Truck News July 2011 by Annex Business Media

July 2011 Volume 31, Issue 7 Delivering daily news to Canada’s trucking industry at www.trucknews.com

Welcome to the Shell Rotella SuperRigs competition, a unique celebration of fine trucks and the people who run them.

Full story, pages 56-57

The new normal

Postal strike means headaches for some, opportunities for others

More consolidation. Better cooperation. Modal shifts. These are just a few of the things on the minds of carrier and shipper executives as they look ahead to the future. By James Menzies TORONTO, Ont. – As shippers and carriers came together for this year’s Transportation Workshop organized by Motortruck Fleet Executive and Dan Goodwill & Associates, the mood was noticeably improved compared to previous years. Mike McCarron, managing partner of MSM Transportation may have summed up why in one simple sentence: “It’s a lot more fun having 10 extra loads a day than 10 extra trucks a day.” Still, as the economy emerges from recession and the trucking industry’s survivors collectively lick their wounds, it’s quickly becoming clear the lessons learned from the past few years will leave a profound and lasting impression on the truck transportation landscape. Some changes will Continued on page 22

Navistar’s Heavy-Duty boot camp International dealers congregate in Utah for some heavy-duty comparative testing

By Harry Rudolfs OTTAWA, Ont. – Twenty-four-hour rotating postal strikes by the Canadian Union of Postal Workers appear to be accelerating across the country as Canada Post Corporation has countered by announcing that it is cutting staff and services at postal stations and limiting mail deliveries in urban centres to Mondays, Wednesdays and Fridays. The rotating strikes began June 3 and have affected service across the country. Since that time, Canada Post claims that volumes are down by up to 50%. “Canadians are holding on to

their mail because they are unsure what parts of the country are going to get service the next day,” according to Canada Post spokesperson Anick Losier. The union has upped the ante by increasing the number of regions affected by the rotating strikes. The work stoppages began in Winnipeg followed by Hamilton, Montreal, Moncton and Victoria. More centres seem to be added to the mix every night. As Truck News goes to press, 13 medium and small cities are currently without postal services from coast to coast. Continued on page 19

Inside This Issue...

• Mixed messages: Is the economy improving or is it stuck in a rut? We cut through the mixed messages with this special report. Page 20

• Being a Best Fleet: Sharing some of the secrets of the best

fleets to drive for, as determined by their drivers. You may be surprised by what drivers really want. Page 32

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• Getting healthy: Our over-the-road columnists share ideas on how to improve your health while on the road.

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• Till Theft Do Us Part: Mark Dalton doesn’t like being duped and makes it his mission to find a parts thief.

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Page 4 TRUCK NEWS

July 2011

Monthly Class 8 Sales - Apr 11 There were 1,942 Class 8 trucks sold in the Canadian market this April, starting the quarter on a positive note. The total was an improvement over not only the severely depressed 2009 totals for the month but also April 2010. More significantly April continued the recent trend of surpassing the April sales totals set back in 2001, 2002 and 2003. The month came in about 300 trucks short of the five-year average for truck sales.

OEM

Historical Comparison - Apr 11 Sales

This Month

Last Year

Freightliner

513

299

International

411

535

Kenworth

342

359

Mack

164

Peterbilt

219

209

Sterling

Volvo

191

169

Western Star

102

121

1942

1801

TOTALS

Historical Comparison - YTD Apr 11

Class 8 Sales (YTD Apr 11) by Province and OEM OEM

ALTA

Freightliner

100

181

Kenworth

103

364

102

261

Peterbilt

213

Volvo

Western Star

101

TOTALS

519

Mack International

SASK

MAN

ONT

QUE

143

1,029

270

165

291

187

400

339

171

107

105

250

150

129

1,277

276

500

2,259

1,274

300

PEI

CDA

1,896

1,099

419

1,370

689

693

402

117

6,568

First quarter Class 8 sales totals finished strong thanks mostly to the numbers posted in March and now a strong April has started the second quarter on a sound footing. The YTD sales totals are significantly better than the sales figures posted in both 2009 and 2010 but also better than the results after the first four months of 2001, 2002 and 2003. And while this year’s first quarter sales reached to only about half the first quarter sales during the record year of 2006, it was less than 1,500 units off the five-year average.

12 - Month Sales Trends

Market Share Class 8 – Apr 11 YTD

2,000 1,900 1,800 1,600 1,400 1,200 1,000 800 600 400 200 0 Sales

May

June

July

August

September

October

1,574

1,545

1,531

1,536

1,712

1,981

November December

1,887

1,832

January

February

March

April

1,154

1,470

2,002

1,942

March proved to be the strongest month of the past 12-month period, climbing above 2,000 Class 8 trucks sold, but April is right behind with sales of 1,942 Class 8 trucks. After an improving close to 2010 with three straight months of truck sales coming in above 1,800 units, January was a disappointment with sales slipping below 1,200 again in January. February showed improvement with a climb to 1,470 before the sizeable jump in sales made in March and then April.

Freightliner, a market leader in the Canadian market for many years before International took over the top spot a few years ago, jumped out to an early lead at the start of the year with 28% market share and has since grown that lead. It now stands with a commanding 29% lead with International, whose market share has been on the decline over the past year, in second with 21%. Kenworth’s numbers are also a drop from its 19% market at the end of 2010.

Source: Canadian Motor Vehicle Manufacturers Association

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Editorial

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Page 6 TRUCK NEWS

July 2011

Lamenting the decline of the traditional truck show The truck show, as it’s known today, is at risk of extinction. The type of truck that attracts observers and participants to show’n’shines across Canada is gradually being outlawed by overzealous enviro-minded regulators and replaced with slippery models that as columnist Mark Lee recently put it, all cast the same shadow on the ground. Let’s be honest, when the OEMs are all employing the same types of technologies to squeeze out microscopic gains in truck aerodynamics and fuel efficiency, there’s not a lot left to the imagination. (The exception to this might be the International LoneStar, which – love it or hate it – combines classic styling with fuel performance worthy of a SmartWay endorsement). The latest aero-styled trucks make good business sense, that much is undeniable. But they’re not exactly showing up en-masse at the summer truck shows, which are still dominated by classic-styled trucks like Pete 379s, Kenworth W900s and the like. This is tragic. The truck show’n’shines will eventually become antique truck shows, as classic-styled truck models are fazed out in favour of fuel-efficient designs that earn the EPA’s nod of approval. This disappointing trend coincides with another observation: reduced attendance at truck shows that were once can’t-miss events. I chalk the attendance woes at many truck shows

Editorial Comment James Menzies

not to the impending doom of the traditional show truck, but rather to a general malaise towards the trucking industry. For the younger crowds, these shows have become a place to go to get drunk and rowdy when the sun goes down, with little time spent appreciating the show trucks and the work that went into them. Is there a future for this type of event? I sure hope so. Is there hope that an interest in show trucks will be reignited in the younger generation trucker? Maybe. I spent a couple days in early June attending the Shell SuperRigs show in Kenly, N.C. and the event had me second-guessing my own doomsday prognostication. The passion was alive and well at this show, with truckers coming from all over the US and even Canada to show off their rigs in hopes of earning a spot in the prolific SuperRigs calendar. Shell, in organizing the event, has decided in recent years to reach out to the community and create a more carnival-like atmosphere, inviting nearby residents to a truck parade, light show and fireworks display. What’s important, however, is that the trucks and

Count on it – at last! For years now I have complained that Canada was too far behind other countries in providing valuable statistical information on transportation and logistics areas. Just a couple of weeks ago I was speaking at an Idealease/ PMTC event and chastised Ottawa for abandoning some of its own efforts in this regard, such as its annual reports on private fleets and for-hire carriers. Transportation accounts for 6.3% of Canadian GDP so why was Ottawa being so lax in ensuring it had good data on it? As a result, I felt, too many supply chain decisions were made and too many opinions held in the absence of recent and reliable market data. In fact, much of the research we have taken on at Transportation Media Group has been due to a complete frustration with how little statistical information there was about the Canadian transportation and logistics market.

Did you know? The importance of green considerations in carrier selection Growth in freight volumes as well as customers demands over the next few years will place greater strain on supply chain practices that have become less flexible after being subject to cost cuts during the recession. How are shippers planning to respond? An annual survey of large shippers conducted by Dr. Alan Saipe on behalf of the Canadian Industrial Transportation Association sheds some light

The view with Lou Lou Smyrlis

Of late, however, I am pleased to see things are starting to change. Supply Chain & Logistics Canada partnered with Industry Canada to provide a series of comprehensive reports, the latest being on global business strategy and innovation with an emphasis on Canadian logistics. The pioneering work done by Philippe Richer at Industry Canada is something I always keep close at hand. The Canadian Industrial Transportation Association has partnered with Dr. Alan Saipe to provide a very detailed annual report on shipping practices. CITA and CITT have partnered with us to provide an annual look at

sons will never know. So maybe the truck show isn’t dying after all. If truckers like Mickey can instill in their kids an appreciation for fine trucks and for all the work that goes into them, there just may be some hope that the fire keeps burning. That is, as long as the EPA doesn’t pass a law requiring them to tow the older-style trucks to the show behind a SmartWay-approved tractor. n

their owners remained the focal point of the entire event. That can’t be said for all truck shows today. As I toured the show, I met Tyler and Mickey Gwillim, a father-son duo who were applying the final coat of polish to The Green Hornet, a lime green 1986 Peterbilt with the clever slogan “Going broke in style” painted on the back of the cab. It’s Tyler’s truck, and at 16 years of age, it has gotta be the envy of all his friends. Over the last 10 years or so, Tyler and his dad Mickey have been painstakingly dressing up the truck to the point where it was one of the more attentiongrabbing rigs on the lot. Mickey told me the truck was a gift to his son that keeps on giving; whenever they have some spare time they get to spend it together cleaning or upgrading The Green Hornet. That time spent together working on the truck and showing it at events (Tyler guesses he’s attended 30 or 40 truck shows) has created a bond that so many other fathers and

– James Menzies can be reached by phone at (416) 510-6896 or by e-mail at jmenzies@trucknews.com. You can also follow him on Twitter at Twitter.com/JamesMenzies.

transportation buying trends and I’ve been fortunate to share the spotlight with Dr. Saipe at several events over the last few years when he presents the results from his survey as I present our own. Two other indices focused on truck freight have also been very beneficial in driving more intelligent discussion over the past year: Transcore partnered with the University of Manitoba to produce a monthly Canadian Spot Market Freight Index while Nulogx partnered with Dr. Saipe to produce the monthly Canadian General Freight Index, examining pricing for truck freight. Both those reports appear monthly in our Dashboard section. The latest addition is Royal Bank’s Canadian Manufacturing Purchasing Managers’ Index (PMI), published in partnership with the Purchasing Management Association of Canada. The RBC PMI is based on questionnaire responses from a panel of purchasing or senior executives in more than 400 manufacturing companies in Canada. A large number of the survey panel

members are PMAC members. It will be released on the first business day of each month. In addition to the headline PMI, which is a composite indicator designed to provide a single-figure snapshot of the health of the manufacturing sector, the survey also tracks changes in output, new orders, employment, inventories, prices and supplier delivery times. If we look at examples of similar indices in other countries, the PMI should turn out to be a comprehensive and early indicator of trends in the Canadian manufacturing sector and one trucking executives should watch closely as a barometer of the Canadian economy and one of the industry’s most important clients. I know I will be sure to examine it in detail and to share the results with you in the months to come. n – Lou Smyrlis can be reached by phone at (416) 510-6881 or by email at lou@TransportationMedia.ca. You can also follow him on Twitter at Twitter.com/LouSmyrlis.

Environmental Considerations Questions (% of replies ’05-’10)

2010

2009

2008

2007

2006

2005

Yes

When selecting a transportation service provider today... Do you consider any environmental factors that reduce greenhouse gas emissions?

40%

33%

48%

26%

17%

20%

Do you consider any environmental factors that reduce air pollutant emissions?

47%

39%

45%

29%

N/A

Are you aware if they use hybrid or alternative fuels?

60%

33%

38%

53%

33%

40%

Do you consider the age of the engines in the carrier’s fleet?

47%

33%

30%

32%

28%

25%

on that question and shows that environmental considerations are growing in importance when shippers look for carriers to haul their freight. Almost half say they consider environmental factors that reduce air pollutant emissions when selecting a transportation provider (an area where the trucking engine

has excelled through reductions in oxides of nitrogen and particulate matter) while 40% consider factors that reduce greenhouse gas emissions (which is the industry’s next challenge). Good news for carriers doing their homework when it comes to power options is that 6 in 10 survey respondents say they

are aware of their carriers using hybrids or alternative vehicles. Almost half of shippers surveyed also said they consider the age of the engines in the carrier’s fleet. All responses point to growing awareness of environmental factors during carrier selection among shippers over the past three years. n

July 2011

contents

Question of the month What makes a fleet the best to drive for? page 62

Mark Dalton in...

Till Theft Do Us Part

Part 2

page 60

TRUCK NEWS Page 7

in brief

Kamloops trucker named Driver of the Year LANGLEY, B.C. – Lorne Hanson, a longtime log hauling veteran, has received the B.C. Driver of the Year award for 2011 at the B.C. Trucking Association’s annual management conference in Kelowna. Hanson won for his 36-year, accident-free driving record, which includes 3.6 million kilometres without a preventable accident or injury. Volvo Trucks Canada and BCTA sponsor the provincial Driver of the Year award annually to recognize and promote safe driving among professional drivers. In addition to excellent driving records, award winners have often distinguished themselves through service to their communities and acts of bravery. For the last 27 years, Hanson has worked for family business Munden Ventures of Kamloops, transporting logs for the grandparents, parents and uncle of current president, Greg Munden. “Besides making safety a top priority, showing up every day and getting every load, knowing his equipment with the feel and sense that you can’t teach, and leading by example, Lorne is also the memory of the business,” said Munden. Hanson’s experience driving everything from five-axle long log trucks in the 1970s for Munden’s grandparents to eight-axle short log trucks for Munden have put him in the unique position of be-

Becoming a Successful Owner/Operator TORONTO, Ont. – Truck News and Michelin have teamed up to present a 10-part video series on Becoming a Successful Owner/ Operator. The series, featuring ATBS Canada CEO Ray Haight and based on the ATBS Business Manual for Owner/Operators, will walk prospective owner/operators through the process of becoming an O/O while helping existing owner/ops improve their profitability and success. The first part ‘Is it the Right Choice?’ examines some of the common traits of successful owner/operators and explores whether becoming an owner/operator is a good decision for you. Part two focuses on recordkeeping while Part 3 covers understanding and maximizing revenue. A new segment will be aired every two weeks, covering key topics such as: finding the right carrier; buying a truck; money management; and insurance. The series is sponsored by Michelin and available free of charge on Trucknews.com. The videos features Truck News executive editor James Menzies as he asks key questions of Haight, a past owner/operator and fleet owner who has more than 30 years experience with O/Os. n

lorne hanson

ing able to speak from experience when the company requires advice on introducing new methods and equipment. He has also applied his experience and standards in teaching other drivers for the company. Munden commended Hanson for the care he has taken of the Munden family’s name and reputation in his work over the years. “We’re extremely proud to highlight Lorne’s career, especially as it’s something he would never do himself. Lorne is one of those quiet, consistent, knowledgeable drivers who set the standard for others. The industry could use thousands more like him,” said Louise Yako, BCTA’s president and CEO. Terr y Warkentin of Volvo Trucks Canada presented the award to Hanson along with a cheque for $500 from Volvo Trucks. n

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Truck Sales 4 Opinions 6 In Brief 7 Border 8 East 10 Quebec 11-12 Ontario 14-15 West 16 Canada 18-23 Feature, Rates 24-25 Scott Taylor, Tax Talk 30 Feature, Best Fleets 32-33 David Bradley, Industry 35 Al Goodhall, Over the Road 36 Mark Lee, Tomato,Tomahto 37 Karen Bowen, Health 38 Chris Singh, Health 41 Ask the Expert, Safety 45 Joanne Ritchie, Opinion 48 People 51 New Products 52-54 Advertiser’s Index 55 Feature, SuperRigs 56-57 Rob Wilkins 59 Mail 58 Profitability Dashboard 61

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July 2011

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ACI eManifest portal nearly finished Thanks, but Get ready for mandatory electronic pre-arrival notification this summer By James Menzies TORONTO, Ont. – The advanced electronic reporting of shipments at land border crossings will soon be a reality trucking companies will have to embrace if they are not already doing so. ACI eManifest was launched in October 2010, but so far only a handful of carriers are participating in the voluntary program. It won’t be voluntary for long, however, with the eManifest portal slated to go online this summer, which will start the clock on a 12-month implementation period. A six-month grace period will follow, during which no fines will be levied for non-compliance, Steve Titov, a senior program officer with Canada Border Services Agency (CBSA) told attendees at a recent Transportation Workshop hosted by Motortruck Fleet Executive and Dan Goodwill & Associates. The goal of the ACI eManifest program is to improve the flow of goods across the border while freeing up Customs’ resources to focus on high-risk shipments. “We will have a more efficient border crossing…and hopefully it will allow us to use our resources only on those things we should be looking at,” Titov said. The CBSA is working to har-

monize its program with the ACE program implemented by its US counterparts. Titov said developing the ACI eManifest program has been a massive project for the agency. “For CBSA, this is one of the largest undertakings we’ve ever had,” he said. “There’s lots of systems work to be done. Every time we implement one portion of it, we have to see how it affects the entire system.” The good news is the CBSA ACI eManifest portal – once it goes live in early summer – will be free to use. “We don’t often give things away for free,” Titov admitted of CBSA. The portal will allow carriers and importers to file information electronically at least one hour before the truck arrives at the border, allowing CBSA officers to assess the risk of the load, driver and vehicle in advance of the shipment arriving. Carriers also have the option of having a third-party specialist facilitate the e-filing requirements. Titov said he expects small and medium-sized companies to benefit the most from the free CBSA portal. “The portal is going to operate like any other secure site,” Titov

explained, noting he had his first look at a working version of the portal just days before the May 25 seminar. “You’re going to need a carrier code and a password and then all you are going to need is a computer with a Web browser to access this thing.” Drivers transporting low-risk loads should benefit from eManifest, since Customs officers will be able to determine their status as low-risk before their arrival and let them pass through with minimal disruption. No processes change once the truck has passed the Customs booth, Titov noted. Customs officers will also benefit, as they’ll be able to view all vital information about a shipment on one screen. Currently, Titov noted, Customs officers must pull information from three different systems. As of May 25, there were 132 highway carriers filing their advanced cargo notice electronically via ACI eManifest, with another 14 in testing, Titov said. Seven service providers are up and running while another five are in testing. So far, CBSA has received more than 6,000 eManifest conveyance transmissions and more than 87,000 cargo transmissions. n

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US carriers don’t want government help to control detention time WASHINGTON, D.C. – The American Trucking Associations (ATA) Board of Directors has told US lawmakers it doesn’t need their help in enforcing detention time limits. The association said regulating equipment and driver detention time would interfere with shipper-carrier contracts. “ATA and its members value the time of our drivers,” ATA president and CEO Bill Graves said following the Board’s decision. “However, federal intervention into this area would have significant impacts on the contractual agreements between carriers and shippers.” “The ability of carriers to negotiate rates, routes and service with our shippers is very important to us,” added ATA chair Barbara Windsor, president and CEO of Hahn Transportation. “Federal regulation in this area would directly affect shipping rates and would significantly change the playing field for carriers and shippers.” A move to limit driver and equipment detention time has been welcomed by the OwnerOperator Independent Drivers Association in the US. The carriers, however, seem uninterested in a regulated solution. “This isn’t a big carrier issue or a small carrier issue,” insisted Keith Tuttle, president of Motor Carrier Services and chairman of ATA’s Small Carrier Advisory Committee. “The ability to freely negotiate contracts is something all carriers want to protect.” “No carrier wants to see our drivers’ time wasted,” ATA first vice chairman Dan England, chairman and president of C.R. England added. “However, this is not an issue that can be handled with a ‘one-size-fits-all’ regulation and as a result is best addressed in contractual agreements between carriers and shippers.” n

US truck tonnage softens in April ARLINGTON, Va. – US truck tonnage fell 0.7% in April after gaining a revised 1.9% (up from the 1.7% first reported) in March, according to the latest data from the American Trucking Associations. Non-seasonally adjusted freight was down 8% in April compared to March. Compared to April 2010, seasonally adjusted freight volumes were up 4.8%. In March, tonnage was 6.5% better than the same month the year before, ATA reports. “The drop in April is not a concern. Since freight volumes are so volatile truck tonnage is unlikely to grow every month, even on a seasonally adjusted basis,” ATA chief economist Bob Costello said. n

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July 2011

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Top East Coast drivers crowned at APTA driving championships

DIEPPE, N.B. – The top drivers in Atlantic Canada have earned their place in the national championships, after besting their respective fields in this year’s regional competition. Winners in the June 4 Atlantic Provinces Trucking Association (APTA) Provincial Driving Championships included: Roy Mattinson, Roy Mattinson and Sons, straight truck; Steve MacPhee, Day and Ross Transportation Group, Single-Tandem; Richard Patriquin, Prince Freight Lines, Tandem-Tandem; and Shawn Pieschke, the TDL Group, B-Train. Prince Freight Line’s Patriquin was named Rookie of the Year while Day and Ross earned the Team Award trophy. Professionalism Awards went to: Chris Underwood, Armour Transportation; Herb Peters, Day and Ross; Gary Miller, Midland Transport; and Douglas MacDonald, Bison Transport. n

game of inches: A driver maneuvers his rig during competition at the Atlantic Provinces Trucking Association’s provincial driving championshps. The winners of the Atlantic competition will go on to represent the region at the national event in Calgary later this year.

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Moose madness in Newfoundland ST. JOHN’S, Nfld. – Who needs a moose bumper? Truckers and motorists injured in moose-vehicle collisions in Newfoundland have earned the right to sue the province, according to a Supreme Court ruling. The ruling by Justice Richard LeBlanc paves the way for a class action lawsuit, which is being spearheaded by Newfoundland lawyer Ches Crosbie. Citing RCMP statistics, Crosbie says there were nearly 800 moose-

vehicle collisions in the province in 2010, a number that is trending upwards. “Tragically, we can expect another grim harvest of injury and death this summer,” he said in a release. The lawsuit seeks to push the province to reduce moose densities, erect moose fencing and compensate drivers and passengers who have been hospitalized or killed as a result of a moose collision. n

July 2011

TRUCK NEWS Page 11

quebec

Energotest fuel efficiency trials back on track By Carroll McCormick BLAINVILLE, Que. – Now in this, the fifth year and seventh set of Energotest track trials of technologies

designed to cut fuel consumption, refined versions of familiar products were back for testing in late May. Four new client companies also submitted

their innovations to scientific scrutiny. Project Innovation Transport (PIT) divided this year’s Energotest on Transport Canada’s test track in Bla-

inville, Quebec, into two parts. The spring session ran from May 30 to June 3; the fall session will run from September 19-23. The spring test schedule included products from nine companies, plus two in-house tests: these are projects prepared by PIT at the request Continued on page 12

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July 2011

quebec

PIT gains steam, eyes Ontario expansion Continued from page 11

of its members to address “what if?” questions, or tests of equipment developed by one of its members. Mura Technologies flew in from Hungary with a system for injecting ozone into a truck’s air intake. Luxembourg-based VIP Products brought a product that self-repairs punctured tires and which it also claims reduced fuel consumption. Mississagua, Ont.based NitroChem Lubricants and Saint-Felicien, Que.-based EcoNitro joined forces to have PIT test an additive designed to treat engine components and reduce fuel consumption. Calgary-based Rockyford Distributors brought a fuel additive for testing that is supposed to reduce fuel consumption. Since last year, PIT has gained four new member carriers from Quebec: Group TYT, Groupe Boutin, C.A.T. and Transport YN-Gonthier. CN also joined PIT and sent its new contain-

er chassis to Blainville for testing. It is 1,500 lbs lighter than a standard chassis and was outfitted with side skirts and wide-base tires. CN reports fuel savings of up to 11%. PIT also brought in a powerful piece of hardware that it just recently added to its arsenal: a very accurate and sophisticated portable emissions measuring system (PEMS) made by Horiba Ltd, in Kyoto, Japan. “Governments and suppliers are more and more interested in emissions generated while in service, not just during roadside snap tests. With the PEMS we can, for example, measure emissions at steady speeds, under large loads or on hills. It is like a lab you can attach to a truck,” explains PIT director Yves Provencher. Since last fall’s Energotest, PIT has been fine-tuning the services it provides to its members, working to become more national in scope and exploring ways to develop a recognized

energy efficiency certification for fleets. “We took a break from recruiting to revisit the PIT program to make sure we give more value to our members,” Provencher says. “We are helping more members implement the technologies and then measure the results for them. We want to do more of that. We are also giving our members more direct service, such as helping them become SmartWay Transport partners and providing driver training that reduces fuel consumption.” PIT has also been opening up more to the municipal sector, Provencher says. “Their fleets are huge and they want to be green as well. We are working with public services as well as utilities; for example, Hydro Quebec has hired us to help them improve the efficiency of their vehicles.” By the end of the summer, PIT will have an office in Toronto. After a disappointing response from Ontario carriers as the US-caused global meltdown took hold in the fall of 2008,

new tech: Under the watchful eye of PIT director Yves Provencher (far right) technicians hook up PIT’s powerful new portable emissions measuring system to a tractor for a test.

Photo by Carroll McCormick

PIT is finally getting more attention in Ontario. “In the first two Energotest years we only had SLH Transport from Ontario. Now we are getting more traction. Even the Ontario Ministry of Transport is considering working with PIT. Having an office in Ontario will help. The hiring will be done in the next couple of months. If anyone wants to submit their resume, please do,” Provencher says. He also notes, “Fleets in the US are also inquiring about PIT.” Since last fall, PIT has been talking with SmartWay and the Montrealbased Commission for Environmental Cooperation. Provencher hopes that the talks will eventually lead to a verified certification of carriers that correctly reflects fleets’ improvements in energy efficiency; this would be fairer to competing fleets than the self-reporting, with all that that implies, that goes on now. By the time the fall trials take place, PIT will have made public the results of last year’s Energotest. That would be dizzying enough, but stay tuned: PIT has some sizzling hot plans on the barbecue, including a comparison of broken-in EPA2010 engines with pre2010 engines. “We will look for differences in fuel consumption. Our partners want this information,” says PIT operations leader Bernard Ouellet. “The fall is going to be very big.” n

What is PIT? To those catching up on the news, PIT is a program of FPInnovations, an independent forestry research institute. PIT researchers run a yearly program, called Energotest, of evaluations of transport truck fuel-saving technologies at the Transport Canada test track in Blainville, Quebec; FPInnovations ran the first Energotest in 2007 and created PIT in 2008. Using rigorous and accepted scientific methods, PIT tests claims of fuel savings by companies’ products, for the benefit of its 27 members. They include some of the largest fleets in Canada, and the Quebec and federal governments. PIT also helps its members implement and evaluate technologies and become more efficient operators. PIT also works on a confidential basis with fleets and suppliers on developmental projects and sells its expertise to nonmembers. n

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Page 14 TRUCK NEWS

July 2011

ontario

Environment commissioner’s report a ‘mixed bag’ for trucking

BRAMPTON, Ont. – Looking to “inform, educate and entertain,” Road Today magazine held its third annual Road Today Truck Show at the Powerade Centre in Brampton on May 28-29. More than 8,500 visitors enjoyed the show’s features, which included an indoor and outdoor trade show, a show’n’shine competition, OPP rollover simulator, motorcycle drill performance, and live entertainment. About 100 exhibitors from a variety of sectors of the trucking and transportation industry took part in the trade show, including companies focused on trucks, trailers, heavy-duty parts and accessories, engines and powertrain components, servicing equipment and supplies, fuels and fuel additives, and finan- pretty in pink: The show’n’shine cial and computer services. featured a diverse line of trucks. Present at the opening ceremonies were Bal Gosal, Federal Minister of Sports, Harinder Takhar, Ontario Minister of Government Services, Dr. Kirsty Duncan, Member of Parliament for Etobicoke North, and Vicky Dhillon, City Councilor for Brampton. Linda Jeffrey, Ontario Minister of Natural Resources, also visited the show and met the exhibitors. The closing ceremonies on Sunday were presided over by Jason Kenney, Federal Minister of Citizenship, Immigration and Multiculturalism, Tim Uppal, Federal Minister of Democratic Reform and Parm Gill, Member Parliament for Brampton-Springdale. The show’n’shine awards were won by Ajaib Samra of SLH Transport (Judges’Choice), Randhir Mann of K&T Transport (Best Interior), Lala Chauhan of GMA Transport (Best Dump Truck), Shawn Bowles of Keena Transport (Best Company Owned Truck), Samra of SLH Transport and Kevin Hunt of Hunt Trucking (Best Light Show), Sukh Garcha of Mercer Transportation (Best Owner/Operator Truck), Kevin Hunt of Hunt Trucking (Best Chrome), Randall Gerred Jr. (Best Tanker), Paul Davidson of W.D. Potato (Best Antique), Kulvinder Chaudhary of Versa Cold (Best Day Cab), Raj Transport (Best Fleet) and Jason Swan of Superior Propane (Best Social Awareness). The trucking excellence awards were presented to Raj Walia of Trux Solutions (Safety & Compliance Professional of the Year) and Bruce Outridge of Outridge Consulting (Trucking Ambassador of the Year). n

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tion standards for heavy trucks, the commissioner does say that with regard to the light-duty vehicle program, the “Ontario government should re-examine financial incentives for highly fuel-efficient gasoline and diesel vehicles. While performance-based standards, such as federal GHG emission requirements force the adoption of newer technologies, they provide no incentive for vehicle manufacturers to exceed minimum requirements.” He does take note of the fact that programs like the Green Commercial Vehicles program “quietly came to an end” and lists consumer incentives such as tax credits and rebates as things that need to be considered. Under the enviroTruck banner, both OTA and the Canadian Trucking Alliance have been calling upon both levels of government to introduce financial incentives to stimulate voluntary investment in fuel-saving technologies and devices for both new and existing tractors and trailers which will complement the regulated standards and accelerate the reduction in GHG emissions. “If governments want meaningful early returns from the heavy vehicle emissions regulation, they need to work with industry on complementary, voluntary measures,” says Bradley. “The regulations, which deal only with new tractors and engines and where all the credits go to the manufacturer, will have some impact but there is so much more that can be done by working with the trucking industry.” The commissioner says Ontario’s speed limiter law “ensures that heavy trucks do not operate at higher – and less fuel-efficient – speeds” and indicates that by lowering the current non-compliance rate (which he says is 13.6%) further, the GHG benefits can be maximized. Bradley agrees and says OTA has been working with MTO and other enforcement agencies to improve compliance further. n

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taking a peek: Visitors to the Road Today Truck Show gather to take a peek inside one of the show trucks.

TORONTO, Ont. – The annual greenhouse gas progress report, issued recently by Ontario’s environmental commissioner, Gord Miller, has produced a mixed reaction from Ontario trucking companies, according to the Ontario Trucking Association (OTA). In his report, the commissioner talks of the need to expand the province’s toolkit for dealing with greenhouse gas emissions (GHG) referring to current efforts as “unambitious and uninspiring.” Among the things he’d like to see introduced are specific GHG reduction targets for individual sectors of the economy. The OTA says that this may in and of itself not be problematic, but some of the measures he proposes to meet these targets are of great concern to the trucking industry, such as the commissioner’s call for a road pricing system, via either a cap-and-trade system or a carbon tax. The OTA says it finds neither methodology particularly palatable if applied to goods movement. “Economists or people who think they understand economists can talk all they want about road pricing, but what it comes down to is a cash grab to pay for more spending on transit or nonstarters like high-speed rail,” said OTA president and CEO David Bradley. Bradley contends that the correlation between increased spending on transit and reduced congestion or emissions is murky at best. “Besides, you can’t shift truck freight to transit,” he says. However, the OTA said it found two suggestions made by the commissioner to be of particular interest: a recognized need for incentives for the purchase of fuel-efficient vehicles; and the environmental benefits of Ontario’s law requiring the mandatory activation of speed limiters. While not directly addressing the federal government’s proposed fuel economy/GHG reduc-

401

July 2011

TRUCK NEWS Page 15

Ontario boasts N.A.’s safest roads; truck-related fatalities down 24% TORONTO, Ont. – The most recent road safety statistics indicate Ontario has the safest highways in North America. Ontario recorded a fatality rate of 0.70 per 10,000 licensed drivers in 2008, reaching its lowest level since 1945 and the lowest in all North America. The province says its roads have ranked first or second in North America for 10 years in a row. “Our numbers show that Ontario is on the right track, and our efforts are making a difference. Lives are being saved,” said Transport Minister Kathleen Wynne. “We will remain vigilant in looking for new and better ways to improve road safety, and we will continue to benefit from the excellent relationships we have with all of our road safety partners.” She credits Ontario’s distracted driving legislation and tough impaired driving rules for making the province’s roads safer. The province saw drinking and driving-related fatalities decline 29%, speed-related fatalities drop 17% and fatalities involving large trucks drop 24% in 2008. There were 130 people killed in

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TORONTO, Ont. – TransCore Link Logistics will be hosting its annual subscriber conference and charity golf tournament at Lionhead Golf and Country Club on July 12. The event, now celebrating its 13th year, is projected to bring the total raised for charity to more than $200,000, according to organizers. “2010 was a sellout year,” said TransCore’s Cora Conforti, tournament chair. “But, we’re looking for more golfers and partners to support children’s charities.” In the last 12 years, TransCore Link Logistics has donated more than $185,000 on behalf of their customers to childrens’ charities across Canada. “We are extremely grateful to TransCore. It is thanks to our many donors and supporters, like them, that The Children’s Wish Foundation of Canada can continue its proud tradition of never refusing a wish to an eligible child,” said Janet Turner, vice-president of development at The Children’s Wish Foundation of Canada. Organizers say the tournament will allow opportunities for networking and will feature contests, games and activities scheduled throughout the day. To play or sponsor this year’s event, contact Conforti at 800-263-6149 ext. 2210 or cora.conforti@transcore.com. n

accidents involving large trucks on Ontario roads in 2008, down from 170 in 2007. Of the 130 fatal accidents, the truck driver was “not driving properly” in 47 (or 36.2%) of them. A vehicle defect was detected in just 2% of trucks involved in fatal accidents. Of 135 large trucks involved in fatal collisions in 2008, 52 were straight trucks and 41 were tractor-trailer units. Twenty-nine involved only a tractor while only two involved tractors pulling A-, B- or C-trains. In 2008, there were 184,961 tractor-trailer combinations registered in Ontario. n

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Page 16 TRUCK NEWS

July 2011

west

From the passenger seat to the head of the class

Simon Fraser University student studies gender-related issues in the trucking industry there and a lot of problems as well.” Today, McLean is a Ph.D candidate at Simon Fraser University, conducting a comprehensive research project on the sociology of the B.C. trucking industry with plans to write a dissertation on the subject in the fall. Trucking, McLean admits, isn’t a subject that garners a lot of attention among academics but it’s a cause that’s close to her heart, especially gender-related issues affecting professional drivers. “You would probably laugh if you saw the number of books in the university library on trucking – especially ones that aren’t just about policy and actually focus on the people and the work,” McLean writes on her Web site: www.bctrucking. posterous.com. “It’s no big surprise that academics haven’t really been

interested in trucking, since not a lot of academics are or were working class. That’s changing a bit now, and as a trucker’s daughter I want to give back to the community that has given me so much – including great friends, a strong work ethic, and better chances in life. The best way I can see to do that is to learn and teach about what’s really going on in the industry.” McLean’s research involves interviewing B.C. truckers and spending some time with them on the job and in the cab. She wants to gain a better understanding of the issues the province’s drivers are facing on the front lines. So far, she says the response has been good. “So far they have been quite open,” she says. “It helps a lot that I – to some degree – know my way

Fe Com r gu e v s isit Tr u uC s a k tt sh he ow

By James Menzies VANCOUVER, B.C. – Amie McLean is all too familiar with the challenges encountered by female drivers in the Canadian trucking industry. Some of her earliest childhood memories involve bouncing around in the passenger seat of a big rig, handing her mom wax paper-wrapped sandwiches and thermos lids filled with coffee as she steered her big rig down city streets and over Lower Mainland highways. “My mom worked for a long time in the trucking industry and moved into long-haul as we got older, which makes sense for a single mom,” McLean recalled in an interview with Truck News. “Over the years she faced a lot of issues in trying to navigate the industry. She received a lot of support from male drivers out

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around a truck and some of the issues that are out there. I think there’s a real eagerness for some of these issues to be addressed.” As she has immersed herself in the project, McLean has learned gender issues in the trucking industry can be as daunting for men as for women. For instance, she feels the macho image of the traditional trucker puts pressure on many males to push themselves too hard. “I think what we don’t think about as much is the ways that it being a ‘real man’s’ job can push drivers to feel like they have no choice but to drive longer, work harder and not take rests when they’re tired,” she contends. She also says many male drivers struggle in coping with issues such as post-traumatic stress, which may affect them after they witness an accident. “It seems anybody who has been out there for any length of time has a horrendous story,” she says. “The amount of times truckers are first on the scene at accidents and the sorts of traumas and trials they deal with.” Very little research has been done into the sociological aspect of the trucking industry, and McLean’s goal is to provide some meaningful research that will be of value to policymakers and drivers. “I’m hoping this will have real practical results in terms of addressing real issues truckers on the ground are facing,” she says. “Hopefully it can foster greater quality and openness in the industry and better working conditions for all truckers.” Some of the changes she’d like to see? “I think there’s a need for drivers to get paid for all the hours they work,” McLean says. “Right now, I’m hearing a lot from drivers for whom that’s just not happening.” She has also identified a need for improved training. “The idea that trucking is not skilled labour just doesn’t reflect reality,” she notes. “There is a lot of skill involved and a huge amount of responsibility when truckers are taking big rigs through downtown Toronto loaded with fuel.” McLean would also like to see a greater work-life balance restored to the profession. “I don’t think a conventional work-life balance is possible, but I think the industry can do a lot better than it is right now,” she says. “There’s a lot of pressure and it’s a lot harder for truckers to have a family and maintain those ties. Look at the stats of what truckers go through in terms of family life and health; achieving that work-life balance will go a long way towards improving driver health and probably productivity as well, because as work-life balance becomes better productivity increases.” If you’re a B.C. trucker wanting to provide some insight into the realities of the profession, McLean would like to hear from you. You can e-mail her at amie_mclean@ sfu.ca or visit her Web site at www.bctrucking.posterous.com. n

Page 18 TRUCK NEWS

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Fed budget gets initial approval OTTAWA, Ont. – The Canadian Trucking Alliance (CTA) is encouraged by the inclusion of a $48-million green transportation fund in the new federal budget introduced by the majority-holding Conservatives, but concerned about how the funding will be divvied up. The Alliance said the money should be used to accelerate the penetration of fuel-saving devices and technologies into the trucking industry. However, the budget was vague on how the funds will be divided among the various transport modes and the types of technologies that will be eligible for funding. CTA chief David Bradley said the organization’s members are “looking forward to learning how the environmental technology funds will be invested and are hopeful that the lion’s share will go to a program to stimulate investment in currently available and proven fuel economy technologies for existing and new tractors and trailers.” Bradley said the CTA’s enviroTruck concept should be an integral part of the funding program. “The payback from such a program would be increased GHG reduction compared to what would be achievable through the proposed regulation on its own and the environmental benefits would accrue to Canadians at an accelerated pace,” Bradley contended. He also said the industry would welcome incentives for “next generation” clean engine technologies and fuels, including liquefied natural gas (LNG) and diesel-electric hybrids. Meanwhile, the Ontario Trucking Association (OTA) also lauded transportation-related spending in the federal budget, specifically a cool billion earmarked for the construction of a second border bridge at Windsor-Detroit. “The $1 billion re-commitment announcement in the budget was not surprising but it was still good news,” said OTA senior v.p. Stephen Laskowski. “It’s clear that the government is putting its money where its mouth is when it comes to the new Windsor-Detroit crossing. Hopefully this budget commitment will help the efforts in Lansing by Governor Rick Snyder to get the Michigan Legislature to finally move forward on this important project.” The $1 billion allocated in the budget is intended to cover up to 50% of the cost of constructing the bridge. The Macdonald-Cartier and Alexandra Bridges in Eastern Ontario were also the benefactor of federal money for improvement as part of the federal budget. Other transportation-related spending contained in the budget included: $228 million over three years for repairs to the Jacques Cartier and Champlain Bridges in Montreal; $150 million over the next five years for construction of an all-season road between Inuvik and Tuktoyaktuk; refurbishment of the Saint John Harbour Bridge; building added capacity at the Ridley Terminals in Prince Rupert, B.C.; and $150 million for interprovincial and international crossings in Eastern Canada. n

R e b m e m Re

July 2011

TRUCK NEWS Page 19

Going postal Courier companies step it up while fleets look for new ways to get paid Continued from page 1

With Canada Post’s recent decision to cut back on mail deliveries in urban areas, the two adversaries appear headed for a full-blown nationwide strike. At issue are wages, working conditions, a burgeoning pension plan shortfall and concessions that CUPW says Canada Post is demanding from its members. The last postal strike occurred in this country in 1997 and lasted less than a month before workers were legislated back to work. This does not appear to be the scenario this time, as remarks by Labour Minister Lisa Raitt indicate that she would prefer to let the dispute run its course while the two sides negotiate a settlement. While the rotating work stoppages are a nuisance to the public, a Canada-wide strike could have a devastating effect on businesses reliant on the postal service for delivering invoices and receiving payment for services, as is the case with many trucking companies. Trucking executives I talked to are worried and doing what they can to bypass the postal system – getting their drivers to drop off invoices and pick up cheques while making deliveries and pick-ups, and using courier companies to bill customers out of province. For the first time, some carriers are looking at electronic invoicing and direct deposit payments from customers. One company owner, who wished to remain anonymous, is desperately looking for a ‘Plan B.’ Currently he’s using FedEx to deliver invoices but the premium he’s paying is paining him. “It’s about $20 to deliver an envelope with an invoice within Canada and $35 to send one to the States. Right now I have to eat that cost.” Courier companies can certainly expect an increase in volumes as the situation deteriorates. According to David Turnbull, CEO and president of the Canadian Courier and Logis-

tics Association, “Our members will step up to the plate and try and fill the gap,” he says. “At the same time it’s important for them to maintain a level of service to all existing customers.” “Some people may think that our industry is cheering for the strike but that’s not the case. We all believe in stability and service,” he adds. Turnbull expects that the strike will “fizzle out. It’s a sector that’s well serviced by a lot of courier companies.” Certainly many couriers are eyeing the dispute eagerly and making plans for servicing more customers as the situation heats up. Aidan Grundy, spokesperson for FedEx Canada, says he has seen “sporadic” increases in volumes in some of their lanes. “Right now it’s business as usual,” he says, “but we have contingencies in place should there be an escalation.” Some shippers may be holding on to their mail hoping for an end to the strike, but others have to get their products out in a timely manner and are relying on alternatives. Most are willing to pay the increased rates charged by couriers rather than risk losing business to competitors. I called a customer service representative for Dynamex in Victoria, B.C., on the day that the rotating strike hit that city, and she told me that customer calls were up about 15%. A representative at Midland Courier in Montreal confirmed that volumes were up as well. But the big winner for now appears to be Purolator, which ironically is 95% owned by Canada Post. On the morning after a rotating strike hit Montreal, a manager at Purolator’s Montreal hub told me they’d had “a very good night.” A foreman at the busy Ville St. Pierre depot, that services much of downtown Montreal, acknowledged that letter mail was up 25%

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while parcel freight was also climbing although not quite at those levels. Roughly, mail volumes at the Montreal hub are up from approximately 20,000 pieces daily to about 30,000, while mail volumes in Toronto, Purolator’s busiest hub, have climbed to 61,000 pieces per day as compared to about 47,000 at prestrike levels. At the crux of the dispute are declining overall mail volumes which CPC says has decreased 17% since 2006. No doubt, these will drop even further as clients seek alternatives, including switching to fax machines and e-mails. “It’s a new world out there and we have to re-adjust,” adds CPC spokesperson Losier. The top current wage rate for a Canada Post employee is $24.15 per hour (slightly less than the average of $24.73 for full-time Canadian workers). Canada Post wants to limit new hire wages at about 25% less, although its latest proposal for new hires has increased the pay scale from about $17 per

hour to $19 and change. However, CUPW balks at the installation of a two-tier wage system wherein new hires would never reach the income levels of present workers. The postal workers’ pension plan is also a bone of contention, as the crown corporation is holding the bag on a shortfall of $3.2 billion. Up until 2008, the pension plan was making money as the stock market was raking in profits. CPC’s proposes “no risk” pension plan contributions which are also anathema to CUPW. Whatever the outcome of this contract dispute, as with most strikes it’s a lose-lose situation with no favourable outcome in sight. Canada Post will have to fight to win back its clients, and striking workers will have to work harder and longer to make up for lost wages. Needless to say, the public will be inconvenienced, and businesses will have to swallow increased shipping charges and struggle to keep servicing their existing customers. n

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Page 20 TRUCK NEWS

July 2011

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Unspectacular growth numbers nothing to panic about, top economists advise remain at very low ratios and that both higher energy costs and shrinkwill continue to support global trade ing exports due to what the high dolMost indicators remain positive for growth. In fact, global trade levels are lar does to the price of their goods in already above where they were prior the US market. Hogue expects the economic growth, economists say Canadian dollar to remain above parto the recession in 2008. The AmeriBy Lou Smyrlis TORONTO, Ont. – The global and Canadian economies are shifting from a period of acceleration to a period of cruise control, according to top economists, and that is certain to create temporary headwinds for carriers looking to aggressively raise rates this year. Both Scotia Bank Group’s senior economist Carlos Gomes, the opening speaker at our annual Profitability Seminar held in partnership with Dan Goodwill & Associates, and Robert Hogue a senior economist with RBC Royal Bank, who spoke at the recent SCL-CITA annual conference, forecast continuing – albeit “unspectacular” – growth for the economy. Their forecasts were later supported by the data from a powerful new indicator of economic events in this country, the newly unveiled Canadian Manufacturing Purchasing Managers’ Index. The index was launched by Royal Bank of Canada in association with Markit, a global financial information services company, and the Purchasing Management Association of Canada (PMAC). Gomes attributed the weakening economic numbers to the global aftereffects from the natural disaster in Japan. “In March, car plants were operating at 100%. Now they’re operating at 50% because of a parts shortage and things will probably stay that way through June before they ramp up again by July or August,” Gomes said. “The soft patch is temporary. Globally most of the key indicators are positive.” The health of the US market is critically important to Canada since about one third of every Canadian dollar is dependent on trade and the US absorbs three quarters of our exports. UG GDP growth in the first quarter was unspectacular however, after a strong close to 2010. But Hogue and Gomes believed the economic trouble will prove fleeting. “We believe this will be temporary. We are not overly concerned about the slowing of growth in the US in the first quarter,” Hogue said. Gomes and Hogue expect the CaFlyingM_ad_F_PRINT_r.pdf

CMY

5/13/11

nadian economy to growth at around 3% to 3.2% in 2011. “I expect Canada to rank number one among the G7 nations in terms of growth. Relatively speaking we are doing quite well and will do so again next year. But that also has to do with the weak performance of the other G7 nations,” Hogue said. The RBC PMI, which is based on questionnaire responses from a panel of purchasing or senior executives in more than 400 manufacturing companies in Canada, reflected both the current shift into cruise control and Hogues’ and Gomes’ assertions that it’s nothing to be overly concerned about. The headline RBC PMI registered 54.8 in May, down from 56.3 in April. Nevertheless, the latest reading posted above the 50 no-change level that separates growth from contraction and signaled an improvement in overall business conditions for the eighth month running. The downward trend in the PMI reflected weaker expansion of both output and new orders for Canadian manufacturers. However, job creation remained solid and broadly similar to that registered during the previous survey period. “The overall index fell slightly during May with declines evident across most of the key components and across all of the regions,” said Craig Wright, senior vice-president and chief economist, RBC. “This aligns with our outlook for a moderation in Canadian economic growth in the second quarter of the year after a robust start to the year.” Wright added, however, that the slowdown will be temporary and does not signal that fears of a double dip recession are worth considering, echoing the comments of Hogue and Gomes. “We are seeing an environment of unevenness and uncertainty…but volatile data is typical of turning points in the economy. I am not shocked by the volatility,” Wright said. Both Hogue and Gomes pointed to several indicators within Canada and globally to show there is reason for optimism long term despite the current slowdown: Inventories: Inventories in the US

3:58:26 PM

can Trucking Association’s tonnage index correlates well with US industrial growth and has been growing in excess of 5% year-over-year. Industrial production in China is growing at a 15% clip and Germany’s industrial production is also strong. “We have recovered what we lost and are at a new high point. That is very important,” Gomes emphasized. Employment: Hogue believes this is the most important indicator to track right now as job growth is critical to the health of several economic sectors and drives government policies. The jobs scenario looks much better north of the border where we have actually gained about 100,000 jobs compared to pre-recession levels. In the US, however, where the recession cost the loss of about 8.7 million jobs, only about 20% have been recovered to date. But Hogue believes the corner has been turned. “It’s not going to be smooth sailing but the job creation machine in the US is going into gear,” Hogue said. Housing: The Canadian housing market never did collapse like it did in the US and contributed to the softer landing experienced north of the border during the recession. Hogue expects housing starts in Canada to stay in line with demographic fundamentals but for the housing market overall to be slightly weaker than last year. In the US, after such as disastrous fall, the housing market can only improve. Housing affordability is actually now at a record high in the US, according to Gomes. Canadian dollar: The meteoric rise of the Canadian loonie has made it difficult for Canadian manufacturers to remain attractive to US buyers and greatly reduced southbound hauls for Canadian carriers. Neither Hogue nor Gomes saw any relief in sight. “The Canadian dollar will continue to strengthen and by the end of next year it will be at $1.09-$1.10 in comparison to the US dollar,” was Gomes’ prediction. The reason behind the continuing high value of our dollar will be high commodity pricing, which is a net benefit for Canada’s economy albeit a real test for Canadian manufacturers having to deal with

ity till mid next year, peaking at $1.06 before falling a few cents below parity. If either of those predictions proves true it will mean our dollar will be above parity in comparison to the US greenback for the longest period of time since 1976. Interest rates: Both Hogue and Gomes expect interest rates to rise over the course of the year but for monetary policy to remain “very stimulative.” “The Bank of Canada will probably start raising rates again during the summer. By next year expect rates to be at about 3% but that level should be considered still stimulative to the economy as long as rates are below 3.5%,” Hogue said. Gomes was more conservative in his forecast, expecting the Bank of Canada’s rate to go up to 2% next year. Oil prices: Both Hogue and Gomes felt they had better news about the future of oil prices. Both expected oil prices to settle down but remain elevated, attributing recent spikes to a great deal of “risk premium” associated with geopolitical issues rather than supply and demand fundamentals. “As those issues resolve, that risk premium will drop,” Hogue said. “I expect crude prices to drop to US$96 per barrel and to hit US$102 per barrel for 2012. The long range forecast is about US$100 per barrel. I am not in the camp of peak oil prices of $150 to $200 per barrel.” Government and household debt ratios: Both Hogue and Gomes said these have the potential to be disruptive to future economic growth, particularly in the US. In Canada the government’s deficit rose significantly during the recession but is still at 4.5% of the nation’s GDP. In the US it has hit an alarming 11% of GDP ratio. Household indebtness, however, has increased substantially in both countries and Canada is now on par with the US when looking at consumer debt to income ratios. “That’s worrisome. This is something to track closely but it doesn’t spell imminent disaster,” said Hogue. “It’s still manageable because interest rates are low making it easier to service the debt. If interest rates rise, that would be much harder to do.” n

Page 22 TRUCK NEWS

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‘You can’t throw trucks at problems’: MSM’s McCarron Carriers say they’re hesitant to add capacity without firm partnerships in place Continued from page 1

be for the better while others may present new challenges and may even reshape the industry. “I like to think we’ll emerge stronger and more unified as an industry,” said Michelle Arseneau, managing partner with GX Transportation. And MSM’s McCarron heralded a new era defined by “a newfound level of cooperation” between shippers and carriers. But while optimism permeated the day’s discussions and the mood was nearly celebratory, the hard reality was that nothing in trucking comes easy or stays static and new challenges are already presenting themselves. Shipper-carrier relations One thing shippers and carriers at the workshop agreed on, was the need to work more closely together. “We were very good a holding our cards close to our chest,” Brian Springer, vice-president of transportation with Loblaw Companies admitted about the past. “We didn’t share a lot of information and we expected to be able to pick up the phone when we needed service and get it on demand. I think over time, you realize that’s not a strategic, long-term way to operate and we have become more collaborative in sharing information with the carrier community.” Ginnie Vensolvaitis, director, transportation operations with Hudson’s Bay Company (HBC), says the shift towards greater information sharing is also underway in her organization. “In the past, no-one but a Hudson’s Bay employee would talk to a Hudson’s Bay store,” she said, noting carriers are now able to contact the store directly to arrange delivery times and discuss other opportunities to improve efficiencies. “All of these things are coming together. Not only are we coming out of recession, but we’re awakening to the making of a really slick supply chain and everybody is collaborating with all sorts of ideas.” That, says McCarron, will be the key to the industry’s success going forward.

“I think what you’re going to find is a newfound cooperation between shippers and carriers,” he said. Freight volumes and capacity All the shipper panelists at the workshop projected modest freight volume growth for the remainder of 2011 and 2012. However, the makeup of that freight is changing, especially in Heather Felbel’s world. She’s the vice-president, supply chain for Indigo Books & Music, which has seen its stores stocking more non-traditional items such as gifts and toys as consumers purchase more of their books and music online. “We’re looking at a change in freight itself, from a very compressed heavy freight (books) to a different type of freight with a higher cube as we move towards toys and gifts,” she said. “The whole portfolio of freight inside our business is the biggest change we’re seeing.” Carriers, Felbel said, need to understand their customers’ changing requirements and come to the table with transportation solutions.

the ship to the port, from the port to the DC and the DC to the store,” HBC’s Vensolvaitis said. “Fixed delivery schedules to our stores allows for a tight forecast and I expect our carrier partners to be able to meet that demand.” As volumes pick back up, McCarron said he expects to see carriers exhibit more self-restraint than in the past when they were all too eager to add new equipment. “I think where the concern lies is in our industry’s appetite to add equipment,” he said. “It’s bad business for our industry to add trucks. You can’t throw trucks at problems unless you have commitments from customers to work together. I think capacity will solve itself over the course of time if we work together (with shippers).” However, Loblaw’s Springer warned that too much restraint could cause carriers to miss out on opportunities. “Carriers need to be very cautious in terms of walking that line,” he warned. “If they don’t reinvest in their business, they could lose out on some growth opportunities.” Chris Raynor, branch manager with CH Robinson, said new entrants to the trucking business will emerge to ensure there’s adequate capacity.

‘The trucking industry is not going to attract new entrants. It’s not an attractive business model and no-one is going to go out and invest the millions of dollars required for compliance and for security to get in the game to maybe make five to seven cents on the dollar.’ Mike McCarron, MSM Transportation

While carriers boldly promise they’ll be more restrained when it comes to adding capacity as freight demand grows, shippers are hopeful that better planning on their part will make it easier for carriers to meet their requirements. “What we’ve been doing over the last six to eight months, is having weekly supply chain meetings where we’re looking all the way back to China or India at what’s coming at us and we’re able to forecast right from

“Anybody can go and get a truck and with that low cost of entry, people will start coming back to trucking,” he argued. “They can come in, make money, then rates go down because there’s too much capacity so they leave the industry. I think capacity will follow the rate.” But MSM’s McCarron quickly doused that theory. “I disagree,” he retorted. “The trucking industry is not going to attract new entrants. It’s not an attrac-

tive business model and no-one is going to go out and invest the millions of dollars required for compliance and for security to get in the game to maybe make five to seven cents on the dollar.” There is another factor that will influence capacity, and it’s one that GX Transportation’s Arseneau is extremely worried about. “The driver shortage is huge and I think in the next six to 12 months we’re really going to see the impact the driver shortage will have on our industry,” she predicted. “We need to pay our drivers more in order to attract more drivers to the industry and if we do that, shippers are going to look at their road pricing versus other modes.” In fact Arseneau said the impending driver shortage may spell the end of long-haul trucking as it’s known today. “It makes you wonder if the traditional long-haul trucker’s days are numbered,” she said. “Quality of life is an issue. It’s a reality; it’s a difficult life to have and if we are not able to fill those jobs going forward, something structurally is going to change.” MSM’s McCarron was less apocalyptic about the driver shortage. “No-one wants to do the job anymore,” he agreed, believing the answer lies in learning how to better train and work with immigrant workers. Driver shortage or not, shippers are already taking a closer look at other modes – particularly rail. Mike Owens, vice-president of physical logistics with Nestle Canada, said his company has been shifting freight to rail over the last couple years and “I expect that to continue.” Owens warned rail performance is improving, with the company paying CP Rail a performance bonus last year for the first time ever. Another source of competition in some cases may be the expansion of private fleets. Loblaw’s Springer noted the company spends $1.6 billion a year on transportation and having gotten its own costs under control, it will be looking to bring more of that in-house using company-owned equipment. “As an organization over the last 30 years, we allowed our internal operating costs to get out of touch with the industry,” he said, noting the company has renegotiated deals that

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make running its private fleet more viable. “We’re not looking to bring it all in-house but there are certainly some strategic opportunities now because we have competitive rate structures in place.” GX Transportation’s Arseneau said to achieve success in the future, transportation providers will have to be more than just a one trick pony. “I think we saw the birth of the new transportation company take place about 10 years ago as people quietly started adding services they didn’t normally offer to their portfolio,” she said. “A new-style transportation company is able to offer a consultative role that hasn’t normally been in place with the trucking industry in the past and to play an active role in the logistics process and be entrenched in the rail, the air, the ocean as well as the road and to stand behind it and have it be seamless to your customers. At the end of the day, that is going to bring value to the marketplace and bring value to your customers and that’s what people want.” And for the smaller carriers that lack the resources and the sophistication to compete on that level? MSM’s McCarron said carriers with 50-80 trucks will be hard-pressed to survive as a “pure trucker.” n

TRUCK NEWS Page 23

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New recruiters’ council being formed OAKVILLE, Ont. – A new council for recruiters in the transportation industry is in the process of being formed. After a number of roundtable meetings over the last few months, a steering committee has been formed, and a unanimous decision was made on June 2 to move forward with creating the council, to be called the Canadian Transportation Recruiters Council. The steering committee consists of Caroline Blais of Kriska, Judy McKeegan of Sarnia Paving and Stone, Donna Haviland of Yanke Group of Companies, Les Rozander of Trimac, Brian Lemoine of Pro Trans, Mike Flattery of Genesis Express and Logistics, and Kevin Jennings of Canamex. “My vision when starting these meetings was to become a united group of recruiters, to share information, set standards for hiring and to help improve the industry through recruiting and retention initiatives and to also be a voice within industry at various functions and educational seminars,” said founder and chair of the group, Jayne Gunn of Caravan Logistics. “I see part of our mission as being able to help drivers find suitable carriers to work for within our group, positively impact industry capacity by promoting driver development and apprenticeship programs and foster new relationships amongst ourselves therefore helping to improve the integrity of trucking.” The first general meeting will be held on Sept. 2. For information on how to join the council, contact Les Rozander (lrozander@trimac.com) or Caroline Blais (cblais@kriska.com). n

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July 2011

rates

Shippers say carriers had better back requests for rate increases with sound data and exhaust all other alternatives before asking By James Menzies TORONTO, Ont. – As the economy improves and capacity tightens, conversations between carriers and shippers will inevitably shift to rate increases. But sophisticated shippers are not likely to agree to increases before they’ve exhausted every opportunity to remove costs from the supply chain. That was the message from manufacturers and retailers at the recent Transportation Workshop hosted by Motortruck Fleet Executive and Dan Goodwill & Associates. “In the past couple of years, my carriers have come to the table about rate increases and in most cases what I’ve asked them to do is to look equally at what my organization can do, what my store network can do and to look inside their own operation and find what I’m doing that’s causing some work increases,” said Heather Felbel, vice-president, supply chain, with Indigo Books & Music. “Come forward with ideas on how we can improve processes versus coming forward with price increases, because we’re willing to uncover any rock. We

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really want to challenge our own folks on their practices and our stores on their practices and I’m willing to do anything to take the cost out.” Felbel said shippers and carriers alike must rethink their approach to transportation and un-

look at my organization, look at how they’re handling things and they’re challenging themselves,” she said. “They’re coming back to the table with a different face because they realize they have to think differently about how they approach the business. The

‘One of the frustrating things as a shipper, is the conversation with a carrier around wanting an increase without us understanding what’s driving the increase.’ Brian Springer, Loblaw Companies earth efficiencies that will keep costs in check, rather than simply hiking rates. And for the most part, Felbel said, carriers are responding. She cited the example of Canada Post, which has traditionally been a high-priced carrier and has recently begun sending engineers to Indigo’s facilities to better understand the company’s ever-changing transportation-related challenges. “They have come to the table and brought engineers in to

fact of the matter is, you can’t afford to be coming to the table without thinking through every component of your business and neither can I.” While rate increases may seem well- deser ved following two years of intense pricing pressure, it seems carriers may be forced to work hard to justify those increases. “I ask my carriers to come to the table in a very educated way,” Felbel said. “I had one carrier re-

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cently that said ‘Here’s the price increase,’ and I went ‘No, thank you, unless you can tell me what this is for and justify it, right back atcha.’ We need to know what is this price increase for? What do you need it to accommodate? Let’s get to the nut of it. We ended up at a different place than what they came in at and that shouldn’t be a negotiation because quite frankly, it looks like they were fishing.” Brian Springer, vice-president of transportation at Loblaw Companies, agreed that carriers will not be awarded rate increases unless they can clearly show why they’re needed. “One of the frustrating things as a shipper, is the conversation with a carrier around wanting an increase without us understanding what’s driving the increase. Quite often those arguments are presented without facts and without data,” Springer said. “We really have to let our guards down on both sides and engage in some meaningful conversations in understanding carrier costs, depreciation and labour, showing what their overheads are. We want you to make a margin, because any carrier that isn’t making any margin doesn’t do us any good – it’s a short-term scenario.” Springer said he relies on his carriers to identify inefficiencies and to offer solutions rather than rate adjustments. “The approach of ‘I just need’ really doesn’t go very far, unless as a shipper I understand what it is you need and what I am doing as a shipper that’s driving that cost up over the baseline that made you profitable previously,” he said. That message was echoed by manufacturing shippers. Mike Owens, vice-president of physical logistics with Nestle Canada, said manufacturers are facing the same cost pressures that carriers are. “Every input into our product is going out of sight,” he said. “I

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can’t go to the consumer and say we have a sugar index so we’re going to charge you more for a Kit Kat this week, so we really have a lot of pressure brought to bear on our margins. But saying that, we want to make sure we’re whole. So come to the table with facts and let’s have an open discussion about what we are doing that’s raising costs for you.” While shippers may seem resistant to rate increases, the good news is, they seem more willing to take a collaborative approach to working with carriers to remove inefficiencies. Ginnie Vensolvaitis, director of transportation operations with Hudson’s Bay Company, said she’s all ears when it comes to hearing about “stupid” things her company is doing that are driving up transportation costs. “There is no way I can know everything that is happening across the country with all my stores and all my distribution centres,” she said. “That’s where you rely on your carriers to have frank conversations with yourself, listening to what the carriers’ problems are and why it is driving more costs.” That message was echoed by Nestle’s Owens: “Tell me what I’m doing wrong, don’t come to me with a price increase. If we’re doing something at the other end to hold you up, let us know. Sometimes you think we know but we don’t.” Carriers in attendance countered that rates have nowhere to go but up, but they did agree that it’s up to them to justify the increases. “Rates are going to be increasing, that’s something that’s going to take place. It’s a necessity in our industry. We’ve had wage freezes in place for a number of years now,” said Michelle Arseneau, managing partner, GX Transportation. “But we need to justify it. We need to sit down with our customers and have open and honest conversations. I’m not opposed to sharing our costing models with our customers, saying ‘This is exactly what it is costing, this is what we’re paying our people, this is what our equipment costs and this is our profit margin. At the end of the day, we want to stay profitable and you want us to stay profitable.’ It really comes down to having those frank conversations.” And Mike McCarron, managing partner with MSM Transportation, agreed that carriers that try to impose blanket rate increases on their customers aren’t doing themselves – or the industry – any favours. “I believe as an industry, we have created most of our own problem s,” Mc C a r ron sa id. “These blanket ‘Our rates are going up 5%’ are laughable. I wouldn’t accept that as a traffic manager. One of the founding principles of any good relationship is open trust. If our industry wants to get its act together, we need to get away from 35% fuel surcharges based on $1.20 a gallon and blanket rate increases that in many cases go out as form letters.” n

TRUCK NEWS Page 25

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July 2011

oem/dealer News

Volvo Group to assemble transmissions in US

moulding the next generation: Flo Components president Chris Deckert (right) is pictured with some of the company’s apprentices.

Flo Components recognized for apprenticeship support MISSISSAUGA, Ont. – Flo Components is one of 16 Ontario employers being recognized for their dedication to training the next generation of skilled workers and supporting the province’s economic future. The annual Minister’s Awards for Apprenticeship Training celebrate employers that show leadership in training apprentices, support the apprenticeship training system, and promote careers in skilled trades. From 16 final nominees, four will be announced as 2011 winners later in June. “It was an honour to be nominat-

ed,” said Chris Deckert, president of Flo Components. “Especially to be named with such other great organizations in industry as Mining Technologies International Inc. (North Bay) and Toromont Cat (Thunder Bay). The apprenticeship training system is something we believe in very strongly. We are committed to meeting customers’ needs better, and the only way to do that is with qualified, well trained people. We see this as a necessary investment in the growth of our employees in order to continue providing superior service to our customers.” n

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HAGERSTOWN, Md. – Mack and Volvo are bringing the assembly of their respective automated transmissions to the US. The Volvo I-Shift and Mack mDrive are both currently assembled in Sweden. About $7 million will be invested into the group’s Hagerstown powertrain plant to bring production of the transmissions to the US, the compaVolvo i-Shift nies announced. Domestic assembly is slated to begin in the third quarter of 2012. Volvo’s I-Shift was introduced to the North American market in 2007 and as of last year, was being spec’d in 26% of Volvo trucks sold in North America. The I-Shift can only be matched with a Volvo engine. The Mack mDrive was introduced in the first quarter of 2010 and 500 units were quickly sold out, the company says. The mDrive works exclusively with Mack MP-series engines and is available on Mack Pinnacle highway tractors. Mack says the mDrive is delivering 1.5% fuel economy improvements as well as better drivability and improved safety and driver satisfaction. n

Bendix rewards top Canadian distributors, ends Roadranger partnership ELYRIA, Ohio – Six of 34 companies recognized as Bendix’s premier distributors this year came from Canada. Canadian platinum award winners of Bendix’s Premier Distributor Program include: CBS Parts, B.C.; Fort Garry Industries, Winnipeg, Man.; Harman Heavy Vehicle Specialists, Kitchener, Ont.; Macpek, Quebec; Malmberg Truck Trailer Equipment, Ottawa, Ont.; and Parts for Trucks, Dartmouth, N.S. Platinum status recognizes distributors that have placed in the top 10% of Bendix’s independent aftermarket distributor network covering the US and Canada. Performance is measured in six key areas, with distributors earning a bronze, silver, gold or platinum award. “We’re happy to recognize the 34 platinum members of the Bendix Premier Distributor Program,” said Bob Johnson, Bendix vice-president for aftermarket sales and marketing. “These members share the Bendix commit-

ment of providing the heavy-duty aftermarket with the most advanced active safety technology available. Our collaborative partnership with these leading distributors provides an important pipeline to fleets and owner/ operators who are looking to increase highway safety and ROI on safety technology investments.” Meanwhile, Bendix has announced its sales and support agreement with Roadranger has ended, and it will now handle those responsibilities on its own. Roadranger had been handling sales and support for Bendix wheelend solutions since 2004, under an agreement that expired May 31. As of June 1, Bendix says it has assumed full support for its foundation brake sales and service program. Customers now receive information directly from their Bendix account managers, Bendix SWAT team members, online at www.foundationbrakes.com or by calling 800-AIR-BRAKE. n

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oem/dealer News

Mack adding workers to keep up with demand

MACUNGIE, Pa. – Mack Trucks is hiring workers and ramping up production of its Pinnacle highway truck. The company said it requires about 300 new employees to support production demand of its Mack Pinnacle, and since it has already recalled most of its laidoff workers, most of the additional personnel will be new hires. “Customers are extremely pleased with the Pinnacle model and our MP series engines, in terms of both performance and fuel economy,” said Kevin Flaherty, Mack senior vice-president, US and Canada. “With recently announced enhancements to our vehicle aerodynamics and engine offerings, we expect the enthusiasm to continue.” Mack will be adding a second shift at its Macungie plant and says it will have the new hires up and running by early August. n

New side rollover protection system available from Pete DENTON, Texas – IMMI RollTek side rollover protection is now available on all Peterbilt Class 8 vehicles, the company has announced. The RollTek protection system has been integrated in the Atlas Premium Air Ride, high back driver’s seat. “Safety is a paramount concern for Peterbilt and is always an important consideration with fleets,” said Bill Jackson, Peterbilt general manager and PACCAR vice-president. “Features such as RollTek can assist in reducing injuries which may occur in certain accidents and will benefit customers who utilize equipment with a high center of gravity or who operate trucks in severe terrains.” IMMI vice-president of sales, James Johnson, emphasized the importance of this protection for drivers of tanker-type trucks. “Industry experts tell us stability systems reduce commercial vehicle incidents between 25 and 40%. But, in some situations when rollovers cannot be prevented, RollTek provides an additional level of safety protection for the vehicle occupants” Johnson said. RollTek combines side airbag protection with seatbelt technology to help protect commercial vehicle occupants. Under the appropriate conditions, RollTek deploys within a quarter-second to minimize driver movement, increase survivable space and cushion head and neck impact. The system is designed to provide continuous sensing to constantly monitor the truck’s angular position. The RollTek side rollover protection system is available on Models 389, 388, 386, 384, 367, and 365. n

Volvo delivers 500,000th US-built truck DUBLIN, Va. – Volvo Trucks reached a milestone recently, producing its 500,000th truck assembled in the US. The Volvo VNL 300 was built at the company’s New River Valley plant in Virginia and delivered to Wilson Trucking chairman Chuck Wilson, along with company president Guy Wilson and other staff. The milestone truck is equipped with a Volvo D13 engine, I-Shift automated transmission and unique badging to commemorate the occasion. “It’s a great honour to build the 500,000th Volvo assembled in the US here in our New River Valley plant, where every Volvo truck sold in America today is produced,” said Patrick Collignon, Volvo Trucks chief operating officer. “The fact that it’s for Wilson Trucking, a neighbour located not too far up the road from the plant, who we’ve gotten to know very well over the years, makes this event even more special.”

then and now: Volvo’s first US-built truck is pictured with the 500,000th.

“We’re pleased to share this important milestone with Wilson Trucking,” added Ron Huibers, Volvo Trucks’ senior vice-president of sales and marketing. “Our history together dates back a long time and we’re proud that Wilson Trucking continues to choose Volvo trucks to wear Wilson’s signa-

ture green and red colours.” Wilson Trucking purchased the first Volvo F86 ever sold in the US in the late 1970s and in 1982, the company also purchased the first US-built Volvo truck. Wilson was also first in line to buy a Volvo VN when it was launched in 1996, the companies announced. n

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July 2011

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Navistar hosts Heavy-Duty Boot Camp for dealers Company aims to identify where it’s stronger – and weaker – than its competition By Jim Bray SALT LAKE CITY, Utah – It was billed as a “Heavy-Duty Boot Camp,” and saw North American Navistar dealers converge on Salt Lake City, Utah, to learn the ins and outs of their own products while also getting a close-up look at the competition. The camp not only gave the folks in attendance a chance to drive the new Internationals equipped with MaxxForce engines, but to do it head-to-head along with their chief competitors. And if that wasn’t enough, examples of the heavy-duty trucks’ engines were on-hand, torn down so attendees could see what made each one tick. It wasn’t Navistar’s first such boot camp, but it was by far the most extensive. “We started these on the medium-duty side about a year ago all over North America,” said Jim Hebe, Navistar senior vice-president, North American sales operations. “We went into that camp for the single specific reason that we were getting a lot of new competition and to some extent it was competition we’d never seen before.” That competition, Hebe told assembled editors, coupled with changes to the overall medium-duty business, prompted the company to “get out in front of all our dealer salespeople and communicate with them directly all the things we were doing, as well as give them the opportunity to see all the competitors products face to face, head to head – to drive them and let them make their own decisions.” Hebe said last year’s camp was such a success that “when we met with our dealers afterward, they said we had to do it for the MaxxForce 13 and the ProStar.” So they did, not by retooling the medium-duty camp but by going in a different route entirely. It ended up being perhaps the most monumental marketing event the company has ever taken, Hebe said, making last year’s Boot Camp look like “a quarterly staff meeting.” “We had been on the defensive with our emissions strategies and

our engine decisions and where we were going with 13-litre versus 15-litre,” Hebe admitted, “so we decided to start playing offence, but with facts, with a sales team that understands not only our product but our competitors’ product as well.” One big difference between last year’s Boot Camp and this year’s, besides the change in focus, was the location. Last year’s extravaganza was more or less a travelling road show, but they decided to do it the other way around this year: set up at a single venue and people come there instead. “Last year, we had seven different events in seven cities,” Hebe said, remembering what turned out to be a logistical nightmare. “The worst day was when we hired a company to move trucks into Canada and found the guy doing it had a criminal record. He was in jail and our truck was impounded at the border! We didn’t want to go through that again!” And that’s why they set up this year at Miller Motorsports Park, located in Tooele, Utah, about an hour outside of Salt Lake City. Opened in 2006, Miller Motorsports Park includes a 4.5-mile, 23turn road course the owners claim is the longest track in North America. It’s an excellent facility and, as it turned out, it was perfect for Navistar’s needs. “This is the only place in North America we could find where every single one of our salesmen, whether he has a commercial licence or not, could drive the trucks for three-anda-half miles on an inside guarded course pulling 80,000 lbs,” Hebe said. Attendees also participated in a seminar dealing with market forces such as CSA, hours-of-service legislation and EOBRs. “Not only what they are,” Hebe said, “but how they’re going to affect our customers and how they’re going to affect us.” The senior VP admitted that the sessions showcasing the differences – and the similarities – between Navistar’s MaxxForce engine and those of competitors such as Paccar, Volvo, and Detroit Diesel took

a bit of extra commitment on their part to get up and running. “We went and bought trucks and took the engines out of them,” Hebe explained. “We have every single one of them disassembled; we’ve weighed all their components and we’ve said ‘here’s where their engine’s good, here’s where what they’re saying is, frankly, BS, and here’s our engine and here’s why we did what we did’.” “If someone beats us in something, you’re going to see it,” Hebe added. “We’re not going to hide that, because our salespeople have to

Navistar’s Hebe discusses market challenges SALT LAKE CITY, Utah – Jim Hebe, Navistar senior vice-president, North American sales operations, had plenty to say about today’s truck market when interviewed by media the company had invited to Navistar’s Heavy-Duty Boot Camp. Noting that the medium-duty segment has come back much stronger than the company expected it to, he said “35% of the medium-duty business this year is full-service leasing, and what’s driven that is the strength in the used truck market.” Leasing companies, he said, are “purifying their portfolio in rental and to some extent in their lease portfolio to get the old trucks out. It’s been phenomenally strong.” Hebe anticipates “pretty brutal” competition in medium-duty trucks in the not-too-distant future and predicted not all comers would be successful. “There’s just not a lot of room for many more medium-duty competitors,” he said. “It makes you wonder if it makes sense for anybody else to show up.” He sees the biggest barrier to entry for anyone thinking about jumping into the sector is having the dealer, distribution and support network, a fact that makes him think Navistar is positioned well. “If a company doesn’t have a distribution base that can handle medium-duty customers and product,” he said, “it’s not a real threat.” When asked his advice for a fleet thinking about investing in new trucks now, he - perhaps surprisingly for someone who represents a company that wants to sell new trucks - downplayed the importance of purchasing new iron right away. “Do what’s best for yourself,” he said. “Don’t get caught up in the euphoria of ‘I gotta buy now because my truck’s five years old.’ If it makes sense to buy now, then do it, otherwise don’t.” He noted that the lure of new equipment ended up being a big problem for companies who bought when they should have waited. The smart fleets of today, Hebe said, do what makes the best economic sense for them. “If you look at all the big major successful fleets in this country,” he said, “not a single one of them is out there buying trucks just to buy trucks. They’re buying them because they need them and they have the money.” Hebe also said the industry still hasn’t adjusted to the price of 2010 trucks and the incremental costs the 2010 emissions requirements have imposed on the business. “It’s going to take three or four years for this whole impact to roll into the business models of these fleets,” he noted. n

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oem/dealer News

DTNA to hire 1,400 employees as truck demand soars PORTLAND, Ore. – Daimler Trucks North America (DTNA) has announced plans to sharply increase production and employment levels at its Mt. Holly, N.C. and Portland, Ore. truck manufacturing plants during the second half of 2011. Production and hiring will also increase significantly at the company’s Saltillo plant in Mexico. More than 1,230 new employees will be added to the company’s manufacturing and administrative payroll in these three loca-

tions to accommodate rising customer demand for the company’s Freightliner and Western Star trucks, the company announced. In addition, more than 120 shop and staff employees will be added at the company’s Gastonia, N.C. parts manufacturing plant. Company officials have confirmed that the hiring plans are in addition to the more than 1,300 positions filled in the company’s truck and parts facilities during the first half of 2011. “Our manufacturing network is

highly scalable and together with our component suppliers, we are fully prepared to handle current and projected order levels,” said Roger Nielsen, chief operating officer of DTNA. “We have the capacity and the leverage to meet customer delivery schedules despite the industry supply challenges associated with economic recovery and recent global events. We take great pride in our manufacturing workforce and in the proven performance, quality, and popularity of our vehicles.” The Mt. Holly plant will add a sec-

ond shift to its operations and plans to fill an additional 535 manufacturing and 37 related administrative positions by September. The Portland Western Star plant plans to fill an additional 155 manufacturing positions between September and the end of the year. The Saltillo plants plans to add a third shift and 479 manufacturing workers beginning in June. The Saltillo plant manufactures Freightliner Cascadia model trucks for the US, Canadian, and Mexican markets and the Gastonia parts plant will add 121 manufacturing workers. n

Page 30 TRUCK NEWS

July 2011

tax talk

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have or how you finance it. He only wants to see that your vehicle-related expenses were incurred to earn business income and that you have documents to support your claims. Allowable expenses CRA is clear about the type of vehicle expenses you can deduct. These include licence and registration fees; fuel costs; insurance; interest on money borrowed to buy the vehicle; maintenance and repair cost; and your lease payment or capital cost allowance (CCA or depreciation). To support your claim, you must keep a record of the total amount of kilometres you drive in a year (ie. your odometer readings on January 1 and December 31). Then, each time you use the vehicle for business, list the date, destination, purpose, and the number of kilometres you drive. Now you can determine the

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CRA’s guide, T4002 Business and Professional Income, is a great reference on motor vehicle expenses (look for it online at www.cra-arc. gc.ca). Note how many times it mentions supporting claims with a detailed record. My client knows it. When he picked up his sweet new ride, one of the first things he did was record the date, mileage, and reason for the trip in a fresh notebook and tuck it into the driver’s side door pocket. n

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There are all kinds of business reasons to use your vehicle, from a revenue-producing courier delivery to a trip that involves banking, a run to the parts store, or a meeting with your carrier. What’s not valid is the drive from home to your truck. This is considered commuting – a personal trip. I’ve argued this with CRA numerous times, using the logic that since the business office is in the home, then driving from the “office” to a work site is business travel. I don’t think I’m wrong, but I haven’t found an auditor yet who has bought the argument.

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your financing expense (ie. lease payments or CCA and interest costs) has limits. Lease payments can’t exceed $800 per month. If you purchased the vehicle, the cost can’t be more than $30,000. If the vehicle cost more, you can only add $30,000 plus the appropriate taxes (PST, GST or HST) onto your CCA schedule. The other cost of purchasing – interest on your loan – is limited to $10 per day. So if you own the vehicle for the entire year, $3,650 is the maximum claim. If you own it for less, you must prorate the interest expense claim for the appropriate number of days.

➘

percentage of business use to be applied against your expenses. Divide your business-use kilometres by your total kilometres for the year, giving you anywhere from 1% to 100%. If you can’t produce a journal or log detailing the business use of the vehicle, validating that percentage figure, CRA can deny or reduce your claim. If you use more than one vehicle for your business, keep a separate record that shows the total and business kilometres you drive in each. Calculate and deduct the cost to run and maintain each vehicle separately based on its own business use.

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Feature unit oF the Month

Page 32 TRUCK NEWS

July 2011

feature

Becoming a ‘Best Fleet’ to drive for Contest provides insight into what it is that drivers want By James Menzies TORONTO, Ont. – Having completed its third year, the Best Fleets to Drive For program is beginning to provide real insight into what drivers and owner/operators value from their carriers. The program, administered by Canadian tech firm CarriersEdge and the Truckload Carriers Association (TCA) identifies the best fleets to drive for in Canada and the US. The contest is open to US and Canadian for-hire carriers with 10 trucks or more, however they must be nominated by one of their drivers or owner/operators. Canadian carriers have traditionally fared quite well, winning six of the top 20 positions in the 2011 edition. Canadian winners this year included: Bison Transport of Winnipeg, Man., Erb Group of New Hamburg, Ont., Brian Kurtz Trucking of Breslau, Ont., MacKinnon Transport of Guelph, Ont., Vedder Transportation Group of Abbotsford, B.C., and Yanke Group of Saskatoon, Sask. Trimac Transportation’s Houston, Texas operations also made the cut. But what is it about these companies – and the 14 US carriers that also made the list – that makes them special in the eyes of their drivers? Mark Murrell, president of CarriersEdge and founder of the program, has interviewed thousands of drivers over the past three years to find out what it is they like – or don’t like – about the carrier they work for. Some of the findings are surprising. Others, not so much. For the past two years, Murrell has taken to the road and conducted a cross-country seminar series through which he shares the secrets of the Best Fleets to Drive For. Money matters Compensation, not surprisingly, is important to drivers. But it’s not always the most important consideration. As part of the evaluation process, Murrell has determined that Canadian fleets are, for the most part, paying their drivers and owner/operators a whole lot more than carriers to the south. The Canadian winning fleets paid their company drivers an average of $61,637 while their owner/operators grossed $172,034. US company drivers meanwhile, were paid an average of $48,387 and their owner/operators earned $145,821. “Our American friends are paying their people a whole lot less,” Murrell surmised at the Mississauga seminar in June. However, he noted an increase this year in the number of fleets offering profit sharing (seven of the participating fleets now offer some form of profit sharing, up from just one a year ago and none in the first year of the contest). “It will be interesting to see what happens with that over the next several years,” Murrell said, noting three carriers that were in the program last year have added profit sharing to their compensation packages over the past year. While compensation is important to drivers, it’s interesting to note that the top placing fleet for

company drivers, Fremont Contract Carriers, only pays its company drivers about $50,000 a year. It’s an incentive-laden compensation package that, when 30,000 miles are reached in a quarter, offers a one cent per mile bonus for: running safely; delivering on-time; having fewer than 8% outof-route miles; and purchasing 90% of their fuel from the carrier’s preferred network. That can add up to a four cent a mile bonus, or $1,200 per quarter based on 30,000 miles. In interviews, most drivers said while FCC doesn’t offer the best pay, they offer steady miles and treat drivers fairly. Comments like ‘I get paid okay, (other) companies pay a lot better but run you too hard or may not have the miles,’ indicate that drivers enjoy working at FCC for reasons beyond the pay package, Murrell noted. “FCC came up with a compensation program that pays people for doing what they’re supposed to be doing and disincentivizes them from doing what they’re not supposed to be doing and it is only costing them $50,000 a year. That’s a really well put together program,” Murrell said. Based on survey results, Murrell has concluded that drivers are more concerned that there’s a connection be-

tween performance and pay than they are about the overall pay package. “If they’re a good driver with seniority, they want to be paid more than the next guy,” Murrell noted. Techno-trends An interesting trend that revealed itself during this year’s competition is the increased use of technology to improve driver satisfaction. Specifically, Murrell noticed a more widespread use of Google Maps – especially Streetview – to provide drivers with more detailed information on what to expect when they deliver a load. Dispatchers can easily send drivers a Streetview link that allows them to see the lay of the land before arriving at a receiver’s destination. If there are any tight turns or obstacles, the driver can seek out a safer route beforehand with a few clicks of the mouse. “Something like this is a lot more useful than old-style illustrated maps,” Murrell pointed out. “It gives you a lot more information about where you’re going and what you can expect when you get there.” Drivers can use Google Maps to plan their delivery approaches and back at the terminal, Murrell said progressive fleet managers are using the same tool to scout out prospective cus-

In their own words WHAT DRIVERS WANT: ‘Hey – how about a company ID so drivers aren’t subjected to –Idenity Theft– by allowing a shpr/cn to copy drivers license info- all they’re concerned w/ is THEIR SECURITY!!! – NOT MINE!!!’ ‘laundry drop off services at each terminal, then I would buy more clothes and just pay a service to do it. every terminal in the company would eventually have some of my clean clothes,just like moms house,and it would tie me on cause if i quit ,how would i get my clothes? its about 20 dollars to do laundry at the truck stop,laundry is clutter,effecting safety, the next real frontier in driver retention is drop off laundry service.’ ‘being allowed to take truck home a couple times a year to give good cleaning and polishing and do some public education. Most of my neighbors flock to my yard to see what a truck looks like in side and start asking about the job and are surprised to find out what it’s all about from someone doing the job’

tomers’ properties and even for accident reconstruction and training. “This year, everybody is doing it,” Murrell said of Google mapping technology. “It makes so much sense and gives you so much information, everybody has jumped on it.” Another emerging trend is the increased use of social media to keep drivers connected. Murrell cited the example of Kennesaw Transportation, which has a Facebook site drivers and operations staff can visit to exchange information. It also serves as a good recruitment tool, Murrell noted, since prospective new hires can visit the site and interact with current Kennesaw staff. The carrier’s Facebook page has more than 480 friends and the fleet runs just 225 trucks, so it’s obviously been effective at drawing in visitors beyond its own workforce. Another social media tool being used by a growing number of carriers is Twitter. Paramount Freight Systems uses Twitter (@DrivePFS) to broadcast announcements such as driver birthdays and anniversaries as well as weather alerts. Drivers receive the updates via their smart phones and can respond themselves, providing twoway dialogue that can’t be achieved with a notice pinned to the bulletin board in the lunchroom. One surprising trend that caught Murrell’s attention was an increased interest in daycare facilities. Prime Inc. built a terminal several years ago that includes a daycare centre, which prompted Murrell to survey drivers on the issue. The first years’ surveys indicated drivers were indifferent about daycare service at their terminals, but this year interest suddenly spiked, Murrell said. “We were going to pull the plug on that question and then all of a sudden this year, surveys came in that showed us that at Schneider National, 39% of drivers surveyed said daycare would be very valuable or valuable,” Murrell noted. “If we see 39% of people at Schneider National have an interest in daycare, there’s a shift that’s about to take place.” Murrell concluded the younger generation of drivers just now coming into the workforce sees value in employer-provided daycare services. “As we see younger drivers coming into the workforce, that is going to be a differentiator,” Murrell suggested. While employer-provided daycare is not outlandish, some of the suggestions from drivers were borderline. One anonymous driver said a dropoff laundry service would be the “next frontier” of driver retention. “Every terminal in the company would eventually have some of my clean clothes, just like mom’s house,” the driver pointed out. “And it would tie me on because if I quit, how would I get my clothes? It’s about $20 to do laundry at the truck stop. Laundry is clutter, affecting safety. The next real frontier in driver retention is drop-off laundry service.” Other interesting suggestions for improving life at the terminals included a fishing pond for relaxation and a room where drivers could go to “get personal.” Secrets of the large fleets Large fleets evaluated as part of the Best Fleets to Drive For program shared much in common, including the use of driver scorecards to measure performance.

July 2011

TRUCK NEWS Page 33

“We see driver scorecards as being pervasive at these companies but they’re starting to go to the next level and take that data and aggregate it to do things like build a risk profile,” Murrell noted. He singled out Trimac’s predictive modeling tool, which identifies drivers who are more likely to be involved in an accident and singles them out for remedial training. Surveys indicated that scorecards are in most cases welcomed by the drivers, who see them as being a fair and consistent form of performance evaluation. Large fleets identified as the best to drive for also tend to have mentoring programs in place for new hires, Murrell noted. Bison Transport, for instance, has a Driver Advisory Board that is consulted by management when

it’s looking to implement new policies. For its part, Schneider National has Training Engineers – essentially roaming mentors –who other drivers can approach anytime for help. The TEs have decals on their trucks and special clothing to identify them and they’ve become known as the go-to folks when other drivers have a question or need some advice. In some cases, Murrell noted, they are even approached by drivers who work for other companies, as the program has become well known. Ongoing training is another benefit offered by most of the best big fleets to drive for. Murrell pointed out Dart Transit put its owner/operators through a training program that saw them improve their earnings by an average of US$3,500 per year.

In their own words THE LIGHTER SIDE: On safety: ‘sometimes i still wish i were an outlaw riding the open range, desert stars, full moon,no headlights.... but ala s,i have been civilized’ On sharing best practices with other drivers: ‘i don’t really like truck driver s so i really can’t say. i’m kind of a sociocotic introvert with narcissistic tendancies. (I made that up, can you tell?)’ On what drivers would like to have available at their terminal: ‘a place wh ere you might be able to get personal’

MISSING SIGOURNEY CHISHOLM

Secrets of the small fleets While the large fleets have more resources for large-scale training programs, the little guys are also getting creative to achieve the same types of results, Murrell pointed out. The main advantage of small carriers is their ability to get to know drivers by name, something the surveys indicate is important. Brian Kurtz Trucking stands out in this area, Murrell said. New hires have a weekly meeting with management for their first 90 days. “It’s a great way to make sure those people are ramping up properly and any problems don’t sit there for long,” he said. Small fleets are also generally able to offer more consistent delivery routes, since they serve a smaller customer base. The philosophy at Kurtz, Murrell said, is to send drivers where they want to go. As a result, the program’s evaluation process has determined that Kurtz has the highest productivity of any of the Best Fleets winners, and also the highest average income. “They send drivers where they want to go, so they are more productive,” Murrell concluded. While small fleets don’t have the sophisticated mentoring programs that some of the mega-fleets have, Murrell said they generally assign driver liaisons that serve as a middleman between drivers and upper management. “It covers the same objectives as a driver advisory board but on a much smaller scale,” he noted. Small carriers are also better able to recognize driver achievements. Where carriers fail There are two areas where carriers struggle to satisfy their drivers – areas Murrell identified as minefields: maintenance and operations. The Best Fleets program has found that maintenance-related concerns are among the top complaints from drivers. Drivers often feel mechanics don’t take their complaints seriously and too often they feel their concerns are ignored. On the other hand, a well-run shop with technicians that listen to the driv-

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So, what does a carrier have to do to make the list in the 2012 edition of the Best Fleets to Drive For program? Murrell said there’s no one magic bullet that will land a company on the list. He said to look at repeat winners like Bison and Yanke for inspiration. “We see year after year, they’re getting on the list and there are certain things they are doing that’s making a difference,” Murrell said. He also emphasized the importance of ensuring buy-in from upper management. “If your executive team is not engaged, get them engaged or dust off your resume and move on,” he suggested. From there, fleets should make sure they “walk the walk,” or follow through with their promises. Driver scorecards and benchmarking can help carriers identify and address problem areas before they get out of control, Murrell suggested. Finally, Murrell encouraged all fleets to survey their own drivers and find out how they’re feeling. “Find the low-hanging fruit and start doing those and very quickly drivers will see you’re paying attention and listening,” Murrell added. n

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July 2011

TRUCK NEWS Page 35

industry

A fundamental market reality: All key operating costs are on the rise Market fundamentals dictate supply and demand, which ultimately is reflected in prices. Price x Volume (revenue) – Cost = Profit, or if costs exceed revenue, Loss. That’s economics and business 101. Coming out of the worst recession in the post-war period, it is only natural that there has been a lot of focus on such fundamentals as volume (is it coming back and how quickly?), which reflects demand and the available capacity (the supply of trucking service). Carriers and shippers are increasingly concerned about whether there will be sufficient capacity to maintain service to all customers now and in the future, even with modest economic growth. But in all the concern over where the economy is heading, the fundamental reality that every key component of operating cost in the trucking industry – everything from labour to fuel, to equipment, parts and maintenance – has been increasing has, in my view, been given short-shrift. Another market fundamental are costs. The number one operating cost for trucking companies – accounting for 40-75% of total costs – depending on the type of carrier, are labour costs. It is difficult to determine average wage increases for drivers in Canada, as it is dependent on a number of factors – region, type of operation, experience, etc. A number of carriers report average wage increases of around 2%. Other information points to even higher increases where carriers who had to make significant wage cuts may be trying to get driver wages back to where they were prior to the recession. However, everyone agrees that with the demand for drivers rising and with supply shrinking, the upward pressure on labour costs – wages, benefits and recruiting – is expected to continue to intensify. The cost of group health and medical insurance is increasing virtually across the board and many provincial workers’ compensation boards are raising premiums. In addition, the increased availability and accuracy of driver profiles with the introduction of programs like CSA, could also lead to an increased stratification of wages in the form of premiums for quality drivers. Along with rising labour costs for drivers, the industry is also experiencing increased costs for licensed mechanics due to the chronic shortage of skilled labour. The second largest component of cost for motor carriers is the cost of fuel. Recent increases in the price of diesel fuel at both the retail and the wholesale level (as measured by rack prices) have been well documented, up 30-40% on a year-overyear basis. Moreover, fuel is the number one cost for independent contractors, increasing the proportion of revenue that needs to be paid out to them. A number of North American jurisdictions have raised diesel fuel taxes over the past year and more are expected to follow. With a federal biodiesel mandate scheduled to kick in on July 1, increases in fuel costs are, based on US experience,

quire additional maintenance. Some OEMs are changing their warranties. The price of trailers is being pushed up by the increased cost of steel, aluminum and lumber. Carriers report increases in the purchase price of trailers up by more than 15% compared to a year ago. The cost of tires is also up significantly on a year-over-year basis by over 20% in many cases (and over 7% in the last month alone) reflecting a worldwide shortage of natural rubber and increased oil costs. Installation of environmental packages (ie., aerodynamic fairings, auxiliary power units, trailer skirts, etc.) on new equipment or as retrofits on existing equipment – in order to improve fuel efficiency or in preparation for the new North American fuel economy/GHG regulations – is also adding to equipment costs. Used equipment has been subject to increased valuation, with carriers

Industry Issues David Bradley

expected to be exacerbated. The price of the primary feedstock for biodiesel in Canada (canola) is at record levels. Moreover, insufficient biodiesel production capacity exists in Canada, so about 85% of this country’s biodiesel demand will be met through imports. And, biodiesel cannot be shipped by pipeline which should also add to cost pressure. The costs of equipment and parts are also on the rise. The purchase price of the new smog-free generation of heavy truck engines has contributed to a 10-15% increase in the purchase price of a new tractor. In addition, the new tractors re-

reporting prices for used tractors up by more than 15% in some cases. Used prices are expected to continue to rise, reflecting tight availability of low-mileage and late model units. With an aging fleet reflecting deferred vehicle replacement, and increased maintenance intervals in part reflecting increased regulatory oversight of the mechanical fitness of vehicles under programs like CSA, as well as the labour costs of mechanics referred to above, maintenance costs have increased by as much as 15% on a year-over-year basis. Regardless of what happens with volume and capacity, the market is going to have to deal with the fundamental reality that these costs have to be paid for. n – David Bradley is president of the Ontario Trucking Association and chief executive officer of the Canadian Trucking Alliance.

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Page 36 TRUCK NEWS

July 2011

over the road

Intention, commitment and knowledge The three keys to achieving a healthier lifestyle Last month in this space, I said there were three things I did that led me to a healthier lifestyle on the road. They are: intention, commitment, and knowledge. But it’s not as if I woke up one morning with a brilliant idea that was going to change my life. My lifestyle change came about slowly over the course of a decade. My intention for a healthier more productive life is my spark, my commitment to that intention is the fuel that pushes me down the road to healthier living, and the knowledge I gain through my successes and failures as I travel down that road is the grease that keeps me moving along. Adopting the intent to change our lifestyle is usually the result of an emotional event that has taken place in our lives – what many of us refer to as an epiphany or a paradigm shift. For me this was the simple recognition that I was no longer bulletproof. A two-pack-a-day smoking habit, creeping obesity, a sedentary lifestyle, a family history of heart disease, and then a diagnosis of high blood pressure were the combination of factors that tore off the cloak of invincibility in which I had wrapped myself. I woke up to the fact that

Over the Road Al Goodhall

I felt like crap and wanted to do something about it. Well, that wake-up call came to me back in the year 2000. At that time my only goal was to stop smoking. I knew that if I tried to change everything in my life at one time that I would be doomed to failure. After a year of remaining tobacco-free, I tackled the obesity issue. Over the course of the first year, I had managed to replace cigarettes with additional food in my mouth, which consequently went straight to my waistline. At this point I made another commitment to myself. I intended to be in good physical shape by the fall of 2010, my 50th birthday, still nine years into the future. I figured that it took me 20plus years to pack all the weight on so a little less than half that time to get it all off was still pretty optimistic. I was right. I knew at that time that I would have to eat a little less, make healthier food choices, and get some reg-

ular exercise, but I had no clue what an emotional roller-coaster ride the next nine years would be. Only drivers understand how truly difficult it is to obtain the levels of exercise and rest prescribed by health professionals. Making healthy food choices is just as difficult for us. Working the open board for most of the past decade, I, like many of you reading this, spent three to five weeks at a time living in the truck. A 70-hour work week is a rarity to the great majority of people. As long-haul drivers this is routine for us. Then at the end of your day you go to sleep in your workplace. Add to that the fact that your workday often lacks routine and your work shifts may shift around the clock at the whim of the people you provide service to. Finally, cap that off with the fact that running water, showers, and toilets are communal and the concept of a kitchen is non-existent to a truck driver. We adapt to these difficult circumstances because of the passion we share for the trucking lifestyle. The open road gets into your blood. I am loathe to give up the freedom and independence I find

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in my work. Many of us pay for that passion for trucking, that freedom, that independence, with our good health. I think you have to live the life to truly understand why we do it. I can’t explain it any better than that. So the bottom line is that living a healthy lifestyle on the road is difficult; plain and simple. But if you want it badly enough, if it truly is important to you, it can be done. You start by being stubborn and pig-headed about meeting your intention. You recognize it will take time to reverse a lifetime of habits you have grown accustomed to. You recognize that you must practice patience. You recognize that your failures are only lessons in how not to reach your greatest aspirations. Getting started on a healthier path to living is as simple as reading the food label of every product/food that you consume. At the start you don’t need to change what you eat, but you need to learn what you’re eating and its impact on you. Do that and go for a 20-minute walk every day. That’s where I got started and I’ve dropped over 70 pounds along the way. More next month. Good luck. n – Al Goodhall has been a professional long-haul driver since 1998. He shares his experiences via his 'Over the Road' blog at http://truckingacrosscanada.blogspot.com. You can also follow him on Twitter at Twitter.com/Al_Goodhall.

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July 2011

TRUCK NEWS Page 37

opinion

Cooking in the cab is a healthier option I’m a firm believer in practicing what I preach. However, I’m in danger of being a hypocrite when it comes to truck stops. As I said in a previous column, I think we should all spend a little more time in them, do some visiting with our fellow truckers, share some of our knowledge and experiences – that kind of thing. My thoughts on that haven’t changed, but my reasons for visiting a truck stop have. I now only stop for fuel or to use the facilities. In most cases, being in my midforties would make me a middleaged man, but in the trucking world we can expect to live, if statistics are to be believed, up to 15 years less than Joe Public. So while I’m not on the first page of The Grim Reaper’s appointment schedule, I’m closer to the front than I would like to be and the main reason for this is my diet. So far I’ve been one of the lucky ones; I’m not overweight (by much), but as I said, that’s down to luck, not judgment. For far too long I’ve been eating the wrong stuff at the wrong time. Although I enjoy good food, often the job dictates that convenience takes priority over quality and this is where the truck stops come in. They research their customer profile and for the most part they did a good job, we want a big plate of something yummy and we want it now, so that’s what we get. Unfortunately, fine dining takes a little time to prepare, so we get stuff from a can or a box. It does the job though and we walk away with a full belly for a reasonable price, the truck stop makes a bit of profit, everyone’s a winner – or not. As well as a decrease in life expectancy, we can also look forward to a higher than normal chance of being diagnosed with diabetes, heart disease and stroke. The thing that has the most impact on any of these is our diet, but it’s a two-way street. If we can shorten our lives and increase the risks of disease, then surely we can do the opposite by eating a little better? The researchers say that we can, but saying it is one thing, it’s the doing it that’s not easy. We’ve made sure of that with our appetite for quick and easy foods that don’t hurt the wallet. Most truck stops do offer a healthier option on their menus, but I’ve been looking into things and healthier and healthy are two completely different things. If your starting point is full of bad things then you don’t have to reduce them by much to make it healthier. The biggest problem we face is that a lot of the stuff we eat is not fresh; preservatives in our food are among the worst things we can put into our bodies. So how do we keep an eye on things? Our food arrives on a plate – not in a packet with a label – so we have no idea what goes into the meal. It may taste good, but for all we know it could be a dietician’s worst nightmare. There’s only one answer: cook it yourself. Not only can you control what goes into your meal, you can expand your menu considerably compared to the same old stuff on

You say tomato, I say tomahto mark lee

offer in the truck stops. There are a number of Web sites on the subject and people have even written cookbooks for in-cab cooking. You can get 12-volt slow cookers, grills and mini ovens – the possibilities are endless and you know exactly what’s on your plate. Or if you get home regularly, you can knock up some culinary delights in your own kitchen, stick them in your fridge/cooler and microwave them when you’re on the road – it’s a lot easier to do than you think. You just have to start, that is the hard part. Once you’ve started you’ll notice another benefit from healthy eating, it’s much

less expensive than eating out, especially if you make stuff at home to take with you. You only need to add a little extra when you make a family meal to have enough left to take with you. Sometimes you don’t need to make any more at all, you just give less to the dog. Now as I said in an earlier column, we need to spend a bit more time talking to each other. My newfound healthy eating plan makes that even harder to do, but I do have a plan for that too. As well as healthier eating, we need to get more exercise. Cooking in the cab means we don’t even walk to the truck stop anymore. Walking around a truck stop is not a particularly safe thing to do, as losing weight and getting fit won’t make you live any longer if you get 18 wheels running over you. It’s not so good with our weather either – a foot of snow or a swarm

of Mozzies – it doesn’t matter what time of year it is, there’s always something that will get in the way. So my plan needed to be a yearround thing. So I’ve started walking around in a grocery store, up and down every aisle a few times – it’s amazing the distance you cover in 30 minutes. It’s also heated in winter and airconditioned in the summer. To make it a little more beneficial, I also load up a shopping cart with jugs of water or car batteries and push that around. So if you see a slightly overweight middle-aged man pushing a cart full of batteries around your local grocery store, come over and say hi, we can talk trucking as we walk around! n – A fourth generation trucker and trucking journalist, Mark Lee uses his 25 years of transcontinental trucking in Europe, Asia, North Africa and now North America to provide an alternative view of life on the road.

Page 38 TRUCK NEWS

July 2011

health

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At this time of year, the highways are flanked by fields growing a large variety of produce. You may even be delivering a load of it, yourself. Since North America offers many choices of fresh fruits and vegetables during the summer and the Canada Food Guide recommends between seven and 10 servings each day, why not support your local economy while supporting your own good health by filling up on them? Fruit is a great source of vitamins, minerals, anti-oxidants, phyto-nutrients, and fiber. Being low in calories and fat, their simple sugars combined with substantial fiber content offer a satisfying alternative to popular, processed sugar snacks like chocolate bars and candy. Yet, unlike those quick treats, fruits are all positive, sweet flavour with no negative side effects. As this season begins, pick healthier snacks by remembering these fruit ABCs: A is for apples and apricots: Apples, always a popular choice, are easy to carry and easy to find, with fresh varieties always available. At only 50 calories, a medium apple has no saturated fat or cholesterol, but lots of fiber to transport cholesterol out of your body while absorbing toxins from your bowel lining. Apples fight free radicals with Vitamin C, polyphenols and flavonoids, including: quercetin, epicatechin, and procyanidin B2. Apples boost your metabolism with B-complex vitamins such as riboflavin, thia-

Karen Bowen

min and pyridoxine (Vitamin B-6). Their minerals (potassium, phosphorus and calcium) help regulate body fluids, heart rate and blood pressure. An apple (or two) a day does help keep the doctor away. Apricots are also low in calories and high in fiber, Vitamin C and phyto-chemicals. Additionally, their Vitamin A and carotene antioxidant properties protect your eyes, mucous membranes, lungs and skin. Their minerals (potassium, iron, zinc, calcium and manganese) also regulate cell and body fluids. One particular carotenoid, zeaxanthin, is very good for your eyes. Your retina selectively absorbs it, strengthening the retina’s ability to filter light, protecting the eye from age-related macular disease. B is for blue fruits, such as blueberries and blue-black grapes: Blue fruits are high in anthocyanins, flavonoid poly-phenolic compounds. Eating fruits rich in blue pigments offers many health benefits because of their remarkably potent anti-oxidant properties. By efficiently removing free radicals from the body, blue fruits protect against cancers, aging and infections. The benefits of these pigments tend to concentrate just underneath the skin. Continued on page 40

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July 2011

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health

Fun with fruit Continued from page 38

Blueberries are very low in calories (57 cal/100 g) and contain beneficial fiber, minerals, vitamins and pigment anti-oxidants (chlorogenic acid, tannins, myricetin, quercetin and kaempferol, carotene, lutien and zeaxanthin). In addition, their chlorogenic acid helps lower blood sugar levels and control blood glucose levels for those with Type-II diabetes. Blueberries also contain a small amount of Vitamins C, A, E and some of the B-complex group (niacin, pyridoxine, folate and pantothenic acid). However, they are high in Vitamin B-6, niacin, riboflavin, pantothenic acid and folic acid which help your body metabolize carbohydrates, proteins and fats. Their minerals include: potassium, manganese, copper, iron and zinc. Grape’s phytochemical compound polyphenol anti-oxidant, resveratrol, protects against colon and prostate cancers, coronary heart disease, degenerative nerve disease, Alzheimer’s disease as well as viral and fungal infections. Resveratrol also maintains healthy blood vessels, reducing your risk of stroke. Another polyphenolic anti-oxidant, anthocyanin, has anti-allergic, anti-inflammatory, anti-microbial and anti-cancer abilities. Grapes are rich in copper, iron and manganese and potassium and are a good source of Vitamins C, A, K, carotenes, and B-complex vitamins such as pyridoxine, riboflavin and thiamin. C is for cantaloupe: Full of flavour but not calories or fat, cantaloupe has many health-promoting nutrients. One cup has 112% of your daily Vitamin A requirement which maintains healthy mucus membranes, skin, eyes, lungs and oral cavities. Its antioxidant flavonoids (beta carotene, lutein, zeaxanthin and cryptoxanthin) protect against colon, prostate, breast, endometrial, lung, and pancreatic cancers. As another source of zeaxanthin, it maintains good retina function. Cantaloupe is also a good source of potassium, manganese, B-complex Vitamins and Vitamin C. S is for Strawberries: Strawberries are also low in calories (32 cal/100g) and fats but high in nutrition. Their phenolic flavonoid phyto-chemicals (anthocyanins and ellagic acid) fight against cancer, aging, inflammation and neurological diseases. Their anti-oxidants, including Vitamins C, A, E, and a small quantity of flavonoid poly phenolic antioxidants (lutein, zeaxanthin, and beta carotene) protect against inflammation and oxygen-derived free radicals. Rich in B-complex Vitamins (vitamin B-6, niacin, riboflavin, pantothenic acid and folic acid), strawberries help your body metabolize carbohydrates, proteins and fats. They also contain a good amount of minerals (potassium, manganese, fluorine, copper, iron and iodine) some of which have been previously mentioned. Additionally, copper and iron are necessary for producing red blood cells. This summer, take advantage of the many fresh fruits available and consider building on these basic, fruit ABCs. n – Karen Bowen is a professional health and nutrition consultant , and she can be reached at karen_ bowen @ yahoo.com .

July 2011

TRUCK NEWS Page 41

health

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Although not often discussed, hemorrhoids are a very common condition. In fact, it is estimated that half the adults in North America over the age of 50 have suffered from hemorrhoids at some point in their lives. Simply put, hemorrhoids are swollen and inflamed veins in the anus or lower rectum. One of the major causes of hemorrhoids is sitting for long periods of time. As a result, truck drivers are more prone to developing them due to the long hours spent sitting behind the wheel. The signs and symptoms associated with hemorrhoids depend on the location. Internal hemorrhoids are located inside the rectum and usually cause very little discomfort. On the other hand, external hemorrhoids are situated under the skin around the anus. Due to their location, they are easily irritated. The most common symptoms of hemorrhoids include painless bleeding during bowel movements, itching or irritation in your anal region and/or a lump near your anus, which may be painful. It is important that you seek medical attention if you experience any of these symptoms as they may be due to an underlying more serious health condition. The causes of hemorrhoids differ from person to person. However, the most common are strainContinued on page 42

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Page 42 TRUCK NEWS

TOTAL

July 2011

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We are seeking

Dedicated professional owner-operators who take pride in their trade and are committed to excellence to service both Canada and the USA for LTL and FTL. Our entire staff is 100% committed to providing the best possible service. It would be a pleasure to show you our abilities in the near future.

888-636-1444 Power lift-gates on entire fleet. Inside delivery service. Insulated climate control trailers. Unpack, assemble, debris removal. Air-ride, blanket wrap transportation. Servicing Canada and the USA. Load, unload & placement crews. Asset management/Inventory Control. Roll-outs & reclamations. Large system install specialists. Satellite tracking & tracing. EDI & Interactive web support.

LAIDLAW CARRIERS BULK GP INC

PRESENTLY HAS THE FOLLOWING POSITIONS AVAILABLE 4 Owner Operators for Michigan B-Trains at $1.53 per mile minimum + F.S.C. 2 Owner Operators for Ont / Mi on aluminum 5 axles. 2 Owner Operators for Ont / Mi on steel 6 axles. 2 Owner Operators for Ont / PQ / NY on aluminum 4 axles.

INDEPENDENT OPERATORS

• With their own trailers and insurance welcome. • We offer Ontario year round work.

Call Vern at 1-888-209-3867 or 519-536-1192 All loads pay on per ton basis. PLUS Fuel Surcharge with a minimum per mile guarantee.

WE PROVIDE • All Base Plates • All Border Crossings • Heavy Users Tax (HUT) • U.S. Border Crossing Decal • All U.S. Tolls • All U.S. Licensing • Wetline installation

ADDITIONAL BENEFITS • Competitive Truck Insurance rates • Fleet Insurance – includes buy down, down time, towing and medical insurance plus optional truck payment insurance • Excellent fuel prices with company fuel and credit cards • Clean and well maintained equipment • Steady year round volumes • Dedicated Trailers • Pre-dispatched Daily • Optional Weekend Work

Dump Trailer Division Based in Woodstock, Ont. and Beloeil, PQ.

health

An uncomfortable topic, but one that presents serious health concerns Continued from page 41

ing during bowel movements and sitting for long periods of time, especially on a toilet. Both of these factors may cause the veins around the anus to stretch, bulge or swell. Other less common causes include pregnancy, obesity and chronic diarrhea or constipation. Recent studies have also shown that there may be a hereditary component to hemorrhoids. In most cases, complications from hemorrhoids are rare. However, if excessive bleeding occurs, it can lead to anemia. Infection is also a concern. The diagnosis of hemorrhoids is reached though a detailed history and physical examination by a physician. Your physician may recommend diagnostic tests to rule out other illnesses. The good news is that the treatment for hemorrhoids is usually simple. Factors such as lifestyle modification and over-the-counter medications are often enough. Physicians commonly prescribe topical creams and ointments such as hydrocortisone to help reduce the irritation and swelling. In addition, maintaining good personal hygiene and soaking regularly in a warm bath will also reduce the symptoms. The use of pain-relieving medication such as Tylenol and Advil may be necessary to help relieve the pain and discomfort. In rare cases, surgical intervention may be required. As I always say, prevention is the best cure. The best way to prevent hemorrhoids is to keep your stools soft to ensure easy passage. Eating a high fiber diet will soften the stool and increase its bulk. Good sources of fiber include whole grains, fruits and vegetables. Also, drinking plenty of water while avoiding alcohol and caffeine also aids to soften the stool. It is also important to void your bowels as soon as you feel the urge. Ignoring the urge may lead to the stool becoming dry and harder to pass. Finally, avoid sitting for long periods of time as it increases the pressure on the veins in the anus. As you can see, the last two prevention tips relate directly to truck drivers and their job demands. It is important for them to stop the truck as needed and avoid sitting behind the wheel for many consecutive hours. Taking advantage of rest stops or truck stops will go a long way in preventing hemorrhoids. Until next month, drive safely. n – Dr. Christopher H. Singh runs Trans Canada Chiropractic at the 230 Truck Stop in Woodstock, Ont. He can be reached at 519-421-2024.

You Can

Celadonâ&#x20AC;&#x2122;s international customer base continues to grow, allowing us to offer more to Company Drivers and Owner Operators than ever. With plenty of quality freight, excellent miles, guaranteed detention pay, and loads of extra advantages, Celadon Canada is a smart career move. International and Intra-Canada positions available. Contact us today to learn more about what we can offer you!

Contact Celadon Canada today! Call 1-800-499-4997 or visit www.celadoncanada.com

July 2011

TRUCK NEWS Page 45

safety

Sleep apnea screening Allowing everyone to rest easier

Ask the Expert evelyn cartmill

The threat of sleep apnea might seem like a safety manager’s worst nightmare. A widely-cited Stanford University study discovered that drivers with the sleep-depriving medical condition are seven times more likely to be involved in a crash than their well-rested counterparts. A 2009 report in the Journal of Occupational and Environmental Medicine linked 7% of 5,200 truck-related injuries to drivers who fell asleep at the wheel. And to compound matters, the US Federal Motor Carrier Safety Administration believes that one in four commercial drivers would fail a pre-screening test for sleep apnea. While US regulators have yet to decide if they should mandate this type of screening – a key meeting on that topic is expected in late August – some fleets are already enhancing today’s fatigue management programs by actively looking for dri vers who might have the medical condition. About 85% of sleep apnea cases involve something known as Obstructive Sleep Apnea, which is caused when relaxed soft tissue blocks the upper airway. The remaining cases involve the brain’s respiratory centre, or a combination of the two sources. Sleeping drivers who have these conditions actually stop breathing for 10 to 120 seconds at a time, wake up gasping for air, and then fall back into a fitful slumber. Of course, the real issue emerges during their waking hours. Deprived of sleep, the drivers reportedly feel irritable, depressed and plagued by headaches. They are tired all the time and struggle to remember things. These are all factors that can affect how well someone performs on the job. At worst they emerge as the telltale signs of a fatigue-related collision, such as a truck that gradually drifts out of a lane when the roads are clear and traffic is light. It doesn’t have to be that way. Many people are able to combat sleep apnea by wearing a Continuous Positive Airway Pressure (CPAP) machine whenever they head for a bunk. The equipment pumps a steady supply of a room’s air into a fitted mask, maintaining the opening in a sleeping user’s upper airway. The result is a restful period of sleep. There certainly seems to be a business case for fleets to address the topic. In one study, Schneider National reduced preventable crashes by 30% after identifying and helping 339 of its drivers who had obstructive Continued on page 46

Our people and our equipment

set us apart

Laidlaw Carriers is Looking for Quality

OWNER OPERATORS Who Care to Fill Positions within Our Growing Company

Liquid Tanker and

Pneumatic positions available

Base plates, border crossings and all US tolls paid Competitive Fuel Surcharge Program FAST CARD and TWIC CARD an asset

Revised OwneR OpeRatOR package

Big Company with small company values Great lanes Competitive pay

PEOPLE MAKE THE DIFFERENCE AND TRUCKING IS NO EXCEPTION Some lanes cross the border • We run the Great Lakes • We run the GTA Great mix of short and long • Company owned unloading equipment

Woodstock Ontario Cardinal Ontario Valleyfield QC

1-800-465-8265

Brent Pickard Bryan Braun

Page 46 TRUCK NEWS

July 2011

safety

Fleets that screen for OSA see ROI

TransporT Inc.

Hiring Company Drivers

New:

for Van/Flatbed Division (Singles & Teams) Steady Work Home Regularly Benefits Safety & Performance Bonus

Also Hiring tors Owner/Opera

Currently Expanding & New Equipment Arriving Now

Experience Required Border Crossing Clean Abstract & CVOR

Please call: 1-800-290-3017 or 519-333-8743 Email: recruiting@gracetransport.com Web site: www.gracetransport

Your Best ChoiCe For a Lasting ProFessionaL Career

00NY 5 $ MPA S

$ BON1k -$2 US k O/O FOR ’s

CO ONU B

WE OFFER... ♦ COMPETITIVE PAY PACKAGE ♦ COMMITMENT TO HOME TIME ♦ STEADY MILES ♦ ASSIGNED UNITS ♦ DEPENDABLE EQUIPMENT ♦ SAFETY BONUS

DRIVER REQUIREMENTS... ♦ 1 YEAR OTR EXPERIENCE ♦ CANADA/U.S. ELIGIBLE ♦ FAST CARD ♦ CLEAN ABSTRACT ♦ SAFETY ORIENTED ♦ POSITIVE ATTITUDE

CALGARY MILTON WINNIPEG 5300-55th Street S.E.

8100 Lawson Road

739 Lagimodiere Blvd.

403-235-5333 905-693-1667 204-253-3323

Visit us online at www.arnoldbros.com or E-mail: recruiting@arnoldbros.com

OWNER OPERATORS NEEDED!

You supply the Truck. You supply the Trailer. We supply the Freight! We pay 87% of all Gross Revenue Truck 5 years and newer / Trailer 7 years and newer CALL TODAY 1-800-567-3656

Continued from page 45

sleep apnea. The potential budget impacts are not limited to reduced collision costs, either. A lack of restful sleep can affect overall productivity, and is also known to lead to higher medical costs linked to workplace injuries or contributing medical conditions which might otherwise go unchecked. Indeed, those who have sleep apnea often struggle with other issues such as heart disease, eating disorders, Parkinson’s disease, leukemia, acute and chronic pain or substance abuse. Any final diagnosis would obviously be in the hands of a sleep clinic, but a simple pre-screening program can help to identify those who might need the medical support. Some of the screening simply involves a look at a driver’s neck size. For example, sleep apnea is more common among men with a neck size above 17 inches or women with a neck size above 15.5 inches. A popular test known as the Berlin Questionnaire can also help drivers to tell if they face a higher risk. In addition to measuring weight and age, the checklist looks for those who snore, how loud that snoring can be (is it heard in other rooms?), how often it happens, and whether it bothers other people. It also asks if anyone has noticed that they stop breathing during sleep, how often they feel tired, and whether they ever fell asleep at the wheel. The score that emerges can identify whether someone might want to seek a related medical opinion. Of course, a proper fatigue management program reaches well beyond these pre-screening efforts. Fleets can help to keep every driver alert through training programs and dispatching efforts alike. Those who know about a change to their work schedule 24 hours ahead of time will always have a better chance to get the sleep they need. And drivers who are informed about departure times as well as delivery deadlines are also less likely to jump behind the wheel for an overnight drive after a full day of family activities. When all the available steps are combined, everyone will have the chance to sleep a little better. n – This month’s expert is Evelyn Cartmill, STS senior advisor, CHRP, CRM. Evelyn has served the trucking industry for over 15 years in the areas of human resources, safety and compliance. Markel Safety and Training Services, a division of Markel Insurance Company of Canada, offers specialized courses, seminars and consulting to fleet owners, safety managers, trainers and drivers. Markel is the country’s largest trucking insurer providing more than 50 years of continuous service to the transportation industry.

July 2011

TRUCK NEWS Page 47

Immediate Openings:

looking for

Premium HeAvy HAulers

Top pay rate $31.15/hour for Superloads Pay Rate

n Full Benefits Package n Uniform Allowance n Safety Bonus Program n Year-Round Work n Satellite Communication n Late Model Equipment

Superload O.D. 2 O.D. 1

Hourly

9 or 10 axles on the ground or any one dimension over O.D. 2 maximums on any equipment Up to 120’L or 16’W or 16’H Up to 82’L or 12’2”W or 14’H

Float Trailer Flat/Van/Step

n Meal/Layover Days and Room Reimbursements

Criteria

Up to 75’L or 8’6”W or 13’6”H Legal Dimensions

Brockville Operations Manager Dispatcher AZ Truck Drivers Licensed 310T Mechanic Fork Truck Operator

Resumes: employment@andersonhaulage.com

We pay everything by the hour with overtime after 55 hours Also offering

Stouffville Operations Manager Mechanical Engineer P. Eng. Dispatcher Billing Clerk AZ Truck Drivers Heavy Haul Licensed 310T Mechanic Parts Person

$30.00 $26.00 $24.00 $22.00 $20.00

With US Premium

P.O. Box 130, 36 Gordon Collins Drive Gormley, Ontario L0H 1G0 Tel: (416) 798-7737 Fax: (905) 927-2701 www.andersonhaulage.com

$31.15 $27.15 $25.15 $23.15 $21.15

no fine Print

n Unforeseen Delays Top-Up Pay

EXPERIENCED CAR HAULERS REQUIRED IMMEDIATELY!!! Snowbirds Auto Connection is looking for Company Drivers to join our growing family-run business to run in Canada and the United States.

Excellent pay, steady work.

Reply To: Ted Birtles Scott-Woods Transport Inc. 140 Maloy Street, Maple, ON L6A 1R9 T: 905.417.6184 F: 905.417.6185 TF: 800-387-9943 x 238 E: tbirtles@scottwoodstransport.com

Must have 2 years experience Please contact Ron 1-888-236-7686 or 416-638-0001 Email: ron@snowbirdsautoconnection.com

Requires

Owner/Operators Dedicated run from NJ to QC • 80% of Revenue • Home most Weekends • Fuel Surcharges • Pay Statements twice monthly • Automatic Bank Deposit • Fuel Accounts available • Safety Awards

We Require: • Safety Oriented & Good Attitude • CVOR & Driver Abstract • Criminal Search • Desire to Succeed • Recent Model Equipment

New Contracts! Office Fax: 519-323-3646 Dispatch Fax: 519-323-3567 www.tdsmithtransport.com

Canada Toll Free: 800-265-8781 US Toll Free: 800-463-0387 Local Tel: 519-323-2004/5

TANKER LEASING AVAILABLE • Short and long term customized lease options • Very competitive monthly rates • Up to date modern tankers; tandems, quads, compartments, sanitary and coded vessels • Kosher Foodgrade certified tankers • Complete scheduled maintenance program available • Equipment Compliant with 2016 SPIF requirements • JPA and Kosher Certified Wash Bay Facility • Transport Canada R-Stamp Vessel Certification • Motor Vehicle Inspection Station

Now HiriNg

owner operators & Company Drivers For Heavy haul in Quebec, ontario and U.S. Midwest $1000 Signing BonuS for croSS Border driverS We offer Owner Operators: We offer Company Drivers: • Opportunity to earn up to $2.00/mile, • Opportunity to earn up to based on % of revenue $0.65/mile • Assigned trailer • Assigned tractor & trailer • Steady work • Steady work • Weekly direct deposit • Group benefits • 100% of fuel surcharge & waiting time • Yearly performance bonus • No paint code • Home weekends • Preferred shop rates Candidates must have clean abstract, • Home weekends flatbed experience & no criminal record

TAKE CARE OF ALL YOUR

LEASING, TRANSPORTATION AND SERVICE REQUIREMENTS WITH ONE PHONE CALL!!!

Call Keith or Chris at 800-265-8781 • Keith Cell 705-627-0402

Please contact Valerie Deans: 905-643-2797 x221 1-800-557-1544 fax 905-643-9521 or vadeans@wjdeans.com

W.J. Deans Transportation Inc. 371 Jones Rd., Stoney Creek, ON L8E 5N2

Page 48 TRUCK NEWS

July 2011

opinion

Sweat the small stuff

Look after the nickels and dimes and the dollars will take care of themselves

single aZ Owner Operators & company Drivers for: · neW Business on our container Board semi-dedicated

· Open Board us

team aZ Owner Operators & company Drivers for canada Only Fuel surcharge, Discounted Fuel and Fuel cards Paid tolls, truckload Freight

“Get on the road with us” www.drive4highland.com

OntariO recruiter

MOntreal recruiter

Western recruiter

Charmaine (877) 444-4303

Michel Viel (800) 363-8169

Jenny Bors (800) 663-9779

ckapasky@highlandtransport.com

mviel@highlandtransport.com

jbors@highlandtransport.com

It doesn’t take long these days for any conversation with a truck driver to come around to the price of fuel. It was no different with an owner/ operator I had the pleasure of meeting at the Shell SuperRigs competition in Kenly, N.C. last month, but with an interesting twist. This guy is zealous about fuel economy, and I think he has every right to be – his numbers are consistently in the high eights to low nines, and that’s in American gallons. Before all you naysayers get started, let me tell you he runs 20,000to 30,000-lb loads, and his figures come from the engine ECM. Granted, he runs light, and the ECM numbers could be off by a small percentage, but his gallons used and miles run numbers, taken from fuel receipts and trip sheets, tally closely with the computer output. Henry Albert of Mooresville, N.C., a 26-year veteran owner/operator who is part of the Freightliner Slice of Life program, was at SuperRigs all weekend explaining to anyone who’d listen how he gets such outstanding fuel economy. It’s not rocket science, nor does he have thousands of dollars worth of high-tech mechanical wizardry working for him. He has a sensibly spec’d truck, he drives it properly, and he’s always looking for ways to cut his fuel bill. In other words, he definitely sweats the small stuff. And it pays off. Over a one-week period in April, his ECM produced fuel economy reports showing from 8.98 to 10.42 mpg. His average road speed ranged from 56.7 to 59.5 mph. But that’s just average. Typically, Henry tries to run 64 mph to optimize the engine speed at between 1,375 and 1,400 rpm – a critical factor in preserving fuel economy. What’s Henry’s secret weapon? There isn’t one. No big silver-bullet solution, no experimental technology, no magnets, no precious metals, no exotic gases; in fact, no engineered modifications or enhancements at all have been made to the engine or the truck. It’s a stock 2010 Freightliner Cascadia with a 72-inch raised roof sleeper powered by an off-the-shelf DD15 engine rated at 455 horsepower and 1,550/1,750 lb.-ft. of torque. His trailer is a stock Utility dry van with less than $3,000 tied up in gear designed to improve aerodynamics. But he does have a few small tricks up his sleeve. Henry runs Michelin wide-single tires on drive and trailer axles, but it’s the mudflaps that caught my eye. He’s modified them to accommodate the tires; a standard mudflap is wider than the wide-single tire, so it presents a barrier to airflow around the wheel. He has also cut two-inch diagonal chunks from the bottom corners

July 2011

Voice of the O/O Joanne Ritchie

of each flow-through mudflap, and he uses hangers designed for tight clearance with the trailer landing gear, tapered at a 45-degree angle on the top, and lower than a standard hanger. On the trailer, he uses a NoseCone and SideBurn package to improve aerodynamics across the trailer front, and for better airflow around the sides, and he runs a Fleet Engineers trailer side skirt kit. You’ll also find stainless steel wheel covers on all the trailer and drive wheels. To optimize rolling resistance, he uses an automatic tire inflation system to maintain a steady 100 psi in the trailer tires. In terms of the small and innovative stuff, one of my favourites is the trailer licence plate, which he has moved from its stock position under the left-rear taillight and attached to the lower portion of the trailer body – out of the air stream. Small stuff? “Just stick your hand out the window at 60 mph and you can feel the effect even a small exposed surface has on air flow,” Henry says. If that licence plate is costing, say, half a gallon of fuel a day, it could add up to 150 gallons a year, and with fuel at $3.50 a gallon, well, do the math. It may not seem like much in the grand scheme of things, but imagine how drivers would flip if the cost of the licence went up by that much. I like Henry’s attitude: his quest for ways to improve on his already remarkable efficiency is ongoing. “Anything that kills bugs also kills fuel economy,” says Henry, which is why he tries to reduce the frontal profile of the truck any way he can, and keeps any of the peripheral equipment as directionally correct as possible. Not surprisingly, you won’t see a bug deflector or sun visor on Henry Albert’s truck. And by the way, what Henry doesn’t sweat too much is the price of fuel. He’s currently billing a fuel surcharge of 53 cents a mile, and his fuel costs are averaging around 47 cents, so he’s actually making a six cent per mile profit on his fuel surcharge. For any number of perfectly legitimate reasons, high eights and low nines may be physically impossible to achieve with Quads, Super-Bs and the like, but anyone running in the US can probably improve fuel economy significantly through better driving habits and diligent spec’ing. Henry is living proof of what’s possible, but don’t take my word for it. Try it yourself. And to see how Canadian owner/ operators are doing in terms of fuel economy, check out the Fuel Economy Benchmarking study we just posted on OBAC’s Web site: look in the Toolbox section under Green Trucking. n – Joanne Ritchie is executive director of OBAC. Has the price of fuel got you sweating? E-mail her at jritchie@obac.ca or call toll free 888-794-9990.

TRUCK NEWS Page 49

Our People are Our Success. we hire the best to be the best.

Company Drivers

Owner Operators We Pay: Up to $1.33

We Pay UP TO: $.51/Mile TO START

PluS Fuel SuRchARge, InSuRAnce, PlATeS

SIgn-On BOnuS

Applicants must live within a 100 km. radius of our yard and must have flatbed experience

225 Huron Road, Sebringville, ON N0K 1X0

1-800-565-5557 or 519-393-6194 ext. 242 Fax: 519-393-5147 • E mail: dianneb@woodcockbrothers.com

www.woodcockbrothers.com

HIRING OWNER OPERATORS TANDEM AXlE

$1.20 $1.16 $1.14 $.349

PeR loaded MIle U.S. eaSTeRN SeaBoaRd PeR loaded MIle all oTHeR aReaS

QuAD AXlE

$1.22 $.404

loaded

$1.20

eMPTY

PeR MIle MaY FUel SURCHaRGe

PeR eMPTY MIle all aReaS PeR MIle MaY FUel SURCHaRGe

• Operating mainly within a 1200 mile radius of the Toronto area • Home weekly • Consistent year round work • Stable environment

Also HIRING CoMPANY DRIVERs 40.5¢/MIlE

BROOKVILLE CONTRACT IDENTICAL TO THE LAIDLAW CONTRACT

MARITIME OWNER OPERATORS PLEASE CONTACT: BETH TAYLOR FOR DETAILS

1-800-561-9040

or fax your resume to: 506-633-4731 or email resume to: mtaylor@brookville.ca

If you have a professional attitude and desire to succeed call: KEN ELLACOTT E-mail: kellacott@laidlaw.ca • Fax: 519-766-0437

www.laidlaw.ca

Doug SoMERVILLE Valued o/o Since 1970

Page 50 TRUCK NEWS

July 2011

Hiring Drivers and Owner-Operators

“We Deliv”er Quality

• Asset based carrier with Vans,

flatbeds and reefers

• Free weekly direct deposit

Canadian based Carrier looking for

Logistics Agents

If you have worked hard to establish a strong customer base Then the Xpress group can provide for you.

Flatbed and US Experience Preferred Clean Abstract and Criminal Search Required

For further information Contact: David Tracey dtracey@xpressgroup.ca or 800-756-3238 ext 4 or send resume to Dtracey@xpressgroup.ca

based on previous weeks loads

• Quick Carrier setup and

approval • 3 hr quick pay with clean delivery proof • Company email • Load boards provided at no charge to you • Carriers paid within 21 days • Corporate approves all credit and we bill the customer and pay the carriers

“Southwestern Ontario’s best kept secret”

www.xpressgroup.ca

NEW CONTRACT ACQUIRED Company Drivers Required/US Tandem up to .63cents/mile Owner-Operators Required/US Tandem up to $1.90/mile

AZ O/O’s

Contact Dave at: 1-888-257-3136 Ext 226

WAnted ImmedIAtely _ Based out of Southern Ontario for runs into the U.S.

TransporT LimiTed

• $1.33/mile (U.S. miles)

must have minimum 3 years experience and clean abstract. equipment must be 2005 or newer.

Visit our web site: www.whiteoaktransport.com e-mail: careers@whiteoaktransport.com 365 Lewis Rd. N., Stoney Creek Ontario L8E 5N4

• Fuel Subsidy Available • All tolls and Border Crossings Paid

Contact Recruiting at 905-677-0111

Reach Us by INTERNET E-MAIL SALES: kpenner@trucknews.com EDITORIAL: jmenzies@trucknews.com is currently looking for

Highway Owner Operators • Consistent, year round Ontario runs • Minimum of 3 yrs experience as a Highway O/O • Late model bunk tractor • Based out of the GTA and surrounding area • Company paid group health plan • Fuel capped @ 43 cents/litre If interested please fax your resume to the Safety Department along with: A current abstract, CVOR &

W t NEr Ra he

Full and part time, singles and teams, vans and roll tites for transborder. Positions available in GTA and Eastern Ontario. We offer owner operators $1.18 loaded/empty. AZ licence required, with 1 year experience. • • •

Company cards Benefits Fuel premium

• Weekly deposit • Safety bonuses • No touch freight

• 24/7 dispatch • Great equipment • On going training

• PeopleNet® • Maintenance

facility in house

criminal search and Tractor information to:

Fax:

416-621-2416 or email us @

recruiting@wilsonstrucklines.com Visit our website at:

www.wilsonstrucklines.com

Call Karen at 416-885-4059 to speak English, Punjabi or Hindi Call 800-267-1888 or 613 961-5144 x123 or x114 Email: recruiting@itsinc.on.ca www.itstruck.ca We are committed to employment equity and diversity.

July 2011

TRUCK NEWS Page 51

people

AZ/1A Drivers Wanted

Join one of North America’s ‘Best Fleets to Drive For’ Yanke is looking for the following: 10 O/O Singles for AB-BC-WA Triangle

AZ/1A Company & O/O Team* Schedules Available AZ/1A Singles for AB & BC

safety pays: Shawn Jameson of SGT was named winner of the Safety Motor Transport Award by the Motor Vehicle Safety Association.

Shawn Jameson, safety/recruiting manager for SGT in Brampton, Ont. was presented with the 2011 Safety Motor Transport Award by the Motor Vehicle Safety Association on May 11. He received a diamond ring and $500 as part of the award. The MVSA has been around since 1947 and is a volunteer organization comprised of members of the road transport and bus industries, and stakeholders and suppliers to those industries. The association focuses on health and safety issues and sponsors yearly seminars. The fleet manager safety award was chosen by a panel of MVSA executives and representatives of the Peel Police and OPP. It goes to the safety manager who makes an exemplary contribution to fleet safety. This year’s Motor Transportation award was presented to Jameson by association president David Wipperman, treasurer David Sheepway, Larry Beechey of the Ontario Provincial Police, and Todd Ruston, staff sergeant traffic services for the Peel Region Police. • Gord Peddle, vice-president and chief operating officer of Atlantica Diversified Transportation Systems, has been named chair of the Canadian Trucking Human Resources Council’s (CTHRC) board of directors. Peddle has served as chair of the Atlantic Provinces Trucking Association (APTA), board member of the Nova Scotia Trucking HR Council, and board member of the Canadian Trucking Alliance (CTA). He was also recognized with the APTA’s 2009 Service to Industry Award. Peddle’s first official role as CTHRC chair – overseeing an industry outreach session in Montreal – reflected his focus on raising awareness of the Council’s work and HR tools during the coming year, the organization announced. • Ridewell Suspensions has added Matthew Koontz to its engineering team. The mechanical engineer will work primarily with auxiliary axle suspensions, the company announced. Koontz has over 10 years of design experience with a background in designing tank components as well as tools for improving production metrics. • Cummins Canada has announced the hiring of Christoph Horn as territory manager for Ontario. Horn joins Cummins from Penske Canada, where he served as rental manager for the past four years. He attended the University of Guelph and graduated with honours. Horn is currently in training with Cummins in Columbus, Ind. and will soon be representing the company in his territory, Cummins announced.Horn can be reached at 905-795-1798 or by e-mail at christoph.horn@cummins.com. n

Yanke has a proven industry pay package, leading benefit and safety program. Apply today by contacting recruiting at 1-800-373-6678 ext. 2 or visit us online at www.yanke.ca *On average, Yanke teams last year earned $62,704 per operator

LTL CARRIER DISTRIBUTION

HEAVY HAULING INTERNATIONAL

PRECISION SPECIALIZED DIVISION

Exceptional Service for Exceptional Freight

The Precision GrouP of comPanies is hiring Company Drivers & Owner Operators for our Van & sPecialized diVisions Top Industry Rates • Well Maintained Equipment Must be Qualified with 2 Years OTR Experience

Call:

1-800-890-2558 email: dispatch@precisiongroupag.com

www.precisiontrucklines.com www.precisionspecializeddivision.com

Page 52 TRUCK NEWS

July 2011

new products

Michelin upgrades most popular steer tire, promises 30% more miles By James Menzies GREENVILLE, S.C. – Michelin’s popular XZA3 steer tire is being retired to make room for the XZA3+ Evertread, which promises the same fuel-saving performance while providing 30% more miles than its competitors. The company is so confident in its claim, that it is guaranteeing it. “Michelin is so confident in the XZA3+ Evertread tire that we guarantee fleets and owner/operators will get more road than competitive tires,” said Ted Becker, vice-president of marketing, Michelin Americas Truck Tires. Full details of the guarantee are available online at www.MichelinTruck.com. “We have a testing method that’s explained in great detail on our Web site,” Becker told Truck News in an interview. “We’re so confident that we’ll reach that performance guarantee that there are monetary incentives should it not.”

It’s not just large fleets with the means to conduct head-to-head comparisons that will benefit from the guarantee, Michelin noted. Singletruck owner/operators will also be able to take advantage of the guarantee, as long as they have good before and after data on their tire mileage, Michelin officials told Truck News. Michelin is also promising fleets and O/Os will get at least three retreads out of the XZA3+ Evertread’s casing. The longer life offered by the new steer tire is attributed to a new patent-pending dual compound tread. Michelin uses multiple rubber compounds at various places on the tread to address different concerns. One compound is engineered to control tread stiffness and stress to reduce irregular wear and extend life while another is designed to maximize fuel efficiency and keep operating temperatures low to protect the casing. “By blending these two com-

pounds, we get maximum, industryleading tread life with the top compound and the bottom compound allows us to maintain the fuel efficiency that came with the XZA3,” Becker explained. The benefits of the dual compound tread are lost when the casing is retreaded, at which time a conventional tread is applied. “It would be a regular retread that is applied to it, but it’s the casing that brings the real retreadability and that’s why we’re offering a three retread guarantee,” Becker said. The XZA3+ Evertread is intended for linehaul applications and is a good match for tractors with X-One wide-base tires on the drives, Becker said, adding the new offering is Michelin’s most fuel-efficient steer tire. Becker also said the tire offers good traction, making it suitable for Canadian winters. “We tested it in all markets in North

xza3+ Evertread

America and we’re confident it will perform well in Canada, just like our XZA3 has performed well in Canada,” Becker told Truck News. The XZA3 has been Michelin’s most popular steer tire in North America and has been on the market for about six years. The XZA3+ Evertread is available now through Michelin dealers. It is offered in four G-load range sizes: 11R22.5, 275/80R22.5, 11R24.5 and 275/80R24.5; as well as two H-load sizes: 11R22.5 and 275/80R22.5. n

PeopleNet’s Blu.2 coming soon

Blu.2 is faster, lighter and costs no more than the unit it replaces By James Menzies TORONTO, Ont. – PeopleNet has come out with a sleeker, more powerful version of its Blu in-cab computing system, which will be available to customers for about the same price as the original version, the company announced. The company unveiled Blu.2 at its PeopleNet Canada Transportation Symposium in Toronto June 10, where it received rave reviews from beta-tester MacKinnon Transport. Linehaul coordinator Shelley Hickey said MacKinnon appreciates Blu.2’s new functions, including the ability to change duty without having to contact the firm’s safety department and a panic alarm feature that alerts a designated contact of any dangers encountered on the road. She also liked the ability to display electronic logs onscreen for enforcement officers, which usually relieves dispatch from having to print and fax logs to an inspection station. “The lighter, more compact unit is easier for mounting,” added MacKinnon Transport maintenance manager, John Gibson. “I’ve also heard some of our drivers comment about how driver-friendly they are to use and how much they like them.” In a conference call with media, Matt Voda, vice-president of product management, said the Blu.2 device is 65% lighter than the first generation model it replaces. Transitioning to the new model is simple, he added, because it can be installed using existing mounting hardware. The new-generation computing system is also designed for improved performance in cold temperatures, which is sure to be appreciated by Canadian customers. “Especially for our friends in Canada, we wanted to provide a device that’s faster in cold weather start-up and we achieved that with this new design,” Voda said, noting the Blu.2 system can get up and running 40% faster

July 2011

TRUCK NEWS Page 53

Steady Work Home Regularly Benefits Safety & Performance Bonus

TransporT Inc. blu.2

in cold weather than the Blu.1 system. Existing customers can swap out and replace the displays without having to replace their back-end systems, Voda said. “It’s a very efficient upgrade for our customers,” he pointed out, adding there is no retraining required for drivers, as the system will be intuitive to use for anyone familiar with the original Blu. Fleets can deploy a mix of Blu.1 and Blu.2 devices if they wish, as the support and maintenance requirements of both systems are the same. And perhaps best of all, it won’t cost any more than the first-generation systems. Voda said underutilized features, such as extra USB slots, were eliminated in order to keep costs in check. “You’re getting more features and value, really for the same costs,” Voda said. “It’s a stronger platform going forward for about the same price.” Some of the enhancements offered in Blu.2 are a brighter display and more dimming options for nighttime use. Drivers also have greater control over the audio feed and it’s Bluetoothcompatible so drivers can safely use the system while driving. Drivers can also choose to have inbound messages read to them so they don’t have to divert their eyes from the road. Blu.2 is currently in the late stages of beta testing and will be rolled out to industry in the third quarter, Voda announced. PeopleNet promised “attractive pricing” for existing customers looking to upgrade. In the fourth quarter, PeopleNet plans to roll out “significant capability enhancements” across its entire Blu platform. The new product launch affirms PeopleNet’s commitment to the Blu platform, Voda indicated. Currently, there are about 120,000 Blu units deployed in the industry, he added. n

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Page 54 TRUCK NEWS

July 2011

new products

Goodyear has come out with a new deep-tread drive tire that incorporates its Fuel Max technology. The SmartWay-approved G572 LHD drive tire features a 30/32nd tread, making it what Goodyear claims to be the deepest-tread drive tire with SmartWay approval on the market. Moving from standard Goodyear tires to Fuel Max tires on the steer and trailer and the new G572 LHD drive tire, operators could see their fuel economy improve by more than 4%, the company claims. The G572 LHD comes in four siz-

es: 11R22.5 and 11R24.5 (in G and H load ratings); and 295/75R22.5, and 285/75R24.5 – both in G load ratings.

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• Continental has come out with two new medium radial truck tires for construction and severe-service applications. The Continental HSC 1 (Heavy Steer Construction) is a steer tire designed for optimal original mileage with excellent self-cleaning properties and a three-groove design that provides good traction even on loose surfaces, the company announced. It’s available in sizes 11R22.5 and 11R24.5 for load range H, with 12R sizes scheduled for introduction later this summer. Meanwhile the Continental HDC 1 (Heavy Drive Construction) tire features a full 32/32” tread depth as well as a new self-cleaning tread pattern. A heavy-duty compound and aggressive open shoulder design provide excellent original mileage and traction, the company notes. The available sizes are also 11R22.5 and 11R24.5 in load range H. • To celebrate National Tire Safety Week held June 5-11 in the US, Michelin partnered with the Tire Industry Association to develop a truck tire training video for fleets. The video outlines proper safety procedures when handling truck tires in the shop and is available for free on Michelin’s YouTube channel. The 18-minute video, called Tire Shop Hazard Assessment was developed to help tire dealers and fleets comply with OSHA regulations while reducing the risk of injuries in the workplace. To find the video, visit YouTube and do a search for the video by name or do a search for the Michelin Truck Tires YouTube channel.

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Paylode has come to market with a 100% recycled, reusable dunnage product line to protect cargo travelling by truck, rail and intermodal modes. It is aimed at replacing corrugated cardboard and wooden dunnage. Introductory offerings include: bulkhead spacers, separator pads, void panels, lateral void fillers and plastic boards. The company says its products cushion loads without crushing to protect freight. And since they can be re-used hundreds of times, the products are also

environmentally friendly, the company announced. The new Paylode products are already being used by shippers such as Heinz, MillerCoors and Morton Salt. For complete info, visit www.Paylode.com. •

Rand McNally’s truck GPS systems – including its popular IntelliRoute TND truck GPS – are now available in Canada, thanks to a distribution deal with Synnex Canada. The IntelliRoute TND features truck-specific navigation, a speaker and mounting device designed for truck cab use, an extra long power cable and a suite of specialized trucker business tools. The units will be available in Canada through Traction Heavy-Duty Parts stores, Lordco and through Amazon.ca. For more info, call 514-683-1771, ext. 8935. • TRP Aftermarket Parts has announced the availability of an AM/ FM CD player that allows drivers to answer calls on their cell phones while keeping both hands on the steering wheel. The radio allows drivers to sync their cell phone to the audio system using Bluetooth wireless technology, allowing them to hear calls on their radio speakers and to speak through a built-in microphone. The company says its Bluetooth-enabled radio provides a higher power output for better sound quality. For more, go to www.TRPParts.com.

Data-mining firm Vigillo has launched a new division called IQLab, which will provide custom reporting and data analytics for fleets. Best known for its CSA scorecards, Vigillo will develop customized reports on everything from which drivers are committing ‘red flag violations’ to ‘what-if?’ analysis that combine data taken from various sources. Customers simply provide the data or the source of the data and IQLab will charge an hourly rate to produce the customized reports, or fleets can purchase pre-existing templates from http://iqlab.vigillo.com. Reports are available for everything from CSA compliance to HR, maintenance, fuel taxes and dispatch, the company announced. n

July 2011

TRUCK NEWS Page 55

advertisers’ product/service index INSURANCE AIR CONDITIONING Manwin Enterprises............... 23 Aaxel Insurance.................... 55 XTCC.. ................................26 Burrowes Insurance Brokers.. ... 8 CK Insurance....................... 23 ANNOUNCEMENTS Innovative Insurance............. 59 Truck News On-Line Award.. ... 25 NAL Insurance.. .................... 16 National Truck League.. ..........26 AUXILIARY POWER UNIT State Farm – Rose Monachino.....28 XTCC.. ................................26 Stateside Transportation Consultants.. .....................30 BORDER CROSSING SERVICES Avaal Technologies................ 23 LOANS/FINANCING BUSINESS CONSULTANTS Avaal Technologies................ 23 C.U.T.C. .............................. 31 Innovative Hydrogen Solutions . . 15 Innovative Insurance............. 59 Stateside Transportation Consultants.. .....................30 Transport Financial Services.... 14

TRAILER SALES (NEW)

A-Z Technical Bldg..................... 58

King Radiator.............................14

Action Trailer Sales................. 9

A&A Exhaust............................ 30

Kingpin Specialists......................19

Glasvan Great Dane............ 5,27

Aaxel Insurance Brokers.............. 55

Laidlaw Carriers (Bulk/Dumps)...... 42

Great Dane Trailers.. .............. 63

Action Trailer Sales... .................... 9

Laidlaw Carriers (Tanks).............. 45

Arctic Traveler (Canada) Service... .. 26

Laidlaw Carriers (Vans)............... 49

TRAILER SALES (USED)

Arnold Bros. Transport... .............. 46

Liquid Capital Midwest................ 58

Action Trailer Sales................. 9

Arrow Truck Sales........................ 7

Liquid Cargo............................. 48

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

Atlantis Radiator Truck Auto Service.. ...19

LMB Transport.......................... 36

M.H.L. Services..................... 10

Avaal Technologies..................... 23

Manwin Enterprises.................... 23

West Van Rental................... 22

Bandag................................... 34

MHL... .....................................10

Bison Transport......................37,52

Michelin.................................. 64

Riviera Finance..................... 15 TRUCK NEWS SUBSCRIPTION...... 58

LUBRICANTS Castrol/Wakefield Canada....... 21 Centerline Truck Lube.. .......... 18 Chevron Global Lubricants....... 4 Flo Components.. .................. 33 Husky Oil Marketing.............. 13 Quick Truck Lube.. ................ 29 CAREER OPPORTUNITIES... 36,37,38, Shell Canada Products Ltd....... 17 .................. 39,40,41,41,43,44,45, ............... 46,47,48,49,50,51,52,53 MEDICAL SERVICES Truck News/Driverlink.com.. ...... 61 Ontario Drivers Medical.. ........ 24 Truck ops............................. 18 RADIATORS CHILD FIND.. .......................... 33 Atlantis Radiator Truck Auto Service.. ........................... 19 Canadian Industrial & Truck CLASSIFIED........................... 58 Radiators...................... 10,55 Greater Niagara Radiators....... 31 CLIMATE CONTROL Manwin Enterprises............... 23 King Radiator....................... 14 XTCC.. ............................... 26 XL Radiators.. .......................28

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TRUCK LEASING Expressway Trucks................ 25

BMD Transportation... ................. 53

Morgan’s Diesel Truck Parts... ....... 35

Burrowes Insurance Brokers........... 8

Morrice Transportation................ 40

Canadian Industrial & Truck

NAL Insurance...........................16

Radiators... ....................... 10,55

National Truck League................. 26

Caravan Logistics...................... 38

Nolan Transport... .......................41

Career Opportunities... ......36,37,38,

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

... ................. 39,40,41,42,43,44,45,

Precision Specialized ... ............... 51

... .............. 46,47,48,49,50,51,52,53

Quick Truck Lube....................... 29

Castrol/Wakefield Canada............ 21

Remex Express..........................41

Celadon.................................. 43

Riviera Finance... ........................15

Morgan’s Diesel Truck Parts.. ... 35

Centerline Truck Lube..................18

Scotlynn Commodities... .............. 44

XL Radiators.. .......................28

Challenger Motor Freight... ........... 39

Scott-Woods Transport................ 47

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

Shell Canada Products... ...............17

TRUCK SALES (NEW)

Child Find............................... 33

Snowbirds............................... 47

Arrow Truck Sales.................. 9

CK Insurance............................ 23

State Farm Insurance... ............... 28

Expressway Trucks................ 25

Classified............................... 58

Stateside Transportation

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

Crossword Puzzle...........................10

Consultants.. ......................... 30

Crossword Solution........................55

T.D. Smith Transport................... 47

TRUCK SALES (SHUNTS, YARD

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Tankmart International................ 31

TRACTORS)

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Texis Truck Exhaust.................... 54

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

DMR Truck.. ............................. 45

TFX Internatonal........................ 38

Don Anderson Haulage................ 47

The Rosedale Group.. ...............41,53

Espar Heater Systems................... 5

The Truck Exhaust Place.............. 24

Expressway Trucks.. ................... 25

Total Transportation.. .................. 42

Fastrax Transportation................ 40

Transport Financial Services..........14

Fergus Truck Show.. ................... 59

Truck News/DriverLink.. ............ 61

Flying M Truck Stop.................... 20

Truck News On-Line Award........ 25

Flo Components........................ 33

Truck News – Subscription.. ....... 58

EXHAUST TIRES & TIRE SERVICE A & A Exhaust......................30 A & A Exhaust......................30 Bandag.. ..............................34 Canadian Industrial & Truck Texis Truck Exhaust..............54 Michelin..............................64 Radiators...................... 10,55 The Truck Exhaust Place.. ....... 24 Centerline Truck Lube.. .......... 18 TRAILER LEASING & RENTAL Expressway Trucks................ 25 FINANCING Action Trailer Sales................. 9 State Farm – Rose Monachino.....28 Quick Truck Lube.. ................ 29 Glasvan Great Dane................ 5 XL Radiators.. .......................28 West Van Rental.................... 22 HEATERS

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

Truck News – TruckOps..............18

FTI.. ....................................... 38

W.J. Deans Transportation.. .......... 47

Glasvan Great Dane.................. 5,27

West Van Rental........................ 22

Grace Transport.. ................... 46,53

White Oak Transport................... 50

Great Dane Trailers.. ................... 63

Wilson’s Truck Lines.................. 50

Greater Niagara Radiators............ 31

Woodcock Brothers.................... 49

Highland Transport..................... 48

XL Radiators.. ........................... 28

Husky Oil Marketing.. ...................13

Xpress Group.. ...................... 36,50

Espar................................... 5 Manwin Enterprises............... 23 TRAILER PARTS & SERVICE XTCC.. ................................26 Action Trailer Sales................. 9 Glasvan Great Dane................ 5 Kingpin Specialists................ 19 HYDROGEN GENERATING MODULE Innovative Hydrogen Solutions... 15 West Van Rental.................... 22

TRUCK SHOWS

Hutchinson Industries.. ................ 62

XTCC.. .................................... 26

Fergus Truck Show................ 59

Innovative Hydrogen Solutions........15

Yanke Group Of Companies.. ......... 51

Innovative Insurance................... 59

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TRUCK PARTS & ACCESSORIES A & A Exhaust......................30 Canadian Industrial & Truck Radiators...................... 10,55 Expressway Trucks................ 25 Manwin Enterprises............... 23

SAFETY AND COMPLIANCE CROSSWORD West Van Inc........................ 22 July 11 Crossword Puzzle.......... 10 Stateside Transportation July 11 Crossword Solution........ 55 Consultants.. .....................30 TRUCK SALES (USED) DRIVER EDUCATION/TRAINING Arrow Truck Sales.................. 7 TANKER SALES (NEW & USED) Avaal Technologies................ 23 Dependable Tank.................. 11 Expressway Trucks................ 25 Stateside Transportation Hutchinson Industries............ 62 Morgan’s Diesel Truck Parts.. ... 35 Consultants.. .....................30 Tankmart International.. ......... 31 TRUCK SERVICE & REPAIR

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Young Transportation System........ 36

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Page 56 TRUCK NEWS

superrigs

Super

July 2011

Rigs It’s not the money or the trophies (though both are nice) that draw truckers from across North America. It’s the calendar. By James Menzies

KENLY, N.C. – Shell SuperRigs is a truck show unlike any other, and not only because the cash prizes are more generous and the trophies larger and shinier than at most other show-and-shines. It’s different because the aforementioned prizes are not the main allure that attracts truckers from all over the US and Canada. Ask any of the truckers at the show and they’ll tell you the same thing: they’re there for a shot at the calendar. The prolific Shell SuperRigs

calendar consists of a dozen rigs, handpicked from among the SuperRigs show’n’shine entrants and photographed at scenic nearby locations. “The main goal is the calendar, and then do the best you can in the actual judging,” said Nathan Tompkins as he took a break from polishing a Pete 379 belonging to Winnipeg, Man.-based Jade Transport. Tompkins had been prepping Truck #199 for weeks and as he applied another coat of polish under the scorching North Carolina sun, he strained to calculate how many hours he’d put into cleaning

the truck. “How many hours do I have left to go? I can tell you that; probably at least another 20 hours to go because that’s the judging deadline,” he said with a grin. The same scene was playing out all across the Kenly 95 Petro parking lot, as truckers from all over spent hours working on their rigs in anticipation of earning a spot in the SuperRigs calendar. When asked how much it would mean to make the calendar, Larry Ell said “It would be pretty important. That’s what we’re here for.” Ell was working on Born to Lead, a stunning 1982 Pete 359 taking part in only its second truck show. Most of the time, Born to Lead is hauling wheat around Anthony, Kansas. But this truck also has a Canadian connection; much of the stainless work was done by 12 Gauge Customs out of Guelph, Ont., Ell noted. Like any truck show, the SuperRigs event is in many cases a family affair. Tyler Gwillim was most certainly the youngest entrant at the show. The 16-year-old was showcasing The Green Hornet, a bright green 1986 Peterbilt he helped customized with his father Mickey. “I was young when we built it,” he told me. “I was like seven or eight, so I didn’t get to do too much myself, but if I could do anything, I tried. I really love this truck. I don’t think you can get any better than it.” Tyler guesses he’s been to 30 or 40 truck shows, and he can often be found bouncing from truck to truck and offering the other contestants a hand with polishing. “He’s little, so he can fit into spots nobody else can so they all want him there to help,” Mickey joked. However, owning one of the trucks in the competition has instilled in Tyler a new appreciation for all the work that goes into preparing a rig for judging. “I usually used to help other people but then I started clean-

July 2011

TRUCK NEWS Page 57

family affair: Dad Mickey Gwillim and son Tyler entered Tyler’s truck The Green Hornet and enjoyed spending the weekend together.

ing (The Green Hornet) and I said ‘Man, I feel really bad. I left him (Mickey) doing it himself all these years’,” Tyler said. Now in its 29th year, the Shell SuperRigs competition is one of the highlights on the truck show calendar for any serious truck enthusiast. David Waterman, North American marketing manager for Shell, said the show is held at a different truck stop each year to ensure it’s always accessible to a fresh crop of trucks. “That’s what makes it fun, seeing new contestants,” Waterman said. “I think by moving it around as we do, we have the opportunity for drivers that don’t necessarily have Oak Grove, MO (where the 2009 SuperRigs show was held) in their route, they can come to Kenly because it’s more in the region that they run. It’s gratifying to see we get some new talent and there’s some old ones too that may do some changes to the truck; it could be a paint job, it could be new chrome that they put on. It stays fresh.” Shell also is taking steps to involve the local communities in the

event, by putting on a big rig parade for local residents and inviting them to a fireworks display. “What we’ve done in recent years is try to make it more of a community event, because these drivers are on the road more than they’re at home,” Waterman said. “We try to make it more of a home feel, where we invite the local community out and give it more of a carnival atmosphere.” As for the calendar, only one truck show category winner is guaranteed a spot. The Best of Show winner is always included, but all other trucks are hand picked by the photographer and creative director, who have visited in advance to find 12 perfect spots for photo shoots. During the show, they are on the lookout for the trucks that would best suit each of the landmarks they had earlier identified. “When the trucks start showing up, we’re travelling the parking lot, looking for trucks that have some unique image to them and would be ideally suited to place in this particular backdrop,” Waterman explained. n

Pete 379 wins top honours at Shell SuperRigs competition KENLY, N.C. – A blue and silver 2003 Peterbilt 379 owned by Jeremy Heiderscheit of Peosta, Iowa will be one of the trucks to grace the pages of the Shell Rotella SuperRigs calendar in 2012. Heiderscheit’s Pete won Best of Show honours at the 29th annual truck show hosted by Shell at the Kenly 95 Petro in Kenly, N.C. in early June. He took home a $10,000 cheque as well as a coveted place in the popular SuperRigs calendar. The Model 379 also took top honours for Best Chrome. First runner-up honours for Best of Show went to Cory Radke and Vinnie Diorio of Ridgefield, Wisconsin. Their 2007 Pete 279 earned them $4,000. Jerry Kissinger of Stoughton, Wisconsin took home $2,500 for earning second runner-up honours in the Best of Show category with his 1991 Mack Superliner, which also won Best Engine. That truck also won Best Interior.

A 2005 Kenworth owned by TJ Timblin won first place in the Tractor Division, while Sean Cielke of Haugan, Montana won the Tractor-Trailer division with his 2006 Kenworth W900B. Local Brandon Smith of Raleigh, N.C. won the Classic Division with his 1996 Pete 379 while the People’s Choice Award went to Eric Heatherman of Kansas and his 2011 Pete 389. Best Lights went to JR Schleager’s 2003 Kenworth W9L while Best Theme went to Big D Koslicki’s 2001 Freightliner Classic. In total, $25,000 in cash and prizes was awarded at the show, in addition to pages in the SuperRigs calendar. n

best of show: Jeremy Heiderscheit collects his winnings as Best of Show winner at this year’s Shell SuperRigs competition.

ruck

Page 58 TRUCK NEWS

July 2011

mail

Motor coaches should be held to same standards as trucks Dear Editor: First let me say, that I enjoy reading your magazine and a vast majority of the time I learn something new when I do. Recently, I found myself while on the way home from work getting passed by a bus. Out of curiosity, I paced the bus just to see what speed the bus was doing. Just to keep pace with this bus I was doing 130 km/h down Hwy. 401. Now, if I were in my work truck doing this, there would be disgust and a high chance of me either being suspended or even fired from my job. The last few weeks I really started to take notice of what some of these coach bus drivers are doNews Subscripton TN P185 6/7/10 2:26 ing on the highways in southern Ontario. T he amount of tailgating,

speeding and left lane violations along with aggressive driving/ rapid lane changes are beyond insane. And yes, for all you bus drivers that read this: you are not allowed out in the far left lane anymore then semi-trucks are. There is a length restriction for this lane of 6.5 metres. The average coach bus has a length of 14.4 metres. When are we going to see a crackdown by both the Ministry of Transportation and by the police on these drivers and companies? When was the last time anyone saw a bus parked behind a scalehouse let alone put out-of-service for violations? The only scale that I can recall PM Page 1 that even requires a bus to pull into it is in NY state near Rochester.

I have no problem with the laws and rules that I have to follow as a professional truck driver. God forbid if I get in an accident at highway speeds, especially with

Dear Editor: Finally, someone speaks up as to what is the main reason for the driver shortage: wages, wages, wages. (It’s the pay, stupid, letters to the editor, June Truck News). I was offered $15.50 an hour to start a new job. I have 33 years’ experience, with just about every type of trucking there is and a clean CVOR and clean abstract. I’m searching for another career. How many other jobs do you know of where a man can work all day and after being run the DoT mill or the

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PLEASE ANSWER THE FOLLOWING QUESTIONS 2) How many vehicles are based at or controlled from this location? Please indicate quantities by type: — 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: ■ YES ■ NO 14,969 kg. & over (33,001 lbs. & over)... 11,794-14,968 kg. (26.001-33,000 lbs.). ■ YES ■ NO 8,846-11,793 kg. (19,501-26,000 lbs.)... ■ YES ■ NO ■ YES ■ NO 4,536-8,845 kg. (10,000-19,500 lbs.)..... Under 4,536 kg. (10,000 lbs.)................ ■ YES ■ NO 4) This location operates, controls or administers: ■ YES Diesel powered vehicles.......................... Refrigerated vehicles............................... ■ YES Pickups or Utility Vans............................. ■ YES ■ YES Propane powered vehicles...................... 5) Do you operate maintenance facilities at this location? .................................... IF YES, do you employ mechanics?........

■ NO ■ NO ■ NO ■ NO

■ YES ■ NO ■ YES ■ NO

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

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July 2011

TRUCK NEWS Page 59

opinion

What makes a good show? Publisher’s Comment Rob Wilkins

I’ve just returned from the Atlantic Truck Show and once again, it was a great event. What makes a great show you may ask? My boss would tell you the success of any show should be measured by the amount of advertising revenue sold. James, our editor, will tell you it comes down to uncovering an exclusive article, while Mary, our circulation manager, deems the time and effort worthwhile based on how many new qualified subscribers we signed up at our booth. Over the years I’ve worked with a few salespeople who would honestly tell you a show was a success based on the quality of food they ate and the quantity of booze they pounded back. Most of those people no longer work here so I suppose it’s not the best criteria to use. Of course, there are some great stories that come out of these shows. One of the most memorable (and I may have mentioned in a previous column but it’s worth the repeat) happened to a very good friend of mine. After a night of Montreal madness he was sleeping soundly in his hotel room. In the middle of the night there was a knock on the door. Still half asleep, he got out of bed to answer the door. By the time he got to the door, the person had left. Most people would close the door and head back to bed – but not this guy. He leaned out into the hallway, lost his grip on the door and it immediately slammed shut behind him. So there he was, no key and no way of getting back in without going back down to the front desk. A bit of a problem when you sleep in the buff! Lucky for my buddy, someone in the room beside him had ordered up an ironing board and they had left it in the hallway for pick-up. He was able to take off the board covering and wrap it around his mid-section like a diaper and from there he headed to the stairway and ultimately found the front desk. The next day he was the talk of the entire show. From all accounts, the Atlantic Truck Show was a great event. Great crowds, great people and great lobster! I’m already looking forward to the next one. Regardless if you’re an exhibitor or an attendee, the Atlantic Truck Show is one not to miss. n – Rob Wilkins is the publisher of Truck News and can be reached at 416-510-5123.

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Fergus:OTR_OTR 5/10/11 10:42 PM Page 1

July 22 - 24, 2011 • Fergus, Ont

Part 2

FICTION FICTION

Part 2

Mark Dalton: Owner/Operator

Licence renewed Till Theft Do Us Part Mark Dalton: Owner/Operator By Edo Edo van van Belkom Belkom By

THE STORY SO FAR The story so far… Mark mechanic work-a Mark isisawakened looking forbyaaload. Bud has sweet to California won’t be ing onone a truck in a yard that where Mark ready for a few days. InHe thetalks meantime, has parked overnight. to the Bud asks Mark toman help isannot older mechanic but the too driver, friendCharlie his learns licence the rely. In theKnowles, morningget Mark newed. Charlie’s a real and mechanic wasn’t fixing thecharacter starter motor, Mark agreesit… to help out. but stealing •• Mark leaned back against the grille of Mark had to help prepare Mother Loadagreed as the police officer investiCharlie Knowles for all the tests he gating the parts theft asked him a bunch needed to complete in order to get his of questions. commercial driver’s licence renewed, “So what did the guy look like?” but what that meant, Mark didn’t have Mark thought about it, but couldn’t a clue. Other than a physical every really recall. “Hard to say. It was dark and few years, Mark hadn’t been tested on he had his back to me mosthe’d of the time. his driving ability since first reAnd when he did turn around to face me ceived his licence and that had been his face covered with grease.” some 15was years ago. How could he pre“So you didn’t get a good look?” pare someone for something he didn’t “No,” Mark said, feeling like he’d let know anything about? theSo cophe– and the owner of Internet the Western logged onto the and Star – down. “But he did have a name checked out the Ontario Ministry of on his coveralls.” Web site, but was unTransportation’s “Ohtoyeah, what wasabout it?” The officer able find anything driver liput his pen against notebook indrivers prepcence renewals forhis commercial 65 andfor over. aration the Although name. Mark wasn’t a computer “Joe.” genius, he’d used the Internet before and could usually what he The officer’s hands wentfind to his sides. was name looking so his results were “His wasfor, Joe?” puzzling. Therethe was a section “That’s what patch said.” for drivers“Uh renewing their licences 80, huh.” He paused for a over moment. and all kinds of help with renewing ex“Let’s talk about the truck.” pired licences and booking appoint“Right, it was black, sort of a matte finments newatests, nothing ish, likefor it had quickbut coat of flat about black what Mark wanted to know. Mark primer on it.” wondered if he’d missed something on “That’s something at least. You get a the site, but to the best of his abilities licence plate number?” he couldn’t find anything about the Mark slowly shook his head. “I never MTO’s licensing policy regarding oldthought to check it.” er commercial drivers. “Did youthe thatWeb this guy Markit ever had occur hopedtothat site might be stealing something off the truck would help him understand the reasonand not repairing it?” but the fact that ing behind the policy, The cop’s tone was condescending he couldn’t find anything – even using and Mark didn’t like it one bit.– “Why the site’s own search engine made would I think that? I’ve been for him think that perhaps thedriving program years and every mechanic I’ve ever seen was too new, or the ministry wasn’t is covered dirtit,and is wearing very proudinof or itgrease, was just another someone’s old clothes, and drives beattax-grab kind of program likeaDrive up old van likehad that.toI’mbetelling Clean. There someyou, realthere reasonsnothing driversspecial were about required to jump was this guy.” through all sorts of hoops just because The officer sighed. “I suppose you’re their but most recentbeen birthday was their right, there’ve a string of these 65th?inMark wanted know whatbeen they thefts the area andtowe haven’t were,toso decided to people call them up able gethemuch on the doing and ask. it. It’s frustrating to have an eye witness It took a while who can’t help us.” before he got connected to a human could Mark conceded thatbeing point, who wondering answer his questions, but when the how he could have been so easily fooled right woman finally came on the line by the mechanic. Just the way the man she was both pleasant and professionhad talked to him should have tipped al. him off, but so much of it made sense. Af“How can I help you?” ter all, who else but a guy who didn’t like Mark decided to start slowly. “Yeah, dealing with people would be working my dad is a truck driver and he’s 64

on trucks midnight? “I guess I’ll keep right now,atbut his birthday’s coming up an out for these in the future.” in aeye month, and he’sguys scared to death of losing hisappreciate licence. That isn’tthegoing to “We’d that,” officer happen is it?” Mark his card. “And tell said, handing if he renews hisThe licence.” all “Not your trucker friends. more peoyear?” ple“This we have looking for these guys the “And every year after 65.” better.” “That doesn’t seem fair. He hasn’t • had a problem in years…in he’s A few nights later Mark wasfact parked never had an accident in his life.” overnight in a large yard in Vaughan, “That’s admirable but research Ontario that served thesir, container traffic has shown that older drivers more coming and going through theare nearby likely to develop medical conditions rail yard. As he slept, he found himself that affect their ability to drive. After dreaming about Angelina Jolie and how 65, drivers are one-and-a-half times she had come to his hotel room for a more likely to have an accident than drink, but had sat down on the edge of drivers between 45 and 64.” theShe bedknew as if she spendherhad stuff,intentions that wasoffor sure. ing the night. And Mark could concede the fact that comfortable, I see…” as“Making drivers yourself got older they had more he said. health issues. So an eye test and a She answered him, but Mark couldn’t physical were probably a good idea, quite make out the words. That’s bebut that didn’t explain the rest of it. “So cause there were people out in the hallwhy do they have to be road-tested way, too?”talking loudly and making plenty of noise. She paused, as if thinking. “The li“Excuse me,”process he said, intending on cence renewal has been developed with helpon and of asking the the people theconsultation other side of people theup industry to enhance the door to inshut because he had truck safety. re-assessAngelina JolieThat in hisincludes hotel room, but at ment of a person’s driving ability.” some point before he reached the door sighed,open knowing hefound probably his Mark eyes fluttered and he himwasn’t going to get anywhere with this self not in a hotel room with a hollywood woman. “You know, lot of icon, but inside MotheraLoad in drivers a truck have to rent trucks and trailers to take yard in Vaughan. their tests, costing them money And the voices? There wereand peo-a day off work just to keep their licence.” ple outside, working on a truck. Mark “That’s unfortunate.” checked his watch. It was two in the “And if a driver has been on the morning. This can’t be on the level, he road 40 years without a problem, why thought, and decided to check it out. should he have to prove he can still This time Mark brought his flashlight drive? That seems like age discriminawith intent on seeing the mechanic’s tion him, to me.” face and makingregularly sure another trucker “The ministry reviews the wasn’t getting ripped off. renewal requirements. If you have con“Evening,” he said as he approached. cerns – as you obviously do – then I “How you doin’?” came friendly suggest writing to thethe Ontario response from behind the cowling. Transport Minister, or your memberHe of was working on a Freightliner and the provincial parliament.” engine cowl had been pulled up to ex“Write a letter?” pose the sir.” engine compartment. Just past “Yes, theMark truckhung was up a dark minivan its the phone. ‘Sowith be it,’ thought Mark. If there’s a test, then it back hatch open. was his I was job asleep,” to makeMark suresaid, Charlie “Well, makpassed ing noteit.of the minivan’s licence plate number. “But something woke me up.” • “Sorry about that,” said the voice. Mark met in the lot to of “They don’tCharlie give you a lotparking of space a truck yard out by the airport. Charlie work.” was sitting in his pick-up the far Mark peered around theatcorner ofend the of the yard and when Mark pulled truck and saw the mechanic installingin, a he wasted time When gettingthe out of nohis part onto theno engine. man truck and hopping into Mother Load. ticed Mark standing there, he stopped He scaled the cab so easily and what he was doing and looked Mark in slipped in the open passenger side the eye. “I should be done in a minute... door so effortlessly, Mark would have let you get back to sleep.” never have guessed the man was a

Illustration by Glenn McEvoy

Mark noted the man wasn’t hiding his face. “Hey, that’s a big flashlight,” he said. senior“Maybe citizen. you could shine it over here for “You me?” Mark Dalton?” Charlie asked The fact that the man was asking for in his thick Scottish accent. Mark’s him me?” involved, told “Youhelp, don’tgetting remember Mark that this repairatwas probably on Charlie looked him strangely. the level.I?” He switched on the flashlight “Should smiled andengine, relatedallowing the storythe of andMark shone it on the the early days of his truckthe driving mechanic to easily tighten bolts cahe reer working when he’d was on.been recently divorced and he’d let later his personal A moment there wasappearance a voice beget out of “Are hand. hind them. youHe’d donelooked yet?” like a bum, Charlie had him asaid. los“Justbut finishing up,” thecalled mechanic er.Mark “Do you remember that?” held the flashlight in place, but Charlie’s as he turned aroundeyes to seenarrowed who had joined looked Mark over. “Aye, I remember. them. There were two men standing You were stilllate could there, one aanloser olderthen. manYou in his fifbe. I don’t know that much about you.” ties, early sixties, and a younger one, Mark had considered thanking the twenty-something and wearing a jackman for shaking him up enough to get et that had the word “Security” emblahis life back on track, but it didn’t seem zoned on it in several places. the right time for it now. “This is my truck,” the gonna older man said, “How much you charge probably noticing the inquisitive look on me?” Mark’s face. “I need it first thing in the “What?” Mark said. He hadn’t morning.” thought to charge anything. As far as to he worry, done,” theamechanhe“Not knew wasI’m doing Bud favour. ic said, pulling himself out of “Did Bud tell you you’d havethe to engine pay?” compartment. “He didn’t, but I’ve called around to switched the of light. Obviously theMark schools and off some them charge this was a and legitimate repair. driver $3,000... that’s just for aThe refresher was there and so was the security guard course.” a lot of money.” for“That’s the truck yard. “I’m going back to “You it’s“Good a lot of night.” money,He especialbed,” hebet said. turned ly the when I’ve“Good been luck driving twice to driver. in thetruck morning.” as“Thanks,” long as the driver snot-nosed said. boy who’ll be teaching me has • been on the planet.” awoke to the sound of more voicMark Mark was of the insult, butout he es outside his aware truck. Without getting couldn’t help but smile. Charlie was from under the covers, he peered out the such a character. Who could insult windshield… “What theelse hell!” someone who was doing something Several York Regional police cars nice for them? “Bud asked me to do were parked around the truck that had this. I wasn’t going to charge you anybeen serviced the night before. Minutes thing.” later Mark was changed and out of his What passed for a smile appeared

truck desperate to find out what had happened. One of the officers saw Mark approaching said, “Were here on Charlie’s and face. “Then theyou price is through the night, sir?” right,” he said, continuing to stare at “Yeah,” Marknarrowed said. Mark through eyes. “And “Didabout you see anything?” what using your truck for the test? You’ll to bethe charging mewho for that, “I talked mechanic fixedI suppose?” the truck. I even talked to the driver. He Again, Marktohadn’t thought about was supposed be gone at six. Did what truck Charlie would use. something happen to him?” Obviously the manhis had no truck his The officer shook head. “The of ownown and would rent one to do er couldn’t get hishave truck to started this mornthe When test. Renting a truck a costly ing. he looked underwas the hood he endeavour, especially when it noticed about six pieces missingwould from be for just a few hours. “I guess I could the engine.” let“No,” you use myshook truck.”his head. “He was Mark “For free?” installing something. I held a light for him Mark didn’t like the word free. He while he bolted the part on.” was doing a favour for Bud and that “Which side were you on?” implied that Bud would return the “Driver’s side,” Mark said. favour some day. But as far as Charlie “Take a look onthe theuse other side.”would was concerned, of truck Mark walked around to the indeed be free. “Yes,” he saidpassenat last. ger side and gasped. Everything on that “Free.” sideCharlie of the engine that could be nodded. “Good. Butremoved you betwas gone.” ter get a trailer. I can’t exactly drop a Mark the trailer onthumped the day ofhis thefist testagainst if there isn’t truck. “I was sure they were legit,” he one attached to the truck now, can I?” said. “I talked to the mechanic, the Speaking of tests, Mark had been owner, evenwith the security the interacting Charlie guard for all for of five yard wasand here…” minutes he felt like he was the one who being testedunder – most all his Thewas officer laughed hisofbreath. patience. make sure,” at “This yard“I’lldoesn’t havehe a sighed security last. guard.” n “Right then! Let’s get started.” ■ – Mark Dalton returns next month in – Mark Part 3 of TillDalton Theft Doreturns Us Part. next month in Part 3 of Licence Renewed. Did you know that there are two full-length novels featuring Mark Dalton?: Mark Dalton Did you know that there are two full-length “SmartDriver” and Mark Dalton “Troubleload.” novels featuring Mark Dalton?: Mark Dalton For your free copy register with ecoENERGY for “SmartDriver” and Mark Dalton “Troubleload.” Fleets (Fleet Smart) at fleetsmart.gc.ca. Both For your free copy register with ecoENERGY for are also available in audio book format. Fleets (Fleet Smart) at fleetsmart.gc.ca

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

MICHELIN NORTH AMERICA (CANADA) INC.

July 2011

TRUCK NEWS Page 61

profitability dashboard

Base rates soften in March, fuel surcharges increase: Canadian General Freight Index

TransCore Canadian Spot Market Freight Index 2007-2011

2007

2008

2009

2010

2011

Percent Change Y-O-Y

Jan

173

214

140

171

222

30%

Feb

174

217

117

182

248

36%

Mar

228

264

131

249

337

35%

Apr

212

296

142

261

300

15%

May

280

316

164

283

307

Jun

288

307

185

294

Jul

219

264

156

238

Aug

235

219

160

240

Sep

206

203

180

234

Oct

238

186

168

211

Nov

227

143

157

215

Dec

214

139

168

225

TORONTO, Ont. – Canadian ground transportation costs increased slightly in March, due mostly to fuel surcharge increases, according to the most recent Canadian General Freight Index compiled by Nulogx. The index showed ground transportation costs rose 0.4% in March compared to February, however the base rate declined 0.7% during the same period. Fuel surcharges drove higher freight costs, rising from 17.4% to 18.8% of base rates, the index reported. March marked the sixth straight month of fuel surcharge increases, which have now reached their highest level in more than two years. “Increasing fuel prices continue to be the major factor affecting transportation costs,” said Doug Payne, president and COO of Nulogx. “While base rates are relatively stable to declining, increasing fuel prices are starting to have a real impact on shipping costs.” For more info, visit www.cgfi.ca. n

Trucking conditions slip in April: FTR

TransCore Canadian Spot Market Freight Index 2007-2011

Spot market load volumes recover after April misstep TORONTO, Ont. – TransCore’s Canadian-based Loadlink freightmatching service showed an 8% increase in load availability in May, compared to May 2010. Month-overmonth, spot market freight availability was up 2% compared to April, the company announced. That followed a sharp drop in volumes that occured from March to April. Providing some historical context, TransCore indicated May 2011 load

postings were the second highest monthly total in three years. Equipment postings were also up in May, reaching a new high for 2011. The first five columns in the table include monthly index values for years 2007 through 2011. The last column indicates the percentage change from 2010 to 2011. For the purpose of establishing a baseline for the index, January 2002 (index value of 100) has been used. n

On-line Recruitment Centre POWERED BY Enter your resume directly at www.trucknews.com This information is entered on an online database which is viewed by companies looking for drivers. Finding the best carrier to work for isn’t easy but maybe we can help.

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Best way to contact me: ■ Home Tel ■ Cell ■ E-Mail ■ Other Work Preferences: ■ Owner Operator ■ Hwy Team ■ Hwy Single/Company Driver ■ Local ■ Lease Purchase ■ Driver Trainer ■ Moving ■ Other Owner Operator? Manufacturer

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Trucking Conditions Index this month, it is still firmly in positive territory reflecting a continued healthy environment for trucking companies,” said Eric Starks, president of FTR. “We are seeing some weakness in economic growth which eases capacity constraints somewhat. In addition, the timing of new FMSCA regulations including hoursof-service modifications keeps slipping further out into the future, reducing projected pressure on the driver pool in the short run. These factors are lowering the ability for truckers to increase shipping rates. However, it’s important to note that we expect the environment for trucking companies to remain positive.” n

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NASH V I LLE , I nd. – F TR’s April Trucking Conditions Index fell to a reading of 7.57 from a March reading of 13.30. Officials say the primary factors driving the index down were an adjustment to FTR’s outlook for base shipping rate increases, as well as a further delay in the expected enforcement of new industry driverrelated regulations. The Trucking Conditions Index is a compilation of factors affecting trucking companies and has been rising steadily since October. Any reading above zero indicates an adequate trucking environment with readings above 10 a sign that volumes, prices and margin are in a good range for trucking companies. “Although we saw a drop in our

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July 2011

TSQ MILTON, Ont. – Whether you’re looking for a great trucking company to drive for or you’re hungry for tips to make your fleet the best it can be, the Best Fleets to Drive For seminar series may be right up your alley. Founded by CarriersEdge back in 2008, the Best Fleets competition ranks the top Canadian and US fleets based on driver evaluations on a wide range of criteria. The current cross-country tour showcases the best practices of the winning fleets (see story pg 32). While most drivers would say pay rates would top their list of desires when searching for an employer, Truck News went to the Fifth Wheel Truck Stop in Milton, Ont. to find out what other attributes they think define a “Best Fleet.” • Brent (last name withheld), a driver with Valley Express in Woodstock, N.B. says that an honest employer is a great start-

Truck Stop Question

What makes a fleet one of the best to drive for?

adam ledlow

Brent

ing point for a “Best Fleet.” “Honest people to work for… to work with your fellow man and get along (is ideal). This company here is great. (My boss) is just a great guy to work for,” he told Truck News, adding that the company’s

equipment is also a plus at Valley Express. • Rob Tehkumnah, a driver with Canada Cartage out of Milton, Ont. says steady work, decent equipment, reasonable benefits, cover costs, pension, good supervisors, and flexible hours are the marks of a great fleet. As for what his current employer does particularly well, Tehkumnah says the company has a variety of contracts available and will work with their drivers to find out what suits their individual needs. “If you don’t like one contract, they have enough work where

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they can find work for you at another contract. If one job is too physical for whatever reason then they can find you other work that is not as physical that will meet your needs,” he says. •

Arnold Jakob

Arnold Jakob, a driver with Nexio Solutions in Mississauga, Ont., says proper communication from management and dispatch is very important to drivers because, “when you leave drivers in the dark they are going to get very frustrated,” he says. He says well-kept facilities are also a perk for drivers (“You don’t want to work in a place that is always dirty and grungy”) and having “good people” as fellow drivers make the job much more enjoyable. As for his current employer, Jakob says that after 20 years, his familiarity with customers and Nexio’s flexibility with his hours make it a “comfortable atmosphere” for him. • Jimmy Moar, a driver with M&M Resources out of Village Green, P.E.I., has been with his current employer for more than 29 years. What’s kept him around all these years? “Pension plans, dental, bonuses and stuff like that,” he says, adding that good equipment is a bonus, as he usually hauls dump trailers out East. •

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Don Richard, a driver with TNT Enterprise out of Calgary, Alta., says respect should be the number one factor in determining whether a company qualifies as a “Best Fleet.” “Treat them like people and like employees,” he says. “There is very, very little of that in this industry.” But Richard admits that pay would still be number two on his list. “We are grossly underpaid. They don’t pay us for hours, and that’s where it boils down to respect. If I sit on a loading dock for four hours waiting for a shipper, I have to eat that.” n – Have an idea in mind for a future Truck Stop Question topic? Send a message via Twitter to @ adamledlow or e-mail adam@ transportationmedia.ca.

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Building custom trailers

Since 1931

NOVA ENTERPRISES LTD. Truro, NS (902) 895-6381 UNIVERSAL TRUCK AND TRAILER Dieppe, NB (506) 857-2222 PIERQUIP, INC. Mirabel, QC (450) 438-6400 St. Nicolas, QC (418) 836-6022 GLASVAN GREAT DANE Alliston, ON (705) 434-1423 Mississauga, ON (905) 625-8441 Putnam, ON (519) 269-9970 Whitby, ON (905) 430-1262 MAXIM TRUCK AND TRAILER Brandon, MB (204) 725-4580 Winnipeg, MB (204) 925-6500 Prince Albert, SK (306) 922-1900 Regina, SK (306) 721-9700 Saskatoon, SK (306) 657-5600 Calgary, AB (403) 571-1275 Edmonton, AB (780) 448-3830

your world is on its way.

TRAILER WIZARDS Coquitlam, BC (604) 552-0155

today. tomorrow. on time.

we help you deliver the basics, the desires, the dreams. what you eat, what you wear, what you want, what you build. from next door to coast to coast, our trailers haul everything you depend on, relying on the quality of our reputation and manufacturing to drive them forward. for your important shipments, count on what we deliver to deliver for you.

www.greatdanetrailers.com

Great Dane is a Division of Great Dane Limited Partnership

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Great Dane and the oval are registered trademarks of Great Dane Limited Partnership.

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