAC’s presentation. After pulling an all-nighter, I grabbed a quick shower, jumped into the car, and headed out on the six-hour drive from my house to downtown TO. I was a couple of hours into the trip before it struck me what a dumb thing I was doing – I was simply too tired to be driving – and I was putting myself and every other driver on the road at risk. So I pulled over and called the committee clerk to say I simply could not be there. I asked for the opportunity to address the committee via teleconference to explain why I was a no-show, then I got myself to a safe place – the 10 Acre Truck Stop in Belleville as it turned out – and waited for the call. By the time it came I was exhausted and frustrated and in no condition to make a coherent presentation, so after assuring committee members my written comments would be in their hands as soon as I was able to get safely to my e-mail, I let ’em have it, although I must admit, the fire was just about out of the old girl by then.

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July 2008

Page 42 TRUCK NEWS

INDUSTRY

Regaining your balance The increased value of the Canadian dollar has had a profound impact on the mix and trajectory of freight moving across the Canada-US border. There can be no doubt that the dollar has placed a huge drag on the export of manufactured goods to the US. This has been exacerbated by the slowdown in US aggregate demand and the ongoing woes in the domestic automotive manufacturing sector. The thickening US border has only made matters worse. This combined with the over-capacity of trucking services in many transborder lanes has created a teeter-totter effect on the trucking business and significantly altered the balance that had existed over the past 20 or more years. In today’s market, what was the headhaul for Canadian carriers for many so years – the southbound trip – has been displaced by the northbound shipment. This has created some significant logistical and pricing challenges for many carriers. For as long as most can remember, most transborder carriers relied on the southbound headhaul as the base rate of revenue. The northbound backhaul was therefore generally priced at a lesser rate. (There were and always will be exceptions, such as produce shipments from the

Industry Issues David Bradley

south). For example, a carrier recently showed me where two years ago the typical truckload rate for a general freight shipment from Ontario to Illinois was over $2 per mile. (All in Canadian dollars and before the fuel surchrage). The return backhaul rate was usually $1.50 per mile or less. A comparable OntarioPennsylvania trip paid about $3plus per mile southbound and $1.25/mile or less back to Ontario. Why the gap in north/south rates? Simple. Freight volumes were not balanced. There was a lot more freight moving southbound than northbound. The US-bound headhaul had to cover the inefficiencies associated with the backhaul – ie., deadhead miles associated with picking up a return load or even the costs of having to come home empty every now and then. We still have a balance problem today, but this time it’s in reverse. Southbound freight is now much harder to come by (which is reflected in a drop in rates) and we may even be seeing increased

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northbound freight for some products. In a relative sense there can be no doubt that we are. Ironically, carriers surely now find themselves in the precarious position where there are northbound loads to pick up in the US, but they don’t have the trucks in the US to get them. The capacity just isn’t there. Sure, some days are worse than others, but this new imbalance more and more seems to be a common situation. So what are carriers (and shippers for that matter) to do? Some carriers are reaching back into the old play book to try and achieve a better freight balance by striking interline arrangements with US carriers. There are several recent examples of this. But, I am also hearing with more frequency of carriers getting paid to go empty to the US in order to get the northbound loads and deliver them to Canada. I have no doubt that shippers don’t like it but the traditional inbound rates won’t support not getting paid for the southbound trip. With fuel cost now over 75 cents per mile, it’s absolutely necessary. (It is important to point out that even the empty movements still require a fuel surcharge). Despite the excess capacity that exists in the US, many US carriers and drivers just don’t like coming to Canada. They don’t like the border; the hassles and costs associated with it. At the end of the day the economics don’t change.

If carriers charge or are able to charge what they need, then the balance problem (like most other industry problems) becomes less of a factor. Charging what they need means being able to fully factor in all your costs – fuel, labour, equipment, interest, border crossings, etc. – and take account of balance issues. The rating model is not what it was and although some won’t like it, it’s reality. As always, it seems so simple on paper. It is easier said than done. The customer wants to pay as little as possible for transportation in order to maintain their competitiveness and maximize their profitability. And, who can blame them? And, in today’s market, the shipper has the upper hand in terms of rates. What will change that situation? All other things being equal, a reduction in capacity will surely help. That will be accomplished either by a reduction in the total fleet (voluntarily or otherwise) and/or through a recovery in economic growth. That is a question of time. But even when the capacity situation begins to rectify itself, there will still be the balance problem. Shippers are going to have to understand that too. ■ @ARTICLECATEGORY:861; 3361; 863; @COMPANYINARTICLE:024640270;

– David Bradley is president of the Ontario Trucking Association and chief executive officer of the Canadian Trucking Alliance.

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TRUCK NEWS Page 43

July 2008

TAX TALK

Driver services: Employee or independent? The trucking industry has always been under pressure to save costs and time both in the delivery of the service and the administration of it. In today’s world of high fuel prices, the temptation to save costs and time when it comes to drivers is very appealing. For years, one way companies have attempted to do this is through the use of self-employed drivers or “driver services.” By contracting a driver, the fleet can add or subtract capacity without the obligations and costs of having an employee. There are good and bad sides for both the carrier and the driver in this type of arrangement. First, let’s state the obvious: Canada Revenue Agency hates the concept, and rarely does a driver service relationship stand up to a CRA review.They would rather have tax money coming in from an employer every month than have a bunch of self-employed accounts to monitor and wait for monthly or annual tax payments. They’re also probably tired of seeing the same mistakes and misinterpretations again and again. CRA has a guidebook called Employee or Self-employed (RC4110) that provides the framework for how the agency evaluates whether a relationship is businessto-business or employer-employee. Here’s what they look for: • The level of control the payer has over the worker; • Does the worker provide his own tools and equipment?; • Can the worker sub-contract the work or hire assistants?; • The worker’s degree of financial risk; • The degree of responsibility for investment and management held

Tax Talk Scott Taylor

by the worker; • The worker’s opportunity for profit; • Other relevant factors, such as written contracts. The determination of whether a worker is an employee or a self-employed individual goes beyond who pays taxes. It affects how a worker is treated under many laws including the Canada Pension Plan, the Employment Insurance Act, Income Tax Act, Workers Compensation, and other labour codes. Another point that often catches people off guard is that the self-employed driver must charge GST/HST for his services if he ex-

ceeds the annual $30,000 gross limitation. Where a self-employed driver does not use his own truck and does not assume liability for the supply of a freight transportation service, the driver is not supplying a freight transportation service for GST/HST purposes. He is providing a driving service, which is taxable. So what red flags attract CRA to possible violations? Two situations probably cause 90% of all CRA audits to determine if workers are employees or self-employed: when the driver gets fired; and when the driver gets hurt or is unable to work. Faced with no EI, or Workers Comp or disability income, an upset worker will turn to CRA for help. The response may well be an audit. If a worker is found to be an employee, the consequences can be steep. An employer who fails to deduct the required CPP contributions and EI premiums must pay

both the employer’s share and the employee’s share of any contributions and premiums owing, plus penalties and interest. If a worker or payer is not sure of the worker’s employment status, either party can request a ruling to have the status determined. Use Form CPT1, Request for a Ruling as to the Status of a Worker under the Canada Pension Plan and/or the Employment Insurance Act. Whether you’re a driver or a fleet manager, a driver service arrangement can give you flexibility, tax advantages, and help keep certain costs in check. But only if all parties involved are clear about their obligations and responsibilities. ■ @ARTICLECATEGORY:1604; 3361;

– Scott Taylor is vice-president of TFS Group, a Waterloo, Ont., company that provides accounting, fuel tax reporting, and other business services for truck fleets and owner/operators. For information, visit www.tfsgroup.com or call 800461-5970.

Driver services pros and cons Payer Advantages: • Ease of calculations • No holding funds • No reporting or filings with CRA • No forms or filings upon termination • No benefit costs through EI, CPP, WSIB, health plans • No rules for dismissal, labour codes no not apply Payer Disadvantages: • Faces the consequences of CRA penalties if the relationship is determined to be employment or not self-employment Worker Advantages: • Bigger paycheques (no tax, EI or CPP withheld) • May be able to expense costs that could lower taxes Worker Disadvantages: • Must pay tax bill on their own • Must file GST/HST returns • Responsibility of running a business • More complicated tax returns • May lose meal claim • No entitlement to EI benefits ■

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July 2008

Page 44 TRUCK NEWS

INDUSTRY

The good news is out there This piece seemed to turn itself into a feel-good type of article almost on its own, but that’s just the way I felt on the sunny late spring morning when I sat at the computer to write it. It’s often fairly easy to fill a column with observations about the myriad of things that plague the trucking industry. A person can choose from an almost endless list of topics. There is also lots of opportunity to differ with proposed initiatives that are advanced for the trucking community, because Lord knows we don’t all agree on the ‘what’ or the ‘how’ of any suggestion. So, let me begin by acknowledging that this is a particularly trying time for trucking, perhaps the

Private Links Bruce Richards most trying time in many years. The printed pages and the Internet are full of concerns such as the effect of new emission standards on the price of engines, fuel prices that have risen so rapidly that they defy any sort of rational explanation, a continuing lack of qualified drivers, the value of the dollar and its impact on northsouth trade and Canadian manufacturing in general, and all those

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concerns we have with border crossing. Each of those issues has made its own contribution to the current malaise, and each is a serious problem that fleet operators and owner/operators deal with every day. But without making light of any of those issues, or the many others that I didn’t list, I think that there is a lot to be happy about at the Private Motor Truck Council of Canada (PMTC). This is no Pollyanna approach that is meant to ignore the issues, just a statement that it’s not all doom and gloom for trucking. As we begin to leave the spring behind and enter our (too short) summer months, the PMTC is well into one of its busiest periods. June is consumed with the run-up to our annual conference, and other events that bring industry suppliers and private fleet operators together. During the annual conference we celebrate a lot of good news, including some remarkable safe driving records for individuals and fleets. Despite difficult times, these professionals don’t cut corners. Those impressive accomplishments don’t happen by serendipity, they are the result of hard work and dedication to ‘doing it right.’ Beyond the activities of the PMTC, I’ve seen enough action on specific issues to make me think that, despite the daily problems, as an industry we continue to move in the right direction. For example, in Ontario the recent overhaul of the CVOR sys-

tem, and the introduction of restrictions to the Class “A” licence both signal success; many PMTC members have and continue to contribute to the ongoing review of the facility audit system that promises to bring that program up to date; the Canadian Trucking Human Resources Council continues to deliver information that helps the industry with its planning, such as labour market information and occupational standards that have never been available, and they recently published a Human Resources Guide that will prove invaluable – all useful tools that can help fleet operators; and CCMTA is engaged in an interesting study of the human factors that influence carrier safety with the aim of helping help us reduce the number of collisions involving commercial carriers in the future. Fleet operators are exploring and spending money on technology designed to improve safety, such as anti-rollover devices and on communications and route planning equipment that is contributing to significant improvements in fleet productivity and control. So, if we just stop to think about it, there is lots of good news out there. Now if we could only do something about the price of fuel. ■ – The PMTC is the only national association dedicated to the private trucking community. Your comments or questions can be addressed to trucks@pmtc.ca.

TRUCK NEWS Page 45

July 2008

OEM/DEALER NEWS Prolam’s hardwood suppliers go green CAP-SAINT-IGNACE, Que. – Prolam has announced it can now produce environmentally-friendly trailer floors. Prolam’s two major hardwood suppliers have earned Sustainable Forestry Initiative (SFI) certification, meaning they have taken measures to promote responsible environmental behaviour and sound forest management. SFI-approved companies take measures to protect water quality and wildlife habitat, among other things. Prolam says it can now produce about 3,000 trailer floors a year with 100% SFI certification. It claims to be the only trailer floor manufacturer to have this option. For more information on Prolam, visit www.prolamfloors.com. ■

HAVING FUN RAISING FUNDS: Members of the Maxim Challenge for Life team include (from left) Doug Harvey, Jan Shute, Margy Nelson, Shelley Betton, Maili Wiechern, Meghan Furst and Val Kolson.

Maxim holds charity barbecue Maxim, said “Our charity events receive great support from Maxim employees, suppliers and customers. It’s encouraging to see such support for organizations that focus on improving the lives of children and adults in our communities.” Guests attending the barbecue were treated to a live jazz performance by the University of Manitoba Jazz Orchestra, who performed atop a flatdeck trailer. ■

WINNIPEG, Man. – Maxim Truck and Trailer raised more than $7,000 for cancer programs through its annual barbecue May 15. This year marked the seventh year that the company has raised money for charity through its annual barbecue. To date, the events have raised more than $50,000.The funds raised this year will go towards the CancerCare Manitoba Foundation’s programs. Doug Harvey, president of

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Page 46 TRUCK NEWS

July 2008

Radiators Inc.

OEM/DEALER NEWS

Service & Repair For All Truck & Industrial Radiators & Charge Air Coolers

Open 6 Days A Week!

WE SHIP ACROSS ONTARIO

4 HR. DRIVE-IN SERVICE FOR MOST TRUCKS!

THE REAL PAYSTAR: An article in the May issue about the new International PayStar 5900i SBA incorrectly included a picture of the International WorkStar. This is an actual image of the PayStar 5900i SBA, introduced earlier this year. International officials say the latest offering boasts improved maneuverability and is well-suited for heavy-duty applications. We regret any confusion.

905-487-1209 • 1-877-950-0099 MON.-FRI.: 8 AM-7 PM • SAT.: 8 AM-3 PM After hours call: 905-487-1209 110 Rutherford Rd. S., Bay #7, Brampton, ON L6W 3J5

Chevron re-brands lubricants line UR YO R T PE GE PA Canada’s National Trucking Newspaper and Equipment Buyer’s Guide

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— No. of Straight Trucks _____ No. of Trailers _____ No. of Buses — No. of Truck-Tractors _____ No. of Off-Road Vehicles 3) Does this location operate, control or administer one or more vehicles in any of the following Gross Vehicle Weight (GVW) categories? Please check YES or NO: 14,969 kg. & over (33,001 lbs. & over)... ■ YES ■ NO 11,794-14,968 kg. (26.001-33,000 lbs.). ■ YES ■ NO ■ YES ■ NO 8,846-11,793 kg. (19,501-26,000 lbs.)... 4,536-8,845 kg. (10,000-19,500 lbs.)..... ■ YES ■ NO Under 4,536 kg. (10,000 lbs.)................ ■ YES ■ NO 4) This location operates, controls or administers: Diesel powered vehicles.......................... ■ YES Refrigerated vehicles............................... ■ YES ■ YES Pickups or Utility Vans............................. Propane powered vehicles...................... ■ YES 5) Do you operate maintenance facilities at this location? .................................... IF YES, do you employ mechanics?........

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SAN RAMON, Cal. – Chevron has announced it will be marketing both Chevron and Texaco commercial lubricants under the Chevron banner in the US and Canada. The re-branding initiative takes effect July 14. The company announced in a release that the change will “allow the company and its marketers to leverage the strengths and market equity of the Chevron and Texaco sub-brands by offering the strongest products from both lubricant lines under the Chevron name.” In cases where the company has a Texaco and Chevron-branded product of the same type, the product with the greatest market equity will be selected to remain. “By bringing the Texaco and Chevron commercial and industrial lubricants together under one master brand, we have created a single, comprehensive line of high-quality products that have proven market value,” said Vince Kyle, general manager, North American Finished Lubricants, Chevron Products Company. ■

6) Indicate your PRIMARY type of business by checking ONLY ONE of the following: a) ■ For Hire/Contract Trucking (hauling for others) b) ■ Lease/Rental c) ■ Food Production / Distribution / Beverages d) ■ Farming e) ■ Government (Fed., Prov., Local) f) ■ Public Utility (electric, gas, telephone) g) ■ Construction / Mining / Sand & Gravel h) ■ Petroleum / Dry Bulk / Chemicals / Tank i) ■ Manufacturing / Processing ji) ■ Retail jii) ■ Wholesale k) ■ Logging / Lumber b) ■ Bus Transportation m) ■ Other (Please specify) _______________________ 7) Are you involved in the purchase of equipment or replacement parts? . . . . . . . . . . . . ■ YES ■ NO 8) Are you responsible either directly or indirectly for equipment maintenance? . . . . ■ YES ■ NO

(6) Temisko B-Train Flatdecks

Date

CLIP and MAIL

1994-2006 (5) 6-axle (1) 5-axle Michigan spreads, certified.

Legal for all Canada.

With Payment to

12 Concorde Place,

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Toronto, Ontario M3C 4J2

TODAY!

ASK FOR MARIO Fax: 705-647-7677 Cell: 705-648-5433

TRUCK NEWS Page 47

July 2008

OEM/DEALER NEWS

IS BIGGER BETTER?: Using a larger B-Train configuration could ease truck traffic, say Di-Mond officials.

Di-Mond builds first ever 53-ft. B-Train chassis By Adam Ledlow BRAMPTON, Ont. – Di-Mond Trailers has built what it claims to be the first-ever galvanized 53-ft. tridem fixed B-train chassis. The chassis, which was constructed at the request of Canadian Tire, is the first of is kind created in North America, officials said. Di-Mond has been building B-train chassis for a number of years on vans, but this is its first 53-ft. version. “Canadian Tire had come to us to see if it could be done. No one ’til today had figured out how to design the chassis and make it work. DiMond trailers has done it,” said Jimmy Zborowsky, sales manager for Di-Mond Trailers. The equipment’s design team was able to create a solution where an elevating fifth wheel was no longer necessary and also eliminated some of the “twisting” that can happen on the back end. The new chassis also features DiMond’s patented galvanized design which coats the equipment in rustresistant zinc to prolong the life of the equipment. Di-Mond first introduced the fully-galvanized chassis in 2005 when the equipment caught the eye of Canadian Tire’s fleet. Canadian Tire officials say that for the time being they will run the unit in Quebec as it is not currently legal for use on Ontario roads. Both DiMond and Canadian Tire are pushing for use of 53-ft. B-trains on Ontario’s highways, arguing that with each B-train set used, one truck can be removed from the nation’s highways. “This will help the driver shortage and the environment (because of) less pollution from our trucks,” Zborowsky says. Vern Seeley, technology and specifications manager for Sunbury Transport, is currently fighting to pass legislation in the East Coast that would allow the use of fulllength B-train configurations. If and when that happens, Canadian Tire is hoping to run 53-ft. B-train sets from the Atlantic Canada to Montreal. “If you check with the MTO, I think the 53-ft. B-train is one of the safest truck and trailers combos out there with the fewest accidents,” Zborowsky says. ■ @ARTICLECATEGORY:844;

DEPENDABLE Truck&Tank LIMITED BRAMPTON, ONTARIO

A L L

A L L U N I T S S A F E T I E D

2000 INTERNATIONAL c/w 13,000 litre four compartment aluminum tank, dual pumpingand metering equipment, Midcom, DOT certified, tank CSA-B260. 2 Units Available. Stock #501 & 502

WATER TRUCKS FOR SALE!

2001 FORD F550 4 x 4, 5000 liter two compartment aluminum tank, single pumping and metering, Midcom, DOT & B620 certified. Stock #562

2003 INTERNATIONAL c/w 20,000 litre four compartment aluminum, dual pumping, bottom loading, vapor recovery, MidCom, fully certified. Stock #564

O N O U R

& C E R T I F I E D !

U N I T S

1996 GMC TOPKICK, c/w 2500 gallon aluminum tank, rear box for the install of mobile wash equipment, DOT certified. Stock #535

1994 INTERNATIONAL, 20,000 liter four compartment, dual pumping and metering equipment. Stock #545

NEW PROPANE 2008 INTERNATIONAL, c/w 3499 USWG propane bobtail, rear delivery, side fill. Stock #541

1997 FORD LS8000, 13,000 litre, four compartment, dual equipment, bottom load, vapor recovery, Midcom, DOT Certified, CSA-B620. Stock #563

L O T N O W !

WE RENT TANKERS! MANUFACTURERS OF ALUMINUM AND STEEL TANKS

Call our Watts Line from anywhere in Canada

905-453-6724

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Ask for Mike Trotter

July 2008

Page 48 TRUCK NEWS

OPINION

Limiters dominate discussions

This 150+ Million Dollar Weekend* is co-sponsored to date by:

*estimated value of equipment on display

Something For The Entire Family

Show & Shine • Truck Pulls Trade Shows • Country Music Festival

The last few months have been very busy around here. Having just attended three shows, I’ve had the opportunity to speak with truckers from one side of the country to the other. Here in Ontario, the speed limiter issue is the absolute number one topic of conversation. If you are a regular reader, I hope you’ll agree we’ve done a good job in giving you the complete picture. The issue is complex and there are good arguments both for and against. Some people mistake us as a lobby group. In reality, we aren’t even close. Our job is to give you unbiased editorial information based on the facts. The way you interpret those facts is of course up to you and should be the foundation of your opinion. Of course we’re going to have an opinion, but the stances of our individual editors and columnists appear where they should, in their columns. We have published dozens of editorial comments, again both pro and con, and I feel that the issue has been dealt with fairly. All said and done, it’s probably going down in the books as the single most controversial trucking legislation of our time. Many have asked my opinion. To avoid being referred to as Rob ‘Which way is the wind blowing?’ Wilkins, I’m going to tell you. To be honest, I am not a big fan of legislation dictating fundamental business practices or policies.

Publisher’s Comment Rob Wilkins Usually small businesses are hit the hardest by legislative induced change (witness the Ma and Pa restaurant bankruptcies when the non-smoking legislation kicked in a few years back. Most restaurants lost considerable business in the beginning but over time that business did come back. If those smaller operations could have weathered the storm for the first few months they’d probably still be in business). Small businesses don’t have the luxury of a high cash flow and unfortunately a blip can cause some real problems. I suppose it’s the fact that you are being told how to run your business that I don’t appreciate (the key being your). My position is that if it’s good for an 18-wheeler it’s got to be good for a four-wheeler. Limit all vehicles (including motorcycles) and see what that does to the highway fatality rate. It’s too bad, really.This industry has enough trouble attracting new talent. The fewer controversies the better. ■ @ARTICLECATEGORY:862;

– Rob Wilkins is the publisher of Truck News and he can be reached at 416-510-5123.

Show & Shine Registration – Thursday July 24, 10 am – 9pm (for pre-registered) Trade Show – Set-up Wednesday & Thursday, 9am – 9pm Music in the Park – Friday Night – April Wine, Kim Mitchell, David Wilcox – Saturday Afternoon – The Dixie Flyers, Jessie Farrell – Saturday Evening – Gord Bamford, Aaron Pritchett – Sunday – Alex J. Robinson, Aaron Lines Truckpulls – Canada’s Largest Truck & Tractor Pull – featuring North America’s greatest pullers – Thursday July 24, 7pm, Great Lakes Truck & Tractor Pullers Association – Friday July 25, 7pm, Pro Pulling League – Empire State Pullers – Saturday July 26, 10am, Garden Tractor, single engine mods, mini rods & heavies – Saturday July 26, 6pm, Pro Pulling League – Empire State Pullers – Sunday July 27, 12noon Demolition Derby Saturday night BBQ – 6 pm – 8 pm Sunday Morning Breakfast – 8 am – 10:30 am Show & Shine Awards – Sunday July 27 Family Area – Entertainment and activities for kids, Sunday morning church service with “Transport for Christ”

Gates Open Thursday July 24, 6 pm (Truck pulls only) Friday July 25, noon Saturday July 26, 9 am Sunday July 27, 7:30 am

This month’s

Entertainment Friday April Wine David Wilcox

Saturday Dixie Flyers Cathy Korpi Dawson Reigns Jessie Farrell Gord Bamford Aaron Pritchett

Sunday Aaron Lines

CROSSWORD SOLUTION is brought to you by

If you got it, a truck brought it!

For information call

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TRY IT ONLINE AT WWW.TRUCKNEWS.COM

TRUCK NEWS Page 49

July 2008

NEW PRODUCTS

Paging Dr. Shell Shell Lubricants launches unique diagnostic tool for customers By James Menzies TORONTO, Ont. – Shell has introduced its LubeVideoCheck program to the Canadian market, which provides fleet customers with a clear look at exactly what is going on inside their engines. The program, which was first rolled out in Mexico five years ago and to the US market last year, uses advanced technology used in the aerospace and medical industries to produce quality video and high-resolution images of the inside of an engine. “It gives us the ability to go in and understand things going on inside their equipment with minimal teardown and minimal costs,” Shell’s Jonathan Ubil told Truck News during a recent demonstration. The machine includes a flexible probe with a camera on the end, which can be inserted into any hole in the engine larger than 6 mm in diameter. Using a joystick, the operator can move the camera around the inside of the engine to inspect for damage, engine wear and deposits. “In the past, most folks to look at the internals of an engine would have to disassemble it or use a bore scope. But it’s very limited what you can see and very hard to look at,” Ubil said of the traditional methods. The LubeVideoCheck system uses a fibre-optic digital camera and high-resolution monitor to offer a much more detailed look at the inside of the engine, he explained. The operator can view the piston crown, combustion chamber, cylinder walls, valves and head and then analyze those findings and create an easy-to-read report for the fleet manager. “We go into each individual area and look for different types of deposits and wear – anything out of the ordinary to see if it looks good or looks bad,” explained Ubil. “We’ll look for types of wear, deposits, traces of leaks, cracks – anything pertinent to the condition of the unit, just like a crime scene investigator would do. It tells us a story of what is going on in this unit.” Seeing the clues is one thing. Interpreting them is another, and the Shell operator also does this for the fleet, providing them with a report that deciphers the findings. One of the things the tool has been useful for, is providing maintenance managers with the confidence to extend their drain intervals. “Everyone wants to extend oil drains but no-one wants to hurt their equipment,” Ubil said. The LubeVideoCheck program allows fleets to inspect their engine at various intervals to determine exactly how long they can run between oil changes before

the engine begins to incur damage. “You can go out as far as you’re comfortable with and monitor the wear you’re incurring and stop at the point you’re comfortable with,” explained Ubil. But isn’t it counterproductive for an oil supplier to encourage longer drain intervals – something that may ultimately result in fewer sales? “We understand this is about relationships,” Ubil countered. “Anyone can sell somebody oil. We want to give you service, we want to give you support. We’re not just here to sell you oil.” Current Shell customers and prospective fleet customers can

HIGH-TECH CHECK-UP: Shell’s LubeVideoCheck lets fleets see what’s happening inside their engines.

contact their local Shell distributor to arrange for a session. A Shell technician will arrive at their facility with a machine to conduct the inspection and compile the report, at no cost to the customer. For more details, contact your supplier or visit www.shell.ca/fleet. ■ @ARTICLECATEGORY:847;

An alternative to duct tape was introduced to the Canadian market at this year’s Truck World trade show. Rescue Tape is a self-fusing silicone tape with no adhesive. It fuses to itself creating an air-tight, waterproof seal that is resistant to oils, fuels, acids, solvents, UV rays and road salt, its distributor says. The tape takes only a few second to permanently fuse and can resist temperatures of up to 500 F. It can also resist voltage of up to 8,000 volts per layer, according to the company.The new tape is suited for electrical work such as trailer light connections and it can even be used to construct an o-ring or fan belt in a pinch, its creators say. A standard roll costs about $9.95$12.95. For more information, visit www.rescuetape.com. Continued on page 50 ■

@COMPANYINARTICLE:036442341;

SHEEHAN’S TRUCK CENTRE INC. 1-800-254-2859

905-632-0300 Fax: 905-632-4557

* GMC * MEDIUM DUTY

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4320 HARVESTER RD., BURLINGTON, ONTARIO

VOLVO VHD TRIAXLES WITH DUMP BODIES

LARGE INVENTORY OF VN MODEL TRACTORS

SHEEHAN’S LEASING LTD. SHORT TERM & LONG TERM LEASES ON VOLVO DAYCABS AND SLEEPER CABS

Cummins and Volvo Power Many Colours To Choose From.

• 465 H.P. • 18 Speed • 20 & 46 Axles • HN suspension • Heavy double frame

OVER 130 CLEAN USED TRUCKS!

We have more used Volvo’s than anyone! OVER 50 - 1995-2008 USED VOLVO FLATTOPS, MIDROOFS AND CONDOS Cat, Cummins, Detroit & Volvo Power, O/O & Fleet Specs. From $6,950.

(6) 2000-2004 KW W-900L and PETE 379 EXT HOOD 460-475 HP Cat and Cummins, Jake, 13 and 18 spds, 40 rears, air ride, loaded owner op specs. Call for details.

DAY CABS

(9) 2004-2005 VOLVO DAY CABS VNL or VNM 365-565 HP Volvo and Cummins power, Jakes, 10, 13 and 18 spds., 40,000 and 46,000 lb. rears, air ride, nice clean trucks with very low miles and warranty.

OVER 20 1992-2006 STRAIGHT TRUCKS, F/LINER, INTERNATIONAL, GMC, HINO, FORD & STERLING

(15) 1999-2007 INTERNATIONAL 9200/9400 and 9900I

Cab and chassis or 16-30 ft. van bodies and flat decks, auto or std. trans., hydraulic or air brakes, single axles and tandems. Call for details.

Day Cabs, 51" and 72" Prosleepers, 350 to 525 HP Cummins, Cat and Detroit power, 10, 13 and 18 spds., 40 rears, air ride, A/C, all in stock. Call for complete details. Also available in heavy spec!

SEVERAL 1999-2006 W-STAR’S 4964FX, EX and LOW MAX’s 64" and 76" Hirise sleepers, 430-515 HP Cat C-15 and Detroit SER 60, Jake, 13 spds, 40 rears (some with full lockers) air ride, loaded owner op specs, some with brand new drop-in engines and some with fresh inframes. Call For Details.

• All aluminum wheels • Loaded with options • 201⁄2' High tensile Bibeau box, heated air tarp, air gate

Factory Licensed Technicians • 26 Bays • Fast Lube Pit • Alignment Rack • Emission Testing

NEW TRUCKS KEVIN SHEEHAN MURRAY EVANS FRANK SAVOY EUGENE PETRENKO VOYTEK SPOLITAKIEWICZ TONY BRATSCHITSCH JOHN MURPHY (Sales Mgr.)

INTERNET: www.heavytrux.com NEW & USED TRUCKS

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ADAM CZIRAKI • PAUL REPAR MIKE MURPHY

email: sales@sheehanstruck.com

WE BUY TRUCKS!

July 2008

Page 50 TRUCK NEWS

NEW PRODUCTS

■ Continued from page 49

We have been supplying Parts, Service and Technical Support to Truck Shops, Dealers and Fleets since the early '80’s.

CUSTOM EXHAUST SYSTEMS DESIGN

ARE YOU HAVING PROBLEMS

G N I R TU C A UF N A •M S E L A •S H S U L /F E C I V R E •S

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Webb Wheel Products has introduced a new brake drum. The Webb Vortex boasts a lighter weight without sacrificing structural integrity or braking capability, Webb officials have announced. It also runs cooler, thanks to a repositioned squealer band and reinforced exterior ribs, which direct heat away from the braking surface also extending lining life in the process. The company is currently working with major equipment OEMs to determine availability on new trucks and trailers. • Dometic Environmental Corp. has introduced a battery-powered, noemission, idle-free air conditioning system for day cabs. The 7,000 BTU day cab air conditioning unit can provide two hours of cooling without running the truck’s engine, the company says. It uses a bank of Group 31 absorbed glass mat batteries, rather than a diesel gen-set as its power source.The system consists of a blower that fits between the seats and an external condensing unit that mounts on the back of the cab or under the truck. A 2,000-watt inverter converts 12-volt battery power into high-voltage AC power to run the air conditioner and a high-capacity alternator recharges the batteries. While no additional batteries are required, AGM batteries must be used. For more information, visit www.dometicenviro.com. ■

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BUILT TO OUTLAST OEM PIPES Pipes also available for Freightliner, Peterbilt and Western Star

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$99.00 $129.00 Copy only

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Ad runs one month

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July 2008

TRUCK NEWS Page 51

ADVERTISERS’ PRODUCT/SERVICE INDEX

BRAKE SYSTEMS Haldex . . . . . . . . . . . . . . . .12 BUSINESS CONSULTANTS C.U.T.C. . . . . . . . . . . . . . . . .29 Kee Human Resources . . . . .25 Liquid Capital . . . . . . . . . . . .28 Stateside Consulting . . . . . . .20 Transport Financial Services .48 CAREERS . . . . . . . . . . .34,35,36,37, . . . . . . . . . . .38,39,40,41,42,43,44 Truck News Recruitment/Driver Link . . . . . . . . . . . . . . . . . . . . .45 CLASSIFIED . . . . . . . . . . . . . . . . .50 CLIMATE CONTROL Manwin Enterprises . . . . . . .10 Niagara Service & Supply . . .10 T.A.G. . . . . . . . . . . . . . . . . .31 COLLISION REPAIRS Metro Collision . . . . . . . . . .27 Paling Industries . . . . . . . . .11 DRIVER EDUCATION/TRAINING Stateside Consulting . . . . . . .20 ENGINES Caterpillar . . . . . . . . . . . . . .17 Turbo3000 . . . . . . . . . . . . . .31 EXHAUST A & A Exhaust . . . . . . . . . . .23 Texis Truck Exhaust . . . . . . .50 The Truck Exhaust Place . . .26 FLEET GRAPHICS Toronto Digital Imaging . . . .29 HEATERS Espar . . . . . . . . . . . . . . . . . .18 ITS Distributing Indel B . . . .28 Manwin Enterprises . . . . . . .10 Niagara Service & Supply . . .10 PKS Truck Centre Thermodiesel . . . . . . . . . .28 T.A.G. . . . . . . . . . . . . . . . . .31 INSURANCE Burrowes Insurance Brokers .32 Dan Lawrie Insurance . . . . .51 Hallmark Insurance . . . . . . .28 Hargraft Schofield LP . . . . . .45 Innovative Insurance Agencies . . . . . . . . . . . . .11 Nalpath . . . . . . . . . . . . . .18,47 Stateside Consulting . . . . . . .20 Truck Stop Insurance . . . . . .35

LIGHTING Peterson Manufacturing . . . .16 LUBRICANTS Castrol/Wakefield Canada . . .9 Chevron Global Lubricants . . .4 MEDICAL SERVICES Ontario Drivers Medical . . . .24 RADIATORS Atlantis Radiator Truck Auto Service . . . . . . . . . . . . . . . . .51 Clements Radiator & Spring .10 King Radiator . . . . . . . . . . . .27 XL Radiators . . . . . . . . . . . . .46 ROLLOVER STABILITY Haldex . . . . . . . . . . . . . . . .12 SEMINARS Fleetsmart . . . . . . . . . . . . . .20 SPRINGS Clements Radiator & Spring .10 SUSPENSIONS Ridewell . . . . . . . . . . . . . . .33 SAF-Holland . . . . . . . . . . . . . . TANKER SALES (NEW & USED) Dependable Tank . . . . . . . .31 Robica Tank . . . . . . . . . . . . .26 Tankmart International . . . . .23 Tremcar . . . . . . . . . . . . . . . .21 TARPS Trison Tarps . . . . . . . . . . . . .24 Verduyn Tarps . . . . . . . . . . .13 THE MONTHLY CROSSWORD June 08 Crossword Puzzle . . . . .25 June 08 Crossword Solution . . .48 TRAILER LEASING & RENTAL Action Trailer Sales . . . . . . . .7 Tremcar . . . . . . . . . . . . . . . .21 TRAILER PARTS & SERVICE Action Trailer Sales . . . . . . . .7 Benson Truck & Trailer . . . .30 Glasvan Great Dane . . . . . . . .5 Kingpin Specialists . . . . . . . .33 Tremcar . . . . . . . . . . . . . . . .21 TRAILER SALES (NEW) Action Trailers Sales . . . . . . .7 Glasvan Great Dane . . . . . . . .5 Great Dane Trailers . . . . . . .55 Markham Equipment Sales . .54 Tremcar . . . . . . . . . . . . . . . .21 Valley Equipment . . . . . . . . .27 TRAILER SALES (USED) Action Trailers Sales . . . . . . .7 Denomme Transport . . . . . .46 Glasvan Great Dane . . . . . . .5 Markham Equipment Sales . .54 Tremcar . . . . . . . . . . . . . . . .21 Valley Equipment . . . . . . . .27 Xtra Lease . . . . . . . . . . . . . .53

A&A Exhaust . . . . . . . . . . . . . . . . . . . .23

Laidlaw Carriers (Vans) . . . . . . . . . . . .42

A-Z Technical Bldg. . . . . . . . . . . . . . . .50

Liquid Capital . . . . . . . . . . . . . . . . . . .28

Action Trailer Sales . . . . . . . . . . . . . . . .7

Locomote Systems . . . . . . . . . . . . . . .39

Ads Employment . . . . . . . . . . . . . . . . .41

Markham Equipment Sales . . . . . . . . .54

Altruck International Truck Centres . . .19

Metro Collision . . . . . . . . . . . . . . . . . .27

Atlantis Radiator Truck Auto Service . .51

Morgan’s Diesel Truck Parts . . . . . . . . .22

TRUCK PARTS Altruck International . . . . . .19 Canada-Wide Truck Parts . . .47 Carrier Truck Centers . . . . . .19 Clements Radiator & Spring .10 Gerry’s Truck Centre . . . . . .16 Manwin Enterprises . . . . . . .10 Morgan’s Diesel Truck Parts .22 Niagara Service & Supply . . .10 Sheehan’s Truck Centres . . . .49 T.A.G. . . . . . . . . . . . . . . . . .31 Toromont Cat . . . . . . . . . . . .53 XL Radiators . . . . . . . . . . . . .46

Benson Truck & Trailer . . . . . . . . . . . . .30

Nal Path . . . . . . . . . . . . . . . . . . . . .18,47

B.R.E.S.T. Transportation . . . . . . . . . . .44

Niagara Service & Supply . . . . . . . . . .10

Burrowes Insurance Brokers . . . . . . . .32

NRCAN . . . . . . . . . . . . . . . . . . . . . . . .20

C.U.T.C. . . . . . . . . . . . . . . . . . . . . . . . .29

Ontario Drivers Medical . . . . . . . . . . . .24

Cambrian Truck Centre . . . . . . . . . . . .12

Paling Industries . . . . . . . . . . . . . . . . .11

Canada Wide Truck Parts . . . . . . . . . . .47

Peterson Manufacturing . . . . . . . . . . .16

Career Opportunities . . . . .34,35,36,37,

PKS Truck Centre Thermodiesel . . . . . .28

TRUCK SALES (NEW) Altruck International . . . . . .19 Cambrian Truck Centre . . . .12 Carrier Truck Centers . . . . . .19 Currie Truck Centre . . . . . . .24 Freightliner . . . . . . . . . . . . .2,3 Gerry’s Truck Centre . . . . . .16 Sheehan’s Truck Centre . . . .49 Valley Equipment . . . . . . . .27 Volvo . . . . . . . . . . . . . . . . . .56

TRUCK LEASING Altruck International . . . . . .19 Carrier Truck Centers . . . . . .19 Gerry’s Truck Centre . . . . . .16 Sheehan’s Truck Centres . . . .49 TRUCK NEWS SUBSCRIPTION . . .46

TRUCK SALES (USED) Altruck International . . . . . .19 Cambrian Truck Centre . . . .12 Carrier Truck Centers . . . . . .19 Currie Truck Centre . . . . . . .24 Gerry’s Truck Centre . . . . . .16 Morgan’s Diesel Truck Parts .22 Paling Industries . . . . . . . . .11 Sheehan’s Truck Centres . . .49 Valley Equipment . . . . . . . . .27 TRUCK SERVICE & REPAIR Altruck International . . . . . .19 Benson Truck & Trailer . . . .30 Carrier Truck Centers . . . . . .19 Co-Up Auto Body Repairs . .25 Garage Pro-Lube . . . . . . . . .29 Gerry’s Truck Centre . . . . . .16 Paling Industries . . . . . . . . .11 PKS Truck Centre Thermodiesel . . . . . . . . . .28 Sheehan’s Truck Centres . . .49 Toromont Cat . . . . . . . . . . . .53 Truck Masters . . . . . . . . . . .33

. . . . . . . . . . . . . . .38,39,40,41,42,43,44

Ridewell . . . . . . . . . . . . . . . . . . . . . . .33

Carrier Truck Centres . . . . . . . . . . . . . .19

Robica Tank . . . . . . . . . . . . . . . . . . . . .26

Castrol/Wakefield Canada . . . . . . . . . . .9

Rodeo Du Camion . . . . . . . . . . . . . . . .30

Caterpillar . . . . . . . . . . . . . . . . . . . . . .17

SAF-Holland . . . . . . . . . . . . . . . . . . . .15

Celadon Canada . . . . . . . . . . . . . . . . .37

Shandex . . . . . . . . . . . . . . . . . . . . . . .41

Challenger Motor Freight . . . . . . . . . . .35

Sheehan’s Truck Centres . . . . . . . . . . .49

Chevron Global Lubricants . . . . . . . . . . .4

Siskinds LLP . . . . . . . . . . . . . . . . . . . .11

Classified . . . . . . . . . . . . . . . . . . . . . .50

Stateside Consulting . . . . . . . . . . . . . .20

Clements Radiator & Spring . . . . . . . . .10

Synergy Transportation . . . . . . . . . . . .36

Co-Up Auto Body Repairs . . . . . . . . . . .25

T.A.G. . . . . . . . . . . . . . . . . . . . . . . . . .31

Crossword Puzzle . . . . . . . . . . . .25,48

Tankmart International . . . . . . . . . . . .23

Currie Truck Centre . . . . . . . . . . . . . . .24

Texis Truck Exhaust . . . . . . . . . . . . . . .50

Dan Lawrie Insurance . . . . . . . . . . . . .51

TFX International . . . . . . . . . . . . . . . . .44

Denomme Transport . . . . . . . . . . . . . .46

The Truck Exhaust Place . . . . . . . . . . .26

Dependable Tank . . . . . . . . . . . . . . . . .31

Toromont Cat . . . . . . . . . . . . . . . . . . . .53

Deluxe Transportation . . . . . . . . . . . . .38

Toronto Digital Imaging . . . . . . . . . . . .29

Doyle Transportation . . . . . . . . . . . . . .39

Total Logistics . . . . . . . . . . . . . . . . . . .40

Earl Hardy’s Big Rig Nationals . . . . . . .32

Transport Financial Services . . . . . . . .48

Espar . . . . . . . . . . . . . . . . . . . . . . . . . .18

Tremcar . . . . . . . . . . . . . . . . . . . . . . .21

F.T.C. Transport . . . . . . . . . . . . . . . . . .34

Trimac . . . . . . . . . . . . . . . . . . . . . . . . .34

FTI . . . . . . . . . . . . . . . . . . . . . . . . . . . .43

Trison Tarps . . . . . . . . . . . . . . . . . . . . .24

Fergus Truck Show . . . . . . . . . . . . . . .48

Truboy Freight . . . . . . . . . . . . . . . . . . .44

Freightliner . . . . . . . . . . . . . . . . . . . . .2,3

Truck News- Recruitment/

Garage Pro-Lube . . . . . . . . . . . . . . . . .29

Driverlink . . . . . . . . . . . . . . . . . . . .45

Gerry’s Truck Centre . . . . . . . . . . . . . .16

Truck News – Subscription Form . . .46

Glasvan Great Dane . . . . . . . . . . . . . . . .5

Truck Stop Insurance . . . . . . . . . . . . . .35

Great Dane Trailers . . . . . . . . . . . . . . .55

TruckMasters . . . . . . . . . . . . . . . . . . .33

Haldex . . . . . . . . . . . . . . . . . . . . . . . . .12

Turbo3000D . . . . . . . . . . . . . . . . . . . .31

Hallmark Insurance Group . . . . . . . . . .28

Two Shoes Specialized . . . . . . . . . . . .39

Hargraft Schofield LP . . . . . . . . . . . . . .45

Valley Equipment . . . . . . . . . . . . . . . . .27

Innovative Insurance . . . . . . . . . . . . . .11

Vandermarel Trucking . . . . . . . . . . . . .44

ITS Distributing Indel B . . . . . . . . . . . .28

Verduyn Tarps . . . . . . . . . . . . . . . . . . .13

TRUCK SHOWS Earl Hardy’s Big Rig Nationals . .32 Fergus Truck Show . . . . . . .48 Rodeo du Camion . . . . . . . .30

Kee Human Resources . . . . . . . . . . . .25

Volvo . . . . . . . . . . . . . . . . . . . . . . . . . .56

King Radiator . . . . . . . . . . . . . . . . . . . .27

White Oak Transport . . . . . . . . . . . . . .39

Kingpin Specialists . . . . . . . . . . . . . . .33

Wiersma Trucking . . . . . . . . . . . . . . . .39

L.A. Dalton Systems . . . . . . . . . . . . . .38

XL Radiators . . . . . . . . . . . . . . . . . . . . 46

U.S. IMMIGRATION WAIVERS Siskinds The Law Firm . . . . 11

Laidlaw Carriers (Bulk/Dump) . . . . . . .36

Xtra Lease . . . . . . . . . . . . . . . . . . . . . .53

Laidlaw Carriers (Tank) . . . . . . . . . . . .40

Yanke Group Of Companies . . . . . . . . .39

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AIR CONDITIONING ITS Distributing Indel B . . . .28 Manwin Enterprises . . . . . . .10 Niagara Service & Supply . . .10 PKS Truck Centre Thermodiesel . . . . . . . . . .28 T.A.G. . . . . . . . . . . . . . . . . .31

ALPHABETICAL LIST OF ADVERTISERS

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Mark Dalton FICTION PART 2 By Edo van Belkom

The story so far... After a long day on the road, Mark turns in for the night. Since it's cold that evening, he turns on his auxiliary power unit to keep his cab warm. In the morning, he finds his fuel tanks empty and realizes he'd been robbed during the night. To comfort himself, Mark has a breakfast of chocolate chip pancakes and spends some time watching "stupid trucker" videos on YouTube, then he heads back out on the road. • That night, at a truck stop near Virdon, Man., just a few miles from the Saskatchewan border, Mark parked Mother Load and looked forward to a good night's sleep. He'd been robbed of a full tank of fuel the night before and the chances of being robbed of fuel two nights in a row were virtually nil. No thief could possibly be dumb enough to steal from the same truck on successive nights, so Mark was confident that he'd be able to spend the night in peace. He'd also checked the forecast earlier in the evening and since it was going to be a warmer night he'd be able to sleep without his auxiliary power unit heating the cab. Without the noise of the APU lulling him to sleep it would take Mark a bit longer to doze off, but he appreciated the quiet and would probably sleep soundly through the night because of it. He closed his eyes. But instead of counting sheep, Mark began counting litres of fuel as he squeezed the nozzle and the pump began counting upwards to 10, 20, 30… Several hours later the pump was still running but instead of directing the nozzle to empty into his fuel tanks, he was holding the nozzle over a large commercial drain, pumping diesel fuel straight down into it. He looked over at the pump and saw that the register was well over 1,000 litres and closing in on 2,000 as more and more fuel was poured straight down the drain. "What the…" Mark awoke, his body covered in sweat. He looked around and realized it had only been a dream, and a bad one at that. But as he regained his senses and his surroundings became more familiar, Mark realized there was still a humming sound coming from somewhere nearby. What could it be? he wondered. He was too far from the filling station for it to be a fuel pump, and he'd gone to sleep without switching on his APU. But if not those things, then what? Mark crawled forward and knelt on the driver's seat. Then he inched forward until he could see what was

going on outside in the rearview mirror. "Son of a--" Mark said in a whisper. There he was – the man who'd stolen the fuel from Mark's tanks the night before was back – doing it again. Mark leaned forward and took a closer look in the mirror. This guy was a real pro. He wasn't siphoning gas with a hose like some petty thief, but instead had a custom rig that looked like it could empty a tank in no time flat. In the guy's right hand was the sort of brief case that all kinds of driver's used to help keep their paperwork in order. But instead of papers inside that case there was likely a fuel pump out of some kid's aquarium. The pump, probably running on a motorcycle battery, was connected to two lengths of hose. One hose was in Mark's fuel tank sucking diesel while the other hose was in this guy's tank, pumping it. Mark had to admit the rig was ingenious, and quiet too. If he hadn't been wary of this sort of thing, Mark probably wouldn't have thought anything of the slight hum he was hearing. But, even though he knew he was being robbed, Mark wasn't sure what he should do about it. That's because the guy outside his door had to be 300 lbs of muscle, tattoos and leather. Mark could see a knife in his waistband and who knew what other weapons he had on him? Of course the guy was good at stealing fuel...who would be crazy enough to confront the guy in the middle of the night in some secluded part of a truck stop parking lot? Mark was the first to admit he was crazy, but he wasn't that crazy. There had to be something else, something better he could do to stop this guy from robbing him blind. The only thing Mark could think of was his cell phone...but not to call 911.

He grabbed the phone off the center console and flipped it open. Then he flicked on the phone's camera and began recording the image of this – well, the word bandit came to mind – bandit stealing fuel. Mark held the phone steady, making sure the outline of the man, along with his jeans, t-shirt and boots, were all clearly visible. Then, when he was sure he had enough, Mark turned the phone toward the win-

dow so he could get a shot of the man's truck. It was a white Volvo, which made for a very clear picture, and his trailer was a light shade of green with the words and "Dobb and Ithaca Trucking" in eight-foot high blue letters on the side of it. Mark had a good laugh at that. The letters forming the word "Bandit" were there on the guy's truck. "Imagine that," Mark muttered under his breath. This guy was obviously an outlaw, but one

whose plunder, pillage and pilfering days would soon be coming to an end. Mark checked the camera to make sure he'd gotten good footage, then he clicked off the phone and began stomping around the cab. Then he made an exaggerated yawn and bumped his knuckles against the driver's window. The humming suddenly stopped. Mark took a look out the window, but the guy was already gone from between the trucks. A moment later the white Volvo and its Dobb and Ithaca trailer were sliding forward, out of the parking lot and away from the scene of the crime. Not to worry, Mark thought. The bandit could drive halfway across the country but that wouldn't change the images captured by Mark's phone. He had the guy a hundred different ways – red-handed, pants down, smoking gun, dead to rights, hand in the cookie jar – and there was no way he was going to let him off the hook. Mark switched on his truck to check the damage. The fuel gauges read half full. And to Mark they were half full as opposed to half empty because things could have been a lot worse. He could have stopped the guy earlier and saved more of his fuel, but he also might be lying in a pool of his own blood right now, or maybe even be dead. Mark was happy to trade a bit of fuel for the footage he'd gotten because this time around he was going to let technology do the grunt work for him. And when he was done not only would this thief, this bandit, would be hit so hard he wouldn't know what it was that hit him, or how he'd been hit. ■ - Mark Dalton returns next month in Part 3 of Dalton and the Bandit

The continuing adventures of Mark Dalton: Owner/Operator brought to you by

MICHELIN NORTH AMERICA (CANADA) INC.

TRUCK NEWS Page 53

July 2008

PEOPLE

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July 2008

Page 54 TRUCK NEWS

TSQ BOWMANVILLE, Ont. – After much grumbling from the industry’s elder truckers, the Ontario Ministry of Transportation has said it will consider changing its controversial annual road test requirement for A/Z licence holders over the age of 65. At the moment, Ontario is the only province that requires senior drivers to complete an annual road test and the practice has resulted in many veteran drivers hanging up their keys early or downgrading their licence. Though nothing is set in stone, the MTO is now looking to find a “more appropriate set of rules that would relax the annual retesting requirement for drivers with good driving records.” While the Ontario Trucking Association and other lobby groups like the Private Motor Truck Council of Canada have long been appealing to the province to abandon the rule, many still think that by age 65, drivers have lost

Truck Stop Question Adam Ledlow Managing Editor

much of their former reflexes and are unfit to man a big rig. Truck News stopped by the Fifth Wheel Truck Stop in Bowmanville, Ont. to if drivers would like to see the law overturned. • Oliver Bowen, a driver with Select Transport out of Windsor, N.S., thinks that the rule should stand, but says that car drivers should be subjected to the same tests. “I think that once you come to a certain age you lose things: your reflexes, your sight and all that. I think (driving tests) should be

Should Ontario overturn its rule for mandatory road tests past age 65?

Oliver Bowen

mandatory after 65,” he says. • Gary Dufty, a driver with Holt

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Colin Sinclair, a driver for Hutton Transport out of Bowmanville, Ont., said he thinks 65 is a bit young to be tested, but stopped short of giving an exact age, saying testing should be conducted on a case-by-case basis. “The only way to be fair is to do it to everyone instead of pinpointing certain people,” he says. •

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Transport out of Whitby, Ont., doesn’t think drivers should have to be tested unless they’ve had an accident. “Why should you be tested unless there was an accident involved? If you’ve had an accident, then you should be tested. If you haven’t had an accident, you should be left alone,” said the 53year-old. “There are lots of drivers who are 70 years old who are just as careful as anybody.” Dufty says a lot of the new drivers are much worse drivers than senior drivers who are “more patient” and “safer” than their younger peers. • John McCone, a driver with Erb Transport out of New Hamburg, Ont., not only thinks drivers should be taking the test after age 65, but says most should be retiring outright. “I know I’m not going to do it after 65, but if they want to keep going, they should be tested,” he says. •

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Joel Vermeersch, a Canadian driver with Landstar in Jacksonville, Fla., says that 65 is too young for a mandatory test for drivers. “It should be changed. I’m approaching 60 now and I’m healthy and I will be when I’m 65, I hope. But (tests) should be done by the individual and the age should at least be pushed back,” he says. ■

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