Truck News June 2012 by Annex Business Media

June 2012 Volume 32, Issue 6 Delivering daily news to Canada’s trucking industry at www.trucknews.com

CTA issues landmark report Provides honest assessment of driver shortage

OTTAWA, Ont. – The Canadian Trucking Alliance (CTA) has released a new report focusing on the shortage of qualified commercial drivers, touting it as “arguably the most comprehensive and honest” attempt to tackle both questions surrounding the shortage as well as solutions for fixing the problem. The CTA’s board of directors has endorsed the report from the CTA Blue Ribbon Task Force on the Driver Shortage, a group established in 2011 to provide leadership on what many carriers say is the industry’s greatest long-term challenge but where little consensus has emerged in terms of finding solutions to the problem. While the report highlights “systemic issues” behind the shortage – such as driver demographics, public perceptions of the occupation, an unpopular lifestyle, not being deemed a skilled occupation, and regulations – it also holds up a mirror to the industry and attempts to incite a naContinued on page 45

Ontario has promised to end its discriminatory licence renewal practices for senior drivers. One question remains…

Will they come back?

gone for good?: Norman Moore is one of thousands of senior professional drivers who struggled to pass the annual road test once turning 65 and left the industry. Now that the province has promised to change the discriminatory rule, will those experienced drivers come back? Photo by Adam Ledlow

By Harry Rudolfs TORONTO, Ont. – The proposal to end the discrimination against Ontario senior truck drivers has been welcomed by trucking companies and drivers alike. Ontario is the only province that mandates annual road tests for Class A drivers when they

The TRUth about Tier 4

reach 65 years of age. Although the proposed amendments will probably not go into effect until 2013, they can’t happen soon enough for those drivers reaching that threshold. The required annual road tests for senior tractor-trailer drivers, in effect since 1984, have long been a

bone of contention. Overwhelmingly, retested drivers reported a sense that the province’s Drive Test examiners were especially strict with them – as though a secret directive had gone out to “get tough” with this group. At 68 years of age, Norm Hurdle Continued on page 21

Inside This Issue...

• The natural gas payback:

Does it pay to convert a fleet to natural gas? A new Conference Board of Canada report says so, provided it remains untaxed. Page 25

• CSI Recruiting:

Fleets are becoming more sophisticated when recruiting drivers. Our on-road editor takes three behavioural assessments to test their accuracy. Page 34

Our mufflers are stronger, last longer and save you $$$!

• Mixing and matching: Is it safe to mix and match disc and drum brakes? It depends on who you ask.

• Taxes can be so taxing:

Page 38

Things go from bad to worse as Mark Dalton and the tax man butt heads. Page 76

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To view List of Advertisers visit us at www.trucknews.com

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Page 4 TRUCK NEWS

June 2012

Historical Comparison – Mar 12 Sales

Monthly Class 8 Sales – Mar 12

Class 8 truck sales in Canada were enjoying a strong start to the year and March certainly did not disappoint. In fact, it surpassed expectations. The 2,935 Class 8 trucks sold in the Canadian market in March is more than 900 above last year’s tally to this point and better than any other year’s March with the exception of the record year of 2006. It is also almost 1,000 trucks better than the five-year average for the month.

OEM

This Month Last Year

Freightliner

779

554

International

462

422

Kenworth

581

385

Mack

171

109

Peterbilt

330

174

Volvo

429

227

Western Star

183

131

2935

2002

TOTALS

Historical Comparison – YTD Mar 12

Class 8 Sales (YTD Mar 12) by Province and OEM OEM

ALTA

SASK

MAN

ONT

QUE

PEI

CDA

Freightliner

129

158

177

1,125

272

2,002

Kenworth

151

683

256

247

1,470

Mack

179

441

International

159

455

263

1,131

Peterbilt

309

125

148

138

888

Volvo

381

162

765

Western Star

111

201

502

TOTALS

611

1,651

280

526

2,609

1,207

177

112

7,199

Truck manufacturers are expecting heavy-duty truck sales for North America to come in around 250,000 units in 2012, a significant increase from the 216,000 mark hit the previous year. The Canadian market is off to a strong start with almost 7,200 Class 8 trucks sold in the first quarter. That’s about 2,500 ahead of last year’s pace and more than 2,000 units above the five-year average. The Western provinces accounted for 43% of Class 8 sales YTD in March, with Alberta leading the way. Ontario accounted for 36% of the sales to date.

12 – Month Sales Trend 3,200 2,800 2,400 2,000 1,600 1,200 800 400 0 April

Sales

May

1,942 2,154

June

July

August

2,677

1,956

2,425

September October November December

1,873

2,606

2,663

2,511

January

February

March

2,113

2,151

2,937

company product

company product A

company product

company product A

For the sixth straight month, sales climbed above the 2,000 mark, reminiscent of the industry’s capacity boom years of 2005 to 2007. Our Transportation Buying Trends Survey found that 46% of Canadian carriers expect to purchase new Class 8 trucks in 2012. Question is, if most carriers are looking to simply replace older equipment rather than add capacity, how long will the buying spree continue?

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Freightliner, last year’s Canadian market leader, has jumped out to an early lead with a commanding 28% market share at the close of the first quarter. Kenworth wrestled the number two spot away from International last year and has started the year off with a solid lead in that spot. International’s market share is at 16%, followed by Peterbilt, Volvo and Western Star.

Source: Canadian Motor Vehicle Manufacturers Association

Market Share Class 8 – Mar 12 YTD

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June 2012

TRUCK NEWS Page 5

www.glasvangreatdane.com 1.888.GLASVAN (452.7826)

June 2012, Volume 32, Issue 6

ISSN 0712-2683 (Print) ISSN 1923-3523 (Online) Truck News, USPS 016-248 is published monthly by BIG Magazines LP., a div. of Glacier BIG Holdings Company Ltd. U.S. office of publication: 2424 Niagara Falls Blvd, Niagara Falls, NY 14304-5709. Periodicals Postage Paid at Niagara Falls, NY. U.S. Postmaster send address corrections to: Truck News, P.O. Box 1118, Niagara Falls, NY 14304. Truck News is published 12 times a year by BIG Magazines LP, a leading Canadian information company with interests in daily and community newspapers and business-to-business information services. Creative Directors: Carolyn Brimer, Beverley Richards Circulation Manager: Mary Garufi V.P. Publishing: Alex Papanou President: Bruce Creighton

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julia@ TransportationMedia.ca

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Video Production Manager

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12-05-04 10:19 AM

Page 6 TRUCK NEWS

Riding shotgun with a paraplegic truck driver As I’ve written in the past, one of the things that makes the trucking industry so compelling to write about is its people. The Canadian trucking industry is comprised of hundreds of thousands of people from all walks of life. And practically every one of them has an interesting story to tell. Let me introduce you to Mike Dingler, an owner/operator with International Truckload Services (ITS) in Belleville, Ont. Mike works the nightshift, running drop-and-hook domestic loads between ITS in Belleville and customers in the Greater Toronto Area, Hamilton and Brantford to the west and Cornwall and Brockville in the east. What’s extraordinary about Mike, is that he does all this despite being confined to a wheelchair. I recently spent an evening with Mike, as we ran a load of paper from ITS’s Belleville yard up to the space it leases from MaritimeOntario in Brampton and then back to Belleville with an assort-

Editorial Comment James Menzies

ment of general freight. You can his read the complete story on page 40 of this issue. Mike is a pretty remarkable person, let alone owner/operator. He’s had an independent spirit from a young age, evidenced by the fact he left the rehab centre where he was supposed to receive training on how to use the wheelchair following a brutal crash over 20 years ago and then taught himself how to get around. He does a lot of his own maintenance and repairs, including oil changes. How? He has attached a platform to the blades of a forklift and just raises himself up to the required height. He has also welded together two creepers so he can get underneath the truck without his feet dragging on the ground.

He also built the hydraulic lift that allows him to get in and out of the cab. Pretty impressive stuff. What’s more, is he does it all with a positive attitude, according to the folks at ITS. While drivers have been known to complain the odd time (let’s face it, we all do it), Mike is simply happy to be alive and carries with him a positive attitude. He’d prefer to be working the day shift at ITS, but he’ll wait till he’s earned it – just like any other driver or owner/op. It is very difficult to ascertain how many paraplegic truck drivers there are, if any at all. I did a search on Google and came up empty. Since writing the article, I’ve seen Mike running up the 401 a couple of times. He’s easy to spot, in his Sunbury-yellow Freightliner with the ITS signage and the odd-look-

Did Canada get it right with GHG regs?

What to make of Ottawa’s recently announced plans to reduce greenhouse gas emissions from heavy-duty vehicles. Ottawa’s proposed regulations (see our coverage on page 69) are designed to reduce emissions from the whole range of on-road heavy-duty vehicles and engines for the 2014 model year and beyond. As a result of implementing the proposed standards, Ottawa anticipates GHG emissions from 2018 heavy-duty vehicles will be reduced by up to 23% from those sold in 2010. I’m just back from helping chair a two-conference on heavy-duty vehicle emissions and fuel efficiency put on by the University of Manitoba Transport Institute. Based on all that I heard, here’s what I like and don’t like about Ottawa’s plans: I do like that the proposed regulations are designed to be in alignment with those of the US. They are not as progressive as those being put in place

Did you know? The on-time performance for trucking services With customer demands becoming more complex, shippers require carriers who can provide excellent service. On-time deliveries are at the core of shipper expectations. How does trucking rate in comparison to other modes? The Shippers’ Pulse Survey, conducted by the Canadian Industrial Transportation Association, in partnership with our sister publication Canadian Transportation & Logistics, provides some important insights. The survey measures two key indicators for each mode: • Depart On Time % – this

pg 6 tn june v3.indd 6

The view with Lou Lou Smyrlis

in Europe, but it’s hard to argue for a “made in Canada” approach considering how closely integrated our heavyduty truck manufacturing is with that of the US. As Stephane Couroux, a spokesman for Environment Canada pointed out, if we were to go ahead of the US, that would mean truck manufacturers would have to certify their vehicles separately for Canada and the US. And that gets expensive. I do like that, according to government estimates, by the year 2020, GHG emissions from Canada's heavy-duty vehicles will be reduced by three million tonnes per year by this legislation. This is equivalent to removing 650,000 personal vehicles

from the road. And I also like that the regulations can be met by using existing technologies for fuel efficiency, aerodynamics and idle reduction. I think that’s a smart way to introduce new legislation and ensure we are getting the maximum benefit of existing technologies. What I don’t like is that Canada (and the US) have missed an opportunity to encourage even greater fuel efficiency. A prime example is that both the Canadian and US regulations don’t include the trailer, which contributes a great deal to loss of fuel efficiency. The US has indicated it will do so in the next round of legislation and I hope Canada does too. Ottawa can also do more to simplify and speed up penetration of more fuel technologies. The Canadian Trucking Alliance’s recommendations of a labelling system identifying “GHG compliant tractors” and an accelerated capital cost allowance to encourage

Depart on-time

Arrive on-time

Rating

Truc kl oad

85%

84%

84.5%

L ess than truc kl oad

86%

78%

82.0%

Private f l eet truc k

90%

84%

87.0%

C o urier

89%

85%

87.0%

Air f reight

93%

86%

89.5%

Marine

87%

73%

80.0%

Intermo dal

85%

71%

78.0%

Rail

80%

65%

72.5%

Transportation Service

is the percentage of shipments where the time of shipping is not delayed by the carrier. (Carriers can cause shipping delays, for example, if they do not provide equipment when it is required,

or if they provide equipment that cannot be used.) • Arrive On Time % – this is the percentage of shipments that, once shipped, arrive on time.

June 2012 ing contraption mounted to the driver’s side of the cab. n – 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.

their purchase are such no-brainers I don’t understand why Ottawa isn’t jumping to put them in place. Claude Robert also raised a very valid point that while we are rightly concerned about harmonizing legislation with the US, differences in provincial legislation on items such as wide-base single tires and LCVs are frustrating fleets wanting to use environmentally sustainable practices on a national level. We’ve got to do something about those and we need to do it in real time, not government time. Reducing GHGs is accomplished through improving fuel efficiency. With diesel prices spiking, it’s safe to say that carriers’ fuel efficiency goals are now in perfect alignment with society’s desire to reduce GHG emissions. Ottawa needs to be careful not to squander such opportunity. n – Lou Smyrlis can be reached by phone at (416) 510- 6881 or by e-mail at lou@TransportationMedia.ca. You can also follow him on Twitter at Twitter.com/LouSmyrlis.

T he data suppl ied by responding shippers was used to c a lcu late Ser v ic e L evel Ratings for the transportation services shown here. The rating indicates the likelihood of 95% or better on time service. The rating is the average of the depart-on-time score and the arrive-on-time score. Each score is the percentage of users whose shipments departed on time and arrived on time at least 95% of the time. The full report, which includes other quality assessment metrics, as well as projections on shipper volumes, pricing, priorities and more, is available at www.ctl.ca for just $49.99. On the top navigation bar click on reports and select Pulse Survey Report from the drop down menu. n

12-05-09 12:06 PM

June 2012

contents

Question of the month Should automatic trannies be allowed for road tests? page 78 Mark Dalton in...

Taxes can be so taxing

Part 3

TRUCK NEWS Page 7

in brief

Unhappy gravel haulers overtake Milton scales, OTA urges resolution TORONTO, Ont. – The Ontario Trucking Association says there is no reason why the issues that lead to a dispute between aggregate haulers and the Ontario Ministry of Transportation can’t be resolved quickly. Aggregate haulers had overtaken the Trafalgar South Inspection Station in late April to protest overloading by customers and overzealous ticketing by MTO enforcement officers. The MTO has since temporarily suspended enforcement of provincial axle weight standards for certain SPIF (Safe, Productive and Infrastructure Friendly) vehicles in the aggregate hauling sector. “The optics of the whole situation at the weigh scale and the announcement of a moratorium will not sit well with a lot of people in the industry, there does appear to be isolated technical issues regarding certain SPIF configurations in the aggregate sector that MTO, working with the industry, should be

able to resolve quickly; at least that is what we will be pushing for,” says OTA president David Bradley. “There does not appear to be any reason for a revision of the SPIF standards or a delay in their implementation. These have been fully vetted over the past 10 years and carriers in all sectors have made millions of dollars in investment to meet the deadlines and to become compliant. Instead, it looks like this is a matter of interpretation and some cases where people in the aggregate sector bought what they thought were SPIF-compliant vehicles only to encounter problems when they got to the scales. Under the circumstances a short moratorium is an appropriate response although the way it came about makes everyone uncomfortable. It’s certainly not how we do business and there was no reason to resort to these tactics this time.” Bradley says that OTA will par-

TRAILERS page 76

Over

departments

47 Years In Business!

ticipate in the meetings to resolve the matter. He said that in addition to the technical issues relating to SPIF, OTA will again be calling upon MTO to start enforcing the laws already on the books regarding shipper liability for axle overloads. n

Early bird winners announced

TORONTO, Ont. – National Truck League and Harper Truck Centres have won the early bird draws for cabins at Wooden Sticks during the seventh annual Truck News/Chevron Charity Golf Tournament. The sold-out tournament, to be held June 5, will raise funds for Trucking for Wishes. For more information, visit www.golfingforwishes.com. n

• SALES • LEASING • SERVICE • PARTS

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fleet news: Caravan makes a major donation to a good cause. Page 65-67

Truck Sales 4 6 Opinions In Brief 7 Border 8-10 Quebec 11 Ontario 13-22 Canada 24-25 Scott Taylor, Tax Talk 27 Al Goodhall, Over the Road 28 Bill Cameron, Opinion 30 Ask the Expert 32 33 Mark Lee, Opinion Recruiting 34-35 Reefers 36-37, 70 Brakes 38-39, 77 Profile 40-41 Model Trucks 42 David Bradley, Industry 44 Bruce Richards, Industry 46 Chris Singh, Health 48 Karen Bowen, Health 48 Rob Wilkins, Opinion 50 Voice of the O/O, Opinion 51 Maintenance 52-57 OEM/Dealer News 58-64 People 70 New Products 72-73 Profitability Dashboard 75

pg 7 tn june v3.indd 7

Did You Know Canadian green house gas reductions for heavy trucks will reduce emissions by 3 megatonnes by 2020 – equivalent to taking 650,000 cars off the road.

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2013 WILSON 53' x 102" TRIDEM COMBO FLAT CF 1090 72" Hendrickson Intraax Airride. Also available: (1) 53' x 102" TANDEM DROP COMBO w/rear axle slide.

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12-05-08 9:56 AM

Page 8 TRUCK NEWS

June 2012

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OOIDA, ATA clash over highway bill’s proposed EOBR mandate WASHINGTON, D.C. – The Owner-Operator Independent Drivers Association (OOIDA) says a potential law requiring all longhaul trucks to be equipped with electronic on-board recorders (EOBRs) will cost the industry US$2 billion. The provision within the Senate highway bill, known as S.1813 or MAP-21, will require all longhaul trucks to be equipped with EOBRs capable of real-time tracking for the monitoring of drivers’ compliance with hours-of-service rules. OOIDA says the technology is unproven and will provide no cost benefit or highway safety improvement. “It’s exorbitantly expensive while providing no safety benefit whatsoever,” says Todd Spencer, OOIDA executive vice-president. “This is being done under the guise of compliance with federal hours-of-service regulations, but it is actually a way for large motor carrier companies to squeeze more ‘productivity’ out of drivers and increase costs for the small trucking companies they compete with.” Spencer said electronic logs are no more reliable than paper versions. “The device only tracks when the wheels are moving, not taking into consideration the colossal waiting times spent by truck driv-

ers at shipping docks,” Spencer noted. “Plus, we hear every day from truckers whose companies use the devices to harass truckers into driving more hours.” Previously, the federal Court of Appeals for the Seventh Circuit agreed with OOIDA’s assertion that e-logs could be used to harass drivers, requiring the Federal Motor Carrier Safety Administration to return to the drawing board to

per logbooks that are available at truck stops or from carriers for little or no charge. The on-board recorders as mandated under the Senate bill are estimated to cost between $1,000 and $1,500 to purchase,” OOIDA wrote in the letter to Senators Barbara Boxer and James Inhofe. The organization also said monthly service charges will total about $50 per month for each

‘We hear every day from truckers whose companies use the devices to harass truckers into driving more hours,’ Todd Spencer, OOIDA alleviate this concern. OOIDA says the Obama administration itself has acknowledged the mandate would cost $2 billion to implement, making it one of the more expensive regulations pursued by the administration. “It is more than twice the cost of hours-of-service regulations, which by the way are still in flux and not truly finalized. Yet the FMCSA presses on, seeking additional authority from Congress for yet another mandate,” Spencer blasted. OOIDA made its point to key Senators in a letter. “Currently, truckers utilize pa-

device, meaning owner/operators will have to shell out US$7,500 over a 10-year period. “In addition, such tracking devices raise serious concerns about privacy and invoke ‘big brother’ imagery for drivers as OOIDA has long held that EOBRs are widely used in the industry to simply harass drivers and attempt to stimulate ‘productivity’ regardless of the ramifications to a driver’s ability to obtain meaningful rest and otherwise be in compliance with the law,” OOIDA added. The American Trucking Associations (ATA), for its part, issued a call to members of the upcoming conference committee on

the surface transportation bill, to support the proposal to mandate electronic logging devices (or electronic on-board recorders) to ensure compliance with hours-ofservice rules. “We urge conferees in both bodies to adopt the Senate’s requirement for carriers to use electronic logging devices to monitor drivers’ hours-of-service compliance,” ATA president and CEO Bill Graves said. “Clearly, these devices lead to greater compliance with maximum driving limits – which is very good for the trucking industry as a whole and highway safety.” The ATA says its member carriers have found the technology improves compliance, safety and operating efficiency. “Many logging devices, or electronic on-board recorders, have additional functions that aid in managing fuel use, routes and other aspects of fleet operations – reducing fuel consumption and making carriers more efficient and environmentally responsible,” Graves said. “In addition, research shows that drivers at fleets using electronic logging devices report improved morale.” The ATA said Congress should require all large trucks to be equipped with an electronic logging device to further improve trucking’s compliance and safety record. n

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12-05-03 10:32 AM

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Action Trailer Sales.indd 1

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Carrier Stealth XTC unit, stainless radius corners, wing plates, rear doors, & rear door case, front and rear vents, heavy duty flat floor, 1 row recessed “E” track, Hendrickson air ride suspension, aluminum wheels.

Stainless front panels and rear doors, Hendrickson air ride 10' spread, aluminum wheels, 12 winches and straps, good overall condition.

Radius curb side doors, tri-fold rear doors, “Would make great refrigerated storage trailers with electric units”

04/05/12 1:10 PM

Page 10 TRUCK NEWS

June 2012

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Trucker Buddy launches mentor program for high school-aged drivers TUSCALOOSA, Ala. – Trucker Buddy International has launched a new program called Trucking Mentors, which will educate high school-aged kids on how to safely drive around trucks. The program will match professional drivers with a high school located in their area or along their route. The driver will visit the high school once or twice a year to teach young drivers how to safely share the road with big trucks. Trucker Buddy organizers say the new program is ideal for professional drivers who want to con-

tribute to road safety. T here are currently 2 ,6 0 0 Trucker Buddies, who act as pen pals with elementary school students, sharing stories from the road and educating them on the trucking lifestyle. Trucking Mentors will be subject to a background check, the organization says. “I believe that as an industry we have a responsibility to help our communities understand how to be safe around a truck and continue to improve our image. That is especially important for teens beginning to take the responsibilSame SameDay Day Same Day Service Service Service Pick-uP && Pick-uP Delivery croSS croSS Delivery

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Try it online at www.trucknews.com

pg 10 tn june v3.indd 10

only helps the students drive more safely but helps everyone understand our industry’s impact on our nation. Saving lives, improving our image and building respect are why launching Trucking Mentors is so important.” For more i n fo, v isit www.truckingmentors.org. n

ATA trends report shows trucking clearly still the dominant freight mode ARLINGTON, Va. – The American Trucking Associations has released the 2012 edition of ATA American Trucking Trends, which, according to the group, highlights trucking as the dominant mode of freight transportation and an integral part of the US economy. “Trends is the singularly most important guide to trucking facts and figures,” said ATA president and CEO Bill Graves. “The information in this year’s edition clearly indicates that trucking is the driving force behind our great, and improving, economy. Safe, reliable and efficient motor carriers enable businesses throughout the entire supply chain to keep inventories lean, thereby saving the economy billions of dollars each year.” Among the finding revealed in the report: • Trucking employs 6.8 million people, including more than three million drivers. Of those drivers, 4.6% are women and 32.6% are minorities. • Trucking is the quintessential small business industry, with 90% of motor carriers operating six or fewer trucks and 97.2% operating fewer than 20. • Overall in 2011, trucking moved $603.9 billion in freight – more than 80% of all freight transportation revenue. That freight weighed 9.2 billion tonnes – 67% of all freight by weight. • Classes 6-8 trucks travelled 131.2 billion miles in 2010, and all trucks regardless of size travelled 397.8 billion miles. • In 2011, trucks consumed 37.2 billion gallons of diesel fuel. “This year’s edition of Trends makes it clear that following the Great Recession, trucking continues to lead the nation’s economy back into a higher gear,” said ATA chief economist Bob Costello. “The data in Trends should be a guide for business executives and policy makers across the country as they chart the course for our continued recovery.” n

US turnover takes surprise dip in Q4 ARLINGTON, Va. – After a year of quarterly increases, the turnover rate for truck drivers at large truckload fleets unexpectedly dipped one percentage point to an annualized rate of 88%, according to American Trucking Associations’ chief economist Bob Costello. “This reprieve, while surprising, is likely temporary,” Costello said. “As the economy continues to recover, freight volumes should continue to grow, which along with regulatory challenges related to hours-of-service and the government’s CSA fleet oversight program, will continue to cause the driver market to tighten and

Across

16. 18. 20. 21. 22. 23.

ity of driving a car,” says Randy Schwartzenburg, executive director, Trucker Buddy International. “Trucking Mentors will not only save lives but will increase respect between all the parties. Having both Trucker Buddies and Trucking Mentors teaching students about our industry not

the turnover rate to rise.” Turnover among large truckload fleets had risen to 89% in the third quarter of 2011 after bottoming out at 39% in the first quarter of 2010. For all of 2011, the large truckload turnover rate averaged 83% – the highest average since 2007 when churn averaged 117%. At small truckload firms, with less than $30 million in annual revenue, the turnover rate dipped to 55% from 57% in the previous quarter. The fourth quarter turnover rate for less-than-truckload fleets fell to just 7% from 10% in the third quarter. n

Preliminary truck orders remain soft in April: ACT Research COLUMBUS, Ind. – Preliminary North American net orders for medium- and heavy-duty trucks were down in April, according to the latest data from ACT Research. The industry analyst reported there were about 17,200 Class 8 orders and 8,600 medium-duty truck orders placed in April. “Orders continued to come in below the level ultimately needed to sustain current rates of build,” said Kenny Vieth, president and senior analyst, ACT Research. “Conditions that contributed to the soft patch that started in March were still in play in April, including higher diesel and new truck prices. Beyond that, the data that we use to predict demand remain healthy: The overall economy, and in particular the manufacturing sector, continues to grow, trucker profits are healthy, and used truck prices remain close to record levels.” The actual results will be released in mid-May. The preliminary figures are generally accurate to within 5% of actual totals, ACT says. n

12-05-04 10:01 AM

June 2012

TRUCK NEWS Page 11

quebec

Crevier opens massive new lubricants plant By Carroll McCormick LONGUEUIL, Que. – With twice the floor space of its old plant and a railway line to its back door, Crevier Lubricants’ new manufacturing plant and main warehouse in Longueuil, near Montreal, is better able to serve its expanding customer base in Quebec and Eastern Canada. Inaugurated on Apr. 19, the 62,000 sq.-ft. plant has room to stock more than 3.6 million litres of bulk and packaged lubricants. “This initiative is part of a longterm development plan that began three years ago with the signing of an exclusive Eastern Canada distribution agreement with Chevron,” says Guy Desaulniers, general manager, Crevier Lubricants. Company officials announced during the event its name change from SaintLaurent Lubricants. Among the suppliers and partners that attended the inauguration, which included diesel exhaust fluid manufacturer TerraCair and environmental services company Veolia, was Chicago-based BioBlend LLC. BioBlend provides finished products to Crevier for repackaging. They include greases, hydraulic oils, drilling fluids, chain and cable lubricants. BioBlend president Sam Burkett offers his view on what Crevier’s new plant means to his company, which manufacturers biodegradable lubricants: “This plant doubles Crevier’s ability to inventory, repackage and distribute lubricants, windshield washer fluid and diesel exhaust fluid for the new diesel engines. We can deliver more products to them and they can stock more products, and in different containers.” Burkett also notes, “We are developing some products just for Crevier for Montreal and the east coast Canadian markets.” The plant includes a bottling line and palletiser so Crevier can repackage products into different sizes. On the day of the inauguration, the line, which occupies roughly 1,000 sq.ft., was configured to bottle Vuenet windshield washer fluid. Crevier can change the filling heads in just over an hour, giving it the flexibility to package products in containers ranging from 500 millilitres to 10 litres. The railway spur is a welcome new transportation option. An important element in the choice of the new location, the rail access will lower transportation costs and help open new markets. Rail cars bring shipments of lubricants, such as motor oil, hydraulic oil and transmission oil, from Texas – a two-week journey. There is room to park three rail cars behind the plant and pump their bulk contents into tanks inside the building. There is also room to park bulk trucks between the 92,000-litre capacity rail cars and the building. “This is a big plus for us. We want to build a loading rack here so we can load bulk trucks directly from the train tank cars, rather than transferring the fluid inside the plant and then back out again into the bulk trucks,” explains Peter Trepanier, sales manager, Crevier Lubricants. Although Crevier supplies product to its commercial customers in 9.4-litre containers, 208-litre drum and

pg 11 tn june v3.indd 11

1,000-litre totes, many customers, including trucking companies, are taking advantage of Crevier’s ability to resupply consumables in bulk. Crevier can deliver as much as 40,000 litres at a time to customers. Fleets like TransWest in Lachine, for example, are fully equipped for receiving bulk quantities of diesel exhaust fluid. Among the brands Crevier represents – Irving, BioBlend and its private LSL brand – it distributes TerraCair diesel exhaust fluid. “We plan to install bulk capability for diesel exhaust fluid and bring in TerraCair in bulk and repackage it. Fleets are consuming more diesel exhaust fluid and they are beginning to buy it more in bulk,” Trepanier explains. One hundred and ten storage tanks, ranging in capacity from 9,000 litres to 70,000 litres, occupy about half of the building’s floor space. One 11,500-litre tank, for example, holds base oil, to which additives from other tanks are blended to make products. There is equipment for heating additives, some of which are thicker than molasses, and mobile pumps and hoses for pumping ingredients into blending tanks. Storage racks laden with packaged products soar toward the ceiling. This wealth of warehousing space makes it easier to maintain inventory levels, Trepanier notes. “Crevier lists over 3,000 SKUs. We may have five to seven products just to satisfy the transmission.” Every bulk fluid that comes into the plant and every product that Crevier makes here is tested in a laboratory at the rear of the building. Among the equipment is an oven for testing greases and computers that let the company chemist compare the chemical signature of each incoming material with stored profiles. On one workbench is a Scanning Brookfield Plus Two machine that measures pour point. It can lower the temperature of fluids to -60 C. Trucking companies occasionally come to Crevier to have pour

twice the size: Newly named Crevier Lubricants held an inauguration at its new 62,000 sq.-ft. plant on Apr. 19. The new plant is twice as big as the old one.

point tests done if they are having problems starting their trucks. Crevier already has sub-warehouses in Baie-Comeau, Rimouski and

Chicoutimi, and Trepanier comments “More are planned for Quebec City and Abitibi, with expansion into the Maritimes planned too.” n

The Trucking Industry as a whole has lost one of its prolific patriarchs.

Bob Lodge

Owner of the 730 Truck Stop Cardinal, Ontario. His motto “No act of kindness is ever wasted” describes how Bob lived his life. He will be greatly missed for his commitment as a truck stop owner, fleet owner and friend to all. We extend our deepest sympathies to his family. Jack, Gail and staff,

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Private Motor Truck Council of Canada Association Canadienne du Camionnage d’Entreprise

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PMTC CONFERENCE JUNE 20 & 21, 2012

technology n innovation n awards n networking n education n training

wednesday, JUNE 20 8:30 a.m. Registration & Coffee 9:30 a.m. Seminar I: Social Media in Trucking Social Media is the newest communications tool for trucking and everyone needs to know what it is and how to use it. We’ll delve into specific examples of how to, and not to, use social media to promote your business or build relationships with colleagues and customers – all trucking specific.

10:30 a.m. Seminar II: The Future of Emissions Regulations 2014 brings yet another new set of restrictions on truck emissions throughout North America. In this seminar, Environment Canada will explain the main elements of the proposed regulations under the Canadian Environmental Protection Act for medium and heavy duty vehicles.

11:30 p.m. The Conference Exhibitors’ Showcase Visit with our conference exhibitors and network with fellow registrants. Meet old friends, make some new ones, and see products and services that can make your fleet more effective.

12:15 p.m. PMTC – Huron Services Driver Hall of Fame Luncheon Be on hand as the best of the industry’s drivers are inducted into the Hall of Fame. These drivers have amassed exceptional safety records over many years and this is your chance to recognize their professionalism.

1:45 p.m. Seminar III: Is Natural Gas the Answer for Your Fleet? There are many considerations on both sides of this question. We’ll have the experts from Westport HD on hand to discuss all the variables, provide us with a complete understanding, and answer your questions.

2:45 p.m. Seminar IV: Mandatory EOBR’s – Are They Coming?

PMTC 2012 ANNUAL CONFERENCE REGISTRATION FORM 3 WAYS TO REGISTER:

1. EMAIL TO INFO@PMTC.CA

Name: _ __________________________________________________________________________________________ Company: _______________________________________________________________________________________ Phone: ______________________________ Email: _______________________________________________________ Additional registrants: 1. ____________________________________________ Email _ ________________________________________ 2. ____________________________________________ Email ________________________________________ Non-PMTC members please complete the following: Address: ________________________________________________________________________________________ City: ______________________________ Province: _______________________ PC: ____________________________ INDICATE HOW MANY WILL ATTEND EACH EVENT

CONFERENCE FEES

Wednesday

PMTC Member Full Registration¹ $445 + HST = $502.85

_______ Seminar I: Social Media in Trucking _______ Seminar II: The Future of Emissions Regulations

3:30 p.m. Networking and Reception in the Exhibitors’ Showcase

_______ PMTC - Huron Services Driver Hall of Fame Luncheon

Another opportunity to network with your peers, continue conversations, and visit with exhibitors as we prepare for the Fleet Safety Awards Dinner.

_______ Seminar III: Is Natural Gas the Answer for Your Fleet?

The first day of the conference wraps up over dinner during which we will present the PMTC – Zurich Private Fleet Safety Awards to some of our best in class fleet operators.

THURSDAY, JUNE 21 8:15 a.m. Registration and Coffee 8:45 a.m. Seminar V: The Canadian Private Fleet Benchmark Study We present an overview of the benchmarking study that was conducted and published by Motortruck Fleet Executive magazine in conjunction with PMTC. This detailed portrait of Canadian Private Carriers operating from coast to coast is laid out in a variety of categories, including a best practices section. Gerald Bramm, will present key elements of the study, with copies available at a special discount to attendees.

9:45 a.m. Seminar VI: Technology Evaluation and Monitoring PMTC has entered into an agreement with PIT-FP Innovations, a not-for-profit group of professionals, to provide expertise for our members on a lengthy list of subjects. Among its host of services PIT evaluates products to confirm the accuracy of manufacturers’ claims, and provides engineering assessments of existing technology to determine if it can help your fleet. This seminar will explain how your company can access PIT’s services to address your special needs.

10:45 a.m. Seminar VII: Behavioral Assessment – The Newest Tool for Successful Hiring Hiring the right people may be the most challenging part of any business, but help is at hand through the Predictive Success model. John Lobraico will describe a proven method of behavioral matching to help you identify the right person for the job.

11:30 a.m. Exhibitors’ Showcase Reception One more opportunity to meet with our exhibitors and conference supporters, and collect the contact information you will need to follow-up with them after the conference.

12:30 p.m. Annual Meeting & Vehicle Graphics Awards Luncheon The annual PMTC – 3M Canada Vehicle Graphics Design Awards are the feature of this closing luncheon. Join us as we celebrate creativity and imagination in vehicle graphics – it’s always the best show in town!

2:30 p.m. Conference Adjourns

PMTC 2012.indd 1

3. FAX TO 905-827-8212

REGISTRANT INFORMATION

Peter Hurst, Chair of the CCMTA Steering Committee studying the EOBR question will update us on the committee’s work to date, and review the draft proposals that are under consideration.

5:30 p.m. The Chairman’s Dinner Evening

2. ONLINE AT PMTC.CA

One Day Registration $300 + HST = $339.00

_______ The Conference Exhibitors’ Showcase

_______ Seminar IV: Mandatory EOBR’s - Are They Coming?

Non-PMTC Member Full Registration¹ $495 + HST = $559.35

_______ Chairman’s Evening and Zurich Private Fleet Safety Awards

Spousal Plan¹ $175 + HST = $197.75 ¹ Includes all events and meals.

Thursday

ADDITIONAL TICKETS

_______ Seminar V: The Canadian Private Fleet Benchmark Study

Hall of Fame Luncheon $150 + HST = $169.50

_______ Networking and Reception in the Exhibitors’ Showcase

_______ Seminar VI: Technology Evaluation and Monitoring _______ Seminar VII: Behavioral Assessment - The Newest Hiring Tool _______ Exhibitors’ Showcase Reception

Graphics Luncheon $150 + HST = $169.50

_______ PMTC - 3M Vehicle Graphics Awards Luncheon

PAYMENT INSTRUCTIONS

❏ Visa

❏ MasterCard

Fleet Safety Dinner $150 + HST = $169.50

Card #: ___________________________________________

Expiry: ______________________________ Name on Card: _____________________________________________ Or make cheque payable to: Private Motor Truck Council of Canada 1660 North Service Road East, Suite 115 Oakville, ON L6H 7G3

Note: Those cancelling prior to June 1, 2012, will be entitled to a refund less a $50.00 processing fee. No refunds will be offered after June 1, 2011.

Questions? Call 905-827-0587 or email info@pmtc.ca

ROOM RESERVATIONS Reservations can be made by calling the Kingbridge Centre directly at 1-800-827-7221.

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June 2012

TRUCK NEWS Page 13

ontario

Reaction mixed, as MTO approves automatic transmissions for road tests TORONTO, Ont. – The Ontario Ministry of Transportation (MTO) has responded to a request from the Ontario Trucking Association (OTA) to modernize the Class A road test by allowing all prospective, upgrading or renewing commercial drivers the option to use a truck with an automatic transmission. In a letter to OTA, Ontario’s Transportation Minister, Bob Chiarelli has announced that as of May 1, all applicants attempting a Class A road test (upgrade or renewal) are permitted to use commercial vehicles, including dump trucks, equipped with either a manual or automatic transmission provided all other minimum vehicle configuration requirements are met.” Until this change, truck drivers between the ages of 18 and 64 were required to use trucks with manual transmissions only for their road tests.

In 2009, MTO began to allow drivers 65 years old to use automatic transmissions. The option has now been extended to all commercial drivers of any age. “Over the past 15 years, many fleets have invested in automatic transmissions to expand recruitment and retention potential and also to try and improve fuel economy and reduce the GHG output of their fleets,” said OTA president David Bradley. “Today’s announcement by MTO is excellent news for drivers and fleets who wanted more equipment options for their road tests at a time when the trend towards automatic transmissions is growing.” “Not having the ability for new drivers to take the Class A with an automatic transmission created logistical challenges for a growing number of carriers,” he said. “As the driver workforce ages and the driver shortage becomes more pronounced, au-

now permitted : Automatic and automated transmissions such as this one can now be used when taking an A/Z road test in Ontario.

tomatic transmissions can play a role in making it easier for older drivers to stay in the seat while opening new doors for other people from non-traditional sources, such as individuals

who may be embarking on a second career in the industry.” MTO says the change reflects the growing prevalence of automatic transmissions in the trucking industry. n

You said it The following reader comments were posted to this story when it appeared on Trucknews.com: “I drive for a company that has 163 fully automatic trucks and just a few manuals. “I firmly believe that any commercial driver going to run the highways of North America should have full training on a manual. “It will broaden their employability as well as give them options in their career choices. Not all companies run the more expensive automatics, therefore why would a company hire a driver who only has automatic experience, then have to pay costly repairs on the trucks? Not just that, but they would be a safety concern as well.” – Scott “Although I (approve of) allowing drivers to be retested with an automatic transmission, I think all new drivers should be tested with a manual transmission, even in cars.” – Tim “All this will do is create more iffy drivers. This change was made because of lack of drivers. All we are doing now is adding more semi-qualified drivers with minimal training. Start wearing your helmet to work.” – John “I don’t understand all the negativity on automated transmissions. I’ve been driving an automated transmission for eight years. “First with an 05 Volvo with a Meritor and now a 2010 Volvo with I-Shift. I love it. More relaxed at the end of the day. Don’t need to concentrate on gears or shift points. Knees not sore. Would not want to go back to a manual.” – Peter – For more reaction, check out this month’s Truck Stop Question on pg. 78. n

pg 13 tn june v3.indd 13

12-05-04 12:26 PM

Page 14 TRUCK NEWS

June 2012

ontario

CB radio to get a reprieve? MTO’s plans to phase out use of the CB radio could be postponed by five years TORONTO, Ont. – The Ontario Ministry of Transportation may extend the exemption for handheld, two-way radio usage under the province’s 2009 distracted driving law for an additional five years. Before making the final decision, the ministry is soliciting stakeholder and public feedback on the issue of continuing to allow commercial drivers to use two-way, CB radios beyond the current Jan. 1 deadline. Because of the pervasive use of these devices among commercial drivers, MTO agreed to a three-year phase-out to allow for the development of hands-free, two-way technologies. At the time, MTO stated that should no suitable alternative

be developed to replace CBs within that timeframe, it would consider expanding the exemption. In a letter to the Ontario Trucking Association, Transportation Minister Bob Chiarelli stated that while it recognizes that a market to replace hand-held CBs has not developed at this time, the government and industry must continue to work towards a viable solution. The Ontario Trucking Association, which supports the intent of Ontario’s ban on handheld devices, says it would welcome an additional five-year exemption for CB radios. OTA president, David Bradley, agrees that the market for a handsfree version of the still popular CB

breaker, breaker: Handheld CB radios can still be used in Ontario…for now.

“is going to need more time to develop.” He says the CB “remains an important safety and social communication tool for thousands of truck drivers” and commends MTO for “choosing a regulatory path specifically for these devices that encourages the development of a suitable,

readily available hands-free technology down the road but in the meantime is not disruptive to the everyday operations of countless truck drivers.” Comments to the ministry can be made to May 30 by way of the government’s Regulatory Registry at www.ontariocanada.com/registry. n

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THUNDER BAY, Ont. – Representatives from the Ontario Trucking Association (OTA) met with officials in Thunder Bay in early May to discuss alternatives to a proposed truck ban for one of the city’s favoured truck routes, Dawson Road. McKevitt Trucking founder John McKevitt, OTA president David Bradley, and OTA senior vice-president Stephen Laskowski met with Thunder Bay mayor, Keith Hobbs, and city councillor Trevor Giertuga, who has been advocating for a truck ban on Dawson Road – the city’s busiest east-west commercial truck route. In February, Thunder Bay city council unanimously passed Giertuga’s resolution calling for a length restriction on vehicles (excluding buses, RVs, gravel, float and local delivery trucks, as well as emergency vehicles, which were exempted) from travelling on the municipal portion of Dawson Road. However, when the Ministry of Transportation refused to permit signs to be put up informing people of the restrictions, council referred the matter to the city’s inter-governmental liaison committee, which in turn passed a motion to make Dawson Road into a community safety zone. That action would mean lower speeds along certain sections and a doubling of speeding fines. According to Bradley, “We were well received by both Mayor Hobbs and by councillor Giertuga. There appears to be a genuine desire to look at alternative ways to improve the safety of all vehicles, not just trucks, on Dawson Road – at least for the time being – before further contemplating a ban. “We came away with the feeling that it is understood that a ban on trucks would be difficult to achieve for a variety of reasons and would just create other problems,” Bradley added. “We agreed to stay in touch and OTA offered to work with council, the local police and MTO to find a mutually beneficial solution.” n

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June 2012

TRUCK NEWS Page 17

ontario

Higher insurance deductibles? More fuel taxes? Bring’em on, Swift’s Jerry Moyes tells Truck World crowd during insightful keynote address By James Menzies TORONTO, Ont. – Higher insurance deductibles, more road taxes and no increase to maximum gross vehicle weights in the US. Which trucking contrarian has these among his wish list? It’s Jerry Moyes, president and CEO of Swift Transport, and the keynote speaker at this year’s Fleet Managers’ Breakfast at Truck World. Moyes addressed a packed room of some 300 people, and among the most surprising of his insights was a recommendation for fleets to voluntarily increase their liability insurance deductibles. Today, Swift carries a $10 million deductible on its liability insurance, giving it greater control over its destiny when settling lawsuits and also placing greater emphasis on crash reduction. Moyes said insurance companies tend to want to delay settlements as long as possible, but warned: “From the carrier’s standpoint, the longer you push that claim out, the uglier it’s going to get.” As an example, Moyes mentioned a crash involving a Swift driver in which the trucker was clearly at fault. Swift had the opportunity to quickly settle the lawsuit for $3 million, but the insurance company dug in its heels and ended up settling some time later for $22 million. “At that time, we said we’ve got to do something different with our insurance, and we started building our deductible up,” Moyes explained. The company’s safety record has also improved since increasing its deductibles. “It makes you a safer carrier when that money is coming out of your pocket,” he reasoned. “I challenge carriers to look at your insurance,” he advised. “The more deductible you take on, you will save money.” Moyes said Swift has acquired 12 companies over the years, and taken a look at another 100 or so. He said the most important number to look at is percentage of insurance claims to revenue. “We’re at about 3.5% of revenue,” he said. “There are a lot of publicly traded companies at 7-7.5%.” Moyes should know a thing or two about the business of trucking. He has had a tremendously successful, and at times tumultuous, career in the industry. He founded Swift in 1966 with one truck and grew it to a $150-million-a-year business before it went public in 1990. The initial public offering gave the company a welcomed cash injection. “The day I got $22 million from Wall Street, that was one heckuva high,” Moyes said. Moyes was later fired by the board and then bought back the

pg 17 tn june v3.indd 17

company in 2007, admitting “we paid too much for it.” The company once again went public last December. Moyes addressed several regulatory priorities in the US, including the American Trucking Associations’ (ATA’s) push for higher truck weights. “I can tell you, our company is not in support of these, for a number of reasons,” Moyes said. “Number one, we don’t think we will ever get it through. There are too many problems in the US and our attitude is, as an industry we need to be fighting issues we can win and this is an issue we can never win.” Moyes also pointed out that Swift generally runs well under current weight limits, as do many other carriers. He says the ATA’s argument for higher truck weights is based on the misperception that every truck running up and down the highway is currently maxed out. Moyes also noted that Swift operates a heavy-haul fleet as well as its primary fleet, and “our safety with our heavy-haul isn’t nearly as good as it is with our regular fleet.” On the subject of tolls, Moyes’ views are more aligned with those of his peers. He said he disagrees with road tolls, and would prefer to see higher road taxes, as long as the increased revenue is directed towards highway growth. Moyes also favours a national 65 mph speed limit for Classes 7 and 8 trucks. Swift itself governs its company trucks at 62 mph and its owner/operators at 65 mph. Moyes is a big believer in natural gas, but doesn’t think government should be required to subsidize the cost of the vehicles. “Our industry needs to stand on our own and these things will pay for themselves,” Moyes said. Swift is currently running 10 trucks with the 8.9-litre Cummins ISL G engine in Freightliner M2 day cabs. “I think this engine is going to work for LTL companies with lots of pick-ups and deliveries and a bit of linehaul,” he said. “It’s very underpowered but it’s working in certain environments…they’re working out pretty good if kept in a lightweight environment.” The company is also testing two spark-ignited, natural gas-powered Cummins 11.9-litre engines, which he said are “doing pretty good.” Swift will also be running International MaxxForce engines that run off a combination of natural gas and diesel fuel. And it has a 50% stake in a company called dHybrid, which also combines the use of natural gas and diesel. In addition to experimenting with alternative fuels, Swift is using other forms of technology to drive down costs. Over the last few years,

every new truck has been equipped with critical event reporting capabilities and anti-rollover systems. The fleet has seen a 40% decrease in rollovers and jackknives and a 30% reduction in rear-end collisions as a result. “This technology is out there and it’s very important to take advantage of it,” he said. Swift has also deployed a fuel usage reporting system that can help identify anomalies in fuel consumption related to theft. Shortly after installing the system, Swift discovered one of its operators had stolen $17,000 in fuel by siphoning off about 20 gallons a day from the reefer units and then selling the fuel. The system identifies company drivers who are buying more fuel than they’re burning as well as owner/operators who are burning more than

they’re buying. Back on the regulatory front, Moyes said shippers are increasingly relying on CSA scores when choosing carriers to haul their freight. “We use this as a sales tool,” Moyes said of a spreadsheet showing the CSA scores of the largest for-hire carriers in the US. “We go into a customer with this in hand and say ‘You’re using a carrier with two or three red marks, and we don’t think that’s in your best interest’.” Moyes predicted it’s just a matter of time before a carrier with a shoddy CSA record and insufficient liability insurance coverage is involved in a major accident and the plaintiff attorneys turn their attention to the shipper who knowingly used a carrier with a poor CSA score. n

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Page 18 TRUCK NEWS

June 2012

ontario

Drivers asked to help fight human smuggling By Adam Ledlow OTTAWA, Ont. – A group fighting against the crime of human trafficking has teamed up with the OwnerOperator’s Business Association of Canada (OBAC) to launch an awareness campaign for truck drivers. The new TruckSTOP campaign, lead by Persons Against the Crime of Trafficking in Humans (PACTOttawa), is designed to provide truck drivers with information on signs they can look for to identify situations where human trafficking could be taking place. PACT’s Kim Howson, coordinator of the TruckSTOP campaign, says many might be surprised to learn that human trafficking is a serious problem in Canada, with men, women and children – Canadian citizens, permanent residents, new immigrants and refugees – being bought and sold every day and usually forced into unpaid labour or work in the sex trade. “People are quite shocked to learn that it is still happening, especially that it’s Canadians and permanent residents here who are being exploited for others’ gain,” Howson told Truck News during the campaign’s launch at Truck World Apr. 21. “Oftentimes when we think about human trafficking, we think it’s something that’s happening overseas or in underdeveloped countries, but no, it’s happening right here in our country.” Howson says truck drivers are in

pg 18 tn june v3.indd 18

a unique position to notice human trafficking activity. “Transportation is a key element of human trafficking. Traffickers move their victims frequently, to isolate them and to avoid detection. They travel the same roads and highways that truck drivers do,” Howson says. “PACT-Ottawa believes that truck drivers are in a good position to help stop human trafficking and we’re giving them the tools to join the fight.” PACT has teamed up with OBAC to help distribute materials, but also make connections in the industry. “Oftentimes, people are going, ‘Well, PACT-Ottawa, who are you?’ It’s been really great to team up with someone who already advocates for driver’s rights and is on their side and is also very passionate about this issue and wants to have us build a strategic partnership to combat the issue,” Howson said. “Truck drivers can make a valuable contribution to combating human trafficking,” added OBAC executive director, Joanne Ritchie. “We’re proud to support the TruckSTOP Campaign and be part of the solution to a devastating problem. “(Truckers) are surprised sometimes that this really is going on this day and age,” Ritchie said. “Once they get over the shock and realize that there is something they can do to perhaps in some small way make a difference, they are very encouraged that

a new pact: OBAC’s Joanne Ritchie (left) makes a pact to work with PACT-Ottawa’s Kim Howson to raise awareness of human smuggling.

they will be able to make a difference.” The campaign team spent much of late April distributing information and free training materials to truck stops across Ontario. The main component of the materials is an audio CD which includes a 15-minute documentary on human trafficking in Canada called ‘Watch for the Signs,’ as well as an hourlong radio play called ‘The Walk,’ an adaptation of a stage play about trafficked women and girls. The CD also holds a wallet-size card with information on signs of human trafficking activity to watch for, and contact information if something suspicious is spotted. Howson says PACT’s TruckSTOP Campaign was inspired by the success of a similar American campaign run by Truckers Against Trafficking. “A truck driver noticed suspicious activity at a truck stop and called

Warning Signs Persons being held and transported against their will often exhibit certain signs and behaviours, according to PACT-Ottawa. The human trafficking advocacy group is asking truck drivers to WATCH for the following signs, and call in tips to local law enforcement or Crime Stoppers via 800-222-TIPS: Watched: Someone is constantly watching over them, and monitoring their movement and communication Afraid: Fear for their own safety or the safety of their family Tired: May be suffering from exhaustion or malnutrition, or show signs of physical abuse Confused: Appear to be uncomfortable in their surroundings, or seem unfamiliar with the place where they are working Housed at work: Appear to live where they are working n 911,” Howson says. “His tip led to the rescue of two underage girls who had been kidnapped and forced into the sex trade, along with seven other individuals. That call led to the arrest and conviction of 31 traffickers, and it broke up a trafficking ring that was operating across 13 states. One tip made a huge impact in combating human trafficking.” For more information on the TruckSTOP campaign, visit www.pact-truckstop.org or call 613875-PACT. n

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June 2012

TRUCK NEWS Page 21

ontario

Fleet managers hope rule changes will entice senior drivers to return to industry Continued from page 1

of Cambridge has had several encounters with retesting. One time he was given a demerit for not checking to see if the air lines were cracked, another time for not checking the fifth wheel jaws. “I just laugh at them,” he says. “There’s always some problem. I’ve driven for 50 years, millions of miles, and never had an accident. And I deliver 50 tonnes of steel in Toronto every day. They’re going to tell me how to drive?” Brian Willoughby of South Baymouth (three million miles accident-free) fought a long battle to have his licence reinstated. After he failed his initial retest, he continued working and was caught driving without an A/Z. He questions the competence of some of the examiners. “The guy I had didn’t know a fifth wheel plate from a king pin. And that’s not all he didn’t know.” Sixty-eight-year-old John Ford was a 20-year career driver for Heinz Foods until he retired. He tried several times to pass the road test in Windsor and Chatham, Ont., but was always stymied. One time he was failed for proceeding up the ramp on Windsor’s E.C. Row Expressway even though a car had just turned onto the ramp while he was halfway up. Another examiner, this one in Chatham, told him he didn’t check his mirrors frequently enough. Ford, who was downgraded to a D/Z licence, has been driving dump trucks recently. But he’s less enthusiastic about driving truck these days, and losing his A licence has made him somewhat bitter. “I can see them doing this for someone who has a bad driving record,” he says. “But I think this is degrading to a 65-year-old driver who has been driving for 20 years with a perfect record.” Ford thinks the arbitrariness of the testing is what was throwing drivers a curveball. One examiner penalized him for swinging too wide during a turn, while another was critical when he cut too close to a curb. He suggests that experienced drivers are second-guessing their abilities and trying to give the examiners (few, if any, are licensed A/Z drivers) what they think they want. Stories like these are common. Practical road test aside, the Class A licence renewal process presented other burdensome aspects for the province’s senior tractortrailer drivers. Not only were they required to pass the road test, they also had to complete a written test on the rules of the road, another written and practical air brake examination, and submit a yearly medical. The proposed changes mean that all of the above will be thrown out, with the exception of the yearly medical which will remain in place for commercial A/Z drivers over 65. Only those drivers that have accumulated three or more demerit points, or have been involved in an at-fault

pg 21-22 tn june.indd 21

collision, will be required to take the road test and air brake examination. Organizations like the Ontario Trucking Association (OTA) have lobbied hard to achieve these changes. A glimmer of hope

lio since October 2011. Another factor could be that the Ontario government is seeking to stay in lock step with the Harper government, which has announced plans to raise the age of retirement to 67 years.

‘These new rules are a step in the right direction. We use a lot of older drivers, guys that are retired but still want to work. And these are the best drivers.’ Tom Neifer, CF Warehouse occurred in 2009 when the MTO permitted drivers to use automatic transmissions during road tests. Perhaps the lobbyists have finally found the ear of Transportation Minister Bob Chiarelli, who has only had that portfo-

More likely, the changing demographics and pending driver shortage has had more of an influence on the minister. The Ontario government’s severe approach was no doubt hurting the provincial economy. Anecdotally, I heard

about a driver who had gone back to Nova Scotia and was working there because of the unfairness of the yearly retests. I was told about another senior driver who gets his licence renewed in Quebec but returns to Ontario to work. But there can be little doubt that the MTO’s onerous protocol has thinned the ranks of commercial Class A drivers. The ministry estimates that about 9,100 Class A, B and C drivers are downgraded to a Class D licence annually for failing to submit a medical. A more surprising statistic indicates how few seniors have bothered to keep their A/Z tickets. In 2010, 184,777 Ontarians held Class A/Z licences, of which only 2,224 were over the age of 65. This is an astoundingly small number considering the number of baby boomer Continued on page 22

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Page 22 TRUCK NEWS

June 2012

ontario

Will senior drivers return? Continued from page 21

drivers on the cusp of retirement. Tom Neifer, the manager of CF Warehouse in Wheatley, Ont., thinks the mandatory retesting was discriminatory and unnecessary. “These new rules are a step in the right direction. We use a lot of older drivers, guys that are retired but still want to work. And these are the best drivers. You never have to worry about them. These are the most reliable drivers, good with customers, and excellent on the equipment,” he says. “When it came time to renew their licences, it seems they were always getting jacked around. For about six to eight weeks these guys would have to go through hoops,” Neifer adds. “This all seems to have started with privatization (DriveTest is a private company that administers driver examinations under contract to the MTO). There was no factual backup for the need to retest. Seniors just don’t seem to have the same political clout as everyone else.” For Mark Seymour, president and CEO of Kriska Transportation of Prescott, Ont., the yearly retesting of his senior drivers is more of a nuisance than anything else. He’s happy to lend his company drivers a tractor and trailer for the examination, but he says it’s still disruptive.

“We have several senior drivers in this position. But a year goes by quickly. It breaks up their work week and means a loss of revenue for them as well as an expense for the examination fee,” he says. According to Seymour, some senior drivers haven’t thought through what they will do during retirement and still need a fulltime job. Others have been driving since they were 16 and this is what they like to do. “I like to think these changes came about because of lobbying by the OTA,” he says. “If you make enough noise with enough support and have done the background research, you can affect change. I also like the fact that there’s a mechanism to red flag bad drivers.” But will the thousands of drivers who have given up their A/Z licence in the last few years come back? The jury’s still out, but some will be anxious to get back on the road and those turning 65 will welcome these changes as an opportunity to keep working. And employers will be glad to have them back. “We’ve lost a lot of highly-skilled drivers because of this mandatory retesting,” says Ross Mackie, patriarch of Mackie Moving Systems of Oshawa, Ont. “I hope some of them will reconsider and come back and work for us,” he says. n TRUST THE BEST 61 YEARS EXPERIENCE 17 LOCATIONS OVER 2,000 POWER UNITS

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OTA wants say on potential WSIB reforms TORONTO, Ont. – The Ontario Trucking Associations (OTA) has warned the Workplace Safety Insurance Board (WSIB) that it should engage the industry in “meaningful and substantive consultations” before acting on a soon-to-be-released WSIB funding review. OTA president David Bradley is concerned the WSIB could act on recommendations in the report without considering the impact on industry. “We appreciate the sense of urgency surrounding many of the Funding Review policy elements, but it is essential that the Board engage in comprehensive study and employer engagement before implementation of policies,” said Bradley. “Policies contained in the Funding Review will have a longstanding impact on Ontario employers and warrant years of comprehensive study.” The report stems from an Auditor General recommendation in 2009, that

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pointed out the WSIB’s ballooning unfunded liability. The report is expected to stress the need to control costs and increase revenue. “The trucking industry has seen its premium rates increase 15.5% from 2005-2012 while our total injury rates have declined 34%,” Bradley pointed out. “With the WSIB Board focused on the unfunded liability and the scope of the Funding Review limited to the revenue side of the equation, we are concerned that higher rates will continue to be imposed. The Board must fulfill the recommendation made by the Auditor General and perform a full, transparent review of its expenditures in order to restore financial stability and employer confidence in the system.” The Funding Review is due to be released any day. OTA hopes to be involved in the discussions before any of its recommendations are implemented. n

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Page 24 TRUCK NEWS

June 2012

canada

CTA’s call to support EOBR rule continues

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OTTAWA, Ont. – Canadian motor carriers and professional drivers from across the country have been banding together to voice their support for the mandatory implementation of electronic-on-board recording devices (EOBRs) to monitor Hours-of-Service compliance rules. This, according to the Canadian Trucking Alliance (CTA). Earlier this year, the CTA launched a campaign that provided carriers and drivers and owner/operators the ability to send an e-mail or text message to federal MPs, urging them to show political leadership on the issue. The campaign – which proffers how EOBRs represent a considerable improvement over the paper-based log system in terms of improving driver and carrier productivity, competiveness, regulatory compliance with hoursof-service standards as well as limiting drivers’ stress level and compliance workload – has triggered an impressive response from the trucking industry, with about 1,500 messages sent to date. Carriers and drivers from every jurisdiction in Canada sent a message, according to the CTA. “Our efforts show that there are many carriers and drivers who are clearly in favour of replacing outdated paper logbooks with more efficient and compliant electronic monitoring devices,” said David Bradley, president of the CTA. “While we understand that there is a minority in the industry who may oppose an EOBR mandate, it’s important that decision makers hear from those who have experience with EOBRs in enhancing compliance and making highways safer. “Companies that are voluntarily using EOBRs overwhelmingly report that their drivers experience noticeable improvements in productivity and lifestyle.” CTA officials say the message appears to be getting through to the politicians. In a response to one carrier, federal transport minister, Denis Lebel, stated that EOBRs can “improve hours-of-service regulatory compliance by reducing the opportunity for commercial drivers to exceed regulated driving hours or falsify logbooks” and that Transport Canada “supports the development of an EOBR standard that leverages the work that the United States has undertaken on this issue, that is implemented consistently across all jurisdictions, including our provinces and territories, and that is operationally feasible for both industry and government regulators. Ultimately, a harmonized North American standard would be ideal in consideration of the importance of domestic and cross-border trade.” The campaign is still active. To send a message to MPs about EOBRs, follow the instructions found at the CTA’s Web site: www.cantruck.ca. n

04/05/12 10:59 AM

June 2012

TRUCK NEWS Page 25

Conference Board of Canada report confirms benefits of using natural gas Potential savings dependent on absence of road taxes, report finds OTTAWA, Ont. – A new Conference Board of Canada report suggests natural gas is a viable fuel for the trucking industry, despite higher up-front costs to install the necessary technology. The report indicates fuel savings of up to $150,000 per truck – about twice the cost of the upcharge to natural gas – can be achieved over a 10-year period when switching from diesel fuel to natural gas. The report acknowledges, however, that “nearly half of these savings are in the form of fuel tax savings, as natural gas is currently exempt from the equivalent of a road diesel excise tax.” “Our models indicate that while the capital costs are high, the savings from lower fuel costs make natural gas an economically viable fuel for the trucking sector,” said Vijay Gill, co-author of the report, entitled Cheap Enough? Making the Switch From Diesel Fuel to Natural Gas. “Trucking firms could reap significant net benefits in operating costs while also reducing their environmental impact.” The report focused primarily on liquefied natural gas (LNG), since it outperforms compressed natural gas (CNG) in terms of range. Historically, the report indicates, natural gas has traded at about half the price of crude oil and the gap has widened and continues to grow. The report acknowledges that natural gas does contribute to greenhouse gas emissions, but it is still “cleaner” than diesel. In fact, the report concludes GHG would be reduced by as much as 50 tonnes per year for every truck. The potential for a road tax to be slapped on natural gas if the trucking industry makes the transition remains a concern. “Uncertainty over whether natural gas could lose its tax exemption com-

pounds the disincentive created by the high capital cost of converting to natural gas engines,” the report says. It calls on federal and provincial governments to state their plans for taxation. “Clarity from federal and provincial governments – sooner rather than later – would help carriers and energy infrastructure providers make informed investment decisions,” the report says. The lack of fueling infrastructure also remains a deterrent for truck fleets. Still, the report concludes the benefits of transitioning to natural gas are still there, despite the headwinds. “While carriers willing to convert their fleets to natural gas face significant capital costs and continuing risks

potential savings: A Conference Board of Canada report suggests a natural gas-powered truck can deliver fuel savings of $150,000 over its 10-year life, provided the government doesn’t get tax-happy.

related to relative fuel prices, availability of fueling infrastructure, and tax policy, they could reap significant net

benefits in operating costs while also reducing their environmental impact,” the report concludes. n

Shaw’s TV ads showcase trucking MISSISSAUGA, Ont. – Shaw Tracking has developed two television ads it says highlights the importance of the Canadian transportation industry. The two commercials will air nationally over the next year. The first of the ads, airing now, focuses on the theme ‘If you got it, a truck brought it,’ and highlights the vital role the transportation industry plays for all Canadians. The second spot, which will debut later this Spring, will raise awareness about the career opportunities available in the Canadian trucking industry, Shaw announced. The ads will air on Global TV and other Shaw Media specialty networks and will be seen 550,000 times, Shaw Tracking says. “The trucking industry is the backbone to our economy, every consumer product is delivered by a truck,” said Mike Ham, vice-president, Shaw Tracking. “We are dedicated and committed to taking a leadership role in reinforcing the positive attributes of the Canadian transportation industry.” n

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04/05/12 11:01 AM

19th

Annual

Owner/Operator Award

We know Owner/Operators are at the heart of the trucking industry, investing both personally and financially in their businesses. We’re proud to take this opportunity to recognize the best among them. If you know an Owner/Operator who exemplifies professionalism while also demonstrating a clean driving record, a commitment to safety and a track record of community involvement, nominate them for this prestigious award by completing the application form below.

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Email: Number of years in trucking/commodity hauled: Primary truck and engine: Number of vehicles: Contracted to (if applicable): How do youismaximize My choice based on:fuel efficiency?: My choice is based on: n Safe driving record n Industry/community involvement n Heroism Safe driving record ❍ Industry/community involvement ❍ Heroism ❍

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OO of the Year Award 2012.indd 1

12-04-05 9:40 AM

June 2012

TRUCK NEWS Page 27

tax talk

The keys to allocating shares in your company

Your spouse may be in for a rude awakening if proper care isn’t taken when allocating shares One of the most misunderstood questions about incorporating is, who owns the trucking business? I’m not talking about what you call yourself on your business card or who controls the day-today operations. The issue is how you allocate shares when you set up your corporation, especially when your spouse is involved. It’s a decision you need to take seriously. Because let me tell you, the government sure does. I know an owner/operator who asked a lawyer to incorporate his business for him. The lawyer gave the owner/operator one share and his wife one share for no reason other than that’s just the way the lawyer handled all his clients. The wife had a full-time job and played no active role in the company. Fast-forward a few years. The owner/operator’s wife gets laid off by her employer. She submits an application for Employment Insurance benefits. When you file an EI claim, Service Canada will review the total earnings you’ve been paid in the last 26 weeks ending with your last day of work. Included in this total is any income you receive as an officer of a corporation. So the government reviewed the claim and saw that the laidoff spouse was a shareholder and officer of a corporation. Because she owned 50% of the company, the spouse was deemed to be selfemployed. Service Canada clawed back her percentage of the corporation’s weekly earnings from her benefits. Service Canada sees plenty of scams where a corporation earns income while the owner/operator does not and files an EI claim. In this case, the wife hadn’t taken a dime from the business. Yet Service Canada attached a portion of the company’s earnings to her overall income and reduced her EI benefits. I’ve written before about the dangers of cookie-cutter solutions, and the carelessness of this lawyer who slammed together a corporation without asking any questions really hurt this couple financially. I don’t know if the owner/operator got the corporation cheaper, but whatever money they may have saved was lost when Service Canada stripped away part of the wife’s EI income. (This owner/ operator and his wife happened to be incorporated, but the same thing could happen in a sole proprietorship or partnership). Shares with care A corporation is collectively owned by its shareholders. Many owner/operators hold 100% of the shares – they don’t have any other partners or investors, just themselves. Others issue shares to their spouse because he or she is employed by the business in some way or otherwise contributes to its success. Others still give shares

pg 27 tn june v3.indd 27

Tax Talk Scott Taylor

to a spouse purely as part of a tax strategy – they want to lower their individual tax obligation by splitting income. Each of these is a valid approach depending on your situation and priorities. If you’re concerned about a Service Canada clawback yet want to preserve the potential tax benefits of income splitting, consider this strategy: When we set up corporations where the spouse has no active role in the business, we’ll give the owner/operator 1,000 shares and the spouse only 10. Her 1% share ownership is such a small percentage that her exposure to Service Canada is minimal. Yet she’s still entitled to dividends at any time. Another approach is to issue different types of shares. Typically, common shares truly own and control the company and special shares are issued to investors. You could own the common shares and your spouse would own the special shares. Dividends are issued on a per-share basis

and each share type can receive a different amount. So why would you want you and your spouse to own the same type of share and the same amount and receive the same dividend? For instance, your 1,000 common shares at $5 per means a $5,000 dividend in your pocket and tax return while $2,000 per share for 10 special shares means a $20,000 dividend to your spouse. There are other important things to consider when allocating shares to a spouse. What if you divorce or one of you dies? The shares in the company have value. Would you or your spouse be able to buy the remaining shares? Are you trying to hide something? That’s what Canada Revenue Agency, Service Canada, and your spouse’s divorce attorney will ask if your company is flush with cash but your personal income is low. How many times have you heard owner/operators telling you that their wives own the business even though they have nothing to do with running it? Typically, they do this to hide income or assets from an exspouse or collection agency. When you set up your business, you have to be concerned with

what’s best for today and tomorrow. If your spouse is a vital part of the operation, maybe he or she should own half? If you’re only doing it for tax planning, then you need to talk to your accountant or business advisor about the range of possibilities. n – Scott Taylor is vice-president of TFS Group, a Waterloo, Ont., company that specializes in accounting, fuel tax reporting, and other business services for truck f leet s a nd owner / opera tors . For help or information, visit www.tfsgroup.com or call 800 461-5970.

Want more tax tips? Check out the six-part Tax Talk video series available free of charge on Trucknews.com. The series of six- to nine-minute videos, sponsored by Michelin, provide insight on how to legally maximize your tax returns. Topics include record-keeping, incorporation, employee or independent driver and other issues successful owner/operators and small fleet owners need to know. You can find the videos at Trucknews.com/Videos. n

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Page 28 TRUCK NEWS

June 2012

over the road

Sometimes saying no is the only option Nobody likes to say no to freight. But if you want to achieve a work-life balance, sometimes it’s the only answer. There is no doubt that if you choose driving as a career, there will be personal sacrifices you will have to make. Longhaul work requires an investment of your time that is necessary to get the job done. Let’s face it, I can’t drive to Winnipeg and home every week if I’m looking for a job with a 40-hour workweek. Common sense dictates that you will never be happy in your work as a professional longhaul driver if your mind is constantly craving to be at home or dwelling on the frustrating elements of this work that pop up on a regular basis. There are options of course. You can still drive locally or regionally to reduce or eliminate having to sleep in your workplace. That being said, you don’t have to give up all of your personal aspirations and goals on your bucket list just because you drive longhaul for a living, nor should you. You have to be careful in this industry not to allow others to possess total control of your time. A good example of this is the carrier that operates on the basis of maxing out a driver’s 70-hour workweek. We should always remember, especially if you are new to this

and it is an important part of my daily life. I put the time I need each day to care for myself at the top of my priority list and it changed my life. But I always struggled in the winter months to maintain my fitness. The cold and snow I encounter on the road to Winnipeg every winter is not conducive to walking or running. So I decided to join a fitness club this past winter to maintain my health. It’s a national club with locations in cities I drive through regularly; a perfect solution for the winter months. I work with a personal trainer at my home club and for the past two sessions we were stepping into the next phase of my training, searching for the perfect resistance on each machine that would see me not quite able to lift the weight on the last couple of repetitions on the last set of exercises for each muscle group. On the squat machine this happened to be 100 lbs of weight. As I was driving to Winnipeg the following day, it hit me that I had almost lost 100 lbs of weight off my body since the autumn of 2001. Ten years ago that 100 lbs was a burden that I carried with me

Over the Road Al Goodhall

industry, that the 70 /7 driving maximum was put in place as a safety standard, not an employment standard that employers can force their employees to meet as they see fit. Finding a balance that keeps you fit both mentally and physically while reaping the benefits of the freedom and joy this driving lifestyle can bring you is truly the sole responsibility of the individual driver. There are times when you need to say no to the freight and say yes to some personal time in order to look after yourself. Your employer can benefit from that decision just as much as you will. After all, a happy and healthy driver is a productive driver. This point was driven home to me after working out at my health club the other day. First, let me give you a little background. If you visit me in this space with any regularity you know that I stepped on the road to health and fitness a decade ago

every day. With a family history of heart disease, I was a ticking time bomb and it was then that I set a goal of reaching a good state of overall health by age 50. I not only met that goal I surpassed it and continue to reach new highs that 10 years ago would have seemed more like fantasy to me than a realistic set of goals. In effect, that 100-lb burden I carried on my body has become a level of resistance that is now contributing to my health and wellbeing. What a beautiful example of how taking a little time for yourself can benefit you over the long run. I’ll remember this every time the thought ‘I don’t have time’ arises in my mind. So, have the times I’ve had to say no to the freight in order to have some personal time to fulfill my own personal goals been worth it? You bet they were. Has my employer benefited from these results? Of course they have. As professional drivers we need to take possession of our time and not allow others to dictate its terms of use. I’m convinced this is the path to a balanced life on the road. Nobody else will do this for us. 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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Page 30 TRUCK NEWS

June 2012

opinion

In an industry that’s overregulated, why is this one key regulation missing? to be a highway hazard. It’s quite posAs one of the higher populated provsible were not going to sway the Libersible to be a jackass at 85 km/h, espeinces, truck drivers in Ontario hold the als from passing yet another law that Small Fleet, cially if your training was lacking. dubious distinction of being the most the truck-frightened public would love. The only reply that I received from So how about it, Dalton? Are we overregulated by government. Big Attitude then Transport Minister Jim Bradley ready to rip off that public opinion My own cynical view is that a good deal of the ‘Only in Ontario’ legislation that has been passed has accomplished little or nothing from a safety standpoint. It has, however, served its purpose by making a truck-frightened public feel safer, usually a handy mood to cultivate at re-election time. It started in the mid 90s, when the Harris government introduced the legendary wheel-off legislation, opening up carriers to absolute liability of crippling fines in the event of a wheel detachment. Could a small carrier survive a $50,000 penalty because a driver didn’t perform a thorough pre-trip? None that I know of. Licences were now required to do any wheel and tire service. My gullible side, as a driver and licensed wheel installer, believes that if

bill cameron

a professional operator does a thorough pre-trip, as well as walk-around inspections throughout the trip, that an improperly installed wheel assembly would be caught. Maybe not before wheel and hub damage occurs, but definitely before detachment. This causes me to believe that the problem will not be solved by yet more government band-aids covering the end result, but by real effort put towards solving the problem at its origin; drivers who are either poorly trained or just not conscientious, the core reason for most problems with drivers. Our latest round of legislative mudslinging came from Premier Dad, Dalton McGuinty, and his speed limiters. All the letter-writing campaigns pos-

had the audacity to compare this law to the street racing law. Seriously? A tractor-trailer is to be compared to a crotch rocket motorcycle? In the midst of the speed limiter legislation being passed, the Liberals also suggested a law that would limit driving hours and place passenger restrictions on teenage drivers. A furious Facebook campaign followed, and the suggested legislation was dropped, proving my point that logical input be damned, public opinion is King in this province. I still firmly believe that a few trucks driving in excess of 105-110 km/h was not an issue. Inexperienced or experienced but careless truck drivers driving beyond either their abilities, or road conditions, however, was a problem. You do not need excessive speed

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band-aid and make a real difference to highway safety for a change? Throughout our childhood years, our education is geared to a mandated curriculum. Whether you are in public, catholic, or any other school system, the government has minimum standards that must be met. It is possible to move from one school system to another and still meet the necessary basic standards. So why is there not a mandated curriculum for truck driving schools? Is there really any sense to the fact that a diploma issued by a well-established, highly-respected school may be viewed by some insurance companies as being no better than one issued by some fly-by-night outfit? Does it seem fair that some folks enroll in a lower-cost school, only to find the diploma worth nothing, because the course was so limited? In an industry that is so regulated otherwise, why are the basic training requirements not regulated? We need to eliminate courses where the classroom portion of the experience consists of handing the student a driver’s handbook, and telling him or her to read it. No more training with short, empty trailers, pulled by day cabs. Follow a thorough, detailed, in-class and in-cab curriculum, or you don’t teach. Period. Refuse to follow the mandated curriculum, and you either lose your teaching licence, or are not granted one in the first place. This curriculum should be created with a great deal of industry input and involve loaded equipment and real-world situations and examples. We need to have schools that produce safe truck drivers, not just warm bodies with an A/Z licence and the barest minimum of skills. This is one of the reasons that small carriers are unable to hire inexperienced drivers. Insurance companies will not allow a small carrier to sign up a rookie, in part, because they realize that far too many A licences are doled out to unworthy individuals. These are often the drivers who feel 12 feet is a safe following distance, and that the accelerator pedal is to be mashed to the floor with every gear change. These are also the drivers who were trained on lightweight, short equipment and then cause major accidents when they are put in front of a multiaxle trailer the next week. They haven’t been taught nearly as well as they think they were, and end up with an inflated opinion of their own abilities. Our industry is challenging, dangerous and high profile enough that it is plain irresponsible to send out unprepared drivers. Are we ready for legislation to change this situation? I think a better question would be how long can we continue as we are? n – Bill Cameron and his wife Nancy currently own and operate Parks Transportation, a four-truck flatdeck trucking company. The company was founded in 1999 with a 20-yearold truck, rented flatbed trailer and a big dream. Bill can be reached at williamcameron.bc@gmail.com.

12-05-03 10:17 AM

Page 32 TRUCK NEWS

June 2012

safety

It is time to welcome Big Brother’s watchful gaze Those who insist that electronic monitors are invading privacy will often refer to Big Brother – the allseeing evil leader who George Orwell created in the book 1984. In the novel, rulers spy on their citizens to maintain a tight grip on power. The information is hardly meant for the greater good. The monitoring systems on a modern truck deserve a better reputation. And managers who watch over the data should probably be seen as helpful siblings; the kinds of brothers who offer important advice. Consider the valuable information that would be possible if fleets embraced the Global Positioning Satellite (GPS) technologies which support the navigation systems in family cars. If these systems were combined with electronic logbooks,

Ask the Expert david goruk

truckers could be alerted when they were running out of driving time, told about truck stops that they can reach before running out of hours, or fed directions to a parking area that might otherwise be forgotten on a nearby secondary road. It is hardly the stuff of a science fiction novel. Many valuable electronic monitoring tools are already available today. And I know of at least one fleet owner who refers to each new piece of technology in the company’s sales tools, showing potential customers exactly how the business will manage and care for every load.

Ultimately, all of the related data can offer the insight to address realworld problems. Electronic On-Board Recorders (EOBRs) can certainly eliminate many of the common paperwork errors that leave unwanted scars on a cross-border fleet’s CSA safety ratings. Some fleets have balked at the idea of mandating these recorders – largely because the tools offer an unflinching look at exactly when a truck was operating, and whether a driver was complying with hours of service rules – but the benefits outweigh any risks. Today’s electronic monitors could even help to protect loads from theft. The same GPS technology that offers directions can be used to support ‘geofencing’ systems, which will sound an alarm whenever a truck or load strays outside a specific area. This kind of watch-

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ful eye can be particularly useful to those who haul high-value cargo like alcohol, electronics and pharmaceuticals. I know of one fleet that uses the systems to inform dispatchers whenever equipment passes through the yard’s gate. Another fleet in Brampton, Ont. gives customers access to the data, making it possible to locate a shipment at any given point in time. Granted, fleets that offer this kind of access will also need to be transparent and truthful when reporting the location of any load. It is tough to make up an excuse for a late shipment if a customer can see exactly where their freight is sitting. Electronic monitors are hardly limited to tracking a truck, either. Telematics can be used to feed fleet personnel data about everything from tire pressures to reefer temperatures, no matter where the truck may be. Real-time data can even make a difference in how equipment performs on the road. The sensors and controls in stability control systems help to keep trucks upright on every off ramp, while the sensors that feed the latest generation of automatic transmissions help to deliver a perfect shift every time – improving fuel economy and allowing drivers to concentrate on making safe turns rather than finding the right gear. Like any other technology, these transmissions have improved over time. Once drivers lift their foot off the brake pedal, today’s systems will still hold the brakes in place until the drivetrain begins to apply torque. There is no worry about the truck rolling uncontrolled down a hill. Shift points can also be reprogrammed by fleets that switch from heavy loads to lighter commodities, further maximizing their fuel economy. The search for valuable information doesn’t always require an added investment. At least one monitoring tool is already found on each and every engine. The Electronic Control Module (ECM) offers data that can identify issues like high speeds or hard-braking events, and that is the type of insight which can be used to refine driver training programs. Like any other tool purchased by a fleet, new monitoring technologies will need to be reviewed to identify the potential return on any investment. But the costs of this equipment can often be offset by the savings that emerge when addressing long-standing challenges, whether problems involve the state of equipment (such as tire pressures), thefts, paperwork errors, or even collisions. It is the type of support you might expect from a trusted big brother. n – This month’s expert is David Goruk, risk services specialist. David has served the trucking industry for more than 25 years providing loss control and risk management services to the trucking industry. Northbridge Insurance is a leading Canadian commercial insurer built on the strength of four companies with a long standing history in the marketplace and has been serving the trucking industry for more than 60 years. You can visit Northbridge’s Web site at www.nbfc.com.

12-05-03 10:16 AM

June 2012

TRUCK NEWS Page 33

opinion

What, exactly, is the definition of ‘cheap freight’? Sometimes, you have to take the cheap freight to get you back to the decent paying freight. It’s all about knowing your costs.

pg 33 tn june v3.indd 33

You say tomato, I say tomahto mark lee

truck and trailer and tear around at 80 mph between stopping at truck stops every couple of hours

lower your costs – but it still costs you. So if you can find a load that just about covers the fuel and your daily fixed costs that gets you to either city, you’re then back to the good rates and it never cost you anything. You didn’t make money on that leg, but the next load that you run

‘There is no one number that classifies a load as cheap freight.’

– 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. You can read his blog at www.brandttruck.com/blog.

out west will, so by the time you get back to base, you’ve made a decent profit. Where’s the cheap freight in that? We live in a very different world than we did in the good ol’

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and want to sit around waiting for the right rate for days at a time, then $4 per mile is not enough to turn a profit. Yet an operator with an 8 mpg truck, that is bought and paid for, can make decent money at a buck fifty, so which one is hauling cheap freight? In much the same way that you don’t need to win every battle to win a war, you don’t need to turn a huge profit on each load to make money. In extreme cases you could even take a load that only just covers your costs (which you should know down to the last penny), which will take you to somewhere that will get you a good paying load. For example, you get a good paying load from Winnipeg to Halifax. Once there you can’t find anything to take you back to Winnipeg, so you look at Montreal or even Toronto and there’s plenty of good rates coming out of both. Now, you could deadhead to either one – your fuel mileage would be excellent so it would

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I had an encounter with Mr. Supertrucker last week. I was running up from California and he came blasting by at around 5 mph above the speed limit. An hour later he came by again, and a couple of hours later there he was again, hammer down in the left lane. He was driving a classic truck with all the lights and chrome. It was a sharp looking truck for sure, but for one thing, a decal on the rear doors that read: “Say NO to cheap freight.” A few hours later I pulled off to get some coffee and here he was again, taking on some fuel. I pulled into the parking lot and he parked next to me. We got talking and I said I was going inside for a coffee. He joined me and we got talking about the job again. I mentioned the decal on his trailer and he went off on a rant for five minutes about how people were running around for peanuts and ruining the job. I sat back listening for a while and then thought I’d have a little fun, so I asked him what he considered to be cheap freight? He stated that he never took a load that paid under $2 per mile. I then asked what he did if he was in an area without freight that paid that much? He told me he would sit for a day or two and then if nothing happened he would deadhead to a load that did pay well enough. So I asked him how much per mile he was earning sitting for up to two days in a truck stop? I got a frown, then I asked how much he got paid to deadhead? Again, the frown. After a moment he started off again, this time about how people hauling ‘cheap freight’ made it so that he had to sit for two days or deadhead hundreds of miles. I then explained that someone hauling the same lane he was deadheading for a buck a mile was earning more than him and he told me I didn’t know what I was talking about. Before it turned nasty I decided on a different approach. This time I asked him what his fuel mileage average was? He didn’t know! I would say he was getting under 5 mpg as he was doing an admitted 5 mph over the limit everywhere and we were out in Utah with a 75-80 mph limit. On hearing this, he told me that it never mattered because of the fuel surcharge, so I asked him what figures the surcharge he was getting were based on? Again, he didn’t know. At this point I decided to give it up, as it would, no doubt, soon turn ugly. Now here’s the thing, there is no one number that classifies a load as ‘cheap freight.’ If you have a $300,000 custom

days. Technology and many other things have made most industries more efficient, yet some within our industry are still using business practices from back in the day. To earn a decent living today we need to focus on our cost of operation. The days of charging a rate that would allow us to make money regardless of what it costs us to do the job are long gone. We now need to control our expenses and operate as efficiently as possible. That way we make money all the time, and when we’re lucky enough to pick up some really good rates we make even more and laugh all the way to the bank. n

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Page 34 TRUCK NEWS

June 2012

Hi-Tech Hiring

Behaviour profiling may help recruiters find safe, loyal drivers By Harry Rudolfs

rucking company recruiters face a dilemma with every new hire. One problem is that some applicants with tons of experience can be high-maintenance employees and become easily disgruntled, quick to pack up and go across the road at the first disagreement with management. While other candidates, with little experience and often fresh out of driving school, can be exemplary team players and a great company asset for years to come. And then there are preventable accidents, which every safety manager would like to reduce to zero. Why is it that some drivers seem to be accident-prone while others never seem to have any incidents? Is it possible to hire drivers that almost never have preventable accidents?

Personality-based assessments have been widely used by human resources managers as a pre-employment screening tool for a couple of decades, and the strategy appears to be gaining momentum. A friend of mine applying for an assembly line job at Toyota in Cambridge, Ont., had to take two of these before being granted an interview. The concept is fairly simple. These are usually non-cognitive quizzes or questionnaires that are the first step in hiring a new employee. The tests take only 10-20 minutes and are usually delivered online. They don’t require much thinking. The results can be quickly tabulated and point out an applicant’s competencies or deficiencies in several categories. But the concept of behaviour pro-

filing has been slow to gain traction in the trucking sector. This may change quickly as a few providers are looking at trucking as virgin territory. And case studies suggest that prescreening commercial drivers might give employers a leg up when hiring off the street. The science behind behaviourism can be traced back to Russian scientist Ivan Pavlov, who made a dog salivate by ringing a bell. The discoverer of the famous “conditioned response” showed that behaviours occur as a response to one’s environment. Behaviourism holds that all behaviours are acquired and can be observed and studied. There are literally thousands of these personal assessment products available, but I only found three that

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are specifically geared towards motor transport. The procedures are usually inexpensive and can often be tweaked to meet the employers’ job specifications. The JOBehaviors assessment I took was tailored for either long- or short-haul drivers and presented a series of about 100 questions with two possible answers set out in apposition. Available in English, Spanish or French, the applicant chooses which answer best suits the question. There are no wrong answers. According to JOBehaviours president Mark Tinney: “Our assessments are based on specific behaviours identified by top performers that directly impact performance and retention. We focus directly on the behaviours (micro-competencies) that account for performance outcomes. Our process generates nearly 500 behaviours (from top performers in the field).” I scored four out of five stars on this quiz and evidently that qualifies me to apply for a position as a Schneider National owner/operator. Trucking companies like Schneider use this as a pre-screening tool to sort out the applicants that wouldn’t make a good fit. Unless you score at least four stars, they’re not interested in talking to you. Predictive Success is another provider looking to sign up trucking companies. Their assessment uses a more traditional approach to behavioural psychology by comparing and weighing four key personality traits: dominance, patience, extroversion and formality. The subject is asked to pick from a list of adjectives that best describe how they see themselves, and another list of how they think others perceive them. The formality index indicates how closely a candidate can follow work instructions and safety procedures. Ideally a well-adapted driver would score low on the dominance scale but high in the formality category, while an aggressive driver who does a sloppy pre-trip inspection would have the opposite score. The Predictive Success measurement includes an in-depth written assessment that gives you more substance than a mere rating. Although the survey is not geared to trucking professionals, the answers can be weighted with regard to specific job applications. The survey was spoton when it came to my evaluation. I’ve been having qualms about taking a dedicated highway run from Toronto to Laval and the program intuited that although I prefer highway work, the reason I was reluctant to give up my run coverage status was because I don’t like getting slotted into a repetitive grind. The Predictive Success survey might have wider applications because of its breadth of coverage. According to Todd Harris, head of science for Predictive Success, “It’s important to remember that personality isn’t everything. Typically, 20% of driver variability in performance is accounted by personality. We stress that a hiring decision shouldn’t be made on one data point. The more information we can provide the better.” Harris suggests that the other 80% of a driver’s capabilities can be gleaned from other employment tools such as a reference check, road test and a personal interview. “We train managers to under-

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stand their people and create a job profile,” he says. “Employers used to use personality assessments in terms of hiring, but now a lot of companies are finding more and more uses for things like succession planning, team building, and a lot of other applications.” What interests me in the Predictive Success model is that it attempts to get at the DNA of what makes a good and happy driver. They also have studies of transportation groups that purport to show that drivers who fit into their profile have less problems, less accidents, get better fuel mileage, and have lower maintenance costs. Another bonus to the Predictive Success format is that their quiz can be accessed in 65 languages, a boon to recruiters hiring overseas. The last personality assessment I tried was RoadWorthy, a product developed by an American company Select International which does the pre-screening for the above mentioned Toyota plants in Cambridge and Woodstock, Ont. This assessment is available in Spanish or English, and is less subtle than the JOBehaviors or Predictive Success template. Applicants are instructed to tick off boxes with agree, disagree, or strongly agree or disagree qualifiers. While the aforementioned applications were nuanced and cleverly constructed to get at the actual behaviours of job applicants, the RoadWorthy model was perhaps too obvious. I mean, who’s going to answer a pre-screening questionnaire by saying they like to break things? Or that they yell at other drivers? I suspect that these questions might be manipulated by applicants seeking to provide answers that they think the employer wants to hear. Nonetheless, Select International executive vice-president Matthew O’Connell stands behind the RoadWorthy product. “It’s hard to find good drivers,” he says. “Our goal is to put this at the top of the hiring funnel and cross out the 10-15% of drivers that are going to give you the most problems.” Lastly, I was looking for testimonials from trucking companies who had used any of these assessments. Predictive Success has apparently sold their product to the Irving companies, Midland and Sunbury, but I couldn’t find anyone to go on the record as to its efficacy. I had less of a problem with one of the JOBehaviors clients, Bestway Express of Vincennes, Ind. Safety and human resources director Curt Singleton speaks glowingly about the program. “We brought it in originally for new hires and we’ve had tremendous success. Our turnover rate which was around 100% we’ve got down to around 60%. And those drivers that got the best ratings have stayed with us the longest.” Although Singleton hasn’t had a chance to compare the data on accident rates, he can say with certainty that none of his 280 drivers who scored four or five star ratings on the JOBehaviors scale has had a major accident. But for retaining drivers alone, Singleton thinks that the investment in JOBehaviors has paid off. “Since we started the program in January of 2011, we’ve retained 80% or our trainees, whereas, typically a trucking company tends to lose 60% of its trainees in the first few months.” n

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Page 36 TRUCK NEWS

June 2012

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tious response from manufacturers led to widespread speculation of substantial cost increases, as was the case with big bore engines when similar technologies were deployed with each new round of EPA emissions standards. “Truck engines are a little bit different than ours,” Kiefer noted. “We’re in a different horsepower category and the horsepower categories have different emissions requirements.” The Tier 4 standard for nonroad engines with 25-50 hp was announced in 2004, to be phased in between 2008 and 2015. The regulations are not specific to reefer engines; they affect any non-road diesel engine within the affected horsepower range. Reefer engines in the 11-25 hp category were required to comply by 2008 while the 25-50 hp category engines were to be phased in over a two-step process, with Tier 4 interim being rolled out in 2008 and a stricter Tier 4 final rule to come into play in January. Existing equipment is grandfathered, meaning fleets can continue to use their existing TRUs without penalty anywhere other than California (see related story, pg. 70). “Most trailer refrigeration units sold today fall within this (25-50 hp) horsepower increment, therefore currently comply with the Tier 4i (interim) standard,” Kiefer explained. Getting to the more stringent Tier 4 final rule presented some challenges. But rather than resorting to costly aftertreatment systems that would allow reefer engines to continue operating as they do today, and then trap and eliminate pollutants downstream, Carrier Transicold has elected to redesign its engine line from the ground up, to improve efficiency to the extent that the engines no longer require the full 25 hp. “Our equipment has always straddled that 25-hp line,” Kiefer said. “We’ve had units that had a peak horsepower requirement of 24 hp and we had some that were 26 hp.” Carrier engineers went back to the drawing board, and have found ways of improving the efficiency of their refrigeration units so that the peak power required by the engine

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By James Menzies Owners and managers of refrigerated fleets are approaching the EPA Tier 4 emissions deadline for trailer refrigeration unit (TRU) engines with some trepidation. And after what they’ve gone through with the EPA emissions mandates for big bore engines, who can blame them? During a recent Driving for Profit seminar, Wendell Erb, president and CEO of Erb Group of Companies,

breakfast at Truck World a couple weeks later, Jerry Moyes, CEO of Swift Transportation, voiced his concern as well, noting Californiacompliant TRUs could cost $5,000$10,000 more than today’s designs when the calendar turns to 2013. “It’s affecting the whole reefer business,” he said, adding reefer sales could be brisk this year as fleets rush to beat the impending standard. Concerns, however, may be overblown, especially for refrigerated fleets that don’t haul into California. The impending Tier 4 standard, which goes into effect in January 2013, will limit pollutants of off-road engines between 25-50 hp, and yes, TRU engines generally fall within this category. Both Carrier Transicold and Thermo King have been busy revamping their reefer platforms to comply with the Tier 4 standard in ways that will minimize the impact on customers. Thermo King plans a summer launch of its new platform, and Truck News will report on those developments as they become available. Carrier Transicold announced its compliance strategy at the MidAmerica Trucking Show and in a subsequent interview with Truck News, David Kiefer, director of marketing and product management with Carrier, indicated the company’s revamped reefer line will meet Tier 4 emissions requirements without any of the expensive add-ons and auxiliary equipment that some feared were inevitable. He understands the confusion, however. “When the two major TRU manufacturers embarked on this, we didn’t know what lay in front of us,” Kiefer admitted. “Customers were asking ‘What do you think is going to happen?’ Conservatively, both companies were saying that to get compliant equipment, you’d have to apply technologies and expenses and even some of these ultra highefficiency technologies where you would get benefits but they’d certainly be more expensive.” He’s talking about things like exhaust aftertreament systems; diesel particulate filters, oxidation catalysts and the like, which have been employed by the manufacturers of heavy-duty truck engines. This cau-

Dixie Road

Fleets are fearing the worst with the impending Tier 4 emissions standards for trailer refrigeration units. Here’s why their concerns may be overblown.

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12-05-07 9:32 AM

June 2012

TRUCK NEWS Page 37

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pg 36-37, 70 tn june v3.indd 37

T:7.875” an uphill battle: Staying atop all the emissions requirements for truck – and now reefer – engines hasn’t been easy. Fortunately, it appears the Tier 4 standards for trailer refrigeration units will deliver benefits, not just costs, for customers.

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will not exceed 25 hp under any circumstances, essentially absolving it from the burden of the new Tier 4 requirements and avoiding the substantial cost increases associated with exhaust aftertreatment equipment. (The engines will easily comply with the Tier 4 standard for 11-25 hp engines). In fact, Kiefer said the efficiency improvements offered in Carrier’s next-generation line of reefer engines will actually improve performance and lower operating costs, something that wasn’t exactly the case when truck engine makers were faced with EPA mandates in 2002 and 2007. In the end, Kiefer says Carrier was able to reduce the horsepower requirement by its 2.2-litre Kubota engine by up to 20%, depending on model and application. “As you can imagine, when you take up to 20% horsepower requirement out of the engine, not only did it move all our designs below the 25-hp line, but it moved us well below the line,” he told Truck News. “Now we’re in a situation where our peak horsepower is somewhere between 20 and 22 hp, depending on the model, and that’s peak. When you look at TRUs, they don’t run at peak very much, it’s only a single digit percentage that they run at peak.” As a bonus to fleets, the lower horsepower requirement also means there could be some maintenance savings. “From that point of view, it’s great for our customers,” Kiefer said. “Now we have a unit that’s compliant, but it actually has better performance, more capacity, faster pulldown, that type of thing, and it also uses 5-20% less fuel depending on the operating conditions. It varies by model. Some are quieter and some of them are lighter and some of them use 24% less refrigerant.” One reefer, Kiefer noted, runs 400 rpm slower than the previous version, yet provides greater cooling capacity while using less fuel. Carrier also promises reliability hasn’t been compromised. “What we like about it is, it’s hightech but it’s also low-risk and there are no additional maintenance requirements,” Kiefer said. “In fact, you can almost argue maintenance requirements will go down. If you think about the drive belt, imagine if you had that same drive belt as you have today but you’re putting 20% less power through it. What do you think would happen to the longevity of that drive belt? If anything, you’d expect it to last longer because it’s not working as hard.” So, how exactly did Carrier Transicold manage to find double-digit efficiency gains in its refrigeration units? Kiefer explained that for the most part, Carrier was able to take existing technologies employed across its various models and then combine them and optimize them to work together to provide more comprehensive benefits. “There are a lot of different technologies that exist in different units that we know are high-efficiency technologies. We brought them all together and incorporated all of them into the same platform,” he explained. “You can put something

Page 38 TRUCK NEWS

June 2012

brakes

In pursuit of better braking

Fleets are finally warming up to air disc brakes. Now one supplier is voicing concerns about compatibilty issues with drums. By James Menzies It was an introduction to Canadian trucking that Mark Lee, Truck News columnist and a longtime professional driver imported from the United Kingdom, will never forget. “I was behind the wheel of a big truck before the Timmies I bought at the airport had gone cold,” Lee recalls. “I pulled out of the yard and when I got to the first stop sign I was shocked to find that the middle pedal didn’t work properly. I pushed it down, it just didn’t appear to be connected to the brakes, so I pushed it some more and it slowed down a little. By the time I reached the stop sign I had to do a panic stop.” Turns out, Lee was simply getting acquainted with drum brakes. Air disc brakes, which are pretty much standard in Europe, provide more responsive braking and other benefits, but they come at a higher price that Canadian fleets have traditionally been reluctant to pay. As a result, drivers here have simply come to accept the comparably spongy feel of drum brakes. “If I had used the same pedal pressure on a disc braked truck, I would’ve been chewing on the steer-

easier to service: Technicians appreciate that an air disc brake pad replacement can take as little as 15 minutes compared to an hour with drum brakes.

ing wheel way before the stop sign,” Lee claims. While disc brakes are popular in other parts of the world, they’re just now catching on in North America, where the almighty dollar and poor past experiences have caused most fleets to persistently hang onto the familiar drum brake. Drum brakes have served the trucking industry adequately for

many years, but now under pressure to reduce the stopping distances of heavy trucks, vehicle manufacturers are beginning to more aggressively promote disc brakes, which cost more at the outset but provide more effective braking as well as maintenance savings over the life of the equipment. Last year, Peterbilt became the first truck manufacturer to make

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disc brakes standard on the front axle of all its Class 8 truck models. Now, Truck News has learned, about 60% of disc brake-equipped Peterbilt trucks are rolling off the assembly line with discs on only the steer axles while the other 40% are fitted with disc brakes at every position, a testament to how quickly customers have warmed up to the technology. It wasn’t always that way. In the mid-1980s, disc brakes were thrust into the market with disastrous consequences. “This is not the same disc brake we saw in the past,” Steve Bell, engineering manager, air disc brakes with Bendix, claims. Early generation disc brakes featured undersized rotors and didn’t have the ability to absorb the energy generated by heavy vehicles. Overheating resulted in cracked rotors and a lot of unhappy customers. “We understand that phenomenon much better now,” Bell says of high temperatures and other challenges which tainted an entire industry’s perception of air disc brakes. Despite their early shortcomings, redesigned air disc brakes are making a comeback, largely because of new regulations mandating shorter stopping distances for heavy trucks. Disc brakes aren’t needed to comply with the 2011 National Highway Traffic Safety Administration (NHTSA) stopping distance requirements, which called for a 30% improvement in heavy truck braking capabilities. Larger, more effective drum brakes can meet the new requirement, but as drum brakes become bigger and more expensive, the value proposition for disc brakes grows stronger. That, and the willingness of truck manufacturers to promote – and in some cases, standardize them – has resulted in a sharp increase in demand for the products. Gary Ganaway, director of the foundation brake group with Bendix, said from 2005 to 2011, the company produced 250,000 air disc brakes. This year alone it will build 155,000 units. “Interest in air disc brakes has grown immensely and we think that’s largely attributable to the fact fleets are paying more attention to their brakes,” Ganaway says. One of the biggest deterrents to disc brake adoption has been purchase price, which remains significantly higher than the traditional drum brake alternative. Conventional wisdom suggests higher production volumes should soon translate to lower purchase prices, but that has not yet materialized. “We haven’t really seen that so far,” Ganaway admits. “We’ve maybe seen some opportunity-taking on the part of the vehicle manufacturers.” Even at today’s higher prices, however, a strong case can be made for the investment, even in the most costsensitive fleet operations. Fleets interested in disc brakes have been encouraged to spec’ several of their new trucks with disc brakes on either the steer axle only, or better yet at all positions, and then run them alongside traditionally-spec’d tractors for direct comparisons. Over time, the repair and maintenance savings on the disc brakeequipped tractors will usually deliver a return, Ganaway says. “Our rule of thumb is in linehaul applications, a fleet can expect

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June 2012

TRUCK NEWS Page 39

to double their lining life with disc brakes and the expectation is the rotor would last two pad cycles, typically,” he says. “So, if a fleet is getting 400,000 miles they should expect to get about 800,000 miles. But that number is not absolute; every driver is different, every route is different and every load is different, so there’s a lot of variance in there.” It also takes less time to change the pads on a disc brake; about 15 minutes compared to an hour on a traditional drum brake. The maintenance savings are influenced by many variables, but the performance advantages of disc brakes are difficult to dispute in any application. Disc brakes simply work better than drums; they are more resistant to fading and they offer more responsive braking, as Lee can attest. For that reason, owner/operators are actually outpacing fleets in adopting disc brakes, Ganaway claims. “The owner/operator is actually driving the equipment and he or she gets to enjoy the benefits of that added feeling of safety – the better feel – and typically owner/operators keep their equipment longer than fleets do, so we find it’s a pretty attractive option to them,” he explains. “They’re willing to spend a little more because they’re going to enjoy the benefit of the utility of the technology.” Transitioning to disc brakes, however, isn’t without its risks, at least according to TMD Friction, which produces OE and aftermarket linings for disc and drum brakes. Shab-

bir Hakim, vehicle program manager, commercial vehicles with TMD, warns that compatibility issues can arise when mixing and matching disc and drum brakes, a common practice as many fleets begin their transition by spec’ing disc brakes on the steer axle of a tractor and drums on the drives. That’s to say nothing of the trailers, the vast majority of which are equipped with drum brakes. According to Hakim, problems can arise when drum brakes fade, which tends to occur when subjected to high heat such as when descending a grade. As drum brakes fade, the disc brakes on the steer axle could be forced to take on too much of the load and could crack or fail as a result. “The compatibility issue really comes in when you use disc brakes in combination with drum brakes,” Hakim warns. “When you use disc brakes, you have to be very careful that they don’t do all the work and that the drum brake also puts in its fair share of work. Otherwise, what’s going to happen is the disc brakes will get worn out and they’ll get a bad reputation in the market and people will say disc brakes don’t work, when in fact they’re working too much. The point is, you have to use the right type of friction material for the disc brake that is compatible with the properties of the drum brake.” Typically, an air disc brake uses a metallic lining where friction is sustained, allowing the brake to produce torque to temperatures of up to 1,500 F. Drum brakes, on the oth-

cause for concern?: These illustrations, provided by TMD, indicate that a tractor-trailer with all drum brakes (lower image) ‘work shares,’ so each brake fades evenly. The top illustration shows that the disc brakes don’t work share, they simply continue taking on a disproportionate amount of the work as the drum brakes fade.

er hand, utilize a friction material bound together by high-temperature resins, allowing the brake to produce torque only to temperatures of about

600 F before fading occurs. The disc brake’s resistance to fading is one of its strongest attributes, Continued on page 77

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Page 40 TRUCK NEWS

June 2012

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Riding shotgun with a paraplegic truck driver By James Menzies BELLEVILLE, Ont. – On a mild mid-April day, owner/operator Mike Dingler is shooting the breeze with fellow drivers, while waiting for his paperwork before setting out on an afternoon run. Paperwork in hand, he says his farewells and then proceeds to his yellow Freightliner Century Class. Dingler removes the wheels from his wheelchair and passes them up into the cab. He then climbs aboard the hydraulic lift that he designed himself, and slowly rises up to seat level. He passes the rest of his wheelchair into the cab and then pulls himself into the driver’s seat. The chair and its detached wheels are stowed in the sleeper cab, and Dingler’s ready to roll. I’m riding shotgun with Dingler on this day. He’s a wheelchairbound owner/operator with International Truckload Services (ITS), working the nightshift hauling east to Cornwall and Brockville or west to Hamilton, Brantford and other destinations in the Greater Toronto Area. His 2004 Freightliner has been equipped with hand controls for the throttle and brake, as well as his homemade lift (the first version was powered by an electric motor, but it proved unreliable and so he designed the hydraulic version in use today). The truck has a Meritor FreedomLine automated transmission for shifting, though he often prefers to work the gears manually. Besides that, the truck is a pretty standard spec’, with a 435-hp Detroit engine that’s still going strong with 1.3 million kilometres on the odometer. So, why’d the 44-year-old Dingler decide to embark on a career

as an owner/operator despite physical limitations that, to most, would seem a definite non-starter? Dingler has always had a love of equipment and all things mechanical, since growing up on a farm in Durham Region. When he was 20, he was involved in a serious accident in a pick-up truck while hauling a load of wood. “I fell asleep at the wheel,” Dingler recalls. “I went 151 feet off a dead-end road and a big tree stopped the truck. I never broke one bone in my body but it tore the main aorta from my heart. I don’t remember anything. They took me from the Port Perry hospital to Sunnybrook in Toronto in an air ambulance. I kind of wish I’d remembered the ride.” Once his condition stabilized and it was clear Dingler would require a wheelchair, he was transferred to the renowned Lyndhurst Rehab Centre in Toronto, where he was to undergo training on how to use his wheelchair and continue on with his life. Help, however, was slow in coming, and eventually Dingler’s patience ran out. “I was up there for three weeks and they kept saying ‘The doctor will be in today to see you,’ but he never showed up. The third week came and I phoned my buddy and said ‘Can you come pick me up? I’m getting out of here!’ I wasn’t waiting around anymore, I just left and learned (how to use the wheelchair) myself,” Dingler says. Dingler was so thankful to be alive, he insists he didn’t spent any time feeling sorry for himself. “Life’s good,” he says. “I’m in a wheelchair, but I’m still alive, so life’s good.”

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June 2012

TRUCK NEWS Page 41

cruising along: Mike Dingler, a paraplegic owner/operator with ITS spends most of his time in cruise when possible. It’s more efficient, not to mention easier on the hands. Photo by James Menzies

His physical limitations, however, did make it difficult to earn a living. Dingler had some welding experience, so he’d do odd jobs to get by. The $1,000 monthly disability cheques were his primary source of income for many years, but he says they were barely enough to pay the bills. “It’s pretty hard to live off that,” he says. “If you have a mortgage to pay and insurance, it’s pretty much gone.” To that end, Dingler began considering embarking on a career as an owner/operator. He wanted to earn more money, discontinue his disability payments and enjoy more independence. An office job was never in the cards. “I like being dirty,” he quips. Truck driving seemed like a natural fit for Dingler. “I’m sitting in the chair all the time, so I might as well be sitting making money, is the way I look at it,” Dingler reasons. “I’m not one for just sitting around.” Dingler went on the buyer/seller Web site Kijiji and found a 2004 Freightliner Century Class with an automated transmission, and offered to trade his 2001 Dodge Ram pickup truck with Cummins engine in a straight-up swap. The owner of the Freightliner had recently lost his licence due to health issues and agreed to the trade. Dingler was now the proud owner of a Sunbury-yellow Freightliner. He then set to work designing and building the lift and installing his existing hand controls in the truck. It took some tweaking to get them just right, he says. Dingler had previous experience driving trucks but had let his A/Z licence lapse long ago. With his truck set up to his liking, he went to take the road test required to earn his

pg 40-41 tn june v3.indd 41

A/Z licence and ran into another obstacle: automatic transmissions weren’t allowed for drivers under the age of 65. Dingler sought an exemption, and with the support of his local MPP, was eventually allowed to take the test. He also had to have the truck inspected by the MTO to ensure they were satisfied with the installation of the hand controls. Once they signed off on the equipment, he went to work for Musket Transportation until the contract he was servicing went away and the company was forced to release some of its most recently hired drivers. Dingler called ITS and they invited him in for an interview. “I told them my situation and everything on the phone and they said to come on down,” Dingler says. “They were pretty good about it. Not many places will give you an opportunity.” Chris McMillan, field operations manager with ITS, says it didn’t take long for him to become convinced of Dingler’s abilities. “Belleville has some really interesting corners and after the first hard right-hander at the bridge downtown, I knew that Mike would be a great addition to the ITS family,” McMillan recalls. ITS also checked with its insurance broker and was assured, says McMillan, “that if he met all the ITS standards, then there is no concern.” Dingler is now six months into his career as an owner/operator, and it hasn’t been an easy start. Surprisingly, it hasn’t been his own physical condition that’s slowed him down, rather that of the truck. In the first few weeks of ownership, the air compressor went, then the starter and soon after, the clutch. “It was $5,400 for the clutch,” Dingler points out. “It costs $2,000 more for an automatic clutch than a normal clutch. It’s not cheap, that’s for sure.” Fortunately for Dingler, he can do much of his maintenance and repairs himself. He has welded two creepers together so he can get under the truck without his feet dragging on the ground. He also placed a platform on the forks of a forklift and uses that to raise himself to the height necessary for performing maintenance and repairs. He does all his own oil changes and most of the repairs on his own. As for the job itself, Dingler has been getting along fine, as McMillan describes: “Doing what he said he could do and not receiving any different treatment than any other driver or broker within the ITS family.” In the winter, Dingler does find it difficult to access the landing gear in snowy yards. And because it takes him extra time to couple and uncouple the trailer, he finds it worthwhile to hire a helper on most runs. He pays his cousin $400 a week to come along and assist with coupling and uncoupling. His assistant will also run into the shipper or receiver’s office to grab the paperwork when the facility isn’t wheelchair-accessible, which is also helpful. On the road, Dingler’s driving is as steady and professional as you’d expect from any professional driver. He spends as much time as possible in cruise control, which is easier on the hand. He practices old-school courtesies, like flashing his lights to thank another driver for notifying

ready to go: Mike Dingler checks with dispatch to find out which trailer he’s to bring back to ITS’s Belleville yard. On this day, he runs two trips between Belleville and Brampton. Photo by James Menzies

self-installed: Dingler designed and installed the wheelchair lift himself. Photo by James Menzies

him when it’s safe to complete a pass. Coming upon a car accident on the 401 near Whitby, all hell breaks loose over the CB radio. ‘The worst drivers in North America are right here,’ asserts one angry driver. Dingler isn’t bothered by it at all. He patiently works his way to one of the few remaining open lanes, politely allowing other vehicles to pull in front of him when necessary. In fact, the only gripe I hear from Dingler during our six hours together in the truck is that he can’t stand Q107 DJ Dominik Diamond. “He talks about himself too much,” Dingler notes, as Diamond engages in a long-winded, self-indulgent rant. At the company’s Brampton yard, which it leases from Maritime-Ontario, the trailers are parked close together – too tight for Dingler to access the landing gear on his wheelchair. This is where his assistant, who I have displaced in the passenger seat for the day, earns his

keep. I offer to lower the landing gear and another ITS driver comes by to help finish uncoupling before hooking up to another trailer. Before long, we’re back on the road with another load destined for the Belleville yard. This is Dingler’s eighth straight day of work – most of them spent making double runs out of Belleville. He admits he’s secretly hoping there won’t be another trip tonight. Mondays are usually slow, so he likes his chances. But before long, the two-way radio crackles and it’s Randy, the Belleville night dispatcher, asking him if he’s up for another trip to Toronto? Dingler agrees without complaint and shrugs his shoulders. “Gotta make that money,” he says with a grin. Tomorrow is a wellearned day off, which he’ll spend enjoying a couple beers and tinkering in his shop north of Brighton, his dog Buckwheat no doubt laying nearby. “Life’s good.” n

12-05-03 12:05 PM

Page 42 TRUCK NEWS

June 2012

feature

BIG man,

little trucks

By Adam Ledlow HANOVER, Ont. – For many truck drivers, the trucks themselves hold no special meaning, nothing but mere metal and glass and rubber and the rest, a literal and figurative vehicle for them to perform their professional duties. But for some, especially owner/operators, it’s so much more. It’s their home away from home, their pride, and, often, their hobby. So it makes sense that many delight in the idea of having a scaleddown, but highly detailed, diecast model of their own trucks – a tiny toy version of their much larger toys. That’s where Dave Gordanier comes in. The elementary school teacher and recent first-time father grew up on a farm near Orangeville, Ont., an experience he says spurred his love of big equipment. About six years ago, Gordanier was on a search for a replica of his father’s combine, but after finding a model with an “astronomical” price tag, he decided he would try and create one himself. After successfully completing the model, Gordanier found he had unwittingly amassed a fan club of sorts for his work. “People started asking me, ‘Well, can you do this tractor and I have this truck on the farm that we haul grain with, can you make a model of it?’ So I did that and I gradually got interested in the big trucks and big farm equipment,” the deepvoiced, but soft-spoken Gordanier told Truck News. “I just find it interesting; the size of it, what it can do, the power of it.” So how does one go about creat-

Dave Gordanier pours patience into each and every model truck

made by hand: Dave Gordanier creates lifelike replicas of heavy trucks and other machinery.

ing custom diecast truck models at 1/64 scale? Well, much like a real truck, Gordanier is able to order a mould of each truck’s make and model with basic spec’s, but it’s taking the time to replicate the personalized details that make the finished product truly unique. “Basically it’s the exact same process as if you were doing a real truck,” Gordanier says. “You first of all choose whatever truck you want to do, choose your fenders, choose all of the other details. Choose all of your colours and where, if you wanted more chrome or you wanted it blacked out. It’s essentially the same process. “I’ve recently started to strip the truck completely off and do minor

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modifications with tiny bits of body fill and sandpaper. Stuff like shaving the roof lights or changing the contour of the fender.” While most graphics are next to impossible to replicate due to size, Gordanier has someone who can create simple door or trailer decals, while he focuses on paint and line work. But he admits the devil is truly in the details. “It’s hard to get a nice tape line on it to make it look good because the details; if there’s 25 rivets down the side of the truck, there’s 25 rivets in an inch, so to get a piece of tape in there, sometimes you get a nice seal, but sometimes it’s difficult. So that’s the most difficult part, that’s what I am trying to get better at – the graphics or maybe a little design or something.” Those details are a model-maker’s bread and butter, which is why rush jobs and shoddy workmanship will rarely result in a satisfied customer. “I really do take a lot of pride and patience in building a model for myself or for someone else,” Gordanier says. “As a beginner, I was just happy to be able to make something that was unique or different than what someone else had. Like most beginners, I was not as concerned with the little details or even doing a good job. I was practicing, trying to get better. “As I did it more and more, I began to challenge myself to create a model with more detail, better paint jobs and a smoother overall look. I really began to learn from each one so I could apply what I learned on the next and make it better than the last.” Gordanier says that while his specialty at Custom Canada, the name given to his custom 1/64 DCP (Die Cast Promotions) and farm toy business, is likely custom grain trailers (“Because I haven’t seen anybody else that does them or if I have seen

Photo by Adam Ledlow

one, it’s not done very well”), his favourite projects so far have been the model of his Dad’s combine and another recent model of a neighbour’s tow truck. “When I can replicate something that actually exists, that’s what I like better. To do a neat show truck with whatever pieces I have, it’s like, yeah, you just kind of put it together, but…things like the combine and the tow truck took a lot of measurements and pictures and a lot more timing. I get a lot more out of that because it’s like, here’s a picture and then here it is: here’s the exact same, but smaller.” In the end, that’s who he’s catering to: the guys who want to see their truck the same, but smaller, and display it proudly. And while his creations are as true to form and detailed as his time and talents allow, being the humble man he is, he doesn’t like to make a “big” thing of it. “It can be challenging sometimes with my sausage fingers trying to assemble these trucks, putting small pieces on and doing detail painting in small areas. People have joked and wondered about how someone so big and generally clumsy can manage to build something so small and detailed? I just laugh and say that any skin or fingertips stuck to the model only adds character and is free of charge,” he jokes. “It certainly is ironic that a big guy like me can build something so small and detailed. I find it very relaxing to build them, when things are going smoothly (sometimes they don’t) and completing a unique truck and/or trailer is a rewarding experience.” For more information, visit Customdcp.webs.com. To view a video of Gordanier’s workshop and see him in action, look for a future episode of Transportation Matters at Trucknews.com. n

12-05-03 10:06 AM

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Page 44 TRUCK NEWS

June 2012

industry

Getting to the core of the driver shortage problem These core values, if fully embraced, could go a long way towards solving the issue In my column last month, I introduced the report of the Canadian Trucking Alliance (CTA) Blue Ribbon Task Force on the Driver Shortage in Trucking. I mentioned at the time that one of the key features of the report was the adoption of a statement of core values. Even if the industry were to start today, there is a long road ahead in attempting to solve the driver shortage. In recognition of that, the Blue Ribbon Task Force felt from the very outset it was important to establish the fundamental core values that will guide us in the development of an action plan today and in our efforts during the years ahead. The task force members feel it is imperative that the industry leaders make a strong statement by looking inward at our industry and demonstrating to current and future drivers that they are serious about coming to grips with the issues that underpin the driver shortage. There are those who will be naysayers, those who will question our motives, those that will doubt our commitment to addressing the problems and all manner of other roadblocks that

employment options and more transparent; • Truck drivers should be paid for all the work that they do and earn enough to cover all reasonable out-of-pocket expenses incurred while on the road for extended periods; • Truck drivers should be able to plan their lives like most other employees and predict or anticipate their time away from work; • Their time at work should not be wasted – at shipper/consignee premises, waiting for their trucks in the shop, or waiting for a response to a question of their carrier; • They should be able to rely on their carrier not to interfere with their personal time by (for example) calling them back to work early; • Driver wellness should be a top priority for employers; • Driver security while on the road should also be a priority with the rise in cargo crime; • A minimum standard of entry level, apprenticeship or apprenticeship-like truck driver training should be mandatory; • Truck driving should be considered a skilled trade and be recognized as such by the various levels and branches of gov-

Industry Issues David Bradley

will be thrown in our way. No one thinks it will be easy. But if those who seek change stick to the values developed by the Blue Ribbon Task Force and keep forging ahead, we can be successful. The following is the complete statement of core values: • Truck drivers are our most important asset, the face of the industry – to our customers and to the public; • They are deserving of respect; • Their welfare is at the core of the industry’s success; • People of all ages, genders, religions, and races are welcome to work in the industry so long as they meet our standards of safe driving, performance and professional conduct; • Truck drivers should have an improved ability to predict what their weekly pay is going to be; • Truck driver compensation packages need to be competitive with or better than alternative

ernment, standards councils, etc., who certify such things; • There should be a program of mandatory ongoing training and/or recertification (ie., TDG Act, pre-trip inspection, load securement, hours-of-service, etc.) throughout a driver’s career. Trucking is a tough business in a very difficult market. No one is denying that outside parties and mitigating factors can contribute to these challenges – sometimes extensively. However, it is carriers – those that hire, fire, determine what and how to pay their drivers, who price their service and deal with their customers – who are ultimately responsible for their businesses and ensuring they have the right people to do the work. That said, we are, and have always been, an industry of problem solvers and innovators. Those characteristics will be tested in the coming years. Make no mistake, this is the beginning of a long journey, but one well worth taking. n – David Bradley is president of the Ontario Trucking Association and chief executive officer of the Canadian Trucking Alliance.

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June 2012

TRUCK NEWS Page 45

human resources

CTA report issues set of core values for industry Continued from page 1

tional dialogue within the transportation community. CTA says the report purposefully does not shy away from discussing some of the more contentious issues linked to the driver shortage, including compensation (which the report says “is inescapably the overriding issue” that needs to be resolved) and the need for organized immigration strategies. The report cites the “traditional ‘piece work’ pay system” as one of the key reasons for the driver shortage, explaining that it “places the burden of inefficiencies of the freight system created by others onto the backs of drivers” and states that compensation packages for truck drivers – especially long-haul operators – “are no longer competitive with other industries” competing with trucking for a share of the shrinking labour market pool. While the report acknowledges that an hourly pay system may be a “relevant consideration” in some segments of the industry where driving is the sole function or in short-haul/city P&D operations, it is not a solution for the industry at large. The “reality is that drivers do inevitably arrive at some sort of per hour calculation of what they are paid,” the report says. “Carriers must be competitive with each other. The key is not necessarily how drivers are paid, but how much they are paid.” At the same time, the report says the industry needs to do a better job compensating drivers for additional work they do as well as make pay packages more transparent in order to help drivers predict what their pay will be from week to week. A key feature of the report is a core values statement by the Blue Ribbon Task Force to “guide the industry in the development of an action plan now and its efforts in the future.” According to the task force, “industry leaders need to make a strong statement demonstrating to current and future drivers that we are serious about coming to grips with the issues that underpin the driver shortage.” In addition to demographics,

compensation, and driver quality of life, driver qualification is also identified as one of the key underpinnings of the shortage. To address that, the core values contain the recommendation that “a minimum standard of entry level apprenticeship or apprenticeship-like truck driver training should be mandatory” and there should also be a program of “ongoing training and/or certification” throughout a driver’s career. The report concedes there is merit – at least in the short-term – in the argument that a driver shortage is good for the industry in that it creates tightness in capacity which in turn places upward pressure on freight rates. The report acknowledges “there will be no quick fixes, no magic bullets” and that “in the shortand medium-term, the situation and its resulting impact on capacity is unlikely to change.” However, the report states that in the longer-term the capacity imbalance is not sustainable and that “the combination of a shrinking labour pool and economic growth will, at some point in the future, create a situation where the industry will not be able to meet the standards of service that have been the hallmark of trucking’s rise” to dominance. The report goes on to state that that drivers are the industry’s number one resource, declaring, “Without them there is no industry.” Furthermore, the report states that the trucking industry should not look to other groups to solve its own labour problems. “The onus for creating solutions lies with the carriers – the entities that hire, fire, determine what and how to pay drivers; who price their service and deal with their customers; and who are ultimately responsible for their businesses and for ensuring they have the people to do the work.” Other stakeholders, such as customers, associations and government, also have roles to play but “will be of only limited assistance until the carriers first take action themselves.” CTA CEO David Bradley says that addressing the driver shortage will require a long, multi-year

a good start: To keep trucks moving, the industry needs to become more driver-focused and offer more predictable wages, according to a new report from the CTA which blames the driver shortage on the industry itself.

effort. “The Blue Ribbon Task Force is providing the necessary leadership and has scoped out a coherent direction that the CTA board has now endorsed,” he said. “But, the report is not the final word on the matter; it is the begin-

ning of a long journey. Ultimately, it is market forces and how all motor carriers and their customers respond which will determine how the issue is resolved.” To obtain a full copy of the report, e-mail Marco.Beghetto@ontruck.org. n

Driver group lauds CTA report LANGLEY, B.C. – Driver group, the North American Truckers Guild, has commended the Canadian Trucking Alliance (CTA) for its progressive Blue Ribbon Task Force report on the driver shortage. The report, released in mid-April, urges trucking companies to do their part to improve conditions for professional drivers and also sets out a list of core values that, if widely adhered to, would greatly improve conditions for drivers. Larry Hall, president of the NATG, said drivers should be applauded for voicing their concerns over the years and the CTA should also be recognized for listening. “These ideas (in the CTA Blue Ribbon Task Force Report) came from you and I and everyone else who took the time to write, speak or otherwise promote a pivotal change in direction and attitude and if you are one of those people, you should immediately pat yourself on the back for a job well done because, even though you may not have thought our industry leaders would be listening, they somehow managed to hear you,” Hall wrote to members. “They would not have heard you – had you not spoke up!” Hall added: “I will take this opportunity to commend the Canadian Trucking Alliance for recognizing these fundamental deficiencies and inequities and I will formally offer the full support of the North American Truckers Guild to get these recommendations moving forward as soon as possible.” n

Fleets already struggling to find qualified drivers, owner/operators: CTHRC report TORONTO, Ont. – About six in 10 Canadian fleets are experiencing difficulties filling vacancies for Class 1 (A/Z) drivers while more than half are having trouble finding owner/operators, according to research recently released by the Canadian Trucking Human Resources Council. The research also shows that 48% of fleets surveyed are having trouble filling vacant jobs for Class 3/D drivers. The C T HRC’s Beyond the Wheel 2 research initiative surveyed 1,112 industry representatives in late 2011, and it updates ongoing research into the demand for workers in nine key industry occupations.

pg 1, 21-22, 45 tn june v3.indd 45

Other findings include: • The demand for employees is on the rise: Almost 45% of surveyed fleets expect their labour needs to increase over the next five years and 26% expect the demand to stay the same. Another 21% did not know what to expect. • The industry’s workforce is aging: 30% of industry employees are 45 to 54 years old and 17% are 55 or older. Those 45 years and older account for 58% of Class 1/A company drivers, 49% of owner/operators and 44% of truck/transport mechanics. • Women continue to be underrepresented in the industry: A mere 3% of company truck drivers and 4% of owner/operators

are women. However, women account for 25% of freight claims/ safety and loss prevention specialists; 19% of dispatchers; and 11% of foremen, supervisors and managers. All of Beyond the Wheel’s data and projections are combined with other economic indicators, and are available free of charge through the demand data tool on CTHRC’s Labour Information Highway, available at www.cthrc.com. “With this updated forecasting data, every Canadian fleet will have access to the latest information needed to support everything from business plans to recruiting strategies,” says Angela Splinter,

CTHRC’s executive director. “With geographic-specific data, they will be able to compare their individual experiences against regional benchmarks, and identify issues that can only be addressed by CTHRC’s extensive suite of tools and resources.” The latest research addresses the demand for employees in occupations including truck drivers; owner/operators; shunt drivers; cargo workers; dispatchers; freight claims /safety and loss prevention specialists; foremen, supervisors and managers; and allied trades such as truck and transport mechanics, transport trailer technicians, and parts technicians. n

12-05-08 11:38 AM

Page 46 TRUCK NEWS

June 2012

industry

Ontario’s Ministry of Transportation goes to work Ontario’s Ministry of Transportation, under a relatively new Minister in Bob Chiarelli, recently moved on several initiatives that the industry has supported or proposed and, after what in some cases seemed like years of waiting under previous administrations, this is welcome news. One of the most contentious regulations in recent years was the one that mandated new tests for commercial drivers simply because they had reached the age of 65. We all know the furor that created and

Private Links Bruce Richards

the fall-out of having experienced and qualified drivers leave the industry rather than be subjected to a test of their already demonstrated capabilities. The opposition to the requirement for these tests was loud and continuous, and not just from drivers.

PMTC members, and fleets across the province lost some of their better drivers – many with unblemished driving records – who refused to participate in what they considered to be a demeaning, arbitrary, and unnecessary test. The other side of the argument was statistical. The numbers showed that there is an increase in driving-related incidents after the age of 65, but that didn’t wash with these drivers or their employers. Finally, after lengthy consultations, the Ministry acknowledged that changes were in order and announced them earlier this year. Essentially the industry got what it asked for with testing moved from an annual requirement to every five years for most drivers aged 65-79. The Ministry also adopted the recommendation that an individual’s driving record should be the determining factor as to whether interim road tests would be required. On another front, the Ministry moved to expand the LCV program, an initiative that has proven to be safe, effective and efficient. The expansion added more carriers and provided additional permits for carriers that have operated successfully for at least one year. This was also welcome news to an industry that had invested much

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time and energy, not to mention money, in the start-up pilot program. In expanding the program the Ministry recognized the benefits that were being achieved, not only to the trucking community, but to Ontario’s manufacturers. More recently, and again after industry consultation, the Ministry released Phase 1 of its New Entrant Education and Evaluation Program (NEEP) for new CVOR holders. In our view, this is an idea whose time has come. Titled Commercial Vehicle Operators’ Safety Manual, the guide is available on the MTO Web site and we recommend that all fleet operators take a few minutes to review it. While it is primarily aimed at new entrants to the industry, it can also be considered a refresher course for experienced hands. The guide contains several modules, each dealing with a specific topic. The publication of the guide represents the completion of the first part of the NEEP concept, and further development is expected to include a study guide and a proficiency test that new entrants will be required to pass prior to receiving a CVOR. This is due in 2013. It’s a great idea that will help new entrants prepare for their role and responsibilities in the trucking industry. Ontario also announced that as of May 1, 2012, all applicants attempting a Class A (Class 1 in other jurisdictions) road test are permitted to use a vehicle with an automatic transmission, and upon passing the test they will have a full privilege licence. This is a nod to the emerging popularity of automatic transmissions among fleet operators and drivers alike. Perhaps it is the future of trucking, and if so we applaud MTO for forward thinking. Lastly, the three-year exemption for the use of handheld twoway radios was set to expire Jan. 1, 2013. The idea behind the threeyear exemption was to allow the industry to catch up, if you will, and develop a viable hands-free option. MTO has recognized that the marketplace has not developed the envisioned alternative to the handheld, and rather than forcing an untenable situation the Ministry is seeking input on the idea of a further extension of this exemption, which PMTC will happily support. All this to say that Ontario’s Minister of Transportation Bob Chiarelli and his staff have taken bold steps in a short period of time to address a few of the issues that the trucking community has discussed (and complained about) for some time and they are to be congratulated. Each of these moves is an example of how effective consultation between government and industry can be, a co-operative approach yielding benefits. n – The Private Motor Truck Council is the only national association dedicated to the private trucking community. Direct comments and questions to trucks@pmtc.ca.

12-05-07 9:45 AM

Page 48 TRUCK NEWS

June 2012

health

A dash of salt: Not just a matter of taste As you’re driving down the road during the long, hot days of summer, how can you make sure you won’t become dehydrated? Pack enough water, for sure. But also monitor your salt intake. Make sure you get enough salt to replace what you lose in sweat. Over the past decades you’ve often heard that too much salt in your diet can create serious health problems. However, too little can be just as dangerous. Unrefined salt carries these four electrolytes: sodium, potassium, magnesium, and calcium, as well as other vital minerals necessary to keep the body functioning properly. Sodium carries out many crucial functions. It controls the amount of water in the body; maintains the normal pH of blood, and blood pressure levels; and helps metabolize insulin, produce hormones, transmit nerve signals and control muscle movement. Yet, our specific salt needs are as individual as we are. Our brain signals us to take in the specific amount of salt we each need. This amount is determined by a combination of

Preventive Maintenance Karen Bowen

genetics, diet, physical condition, stature, environment and stress. So, different people require different amounts of salt. Maintaining the appropriate sodium balance is the key. How can we do that? First, recognize that most adults should only consume up to six grams of salt per day (about one teaspoon). Yet, most North Americans average 50% above the recommended amount (about nine grams) every day. It’s easy to understand why. Salt brings out the flavour of foods; and it is always readily available. Not only are salt shakers out on every table, but salt is also hiding inside most of our favourite foods. More than three quarters comes from processed foods, just under 15% from natural sources, about 10% is added when cooking

or eating, and 1% comes from tap water. Breakfast products like cereals, bread, cakes and biscuits give us about one third of the salt in our diet. Meat and meat products provide just over a quarter. Recent health and nutrition surveys named the top 10 food sources in the North American diet. These were determined by a combination of how much sodium they contain and how often they’re eaten. The dubious winners were: meat pizza; white bread; processed cheese; hot dogs; spaghetti with sauce; ham; ketchup; cooked rice; white rolls and flour tortillas – an appetizing list! Salt may have its advantages though, by leading us towards better food choices. Dieters like salt because it adds flavour, but not calories. Low-fat foods often taste better because of the salt that is added. A broader selection of vegetables may be eaten because a bit of salt has enhanced their flavour. Another advantage is that salt is a natural food preservative. By lowering the “water activity” of food, salt

reduces the pathogenic-microbial growth in that food. Additionally, salt is needed during food processing to create a palatable product. For instance, in bread making salt works to affect the strength, expansion and texture of dough. In cheese making, salt is needed to cure and develop the cheese’s consistency. For healthy people, who reasonably monitor their salt intake, too much salt is not a big concern. Their kidneys just process and excrete “excess” sodium from their body. However, for those with heart problems or high blood pressure, it might be. These people should follow a lowsalt diet as instructed by their health care professional. This has been seen to be one of the best ways to lower blood pressure, especially when combined with a healthier diet. According to a government study, if North Americans reduced their salt intake to six grams a day, the incidences of stroke would drop by 13% and of ischemic heart disease by 10%. If you need to cut back, here are some simple changes you can make. Instead of salt, use fresh or dried herbs and spices to flavour vegetables. Keep the salt shaker in the cupboard when eating. Choose vege-

For truck drivers, an overactive bladder is more than an inconvenience An overactive bladder can be a debilitating problem for a professional truck driver as washroom facilities are not always readily available. This condition is characterized by the frequent, sudden and intense urge to urinate. In most cases, people suffering from an overactive bladder will urinate more than nine times in 24 hours and will urinate more than two times a night. However, once identified, an overactive bladder is a very treatable condition. In order to understand this condition, it is necessary to become familiar with the urinary system. This system consists of the kidneys, bladder and specialized nerves and muscles. The process begins in the kidneys which produce urine. From there, the urine drains into the bladder through a pair of tubes. From the bladder, the urine exits the body though short tubes called the urethra. As urine fills the bladder, it expands to accommodate the extra volume from the kidneys. Nerve endings located in the bladder tell the brain that your bladder is starting to fill and you feel a slight urge to urinate. As the

Back behind the wheel Dr. Chris Singh

bladder continues to fill in volume, the urge to urinate increases. During the act of urination, muscles in the pelvic floor and bladder contract and relax forcing the urine out of the bladder. An overactive bladder occurs when the muscles in the bladder contract involuntarily thus causing the urgent need to urinate. There are several causes of an overactive bladder, which include neurological disorders such as Parkinson’s disease, urinary tract infections, excess alcohol or caffeine consumption and certain types of medications. However, in some cases no specific cause is identified. Although an overactive bladder is not a life-threatening condition, it can significantly disrupt or reduce the overall quality of a person’s life. Recent studies have shown that people who are suffering from an overactive

bladder are more likely to experience depression, emotional distress and sleep disturbances. It is important to seek medical attention if you feel that you have an overactive bladder. In most cases, your doctor will be able to diagnose this condition after conducting a detailed medical history and physical examination. If necessary, your doctor may refer you for more sophisticated diagnostic testing. If you are diagnosed with an overactive bladder, your doctor will recommend a combination of treatment options to help reduce or alleviate your symptoms. First of all, behaviour modifications such as fluid consumption and bladder training are a good place to start. Pelvic floor muscle training called Kegel exercises are also commonly recommended. The purpose of these exercises is to strengthen the muscles that are responsible for holding the urine in the bladder. It may take up to 10 weeks to see results in your symptoms. Medications that relax the muscles in the bladder have also been shown to reduce the symptoms of an overac-

tive bladder. Finally, if all other conservative treatment options have failed, surgery may be considered. The goal of this type of surgery is to increase the volume of urine that can be stored in the bladder. This is a fairly invasive procedure and requires significant recovery time. Alternative therapies such as biofeedback and acupuncture may also be helpful in reducing symptoms. However, it is important to consult with your doctor before beginning any of them. Although it is not possible to completely prevent an overactive bladder, healthy lifestyle choices such as daily exercise, limiting consumption of caffeine and alcohol and avoiding tobacco seem to reduce the risk of this condition. Keep these simple tips in mind and you will be well on your way to a healthy bladder. 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.

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June 2012

TRUCK NEWS Page 49

tables that are fresh, frozen or otherwise not canned with salt. If you are having vegetables canned with salt, rinse them before heating. Check labels for low or reduced sodium versions of your favourite foods. Although sodium deficiency is rarely an issue, occasionally dehy-

dration, excessive sweating, prolonged illness and/or acute kidney disease can cause dangerously low salt levels. With symptoms including headache, nausea and vomiting, muscle cramps, fainting, drowsiness, fatigue and eventually coma, this can be a serious health concern.

So, prepare ahead. Summer’s coming and you never know when you might break down in the middle of nowhere on a stifling, hot day. Why not salt away a few bottles of a sports drink like Gatorade for your rig just in case of emergency? Their fluids and electrolytes could help

keep your fluids and electrolytes balanced until a service truck arrives. Cheers to summer! n – Karen Bowen is a professional health and nutrition consultant , and she can be reached at karen_ bowen @ yahoo.com .

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Page 50 TRUCK NEWS

June 2012

opinion

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It’s truck show season So May is finally here and we find ourselves once again smack dab in the middle of show season. From a publisher’s perspective, these shows represent an ideal opportunity to meet and talk with our readers. The feedback we get is always appreciated and helps us determine what the important issues really are. I judge the success of any show by how many times I check my watch. A poorly attended show makes for a very long day. In the past, I’ve attended shows that were so slow the exhibitors have actually abandoned their booths in favour of a card game in another booth a few aisles over. I once witnessed a soccer game (of sorts) break out between competitors at an automotive parts show and many times, I’ve seen the local bar chalk full of exhibitors while the only person at the show was the security guy/gal guarding the displays and the tumbleweed that blew across the cheap carpet covering the aisles. Talk about slow, even the show managers went home! The thing that really ticked me off is, these show organizers still made a decent profit regardless of how successful the show was (or wasn’t) since the exhibitors all paid in advance. Anyway, it’s been years since I’ve seen disasters like this. The shows today are better organized, better advertised, and most importantly, better attended. The recent Truck World show

Publisher’s Comment Rob Wilkins

was a great show. Our booth was hopping for the entire three days and the cappuccino man we hired earned his keep. Next up for us is the Road Today show and then on to Fergus. In the fall, the staff is splitting into two groups, one attending the Capital Truck Show in Ottawa and the other making the trek out to Abbotsford for Truxpo. The show in Ottawa is the new kid on the block. I haven’t heard how exhibit sales are going, but I do know the organizer is bound and determined to make the show a success. Truxpo is now run by Master Promotions, the people who bring us the Atlantic Truck Show. They are experienced and well respected and I’m sure they’ll put on another great show. Of special note, we present the Owner/Operator of the Year award in Fergus each year. If you’re attending the show, please make a point of dropping by our tent to meet this year’s winner. We make the presentation on the night of Friday, July 27. n – Rob Wilkins is the publisher of Truck News and can be reached at 416-510-5123.

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June 2012

TRUCK NEWS Page 51

opinion

WATCH for the signs Truck drivers have been watching out for years, calling in drunk drivers, traffic accidents, and suspicious activity at rest areas and truck stops. Now PACT-Ottawa, a non-profit organization committed to preventing human trafficking, is calling on drivers to use that “something-is-not-quiteright” sixth sense that most of them have, to be part of the solution to a devastating problem. We helped Persons Against the Crime of Trafficking in Humans (PACT-Ottawa), launch its TruckSTOP campaign at Truck World in April, where campaign coordinator Kim Howson and volunteer Ian Thiesson joined us to introduce the program to drivers. Not only that, we got to introduce them to hundreds of drivers, which just confirmed their hunch that truck drivers can make a valuable contribution to combating human trafficking. Wait a sec. Human trafficking? In Canada? For many people, this is a crime that conjures up bad stuff that happens somewhere on the other side of the world. They’re shocked to learn that in the True North Strong and Free, it is indeed a serious problem. Men, women and children – Canadian citizens, permanent residents, new immigrants and refugees – are bought and sold here every day. Because it’s an underground crime, it’s difficult to determine the extent of human trafficking, both in Canada and worldwide. Numbers vary, but even on the low end of the scale, they’re shocking. The International Labour Organization (ILO) estimates that 2.45 million persons are currently being exploited as victims of human trafficking. The crime of trafficking in human beings is extremely lucrative. The United Nations estimates that human trafficking is currently one of the most profitable criminal activities worldwide, with total revenues as high as $42.5 billion annually. But while numbers may differ, law enforcement and other agencies all agree on one thing: human trafficking is one of the fastest-growing crimes in the world and shows no signs of slowing down. The RCMP gives a conservative estimate that 800 to 1,200 people are trafficked into and through Canada every year, but other organizations would peg the number as high as 15,000. Canada is considered a source, transit, and destination country for men, women, and children trafficked for the purposes of prostitution and forced labour, with a large number of victims trafficked through Canada to the US. These statistics don’t include a growing number of domestic trafficking cases involving Canadian women and girls, and even then, those we know about likely represent only a fraction of the actual number of human trafficking cases. Due to threats, violence or coercion, most trafficking victims are unable to come forward. In 2005, Canada introduced laws against human trafficking, but as of February this year, there have been only a paltry 10 convictions. At the moment, there are 57 more cases before the courts involving at least 91 accused and 156 victims. The majority of these victims are Canadians, trafficked for the purpose of sexual ex-

pg 51 tn june v3.indd 51

Voice of the O/O Joanne Ritchie

ploitation. Some of this scary stuff hits pretty close to home. In 2009, an Ottawa woman was the first female convicted of human trafficking in Canada. She pled guilty to trafficking three young women for the purpose of sexual exploitation. The girls were drugged, tethered inside a Gatineau, Que. apartment for periods of several days, and forced into prostitution. Their attempts to escape were met with brutal punishment. All three girls were minors at the time they were abducted. And two of them were abducted from a women’s shelter where I volunteer, not a 10-min-

ute walk away from my home. As well, forced labour cases, involving foreign nationals, are being more frequently identified in Canada. In April this year, a Hamilton, Ont. court brought down convictions in the first successful case of international victims trafficked into Canada and the first successful forced-labour case. A family trafficking ring recruited people from Hungary to work in construction for little or no pay, keeping them in the family’s basements and taking their travel documents. Nineteen victims, none of whom spoke English when they were recruited, were forced to claim refugee status and apply for welfare, which went to the family. So what’s this all got to do with trucking? Transportation is a key element of human trafficking, as traffickers move their victims frequently to isolate them and to avoid detection. Truckers, who drive the same routes as victims are shuttled along, are an untapped resource. They’re the “eyes of the road” according to PACT, and there’s a high potential for drivers who

are knowledgeable about human trafficking to notice suspicious activity and alert the appropriate authorities. The TruckSTOP toolkit includes an audio CD that provides truck drivers with information on signs they can look for to identify possible human trafficking activity. After handing out more than 400 CDs at Truck World, the PACT gang hit the road to distribute posters and 3,000 more CDs to truck stops in southern Ontario. If all goes well, PACT hopes to develop a network to roll out TruckSTOP nationally. You can visit the PACT Web site at www.pact-truckstop.org to get more information on the campaign and to see TruckSTOP locations. Get informed. Watch for the signs. (See related article on pg. 18 for the signs to look for). You can help put the brakes on human trafficking. n – Joanne Ritchie is executive director of OBAC. Are you WATCHing? E-mail her at jritchie@obac.ca or call toll free 888-794-9990.

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Page 52 TRUCK NEWS

June 2012

maintenance

Hiring Drivers & Owner-Operators

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pg 52-53 tn june v3.indd 52

By James Menzies TAMPA, Fla. – The SAE J1939 data bus is about to get a whole lot faster. And that, according to Ken DeGrant, field applications engineering manager with Dearborn Group Technology, is a development that should be welcomed by technicians. DeGrant provided a preview of upcoming changes to the J1939 data bus during a session at this year’s Technology & Maintenance Council meetings. He recalled the anxiety, worry and misinformation that surrounded the industry’s shift from a J1708 data bus to the J1939 standard that’s been in use for about 10 years now and looked to settle any such nervousness as the industry prepares for its next significant change. DeGrant said the new standard is still two to four years away, and should not be feared by truck technicians. Double the speed

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When the new standard is adopted, it will effectively double the J1939’s speed from 250 KBps (kilobytes per second) to 500. Essentially, the transition will double the speed of the data bus, enabling it to better handle the strain placed on it by today’s telematics devices and tomorrow’s emissions requirements. Today, said DeGrant, fleets are averaging 35-40% bus utilization. When that rises to about 70%, he said “you are really starting to push the envelope and you’re going to start dropping messages and applications are not going to work as they should; things are going to start happening.” To avoid that scenario, OEMs are expected to move to a faster J1939 data bus within the next few years. The 500 KB speed is already standard in the automotive industry and DeGrant said it’s ideal for the trucking industry as well, since going a step further to a 1 MB baud rate would increase the likelihood of wiring problems related to water intrusions and scuffing of the vehicle frame. “I’d say the J1939 500 KB is going to get us another 15 to 20 years,” DeGrant predicted. The alternative to increasing the speed of the J1939 data bus would be adding a second bus, which OEMs could still choose to do, DeGrant said. In that event, the OEs would provide two buses to handle separate streams of data: essential data such as that from the engine and transmission and less important data, such as that from bodies

12-05-04 10:25 AM

June 2012

TRUCK NEWS Page 53

drivers

43¢ to .45¢

. upgrade required: Technicians will need to upgrade their cables when the new J1939 data bus is introduced. Most other hardware will remain the same.

and telematics devices. The advantage of moving to a single J1939 500 KB is that “it is not changing the way we transmit data today,” DeGrant noted. Provided OEMs move to a J1939 500 KB data bus, wiring will remain basically the same as it is today, DeGrant said. The upgrade will allow a longer maximum stub length of nearly two metres with a maximum distance between the farthest nodes remaining 40 metres. The diagnostic connector will change: there’ll be a nine-pin Type 1 connector which remains the same as today’s standard while a Type 2 connector will also be offered for 500 kB applications (the only difference will be the diameter of one of the pin holes). Type 2 connectors as well as the 500 KB cables will be coloured green to avoid confusion. To prevent damage, a Type 1 cable will be unable to plug into a 500 KB data bus, DeGrant explained. However, the new cables will plug into either a Type 1 or Type 2 connector. Technicians will be pleased to know they won’t have to upgrade their diagnostic adaptors. It’s not yet clear whether they’ll require new handheld scan tools, however.

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Upgraded cables “If you are using a handheld scan tool, ask the manufacturer if you get vehicles that are going to have the J1939 500 KB, because you want to make sure they’re capable of that,” he suggested. Fleets will need to upgrade their cables for the diagnostic adaptors. “There’s no way of getting around that,” DeGrant warned. And they’ll also have to update their OEM software applications. Vehicle Diagnostic Adaptors (VDAs) will be capable of automatically detecting baud rate, so they’ll be able to plug into the data bus and determine whether it’s a 500 KB or 250 KB data bus without creating errors. All things considered, DeGrant said the transition should provide minimal disruption for technicians. “It’s actually pretty good news,” he said. “There are not a lot of things it is going to affect other than the diagnostic cables. Everything else is pretty much staying the same, it’s just creating more lanes on the highway to get information across.” n

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CMF_TruckNews JUNE12.qxd:Layout 1

4/29/12

1:20 PM

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NEW

LOOKING FOR CONSISTENT MILES? Challenger is currently seeking: • AZ TEAM DRIVERS Experienced Owner Operators and Company Drivers • Single Owner Operators and Single Company Drivers

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02/05/12 1:08 PM

June 2012

TRUCK NEWS Page 55

maintenance

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Just a few more steps to join the BEST Company for Owner Operators!

Battery choices and maintenance are important in the face of strict idling rules TAMPA, Fla. – Anti-idling laws may be good for the environment and bids to save fuel, but they represent a challenge for trucks that have traditionally put the power of an idling engine to work. Even the largest alternators can struggle to keep up with the demand of batteries in light- and medium-duty work trucks, which are expected to energize everything from electricover-hydraulic pumps to cranes, laptop computers, snowplows, and liftgates. “I need to power electric loads at the work site, but the truck engine must shut down. So how do I ensure I have enough power to run my devices and still start the truck at the end of the day without killing the life of my batteries?” asked George Mayhew of Verizon Fleet Operations, during a presentation to the Technology & Maintenance Council. “It now comes down to batteries and looking more deeply at what those loads are.” Each tool can place a unique demand on a truck’s electrical system. A low-current inverter delivering 300 watts or less will typically support the charging of a laptop or hand tools, and even provide chassis lighting or emergency lighting. But cranes, liftgates, aerial lifts, work lights and some emergency lights will likely require high-

Technical Correspondent john g. smith

current models. Part of the answer to their power needs will come in well-informed battery choices. At first glance, the batteries all look the same. “The batteries are all 13-byseven-by-nine, and they all come in black cases with black covers,” said Jeffrey Coleman of East Penn Manufacturing. But they are equipped for different roles. A flooded lead acid battery is used for starting and boasts a deep cycle; a Sealed Valve Regulated Lead Acid absorbed glass matt (AGM) battery will fill dual purposes; and gel batteries will only offer a deep cycle. Those used primarily to crank the engine need to provide instantaneous power, in a low-resistance design that delivers 650 to 1,125 cold cranking amps and a reserve capacity that falls somewhere between 140 and 195 minutes. “They are not designed for highcycle use. They’re designed to crank

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June 2012

TRUCK NEWS Page 57

maintenance

Idle wise Continued from page 55

something,” Coleman explained. In contrast, a dual-purpose battery can combine the instantaneous power and deliver power over time. But there are sacrifices. They will offer 650 to 730 cold cranking amps with reserve capacities of 190 to 200 minutes. Meanwhile, a deep-cycle design used to run something like a liftgate may offer 650 cold cranking amps and a reserve capacity of 190 to 200 minutes, but would struggle to start an engine. Ranking batteries in terms of life, the best option is a gel design, followed by an AGM, a flooded deepcycle battery, flooded dual-purpose batteries, and flooded starting batteries. If the battery is used for starting and cycling, the ranking shifts in order to AGMs, flooded dual-purpose, flooded starting, flooded deep cycle, and gel batteries. “Unless you’re isolating battery packs within a truck, you don’t want to mix these technologies in the same battery packs,” Coleman warned, noting how this would sacrifice battery life. But there is still a chance to use a different style of battery devoted to a tool like a liftgate. Regardless of the battery, short trips and limited idling time can be a challenge for any alternator. “If batteries are not fully recharged during the driving to the next stop, the batteries will continuously operate in a discharged state,” Coleman said. That will shorten the battery life. Lou Stumpp, Navistar’s national account manager, fleet service, admitted that the challenges are relatively recent. “I don’t remember dead batteries being a real problem 30 years ago unless the lights were left on,” he said, noting how trucks once served by 35-amp alternators are now typically equipped with 120-amp designs. But the electrical demands have steadily increased, as batteries have been asked to feed everything from second-generation ABS brakes to collision avoidance systems, car-like HVAC systems, and controllers for engines, electronics and transmissions. That doesn’t begin to address additional tools such as business band radios, printers, point-of-sale tools and other creature comforts. “Most all of them have the same male plug that fits into a cigar lighter,” he added. To compound matters, current will always take the path of least resistance. “Unfortunately, the battery is the lowest guy on the food chain,” he explained. Even though the first 70% of the battery’s charge will return quickly, the final 30% represent a “long, long uphill road and that’s the range we typically operate in.” Still, batteries are sometimes blamed for problems they did not cause. For example, the parameters on a timer may be responsible for shutting down a liftgate earlier than expected. “Most of (the liftgates) aren’t steadystate. They’re intermittent,” Stumpp says. “If you give the battery time to rest, it will recover.” Options to help maintain the all-important supplies of electricity can include alternators with remote voltage sensors that monitor voltage at the battery, low-voltage disconnect devices, or individual load-shedding devices. Just make sure that the settings are above the levels needed to crank the engine,

pg 55-57 tn june v3.indd 57

Stumpp said. “Do the simple things first,” he added. That begins by understanding voltage drops, and ensuring the starting and charging system is healthy. Battery terminals should also be cleaned on a regular basis. “A voltage meter and a wire brush will save you a lot of money,” he said. Energy savings can also be realized by choosing equipment sizes based on actual needs. The choices of a battery for a liftgate should consider the number of cycles, deliveries in a day, driving time, distance between stops, the gate’s rated capacity and temperature, noted Daniel Cox, technical support manager at Midtronics. And ongoing maintenance on the gate should involve checking the pump and hydraulic lines for leaks, inspecting fluid levels, and simply observing the operation. “Maintenance can’t fix a design that can’t possibly succeed,” he said. “Think out of the box a little bit,” he added, referring to other devices. “What about shore power? Plug it in!” n

Currently hiring u.S. Owner/OperatOrS $1.11 per mile loaded/unloaded with fuel At $0.60 per litre plus HST $75 per extra pick in U.S. $50 per extra delivery in U.S. Insurance, tolls, scales and faxes paid by company

Currently hiring u.S. COmpany DriverS $0.43 per mile loaded/unloaded $50 per extra pick in U.S. $50 per extra delivery in U.S. All load from US are back to yard No GTA deliveries

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03/05/12 4:03 PM

Page 58 TRUCK NEWS

June 2012

oem/dealer News

Mack names Saskatchewan dealer Canada’s top distributor REGINA, Sask. – Mack Trucks has named Redhead Equipment of Regina, Sask. its Distributor of the Year for Canada in 2011. The annual award recognizes the top-performing distributors within Mack’s North American dealer network. Selection criteria

include sales, facilities, personnel, service, parts, general management, customer satisfaction and community service. Five other dealers were also listed as regional winners, including Northeast Region winner TransEdge Truck Center of

Pittsburgh, Pa., which was also named top distributor for all of North America. “We’re very proud of these award winners and the entire Mack dealer network for their dedication to service and vast product knowledge,”

said Kevin Flaherty, president of North American sales and marketing for Mack. “Our distributors continue to do an excellent job developing solutions for our diverse customer base and delivering topnotch service and support.” n

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Operations Manager Mechanical Engineer P. Eng. Dispatcher AZ Truck Drivers Heavy Haul Heavy Haul Owner Operators Licensed 310T Mechanic Heavy Equipment Welderr

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canadian tour: Larry Harris, president of RP Oil in Whitby, Ont. hosted the Delo trailer in April.

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By James Menzies WHITBY, Ont. – Chevron’s popular Delo Truck recently made the rounds through Ontario and Quebec, stopping at ‘First Source’ marketers and bringing a mobile learning centre to customers. Truck News caught up with the tour at RP Oil in Whitby, Ont. Bob Meachen, president of Chevron Lubricants Canada, was onhand at the event, greeting customers and providing tours of the impressive high-tech trailer. “It has been a few years (since the trailer visited Canada),” he said. “This is the new truck. It’s newly designed, it has a lot of on-board modules and it’s an educational platform as well as being a banner for the Delo brand. Most of the people you see here today are customers of our marketer, end users who use the

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pg 58-59 tn june v3.indd 58

product and they’re obviously Delo fans or they wouldn’t be here.” A walk through the trailer provides visitors with a history of the Delo brand as well as the rare opportunity to see the effects good – and not-so-good – oil have on the parts within an engine. “What we’re trying to get people to understand is the technology that makes this more than just oil,” Meachen said. “The advanced technology and additives used in our products certainly bring advantages and benefits you can’t see just by dropping oil in the engine.” The Delo Truck tour was also brought to Canada to reward the company’s top distributors. Chevron’s First Source marketers are those that meet certain “standards of excellence” set out by Chevron. “To be classed as First Source, there’s a whole host of different criteria they have to meet,” Meachen explained. Distributors are graded on factors such as: volumetrics; handling; sales; product integrity; and compliance with Chevron’s own rules and regulations. The Delo trailer was first launched in 1999 and while previous versions have come to Canada, this is the first visit the latest rendition has made up north. When set up in exhibit mode, it measures 6.8 metres wide and features 19 information stations. It is hauled by a specialty transport company out of Michigan called Select1. Tour driver Ron Fyffe told Truck News there was one complication when bringing the show to Canada: the fancy new colour-coordinated Kenworth T700 used to pull the trailer doesn’t comply with Quebec’s wheelbase requirements and had to be left behind in the US. “We couldn’t get the permits to take it into Quebec,” he said. The trailer was therefore pulled by a black T660 that was already equipped with all the required accessorial equipment, such as a generator to power the trailer. n

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June 2012

TRUCK NEWS Page 59

O/O’s WANTED

IMMEDIATELy

For Canadian and U.S. Runs

on tour: Kenworth’s new T680 will visit dealers in Ontario and Quebec during the first leg of its North American road tour.

Kenworth T680 to make two Canadian stops on upcoming Road Tour KIRKLAND, Wash. – Kenworth’s slick new T680 is hitting the road for the first leg of its Road Tour, including stopovers at two Canadian Kenworth dealers. The new truck will visit Kenworth Concord in Concord, Ont. on May 25 and Kenworth Montreal in SteLaurent, Que. on May 29. “It’s exciting to bring the Kenworth T680 Road Tour to fleet and truck operators in the US and Canada,” said Erik Johnson, Kenworth on-highway marketing manager. “Many people have now heard about the T680, but there’s nothing like experiencing the brand new Kenworth T680 in person. These dealer-hosted events are your best opportuni-

ty to sit in the driver’s seat, check out the sleeper, and walk around the truck’s exterior. While there, be sure to experience the interactive, self-guided tour in the spacious T680 trailer.” The T680 on tour will be pulling a 53-ft. tour trailer with nearly 1,000 sq.-ft. of exhibit space. n

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Stemco acquires drum brake manufacturer LONGVIEW, Texas – Stemco has announced the acquisition of Motor Wheel Commercial Vehicle Systems, a manufacturer of brake components, including drums and component assemblies for heavy-duty trucks. The business was acquired from Precision Partners Holding Company for cash. Terms were not disclosed. The new business will become part of Stemco’s brake products group, the company announced. The primary product offered by the company is the CentriFuse brake drum for heavy trucks and commercial trailers. Stemco says the patented design provides a superior braking surface that resists wear while the lightweight design improves fuel economy and payload capacity. “The acquisition of Motor Wheel aligns with our strategic direction and will enable us to offer a more complete line of premium brake system components,” said Jon Cox, president of Stemco. “This lightweight, high performance brake drum coupled with our brake lining and new brake shoes creates a unique value proposition for today’s fleet customers.” Stemco says brake drums are the fourth braking product it has added to its portfolio since the third quarter of 2009. n

pg 58-59 tn june v3.indd 59

$1.49/mile single $1.53/mile team Canada $1.51/mile single $1.57/mile team U.S. Safety Bonus Program $1500 Sign on Bonus for singles $3000 Sign on Bonus for teams Paid Licensing Paid Insurance Excellent Benefits Steady Miles

07/05/12 11:01 AM

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TRUCK NEWS Page 61

oem/dealer News

Volvo expands XE powertrain offerings; develops LCV spec’ By James Menzies TORONTO, Ont. – Volvo Trucks has expanded its XE (exceptional efficiency) powertrain package to include two new 16-litre offerings, including one aimed at long combination vehicle (LCV) applications. “This is the first integrated fuel-efficient powertrain, specifically aimed at the heavy on-highway long combination vehicle,” Ed Saxman, drivetrain product manager with Volvo told Truck News when announcing the new packages at Truck World. Volvo’s award-winning 13-litre XE13 powertrain package was introduced last September for mainstream, 80,000-lb applications. The XE13 and XE16 packages are comprised of a set of specifications – central to which are the Volvo IShift transmission and Volvo engines – which through a process dubbed ‘downspeeding,’ allows the engine to turn 200 rpm slower than normal, delivering fuel savings of up to 3%. The XE16 package is available in two configurations, one aimed at 80,000-lb GCW ratings running 70 mph and a heavier-spec’ version suitable for GCWs of 143,000 lbs and running at 62 mph. Both versions are powered by the Volvo D16 engine with 500 hp and 2,050 lb.-ft. of torque, a new rating for Volvo’s D16. The LCV spec’ features an 18-inch heavy-duty rear axle with a 3.21 axle ratio, rather than the 3.73 ratio most commonly spec’d in LCV applications, Saxman explained. The package reduces cruising speed from 1,425 rpm to 1,225 rpm at 62 mph (100 km/h), providing fuel savings of about 3%, the company says. “The XE16 directly addresses the needs of two important market segments that historically have had very few fuel-efficient powertrain options,” said Saxman. “The beauty of Volvo’s

made for canada: Volvo chose to introduce its XE16 powertrain package at Canada’s Truck World, since the truck is ideal for this market.

XE powertrain is that it delivers the full power and low-end torque needed for higher weight applications while saving fuel by running at a lower rpm.” The XE16 package has been tested in Canadian LCV fleets and is also

compatible with other on-highway, heavy-haul applications, such as conventional B-trains. Interestingly, the XE16 package boasts greater torque than the 550-hp D16, which Saxman said “helps miti-

gate the extremely tall gearing.” Peak torque is available even while running as low as 1,000 rpm, contributing to excellent low-rpm drivability, Volvo claims. The new package was developed very much with Canadian customers in mind, Saxman explained, noting the company researched in detail the spec’s most commonly used in LCV applications. “Both XE16 packages provide unheralded fuel efficiency for customers requiring high horsepower and torque,” Saxman said. The 80,000-lb version of the XE16 package (actually approved for 88,000 lbs), is designed for applications where the truck will typically run 70 mph, which is not uncommon in certain States but illegal in Ontario and Quebec, by virtue of their speed limiter laws, and in most other provinces as well, according to the signs on the side of the road. n

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Fontaine opens new DC in Alberta CALGARY, Alta. – Fifth wheel parts provider Fontaine Parts Connection has opened a new distribution centre in Alberta. Fontaine has contracted with FMi Logistics to fulfill parts orders for the region from FMi’s Calgary warehouse. “Adding this distribution centre enables our customers throughout Western Canada to obtain their fifth wheel replacement parts more quickly and efficiently,” says Toby Harris, vice-president of sales and marketing for Fontaine Parts Connection. “Instead of waiting several days for an order to arrive from the US or Toronto, customers now will be able to receive most of their parts within a day.” FMi offers regular same-day shipping on Fontaine parts and can handle emergency rush orders, the companies announced. Customers are also able to pick up parts at the warehouse, located at 7151 44th St. SE in Calgary. “Working with FMi will help Fontaine offer its area customers improved service levels,” says Dennis Gwilliam, general manager of warehousing and distribution for FMi Logistics. “We run an efficient, nimble operation and treat our customers’ goods as if they were our own.” n

pg 61 tn june v3.indd 61

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03/05/12 12:36 PM

June 2012

TRUCK NEWS Page 63

oem/dealer News

Team Truck Centres announces hiring of new used truck sales manager K I TCHENER , Ont. – Team Truck Centres has named Rob Nusca used truck sales manager for its Kitchener location. “We are extremely excited that Rob has taken charge of our used truck operation,” announced Tim Ryan, director of vehicle sales for Team Truck Centres. “Rob’s expertise will allow us to be even more competitive in assisting larger fleets, vocational customers and our highly valued owner/operator customers find top dollar for their used power units.” Rob O’Dowda, Team Truck Centres president, added “We are very pleased to have Rob onboard. Our customers can expect a professional hassle-free used truck buying experience

“I feel like part of the team.”

“I like driving quality equipment.”

“Big national accounts mean job security.”

Immediate Openings

for owner operators and company drivers for transborder, vans and roll tites.

rob nusca

and will find that we offer a wide selection of quality trucks, many of which are refurbished to high standards, have extended warranties, and flexible finance options available.” Team operates four dealerships in southwestern Ontario. n

Come and talk to us about joining our team of dedicated professionals. Lots of great reasons to join our team such as higher rates, employee rider program, lower insurance and a $2500 sign on bonus. AZ licence required, with 1 year experience. Call Karen at 905-790-6197 to speak English, Punjabi or Hindi Call Monty at 800-267-1888 or 613 961-5144 x123 Email: recruiting@itsinc.on.ca www.itstruck.ca Belleville Cornwall Brampton We are committed to employment equity and diversity.

A great place to work

Visit us at the Road Today Truck Show at the Powerade Centre in Brampton, Ontario on May 26th and 27th (Saturday & Sunday), 2012. Booth 410. ITS TN Faces 06 12.indd 1

12-05-03 10:23 AM

Our people and our equipment

set us apart

new deal: John Slotegraaf Jr. is presented with a plaque by Chevron’s Randy Brillhart during the inking of an extension.

Chevron re-ups with Slotegraaf Group through 2017 MISSISSAUGA, Ont. – Chevron Lubricants Canada has announced it renewed its deal as primary lubricant supplier to Slotegraaf Group through 2017. Chevron has been the dealer group’s primary supplier of heavyduty engine oils, lubricants and coolants since 2005. Officials gathered March 22 to renew the partnership and Slotegraaf representatives were presented with a commemorative plaque to mark the occasion. “The Slotegraaf Group is one of the most prominent and successful original equipment dealers in Canada and this extended relationship is a renewed confidence in our Delo products and the people behind the brand,” said Robert Chamberland, Canada direct sales manager, Chevron Lubricants Canada. “We are extremely pleased to continue working with such a quality organization.” “At the Slotegraaf Group, we have extremely high standards for everything we do,” added John Slotegraaf Jr, president, the Slotegraaf Group. “This is the reason we have continued to grow our business over the years. We try to be a partner in our customers’ businesses, because their success is our success.” n

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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

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

Call Recruiting

1-800-465-8265

Woodstock Ontario Cardinal Ontario Valleyfield QC

03/05/12 4:06 PM

Page 64 TRUCK NEWS

June 2012

oem/dealer News

Meet fleetHQ: Goodyear officially rebrands Truckwise program Comprehensive program offers much more than roadside service, Goodyear announces By James Menzies TORONTO, Ont. – Goodyear has officially rebranded its Truckwise program to fleetHQ, offering members consistent branding and service throughout Canada and the US while promising to expand and strengthen the network. The transition has been underway in recent months, and was made official at a Truck World press conference in Toronto. Rebranding the program will “create a consistent business solutions brand that offers products, services and information tools for trucking fleets and owner/operators throughout North America,” the company announced. Truckwise, now fleetHQ, has

provided customers – both big and small – with comprehensive support ranging from advice on proper tire selection to emergency roadside service. It’s an all-encompassing program that’s offered free of charge to Goodyear customers who elect to sign up. “The decision to transition from Truckwise to fleetHQ will expand and strengthen the fleetHQ brand throughout North America,” announced Dwight McGill, general manager, commercial tire centres. One of the more compelling reasons to join is fleetHQ’s emergency road service, available through its fleetHQ Solution Center. Built four years ago, the Solution Center has a proven track re-

cord of getting trucks and trailers with roadside tire failures back on the road quickly, boasting an average “roll time” of two hours and 12 minutes in 2011, which the company says is the best in the industry. Last year, 195,000 trucks were serviced through fleetHQ’s Solution Center. The program also provides consistent pricing and assures the most appropriate tire for the vehicle is located and delivered. Goodyear reps said all invoicing is handled through the fleetHQ Web site and local dealers, so drivers aren’t asked to dispense with their cash on the side of the road or overcharged for tires. Another feature is TVTrack, an online program that allows fleet owners and managers to manage the cost of their tire program by collecting, documenting and then presenting important tire-related data in an easy-to-read dashboard format.

Rosedale Transport Limited is a family run business operating since 1969. With 14 terminals across North America, we are dedicated to providing a higher standard of Quality Transportation Services

Hiring Owner OperatOrs FOr all terminals Rosedale understands what Owners want ...

...We can make it happen.

A professional & approachable management team Consistent weekly miles A bonus structured mileage rate combined with an attractive fuel subsidy program Rosedale Transport start-up help for Owner Operators No forced dispatch No New York City

For more information Contact Recruiting 1-905-670-0057 1-877-588-0057 recruiting@rosedale.ca www.rosedalegroup.ca

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Head Office: 6845 Invader Cres., Mississauga, ON L5T 2B7

maximizing uptime: A truck driver receives roadside service from a fleetHQ provider.

fleetHQ also includes TrailerReadiness, a new service that allows fleets to develop custom trailer surveys and receive reports on essential vehicle systems. The new offering allows them to manage the yard checks of their trailers before they hit the road. Gold Medallion retreads are offered through the program. And Tire Pix provides snapshots of any tire that was replaced roadside, so the fleet owner or maintenance manager can examine the replaced tire without requiring the driver to haul it back to the shop. Fleets and owner/operators can sign up for the program, and then choose the options they wish to take advantage of. There are fees charged for certain services, but membership in the program is free. One of the greatest advantages, Goodyear officials said, was that small fleets and owner/operators can now receive the same level of support traditionally only enjoyed by large national fleets. Bruce Woodruff, director, business solutions marketing with Goodyear, said the program was borne out of a desire from customers to be better educated on tire selection and maintenance, so they could get a better return on their tire investment. “Saving time and saving money are two of the most important things to fleets,” Woodruff said. “Solving problems was the driving force behind creating Truckwise, and now fleetHQ. Customers were saying ‘I need you to make me smarter, help me make better business decisions and give me actual data that can help me reduce my overall operating costs’.” To paraphrase a line from another corporation, membership seems to have its benefits. Brian Brandenburg of ThyssenKrupp, told Goodyear in a testimonial that fleetHQ helped it reduce its overall tire expenses by 40% or more over the past five years. There are currently about 2,000 participating fleetHQ dealers through the US and Canada, about 120 of which are located north of the border. McGill said the company will be expanding its fleetHQ dealer network, but it doesn’t happen overnight as their participating dealers must meet stringent service standards and undergo an audit before being welcomed into the program. “It’s not just a sign,” McGill said. “There’s a level of service that comes with that and an audit process before they can become a fleetHQ dealer.” n

03/05/12 4:07 PM

June 2012

TRUCK NEWS Page 65

fleet news

Consolidated Fastfrate to build new Regina cross-dock facility REGINA, Sask. – Consolidated Fastfrate (CFF) has announced plans to move into Regina’s Global Transportation Hub with a 10,000 sq.-ft. crossdock facility. It will be co-located with CP Rail’s intermodal yard with construction set to begin this spring. The facility, on 10 acres of land, will be up and running by fall of 2013. “The relocation of Canadian Pacific (CP) and its intermodal facility to the GTH is significant to CFF,” said Ron Tepper, Consolidated Fastfrate executive chairman. “The relationship with CP started in 1966 and through this partnership over the following 20 years, Fastfrate became the largest boxcar shipper of LTL freight in Canada.” “In 1998, a co-location program was then created to move Fastfrate from boxcar to intermodal, this required

Fastfrate to invest into new facilities across the country and did so with CP intermodal,” added Tepper. “The result today is that Fastfrate has the newest and largest LTL infrastructure, and this has allowed the company to grow to the largest privately owned LTL shipper in the country handling in excess of two billion pounds of freight and over 600,000 shipments annually by rail.” CP president and CEO Fred Green welcomed Fastfrate to the hub. “In many ways CFF and CP pioneered the intermodal co-location strategy which facilitates streamlined transload processes between trucks and trains,” Green said. “For a number of customers, including CFF, colocation dramatically reduces costs, lowers transit times, and allows for new market growth.” n

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TransForce acquires Peak USA Energy assets MONTREAL, Que. – TransForce, through its subsidiary I.E. Miller Services, has acquired certain assets of Peak USA Energy Services. Peak USA, a subsidiary of Nabors Industries, is an oilfield service company specializing in rig moving, custom heavy hauling, crane and rigging services, and oilfield transportation. The acquired business spans two operating districts located in Alice and Kilgore, Texas, providing work to a combined total of about 75 employees. The transaction is valued at more than $10 million and is expected to generate annual revenues of approximately $25 million for TransForce. “This asset acquisition further improves TransForce’s offering to the energy services sector. These quality assets will increase our density in Texas, while also adding to our know-how. Through its disciplined acquisition strategy, TransForce will continue to seek opportunities to enhance its leadership in providing value-added services to the energy sector,” said Alain Bedard, chairman, president and CEO of TransForce. n

Recruiting Owner Operators & Company Drivers In: Western Canada Calgary, Edmonton and Grande Prairie, AB: • Company Drivers for our Petroleum operations • Local and Highway work available

Calgary and Grande Prairie, AB: • Heavy Duty Mechanics required • 90% of the work is S-Cam and Brake Jobs

Call Gareth 403-531-1600 ext 168

Central Canada

Atlantic Canada

GTA and Sarnia, ON:

Dartmouth, NS:

• Owner/Operators for our Bulk Liquid Division • Combination of Domestic and US work

• Owner Operators for our Asphalt and HFO operations • Local and regional work

London, ON: • Company Drivers – Foss Petroleum • Local petroleum deliveries

Oakville, ON: • Company Drivers – Foss Petroleum • Local petroleum deliveries

Call Simon 1-866-5 HARMAC ext 3003

Truro, NS: • Company Drivers for our Feed Division • Local and Long Haul work Truro to NL

Moncton, NB: • Company drivers and owner/operators for our Feed, Grocery, Highway EndDump and Flat Deck operations • Various opportunities for local and long haul work

Fredericton, NB: G R O U P O F C O M PA N I E S Driving Positions require valiD Class 1 or aZ liCense 2 years verifiable traCtor trailer Driving exPerienCe safe Driving baCkgrounD – verifieD via Driver’s abstraCt

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• Company Driver for our Milk Run • Local work

Call Kyla 1-800-565-1530

07/05/12 11:16 AM

Page 66 TRUCK NEWS

June 2012

Due tO DemanD FROm OuR CustOmeRs KMJ Machinery Transport has a need for a select few Owner Operators to be based out of South Western Ontario.

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Operators must have experience in the handling of Oversize/dimensional loads along with a clean CVOR and abstract.

Feel FRee tO COntaCt us anytime! Marc In Windsor 1-888-660-6666 • Jeff In Toronto 416-936-4111 Check us out on our Web site www.kmjmachinerytransportation.com

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.

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

Call Vern at 1-888-209-3867 or 519-536-1192

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

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fleet news

Lowe’s awards TST Overland for Estes partnership MISSISSAUGA, Ont. – Home improvement retailer Lowe’s has presented TST Overland Express and Estes Express Lines with Gold and Silver Carrier awards. Lowe’s presented the awards at its recent annual carrier conference. The two carriers – TST in Canada and Estes in the US – formed an alliance in 1996, integrating not only their operations, but also their marketing and technology in an attempt to leverage their respective strengths and deliver cross-border freight faster and more efficiently. “Estes and TST Overland Express were able to create a new approach to doing business that fundamentally changed the industry and our two companies,” said Estes CEO Rob Estes. “The real winner is the customer who enjoys faster, cost-efficient freight delivery.” “The Estes and TST Overland Express alliance is successful because at the heart of the relationship is our shared belief that the number one priority is to deliver the best customer service possible. If we take care of our customers, we succeed,” added TST Overland president Rob O’Reilly. n

Schneider reduces cargo theft by 35% GREEN BAY, Wis. – Schneider National says it reduced its cargo theft rates by 35% last year, its fifth straight year of decreased incidences even as cargo theft escalates across North America. FreightWatch’s International 2011 Annual Cargo Theft Report indicated cargo theft was actually up 8.3% last year. Schneider says it has bucked the trend, with the 35% decline marking the largest drop in its history. Schneider credits its success to a “multi-layered approach consisting of proactive communication with shippers, Schneider drivers and owner/operators, methodical procedures and top-notch technology.” Walter Fountain, director of loss prevention and enterprise security, says one key is using team drivers to move high-value loads, ensuring freight is constantly moving and less susceptible to theft. “The number one theft countermeasure is communication. By understanding the ins and outs of the freight we’re shipping and how we engineer the loads, we are able to drastically alleviate risk as a fully synchronized team with our customer,” he explains. He also said educating drivers and owner/operators is paramount. “There are really three legs to this: we address expectations during onboarding; we regularly communicate the locations and types of thefts that are occurring; and we incorporate cargo theft preventable measures into our quarterly training sessions,” Fountain says. Schneider also has utilized technology to deter theft. Schneider National has produced a white paper, case study and other resources on cargo theft prevention which is available at Schneider.com (visit the Knowledge Hub). n

04/05/12 10:04 AM

June 2012

TRUCK NEWS Page 67

caravan of cash: Pictured (l-r): John Iwaniura, president, Caravan Logistics; Ola Iwaniura, project manager, Caravan; Jayne Gunn, recruiter manager, Caravan; Bob Workun, vice-president, Caravan; Helen Thorpe, Caravan city driver; Sonia Merena, marketing and PR, Caravan; and Aaron Lindsay, fleet service manager, NAL Insurance.

Caravan donates $2,000 to Trucking for Wishes By Adam Ledlow TORONTO, Ont. – Trucking for Wishes’ Money Booth did more than just muss up some hair during its recent appearance at Truck World. The air-charged booth, which gives participants 45 seconds to collect as many wind-blown bucks as possible for a chance to win cash and prizes, also served to blow away event organizers, NAL Insurance, when Caravan Logistics offered its collection of booth money – a whopping $2,000 – as a donation to the five-year-old charity. “How can you not jump in there and help children with life-threatening illnesses?” said Sonia Merena, an inside sales and marketing staffer for Caravan who braved the money

booth. “NAL has been doing such an amazing thing with Trucking for Wishes and over the past five years they’ve raised $200,000, so why not allow Caravan to be a little helping hand in benefiting these children? A driver and myself jumped in the booth together and both combined, collected $2,000. It’s pretty amazing – I didn’t know there was that much money in there.” “We are so thankful to receive this huge donation from Caravan Logistics. It was truly unexpected and greatly appreciated,” said Aaron Lindsay, event coordinator and founder of Trucking For Wishes. “It’s companies like this who have helped us raise over $200,000 for Make-AWish in the past five years.” n

Ne w R ate s OWNer OPerATOrs Drivers $1.467/mile .41 cents/mile • Paid picks & drops

• $25 picks & drops paid

• Home each week

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We Offer

$1.18-1.22 per loaded mile • Paid Bi-Weekly • Benefits available • Paid plates • Paid tolls • Paid PC Practical Miles • $1000 deductible with Buy Down Package • Fuel presently capped under $.60 per litre

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careers@smfreight.com gregw@smfreight.com Fax: 519.676.4285 www.smfreight.com

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03/05/12 4:10 PM

COME GET YOURS Join Celadon Canada and drive a brand new 2013 International ProStar+! Enjoy all the advantages of driving for a strong international carrier reliable miles, driver friendly freight, weekly pay, guaranteed detention pay and a safety minded culture. No wonder Celadon Canada was named one of the 20 Best Fleets to Drive for in North America! Cross Border & Intra-Canada lanes available. Company Drivers & Owner Operators - Solos & Teams welcome.

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Celadon.indd 1

12-04-10 8:48 AM

June 2012

TRUCK NEWS Page 69

SUSTAINABILITY

Policymakers seek industry feedback on GHG rules, get an earful By Lou Smyrlis WINNIPEG, Man. – Ottawa has encouraged industry feedback on its proposed legislation mirroring the US mandate to reduce heavy-duty truck GHG emissions and government officials got an earful here Apr. 30 at a conference hosted by the University of Manitoba Transport Institute. Canada’s proposed regulations (see related story, this page) are designed to reduce emissions from the whole range of on-road heavy-duty vehicles and engines, including large pick-up trucks, short- and longhaul tractors, cement and garbage trucks, buses, and more, for the 2014 model year and beyond. As a result of implementing the proposed standards, Ottawa anticipates that greenhouse gas emissions from 2018 heavy-duty vehicles will be reduced by up to 23% from those sold in 2010. By the year 2020, GHG emissions from Canada’s heavy-duty vehicles will be reduced by three million tonnes per year. This is equivalent to removing 650,000 personal vehicles from the road, according to Ottawa. Both the Canadian and US regulations do not include the trailer in their legislation, however. Industry stakeholders attending the Heavy-Duty Vehicle GHG Emissions and Fuel Efficiency in Canada Conference took issue with that. “Without the trailer, the rules are actually meaningless,” said Dr. Siddiq Khan, a senior researcher at the American Council for an Energy-Efficient Economy in Washington, DC. Louis-Philippe Gagne, the lead engineer working on the development of regulations to limit GHG emissions from new on-road heavy-duty vehicles with Environment Canada, explained there were two reasons for keeping trailers out of the legislation this time around. One was the decision to align Canada’s legislation with that of the US and the Americans decided not to address trailers. “That said, the US is going to look at trailers in the next round,” Gagne added. The second reason he gave was that the Canadian trailer industry is very complex with hundreds of manufacturers. “We have to see this as a first step and it’s a step in the right direction. Vehicles made here are sold in the US and vice-versa. It’s important not to have standards that would impede Canada-US trade,” Gagne said. Jairo Viafara, research associate with the Transport Institute and organizer of the conference, wasn’t completely buying into that argument. He pointed out that although Canada’s trailer market does indeed include many small operators, the largest number of trailers come from a small group of manufacturers. Claude Robert heads up Groupe Robert, one of the most environmentally progressive fleets in Canada. He wasn’t buying into all the logic behind the government’s plans either. “The world is a little larger than Canada and the US. Other countries are using different environmental technologies and have been doing it for years,” he said pointing to much greater fuel efficiency gains realized on European trucks. “Why should we try to reinvent the wheel? Why not standardize with the world? What are we trying to prove?

pg 69 tn june v3.indd 69

going green: A recent conference looked at ways to reduce Canadian trucking’s GHG contributions.

That we are second, third or fourth best?” The new standards are quite modest because they are focused on using existing technologies, acknowledged Stephane Couroux, acting chief, Greenhouse Gas Regulatory Development and Marine Analysis Section Transportation Division, for Environment Canada. But he also pointed out that European truck technology while better in terms of reducing GHG emissions is not as stringent as North American standards on NOx. He also emphasized the cost of a “made in Canada” approach. “If we were to go ahead of the US, that means truck manufacturers would

have to certify their vehicles for Canada and the US. That would be very expensive,” Couroux said. Mark Nantais, president of the Canadian Vehicle Manufacturers Association, also stressed the need for harmonization of regulations between the two countries in his presentation. He argued that the Canadian market is not large enough to warrant a uniquely Canadian approach without great cost to manufacturers, which would get passed on to purchasers. “North America-based vehicle manufacturers are global companies. Harmonization of vehicle legislation is very important to them. A patchwork of regulations is not only too complex

but more importantly it will delay implementation of new technologies,” he said. Robert, however, pointed out that Canada should be just as concerned about harmonizing legislation among the provinces as it is between Canada and the US. Differences in provincial legislation on items such as wide-base single tires and long combination vehicles (LCVs) remain a thorn in the side of trucking companies wanting to use environmentally sustainable practices on a national level, he said. Gagne acknowledged that was a valid point but said he believes the provinces are supportive of Ottawa’s plans on GHG legislation. n

Canada announces GHG standards for heavy trucks Program aligns with US standards By Lou Smyrlis BOUCHERVILLE, Que. – Canada’s Environment Minister, Peter Kent, announced proposed regulations last month to reduce greenhouse gas emissions from new on-road heavy-duty vehicles. The proposed regulations are designed to reduce emissions from the whole range of on-road heavy-duty vehicles and engines, including large pick-up trucks, short- and longhaul tractors, cement and garbage trucks, buses, and more, for the 2014 model year and beyond. As a result of implementing the proposed standards, it is anticipated that greenhouse gas emissions from 2018 heavy-duty vehicles will be reduced by up to 23% from those sold in 2010. Kent said the new regulations can be met by using existing technologies for fuel efficiency, aerodynamics and idle-reduction. The proposed regulations are also designed to align with those of the US. “Canada and the US have a deeply integrated automotive industry and there are significant environmental and economic benefits to aligning our emission standards for new on-road heavy-duty vehicles,” said Kent. “Today’s announcement means that, by the year 2020, greenhouse gas emissions from Canada’s heavy-duty vehicles will be reduced by three million tonnes per year. This is equivalent to removing 650,000 personal vehicles from

the road.” Canada previously worked closely with the US to establish common North American standards for greenhouse gas emissions regulations for light-duty vehicles for the 2011-2016 model years, and is working towards proposed regulations for model years 2017 and beyond. The response from the Canadian Trucking Alliance was favourable. CTA president David Bradley said the announcement is consistent with the direction the industry is already headed in. “It would be advisable that the regulations allow for some flexibility to take into account differences in the Canadian truck market versus the situation in the US, but the industry supports this initiative,” Bradley said. “The way you reduce GHGs is through improved fuel efficiency and with diesel prices continuing to increase year by year, motor carriers are motivated to burn less. In fact, at no time in our industry’s history have our companies environmental goals been so aligned with society’s desire to reduce GHGs.” Under the proposed regulations, heavy truck tractor and engine OEMs will be encouraged to meet average GHG emission targets as a percentage of their total fleet sales over the 2014-18 period. Compliance measures in the US will include a system of bankable and tradable credits and possibly penalties. The regulations will not

deal with existing tractors. Nor will they cover existing or new trailers, although the US Environmental Protection Agency has indicated it could regulate GHG emissions caused by trailer drag in 2018. It is hoped that by model year 2018, GHG emissions from new heavy trucks will be 20% less than 2010 models. “That would be a good thing,” said Bradley. “But time will tell whether the market will respond.” He said CTA has been encouraging the Canadian government to accompany the regulation with a labeling system identifying “GHGcompliant tractors” and accelerated capital cost allowance to speed up the penetration of those trucks into the marketplace. “The regulation is flexible in that it does not prescribe what has to be done to reach the GHG reduction targets as was the case with the smog emissions mandate,” he said. “That is not a bad thing since the trucking industry is not homogenous in terms of the type of equipment used to transport various commodities, the terrain, etc., but it does not provide the truck buyer with an Energy Star type labeling system identifying the most fuel-efficient product.” Reducing emissions from the transportation sector is integral to Ottawa’s overall climate change strategy for Canada. The strategy aims to reduce greenhouse gas emissions by 17% from 2005 levels by 2020. Transportation is responsible for 24% of Canada’s GHG emissions. n

04/05/12 11:04 AM

Page 70 TRUCK NEWS

June 2012

trailer refrigeration units

Tier 4 rules coming in 2013 ner possible. In the end, it appears as though refrigerated truck fleets may have dodged a bullet with the Tier 4 standard. Sure, refrigeration units are expected to be moderately more expensive than they are today, but the good news is there are inherent performance benefits that should make any price increase easier to stomach. That’s good news for fleets, and so is this: “Currently, the way the law is written, there is nothing beyond Tier 4,” said Kiefer. “This is the last emissions change our engines have to go through.” n

Continued from page 37

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The California complication

By James Menzies Refrigerated fleets hauling in and out of California have another set of rules to worry about, and they’re less flexible than the national EPA standard. The California Air Resources Board’s (CARB) rules closely mirror those of the EPA, except that they also affect “in-use,” or existing equipment. CARB’s Airborne Toxic Control Measure for Transport Refrigeration Units requires older units operating in the State – even those plated outside California – to be upgraded to meet lower particulate matter emissions levels. Under the CARB rules, carriers will have to upgrade their TRUs after seven years’ use to remain compliant. “CARB’s in-use emissions requirements differ slightly from EPA’s new unit legislation by engine horsepower and tier, and require upgrading units in seven-year cycles,” explained David Kiefer, director, marketing and product management, Carrier Transicold. “In other words, seven years after the then-EPA compliant unit was manufactured, CARB requires that it be upgraded if the carrier wants to continue to operate in California after that initial seven years.” CARB has two sets of rules: the Low Emission Transport Refrigeration Unit (LETRU) standard and the Ultra-Low Emission Transport Refrigeration Unit (ULETRU) rule, which both apply to off-road diesel engines. The two regulations closely align with the EPA Tier 4 interim and Tier 4 standards, respectively. Carrier Transicold says its redesigned reefer platform will not only meet Tier 4 standards, but will also exceed CARB’s ULETRU requirements. Refrigeration units that are Tier 4i-compliant will need to be upgraded within seven years of when they were manufactured. “The bottom line for fleets is that as long as they buy a unit compliant with the applicable EPA standard at the time of purchase, the unit will continue to be compliant outside of California based on present EPA standards,” Kiefer explained. “Within California, if an EPA-compliant unit does not meet ULETRU requirements at the time of purchase, it will eventually have to be upgraded for ULETRU compliance.” Fleets that do a lot of business in California will want to consider the implications when purchasing reefer trailers. Those who make only the occasional run into the State will have to be more mindful of how they dispatch their equipment. The best advice is to develop a compliance strategy in consultation with a knowledgeable trailer refrigeration unit dealer. n

people Former L.E. Walker president Julie Tanguay has been named executive vice-president and general manager of Consolidated Fastfrate’s drayage and trucking arm, CDI. Reporting directly to Manny Calandrino, president and COO of Consolidated Fastfrate, Tanguay will be responsible for every aspect of CDI’s operations across Canada. “Julie built L.E. Walker from the ground up and has a depth of understanding about the truckload transportation market that will be extremely valuable in taking CDI to the next level,” Calandrino said. “CDI has been a pretty well kept secret and under Julie’s guidance, that’s about to change.” “I’m excited about this opportunity to get back in the game as executive v.p. and general manager with CDI,” said Tanguay, also a former chairperson of the Ontario Trucking Association. “It’s a great fit for me and my plan is to bring my passion for trucking and the people that make it happen, directly to our CDI clients.” • Meritor has appointed Barry Eckel to the position of director, OEM sales and Canada, as a member of the Meritor DriveForce team. Eckel is responsible for leading the Meritor DriveForce sales and service organization for truck and trailer in Canada. Meritor DriveForce is the company’s newly branded field sales and service organization. The organization is composed of more than 110 experts trained to support

customer needs before, during and after the sale. “Barry is the ideal choice for this position,” said John Nelligan, general manager, OEM sales and national accounts. “His industry experience and leadership will be valuable assets as the Meritor DriveForce team continues to grow.” Meritor also appointed Stephen Murphy to district manager of the eastern Quebec and Atlantic Canada region for Meritor DriveForce. “Stephen will play a critical role in our expansion and we’re pleased to have his experience on the team,” Eckel said. Murphy has held a number of service management assignments in the trucking industry in Canada, most recently with TransX and Volvo/Mack Trucks Canada. • Diesel Exhaust Fluid (DEF) distributor, Brenntag North America, has named Bret Happel the division’s DEF business director. In his new position, Happel will lead Brenntag’s DEF business in both the US and Canada. His responsibilities include oversight of more than 30 DEF rail terminals and 120 locations throughout North America, which distribute jugs, drums, totes, mini-bulk and full truckloads of DEF. With more than 20 years experience in the chemical distribution industry, Happel most recently served as vice-president of sales for Brenntag Mid-South, a division of Brenntag North America headquartered in Henderson, Ky. n

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advertisers’ product/service index TRAILER PARTS & SERVICE Action Trailer Sales................. 9 Burrowes Insurance Brokers. . ..38 Sleeping Well.. ......................28 Innovative Insurance............. 11 Benson Trailer Specialists....... 24 NAL Insurance.. .................... 18 Glasvan Great Dane............ 5,39 ANNOUNCEMENTS Kingpin Specialists................36 Antrim Truck Stop.. ............... 11 National Truck League.. ..........40 Trailers Canada...................... 7 Private Fleet Research Study...... 17 Northbridge......................... 14 West Van Rental....................48 AIR CONDITIONING

INSURANCE

LUBRICANTS BRAKE SYSTEMS TRAILER SALES (NEW) Haldex Limited..................... 33 Castrol/Wakefield Canada....... 43 ABS Trailers.........................20 Centerline Truck Lube.. .......... 35 Action Trailers Sales.. .............. 9 Chevron Global Lubricants... 4,47 BUILDINGS Glasvan Great Dane............ 5,39 A-Z Technical Bldg. Systems.. .... 7 Imperial Oil......................... 37 Great Dane Trailers.. .............. 79 Quick Truck Lube.. ................ 16 Trailers Canada...................... 7 Shell Canada Products Ltd....... 23 BUSINESS CONSULTANTS Utility Trailer.. ......................80 C.U.T.C................................ 71 West Van Inc........................48 MEDICAL SERVICES Stateside Transportation Consultants.. ..................... 22 Ontario Drivers Medical.. ........ 73 TRAILER SALES (USED) Transport Financial Services....46 Action Trailers Sales.. .............. 9 OWNER OPERATOR OF THE YEAR.... 26 Glasvan Great Dane............ 5,39 Trailers Canada...................... 7 CAREER OPPORTUNITIES RADIATORS Truck News/Careers........ 50,51,52, TRUCK PARTS & ACCESSORIES ..................53,54,55,56,57,58,59, Atlantis Radiator Truck Auto Service.. ...........................36 Dawson Truck Parts.. ............. 32 ........... 60,61,62,63,64,65,66,67,68 Morgan’s Diesel Truck Parts.. ...77 Truck News/Driver Link............ 44 Canadian Industrial & Truck Radiators...................... 10,71 Truckpro/UAP ..................... 19 Truck News/Truck ops.. ............ 32 XL Radiators.. ...................... 42 King Radiator....................... 33 CHILD FIND/MISSING KIDS......... 40 XL Radiators.. ....................... 42 CLASSIFIED........................... 77 SAFETY AND COMPLIANCE Stateside Transportation CLIMATE CONTROL

Consultants.. ..................... 22

TRUCK SALES (NEW) Expressway Volvo Trucks.. ......34 Freightliner Trucks............... 2,3 Volvo.................................. 15

Sleeping Well.. ......................28

TRUCK SALES (SHUNTS, YARD SUBSCRIPTION TO TRUCK NEWS.. .. 72 TRACTORS) CONFERENCES/SEMINARS Capacity of Ontario.. .............. 27 Private Motortruck Council...... 12 SUSPENSION SYSTEMS Glasvan Great Dane................ 5 SAF-Holland......................... 21 West Van Inc........................48 CROSSWORD TRUCK SALES (USED) June 12 Crossword Puzzle......... 10 TANKER SALES (NEW & USED) June 12 Crossword Solution....... 71 Dependable Tank.................. 49 Arrow Truck Sales................. 22 Hutchinson Industries............30 Expressway Volvo Trucks.. ......34 Tankmart International.. .......... 8 Morgan’s Diesel Truck Parts.. ...77 DIESEL EXHAUST FLUID H2Blu/Wakefield Canada........ 31 TIRES EXHAUST

Benson Tire............................ 24

Texis Truck Exhaust............... 7 Goodyear.. ...........................29 The Truck Exhaust Place.. .......46 Michelin.............................. 19 Yokohama.. .......................... 13 FINANCE

TRUCK SERVICE & REPAIRS Benson Truck Service.. ........... 24 Centerline Truck Lube.. .......... 35 Dawson Truck Parts.. ............. 32 Truckpro/UAP...................... 19 XL Radiators.. ....................... 42

Riviera Finance.....................40 TRAILER LEASING & RENTAL HEATERS

TRUCK SHOWS Action Trailer Sales................. 9 Fergus Truck Show................ 73 Glasvan Great Dane............ 5,39

Espar.................................. 25 Trailers Canada...................... 7 TRUCK STOPS Sleeping Well.. ......................28 West Van Rental....................48 Flying M.............................. 75

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AlphaBETICAL LIST OF ADVERTISERS A-Z Technical Bldg. Systems........... 7 ABS Trailers............................. 20 Action Trailer Sales.. ..................... 9 Anderson Haulage...................... 65 Antrim Truck Stop.......................11 Arnold Bros. Transport.. ............... 59 Arrow Truck Sales...................... 22 Atlantis Radiator Truck Auto Service.. .. 36 Benson Truck & Trailer................ 24 Bison Transport......................... 51 Burrowes Insurance Brokers......... 38 Canadian Industrial & Truck Radiators.. .........................10,71 Capacity of Ontario...................... 27 Caravan Logistics.. ..................... 55 Career Opportunities.. .......50,51,52, .............. 53,54,55,56,57,58,59, 60, ................ 61,62,63,64,65,66,67,68 Castrol/Wakefield Canada............ 43 Celadon Canada.................... 56,68 Centerline Truck Lube................. 35 Challenger Motor Freight.............. 54 Chevron Global Lubricants.......... 4,47 Child Find-Missing Kids.. ........... 40 Classified............................... 77 Crossword Puzzle & Solution.. ...10,71 C.U.T.C.................................... 71 Dawson International.................. 32 Dependable Tank....................... 49 Dennis Fortier Transport.............. 65 Espar..................................... 25 Expressway Volvo Trucks............. 34 Fergus Truck Show.. ................... 73 Flying M.................................. 75 FTI.. ....................................... 55 Freightliner.. .............................2,3 Glasvan Great Dane.................. 5,39 Goodyear.. ............................... 29 Great Dane Trailers.. ................... 79 H2Blu/Wakefield Canada.. ............ 31 Haldex Limited.......................... 33 Holmes Freight Lines.................. 67 Hutchinson Industries.. ................ 30 Imperial Oil.. ............................. 37 Innovative Insurance....................11 International Truckload Services.. ... 63 J. Syvret & Co........................... 50 JD Xpress................................ 50 Jeff Bryan Transport................... 55 King Radiator............................ 33 Kingpin Specialists..................... 36 KMJ Machinery Movers............... 66 Kriska Transportation.................. 50 Laidlaw Carriers (Bulk/Dumps)...... 66 Laidlaw Carriers (Tank )....................63

Laidlaw Carriers (Vans)....................52 Liquid Capital Midwest................ 77 McKevitt Trucking...................... 58 Michelin...................................19 Morgan’s Diesel Truck Parts.. ........ 77 NAL Insurance...........................18 National Truck League................. 40 Nolan Transport.. ....................... 53 Northbridge.. .............................14 Ontario Drivers Medical............... 73 Owner Operator of the Year Award....26 PMTC......................................12 Private Fleet Research Study.......17 Quick Truck Lube........................16 Rideway Transport..................... 67 Riviera Finance.. ........................ 40 Ryder Logistics & Transportation.... 57 SAF-Holland............................. 21 Seaboard Group Of Companies...... 65 Scotlynn Commodities ................ 60 Schneider National..................... 62 Shell Canada Products Ltd............ 23 Skylark Logistics....................... 57 Sleeping Well............................ 28 SM Freight............................... 67 Snowbirds Auto Connection.......... 67 Stateside Transportation Consultants....22 Tankmart International.................. 8 Texis Truck Exhaust...................... 7 The Rosedale Group.. ................. 64 The Truck Exhaust Place.............. 46 Total Logistics Trucking............... 67 Trailers Canada........................... 7 Transport Financial Services......... 46 TransX Group Of Companies.. ........ 53 Truck News/Truck Ops.............. 32 Truck News/DriverLink.. ............ 44 Truck News – Subscription.. ....... 72 Trucker Radio.......................... 78 Utility Trailers.. .......................... 80 Villeneuve Tank Lines................. 50 Volvo Trucks..............................15 West Van Trailers....................... 48 White Oak Transport................... 52 Woodcock Brothers.................... 61 XL Radiators.. ........................... 42 Yanke Group Of Companies.. ......... 58 Yokohama.. ...............................13 Young Transportation/American Division.. .............................. 59 Young Transportation/Canadian Division.. .............................. 50

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Page 72 TRUCK NEWS

June 2012

new products

SpeedGauge has come out with a new GPS data accuracy tool that allows fleets to validate the accuracy of their in-field devices. The SpeedGaugeAssurance platform verifies GPS data accuracy, which can be skewed due to faulty installations and other factors and allows fleets to ensure their in-field devices are performing optimally. For more details, visit www.speedgauge.net. • PeopleNet says it has introduced the first a telematics solution that provides fuel consumption data for natural gas engines. The company says its new offering works with both compressed and liquefied natural gas, and can calculate the data into diesel equivalent gallons. The new tool will allow fleets using natural gas engines to bet-

ter quantify the fuel savings and monitor fuel consumption by vehicle or driver. For more info, visit www.peoplenetonline.com. • Blue Tree Systems has announced its R:COM fleet management platform for trailer tracking and reefer monitoring can now be accessed by most handheld devices. This allows customers using any device operating on the Windows CE and Mobile platform to seamlessly install R:COM without requiring expensive and time-consuming hardware changes. The Blue Tree R:COM system can be combined with a POD or other enterprise application commonly used on handheld devices, so fleets can reduce their hardware expenses, the company announced. For more information, visit www.bluetreesystems.com. • PeopleNet has come out with a new NaviGo In-Cab Navigation system dubbed Navigo 4.0, which it says

helps drivers create routes and get back on route quickly by calculating reroutes locally on the onboard computer. The new Automatic Onboard Reroute capability provides drivers with spoken turn-by-turn directions. Drivers can also browse millions of points of interest when creating routes. For details, visit www.peoplenetonline.com. • CarrierWeb has come out with two new CarrierMate electronic on-board recorders. The computers have the ability to track speed, mileage, driver activities, hours-of-service and position, while complying with all DoT requirements, the company announced. The CarrierMate 2500 features a 4.3-inch screen while the 5700 model has a seven-inch touch screen and provides additional features, such as fuel consumption data and hourly reports on driver performance. For details, visit www.CarrierWeb.com.

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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: _ 14,969_kg._&_over_(33,001_lbs._&_over)..._ ❏__YES_ ❏__NO _ 11,794-14,968_kg._(26.001-33,000_lbs.)._ ❏__YES_ ❏__NO _ 8,846-11,793_kg._(19,501-26,000_lbs.)..._ ❏__YES_ ❏__NO _ 4,536-8,845_kg._(10,000-19,500_lbs.)....._ ❏__YES_ ❏__NO _ Under_4,536_kg._(10,000_lbs.)................_ ❏__YES_ ❏__NO 4) This location operates, controls or administers: _ Diesel_powered_vehicles.........................._ ❏__YES_ ❏__NO _ Refrigerated_vehicles..............................._ ❏__YES_ ❏__NO _ Pickups_or_Utility_Vans............................._ ❏__YES_ ❏__NO_ _ Propane_powered_vehicles......................_ ❏__YES_ ❏__NO 5) Do you operate maintenance facilities _ at this location?_...................................._ ❏__YES_ ❏__NO _ IF_YES,_do_you_employ_mechanics?........_ ❏__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 _ j_i)_ ❏_ 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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Vigillo has come out with what it says is the industry’s first crash management system (CMS) as part of its Vigillo Daylight Suite, aimed at giving carriers the tools they need to succeed under CSA. CMS tracks DoT reportable and non-reportable crashes and tow-aways and stores them in a single place. It also identifies incorrect information reported by the FMCSA, Vigillo says. Customers are able to correct false data, respond in a timely manner to accident-related issues, enhance their monitoring and tracking of crashes, and provide reports and analytics for internal and FMCSA reporting requirements. For more info, visit www.vigillo.com.

Meritor has announced a new line of 14- and 15.5-inch clutches available in standard and easy-pedal models for medium- and heavy-duty trucks. The two models will be available through Meritor’s Euclid line of products. They can be purchased through warehouse distributors stocking Euclid parts, Meritor announced. They feature VelveTouch ceramic clutch buttons, an easy adjuster, disc springs treated with a cryogenic process to extend life and a sealed throw-out bearing for increased lubrication intervals and longer clutch life. For more info, contact a Euclid parts dealer. • Life-Time Fenders has expanded its line of spray suppression products with the addition of new mud flap hangers. Heavy-duty distributors now have access to a more comprehensive assortment of fenders and mud flap hangers, Life-Time announced. The line includes all popular bar type and spring loaded hangers, integrated and standalone conspicuity solutions and related mounting brackets and hardware, the company says. For more information, visit www.lifetimetruck.com. • Phillips Industries has come out with the STA-DRY QCMS2 plug/socket, designed to eliminate corrosion damage related to road contaminants entering the electrical system. The new offering incorporates a STA-DRY seal that semi-hardwires the electrical cable to the tractor, stopping debris from entering the system, the company announced. Since it’s rarely removed from the tractor, there’s also less chance of damage. The other end of the electrical cable features Phillips’ field repairable QCP plug, with a cartridge that can be easily replaced if corrosion appears, while keeping the QCMS2 attached to the tractor. For details, visit www.phillipsind.com.

Michelin’s X One XDN2 pre-mold retread, introduced to the US market at the Mid-America Trucking Show, is now available in Canada, the company announced. The

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is designed for nuts that have been overtightened by an impact wrench and will prove a timesaver for technicians and owner/operators, the company claims. For info, see www.ameintl.net. •

retread is geared towards fleets and owner/operators looking for the fuel and weight savings of a wide-base single with the traction of a lug-style tread. The all-weather drive tread design delivers “superior traction and optimized mileage,” according to the company. It features Matrix Siping Technology for excellent traction on dry and slippery surfaces. The three-dimensional sipes lock together for the stability normally associated with solid tread blocks, the company says. The X One XDN2 Pre-Mold retread is only available on Michelin X One casings and qualifies for the company’s Michelin on Michelin guarantee, which promises customers 30% more mileage than competitive retreads while also guaranteeing a second trailer retread on a Michelin casing. •

Michelin Retread Technologies has come out with a new on/off-road XZY 3 Pre-Mold retread. The allposition tread is designed for improved wear and durability in on/ off-road applications, Michelin announced. The compound protects

against aggression, chipping and cutting and a center groove bottom protector guards the center channel from stone drilling, while ejecting stones and debris from the groove, the company claims. The new retread features a four-rib design for traction in even soft soil and mud. It’s available in eight sizes. For more info, visit www.michelintruck.com or talk to a Michelin retreader. •

Double Coin Tires has come out with a new mobile Web site, accessible by smartphone. The new site

is designed for optimal viewing on any Web-enabled smartphone, the company says. It provides quick access to product specifications and warranty information as well as other product info. To access the new site, use your smartphone to visit DoubleCoin-us.com. •

GT Radial has introduced its new SmartWay-verified GT979 FS trailer tire. This rounds out the company’s line of SmartWay GT Radial truck tires for every position, the company announced. For more information, visit www.GTRadial-tires.com. n

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profitability dashboard TransCore Canadian Spot Market Freight Index 2007-2011

2007

2008 2009 2010 2011

2012

Jan

173

214

140

171

222

220

Feb

174

217

117

182

248

222

-10%

Mar

228

264

131

249

337

-18%

24%

Apr

212

296

142

261

300

May

280

316

164

283

307

Jun

288

307

185

294

315

Jul

219

264

156

238

245

Aug

235

219

160

240

270

Sep

206

203

180

234

263

Oct

238

186

168

211

251

Nov

227

143

157

215

252

Dec

214

139

168

225

217

% % Change Change Y-O-Y m-o-m

TransCore Canadian Spot Market Freight Index 2007-2011

TransCore’s Canadian Freight Index jumps 24% in March TORONTO, Ont. – TransCore’s spot market Canadian freight index saw a sizeable gain in March with volumes up 24% month-over-month, while the first two months of the year recorded only 1% gains. However, year-overyear volumes were down 18% from the unusual record-setting levels reached in March last year. While postings by TransCore’s Canadian-based Loadlink customers were down 11% from the first quarter last year, consolidated postings from both US- and Canadian-based subscribers actually increased 3% yearover-year for the first quarter. The increase was primarily attributed to an increase in cross-border postings from US- based companies, which were 63% higher than Q1 2011, according to TransCore. In March, cross-border postings accounted for 69% of activity by Loadlink’s Canadian customers. Intra-Canada postings made up 29% of the total volumes. Import postings constituted 57% of all cross-border postings while export postings accounted for 43%. Top regions for import loads into Canada were: Ontario (54%), Western (22%), Quebec (21%), and Atlantic (3%). Top regions for import equipment into Canada were: Ontario (52%), Western (23%), Quebec (22%), and Atlantic (3%). Top regions for loads within Canada were: Western (51%), Ontario (24%), FlyingM_ad_F_PRINT_r.pdf 5/13/11

Quebec (19%), and Atlantic (6%). Total equipment postings in March increased 5% from the previous month, while year-over-year capacity was up 9% from March 2011. For the first time in 2012, the monthly equipment-to-loads ratio dipped. Capacity has tightened up compared to the first two months of the year, however, equipment availability remains much more abundant than the tight capacity crunch of March 2011, according to TransCore. North America-wide, freight availability and rates on the spot market increased month-over-month and declined slightly year-over-year in March, according to TransCore’s DAT North American Freight index. The index was up 40% in March compared to February and was down 6.1% compared to March 2011 when the spot market achieved record freight volumes in an early spring peak. Truckload freight rates rose on the spot market in March for all equipment types. For dry vans, the most common equipment type, rates increased 3.2% compared to February. Flatbed rates gained 1.2% and rates for refrigerated vans rose 0.7% month-over-month. Compared to March 2011, spot market rates slipped 1.5% for vans, while rates were unchanged for flatbeds and reefers. Rate information is derived from the company’s DAT Truckload Rate Index. n 3:58:26 PM

US truck tonnage up 0.2% in March WASHINGTON, D.C. – US truck tonnage rose 0.2% in March after increasing 0.5% in February, according to the latest report from the American Trucking Associations. “March tonnage, and the first quarter overall, was reflective of an economy that is growing, but growing moderately,” said ATA chief economist Bob Costello. “The pace of freight definitely slowed from the torrid pace in late 2011. “Most economic indicators still look good, which will continue to support tonnage going forward,” he said. Costello also noted that the industry should not expect the rate of growth seen over the last couple of years, when tonnage grew 5.8% in both 2010 and 2011. “Expect tonnage overall this year to be up at a more moderate rate, perhaps less than 3%, which is more in-line with normal growth.” n

Canadian rates keep on climbing TORONTO, Ont. – The Canadian General Freight Index (CGFI) indicated the cost of ground transportation for Canadian shippers rose 0.8% in February, when compared to January. That marks the twelfth consecutive month of increases, with the index now 10% above March 2011 levels. The Base Rate Index, which excludes accessorial charges such as fuel surcharges, rose slightly in February and is now 0.5% higher than January. Base rates have increased

4.4% since March 2011. Average fuel surcharges assessed by carriers rose from 18.79% of base rate in March 2011 to 20.42% of base rate in February 2012. “The CGFI has now hit a 10% increase milestone year-overyear,” said Doug Payne, president and COO of Nulogx, which compiles the index. “Yearly base rate increases appear to be sticking, while remaining increases are being spread across fuel and accessorial charges.” n

Purchasers’ index shows good signs TORONTO, Ont. – The RBC Canadian Manufacturing Purchasing Managers Index for April has good news for those worried the economic recovery may once again be slowing. Canadian manufacturing business conditions in April improved to the greatest extent in 2012 so far, according to the index, a monthly survey, which offers a comprehensive and early indicator of trends in the Canadian manufacturing sector The headline RBC PMI – a composite indicator designed to provide a single-figure snapshot of the health of the manufacturing sector – signalled a solid improvement in Canadian manufacturing business conditions in April. At 53.3, up from 52.4 in March, the PMI was the highest in four months, but nonetheless remained below the average for the series. The RBC PMI found that both output and new orders increased in April, with firms generally citing greater client demand. Notably, new export orders grew solidly and at the fastest pace for a year. Canadian manufac-

turers hired additional staff in April; however job creation was the slowest in three months. The rate of input price inflation was the strongest since last August. “Favourable manufacturing conditions have been a prevailing force in Canada so far this year thanks, in part, to strong output and new export order growth in particular which accelerated in April at the fastest pace in a year,” said Craig Wright, senior vicepresident and chief economist, RBC. “As the economy south of the border strengthens, we expect the Canadian manufacturing sector will continue to reap the benefits of increasing US demand for key Canadian exports such as autos, machinery and lumber.” The Index is conducted in association with Markit, a global financial information services company, and the Purchasing Management Association of Canada (PMAC). The full report is available at www.rbc.com/newsroom/pmi. n

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08/05/12 11:56 AM

FICTION

Part 3

Mark Dalton: Owner/Operator

By Edo van Belkom

The Story So Far… Mark visits his post office box and finds another letter from the Canada Revenue Agency. He’s been receiving more and more of these in the mail, but has ignored them all. He’s had bad experiences in the past and didn’t want to hear any bad news. Reluctantly he opens the letter and finds the government has done an audit and he owes more than $20,000 in back taxes. He calls his accountant, who thought he’d taken care of the problem months ago. The accountant says as long as Mark has all his records and can prove his expenses, he’ll be fine. However, when he goes to see Bud and get the records Bud has been storing for him, he finds they are missing… • Mark had five days of dread before his meeting with the tax agent. His office was in Mississauga just below the 401 on Hurontario. Mark parked Mother Load in the building’s parking lot and waited till nine before putting on his best clothes and heading into the office building for his reckoning. Mark had no records with him, only copies of the tax returns his accountant had prepared for him. Despite looking everywhere in his office for Mark’s files, even in the basement of his home, Bud couldn’t find the papers anywhere. Mark had no other choice but to show up at the tax office – cap in hand – and ask for mercy… and several months to pay his fines. “Ah, Mr. Dalton. My name’s Max Levy. Did you find the office alright?” the tax man asked when Mark arrived. “No problem. I slept in my truck overnight in the parking lot to be sure I wouldn’t be late.” The agent looked at Mark skeptically, one corner of his mouth curled up in a sneer. “Of course you did.” Mark wanted to protest, saying he did too spend the night in his truck, but he knew it wouldn’t do him any good. Without his records he was cooked. The agent spread Mark’s last return out on the desk, then turned to Mark, looking at him over the glasses resting on the end of his nose. “Your fuel, truck washing, insurance and just about every other expense that has to do with your truck are much higher than the average for the indus-

try. It’s one of the reasons your returns stuck out from the crowd.” “I live out of my truck,” Mark said. “Yeah, so you’ve said,” the agent said without even glancing at Mark. “Here, for example.” He put a paper on the desk in front of Mark. “Your meal claims are enormous. The Government of Canada is already being generous with longhaul truck drivers by allowing them to claim 80% of their meals on the road compared to people in other industries who are away on business, who are allowed to claim just 50%. But you, you’ve claimed meal expenses that are more in line for what three people would claim in a year, never mind one.” “That makes sense,” Mark shrugged. “Because I live in my truck I have to pay for every breakfast, lunch and dinner I eat. If you have to buy three meals a day for a year, meal expenses would end up being high, wouldn’t they?” “Yes, they would.” Mark felt he’d scored a victory. “Well, alright then,” he said with a nod. “Do you happen to have any proof – any proof at all – that you do in fact live out of your truck and have been working continuously over the course of the last year?” There was that word again. Proof. Mark looked around as if proof was something that might just be lying around the room, previously unseen. “No,” Mark said at last. “No proof. The place where I stored my tax returns was renovated and the box with my records in them was moved somewhere where we can’t find them.” “Isn’t that convenient?” Mark ignored the remark, knowing the man had every right in the world to be skeptical. He sighed, “Without the records, all I have is my word.” The agent smiled politely. “Mr. Dalton, would it surprise you to know that there are people out there, Canadians just like you, who lie to the government in order to pay less taxes?” Lie was a strong word and Mark couldn’t be sure if the man was accusing him of lying or not. But since Mark himself might have stretched the truth on a few expense reports in the past, he

Illustration by Glenn McEvoy

Taxes can be so taxing

replied, “No, it wouldn’t surprise me.” “Would it surprise you to know that there are some people who transact business in cash solely in order to avoid any record of their business dealings and forego paying tax money to a government which needs that money to provide essential services to those very same people?” That one was easier. “No,” he said. “I wouldn’t be surprised by that at all.” Over the years he’d had all kinds of people quote him two prices for their services. Truck washers were good ones for that; $35 with a receipt, $20 without. Well, when profit margins were razor thin, who wouldn’t take that deal? Mark Dalton, that’s who. He had his truck washed so often that no one would believe he spent so much on cleaning his rig. He always got a receipt because he knew that if he were ever audited, he’d be able to show that he’d actually spent every one of those dollars on cleaning his truck. The problem was, he didn’t have those receipts and if there wasn’t a receipt it was like it never happened at all. “And would it surprise you that over the 24 audits I’ve done this year on truck drivers, I’ve been bang on with every one of them?” “That would surprise me, yeah,” Mark said. “Twenty-four for twenty-four. A perfect record.” A wry smile. “And I don’t think there’s any danger of me not going twenty-five for twenty-five.” “Always a first time for everything, right?” The agent smiled. “I don’t think so.” They continued on until lunchtime, the agent accusing Mark of making false expense claims and Mark saying he lives in his truck. “I think we need a break,” the man

said, his patience clearly being taxed by Mark’s insistence. Outside of the building for lunch, Mark drove to McDonald’s – saving money for his tax bill already – and took his time getting back to the office. After all, what was the rush? When he returned, the agent looked pale...as if he’d eaten a bad burrito for lunch. And as he entered the office it all made sense. Bud, of all people, was there, and there was a big cardboard box on top of the desk. “I finally found your records last night,” he said. “Funniest thing...during our reno, one of the contractors hit a sprinkler and a lot of stuff got wet. Somebody changed the box and didn’t mark it. Nobody told me either.” “So it’s all there?” Mark could barely get out the words. “Yes, and I’ve just been showing Mr. Levy the first three months of last year, you know…matching up your invoices with your meal expenses, showing him that you were truly on the road for the first 90 days of the year. We’ll do the rest of the year too, and the four previous years too. As long as he’s got nothing to do for the next couple of weeks.” “Okay, okay, so you live out of your truck,” the agent said, looking at Mark. “I’m still having a hard time believing it.” His eyes narrowed. “Are you crazy or something?” Mark was about to answer, but Bud cut him off. “I can answer that one for you. Absolutely!” n

Did you know that there are two full-length novels featuring Mark Dalton?: Mark Dalton “SmartDriver” and Mark Dalton “Troubleload.” For your free copy register with ecoENERGY for Fleets (Fleet Smart) at fleetsmart.gc.ca. Both are also available in audio book format.

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June 2012

TRUCK NEWS Page 77

brakes

Purchase price remains an impediment to disc brake changeover Continued from page 39

but this same characteristic can result in it taking on torque loads it wasn’t designed to withstand. These concerns, if valid, are heightened in Canada with the prevalence of mountainous terrain and the industry’s widespread use of multi-trailer combinations. The issue has been recognized by the Technology & Maintenance Council, which in response developed Recommended Practice (RP) 628, establishing guidelines for aftermarket friction material for disc brakes. TMD is thus far the only supplier to develop a friction material that meets the RP 628 specification, with its Textar T3070 product. “We have looked at it using a systems approach, as opposed to a onebrake approach,” Hakim explains. “We took into consideration the drum lining, the materials used in drum brakes and we formulated a disc brake material that works with the drum brake. When the drum brake starts losing effectiveness, we don’t want the disc brakes to continue working very powerfully. This system is such that they both work together.” In essence, TMD has developed an air disc brake friction material designed to fade in synch with the drum brakes, which seems counterintuitive. Not everyone is a believer in the concept. Count Bendix’s Bell among the skeptics. “I don’t understand why one would want to pay additional money for disc brakes and then want it to fade to perform like a drum brake,” he says. “It’s unfathomable to me.” “I completely agree with Steve,” Ganaway adds. “I have always been less than enthusiastic about RP 628. Bendix’s recommendation has been for fleets to reline with the material they began with, that’s always the safest bet.” Ganaway says fleet managers and technicians should resist the urge to overthink the science that goes into developing friction materials. “(RP 628) really is asking for the

fleets to take on the role of brake system engineers and that always comes with some peril,” Ganaway claims. Still, Bendix officials admit there are some applications where more

to ensure they won’t be placing too much strain on a set of disc brakes. “In our approval process, we have it set up such that…it’s gross combination weight-dependent,” Bell

‘(RP 628) really is asking for the fleets to take on the role of brake system engineers and that always comes with some peril,’ Gary Ganaway, Bendix than the bare minimum number of positions will need to be fitted with disc brakes. For instance, some heavy-haul applications with multiaxle trailers, Super-Bs and long combination vehicles will require disc brakes on more than just the steer axle. With this in mind, fleet managers would be well advised to discuss their application with their dealer

explains. “We do take that into account and limit the approval based on the number of disc braked axles in a (configuration).” The TMD folks, on the other hand, insist that ignoring the risk of incompatibility issues between disc and drum brakes could lead to another bad experience with air disc brakes, and threaten their widespread adoption.

“TMD knows that the existence of a large numbers of air disc brakes will likely lead to compatibility issues between disc and drum brakes,” Jim Clark, director of engineering with TMD said during a recent presentation on the subject. “Very simply, incompatibility issues seen in Europe when disc brakes were introduced in large numbers will be repeated and likely will be worse here in North America.” While warnings of compatibility issues may give some fleets cold feet, drivers who’ve driven trucks with both types of braking systems will have their preferences, and many will decidedly favour discs. Just ask Lee: “If I could make one transplant (from the European experience), it would be the braking system,” he says. “Those drums would be junked in favour of a set of discs all around.” n

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Page 78 TRUCK NEWS

June 2012

TSQ BRADFORD, Ont. – May 1 marked the start of what – for some – may be the end of an era for the trucking industry. In an attempt to contemporize the Class A road test in Ontario, all applicants now have the option to use trucks outfitted with automatic transmissions during their tests, so long as the minimum vehicle configuration requirements are met. The Ontario Ministry of Transportation’s decision has irked some supporters of the “old school trucking” ideology, with at least one blog commenter on Trucknews.com saying the decision paves the way for “iffy” drivers in the future. The Ontario Trucking Association, conversely, has lauded the decision, noting the positive fuel economy and recruiting and retention possibilities for fleets using automatic transmissions. But what effect will the ruling have on the industry? To find out what drivers think of the new option, we stopped by the Husky Truck Stop in Bradford, Ont.

Truck Stop Question

Is allowing automatic transmissions for A/Z tests good or bad for the industry?

adam ledlow

•

Forrest Newland

Forrest Newland, a driver with Spears Transfer out of Dayton, Ohio, says he’s against the use of automatics in the industry, period. “Automatic transmission in trucks?

They’re a piece of junk. That ain’t truck driving. I don’t like them,” he told Truck News. Newland says manual transmissions just make more sense for Canadian trucking. “Number one, if you get into snow, you can rock it more than you can with an automatic transmission. And I think they get better fuel mileage than the automatics do. That, and they don’t have the capacity to pull the load that the manual does – you can downshift easier.” • Doug Bradley, a driver with Seafood Express out of Charlottetown, P.E.I., says that even if a driver doesn’t ultimately operate a truck with a manual transmission, they should still have

Doug Bradley

the know-how. “A lot of trucks are going automatic – a lot of companies are going automatic. But I still think you should be taught and go for your road test in a standard,” he says. “There are still a lot of companies who don’t offer the automatic transmissions, so a driver’s chances of getting a job (after taking the test with an automatic) would be slim to none.” However, Bradley notes that a driver who operates an automatic shouldn’t be regarded as any less of a professional that one who operates a manual transmission. “It’s the same thing they say with different types of trucks: if you’re not driving a Kenworth or a Peterbilt, you’re not a real truck driver. I think that’s just a bunch of baloney,” he says. • Dieder Martin, a driver with Ayr Transport out of Woodstock, N.B. who has driven both types of transmissions during his 42 years on the road, says adding the automatic option to road tests makes sense since every trucking application has different needs to be met. “For longhaul, automatic is good. For (regional driving), standard is better,” he says. “Truck driving is truck driving, automatic or standard, it’s no different.” •

Zeeshan Maqsooe

Zeeshan Maqsooe, a driver with Nestle with eight months under his belt, says he personally prefers an automatic transmission, even though he spent many years using strictly manuals in his home country. “My background is from Pakistan. There, I used to drive a manual car, manual truck – everything manually. But there is nothing automatic there. So when I came here, I saw everything automatic – it is much easier, so that is why I preferred it,” he says. “It doesn’t mean if you are driving an automatic that you are not a driver – it’s not like that. Here, driving a truck, you’re on the road, you have the same responsibility as a guy who is driving a manual one.” n

Brought to you by

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– Do you have a topic idea for the Truck Stop Question? Contact Adam Ledlow on Twitter at Twitter.com /adamledlow or by e-mail at adam@transportationmedia.ca and we may feature your question in an upcoming issue of Truck News.

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