Truck News November 2012 by Annex Business Media

November 2012 Volume 32, Issue 11 Delivering daily news to Canada’s trucking industry at www.trucknews.com

It’s no April Fool’s joke Senior driver licensing changes to begin Apr. 1 TORONTO, Ont. – It took long enough, but Ontario’s senior drivers may soon get what they’ve long been asking for: fairness. The Ontario Trucking Association (OTA) is applauding the announcement from the province’s Minister of Transportation, Bob Chiarelli, that the government is moving forward with changes to its Senior Commercial Driver Licence Renewal Program for drivers 65-79 years old. The changes were recently posted to Ontario’s e-laws site and will be effective April 1. The changes include: • The annual road test requirement for senior commercial drivers has been replaced with a road test only in the event of an at-fault collision or the accumulation of three demerit points. • The written knowledge test renewal requirement has been changed from annual to every five years. • The written air brake test cycle will be aligned with the written knowledge test cycle and a practical air brake test will only be required when a road test is required. •These requirements will be extended to Class D drivers. However, the annual medical reporting requirements for senior Continued on page 28

Five provinces, 351 trucks, $191,000 raised.

Why Canadian truckers have

Hearts of

Gold

kickin’ up a storm: A volunteer directs trucks participating in the annual World’s Largest Truck Convoy for Special Olympics in Paris, Ont. Sept. 15. The convoy included 51 trucks and raised $42,000. Photo by Adam Ledlow

Global trucking report Pages 65-69

By Adam Ledlow PARIS, Ont. – A troupe of tractor-trailers, led by law enforcement and firefighters, navigated its way around the streets and highways of Paris, Ont. and surrounding area Sept. 15 to raise money for the Special Olympics. The event, dubbed the World’s Largest Truck Convoy, was back at the Paris Fairgrounds for its eighth installment, with other cities across Canada and the US taking part across North America. A total of 51 trucks took part in the Paris convoy, raising $42,000 for the cause. Topping the list of individual fundraisers for the second straight year was Drumbo Transport driver Don Poll with $4,050 in pledges. Forgoing his right to claim the position of “lead truck” at backto-back events, Poll graciously offered the honour to Home Hardware driver Mike Elchert, who amassed the second-highest total with $3,470. “It’s a great cause and you meet a lot of great people involved; these other drivers that donate a lot of their time,” Elchert told Truck News at the event. “It’s a pleasure to be with them and involved with this charity.” Claiming third position on the list of top earners was Yager Brothers driver Clarence Vanderhout, who raised a total of $1,690. Vanderhout was back for his seventh straight year at the Paris event, calling it “an awesome day.” “I like the camaraderie here,” he said. “I like seeing the trucks all rolling in. No matter where I am sitting in the (convoy) line, it’s impressive to see all of the drivers coming together. I see the Continued on page 32

Inside This Issue...

• Atlantic Canada report:

Comprehensive coverage from the Atlantic Provinces Trucking Association’s recent Transportation Summit in Halifax, N.S. Pages 16-25

• Breaker, breaker:

Ontario has granted handheld CB radios a five-year reprieve. We take a look at how the CB has entrenched itself in trucking culture. Page 30

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• Talking trash trucks: Navistar is looking to revamp the trash truck industry with its acquisition of E-Z Pack.

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• Collision Course: Mark suspects there’s more than meets the eye when he’s involved in a collision.

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Page 4 TRUCK NEWS

November 2012

Monthly Class 8 Sales – Aug 12

Class 8 truck sales in August once again topped the previous year’s tally but this time the year-overyear increase was not as pronounced as in previous months. The 2,517 Class 8 trucks sold into the Canadian market in August was a little less than 100 units better than last year’s performance. That made for the fifth best August since 1999 but was almost 900 units better than the 5-year average. Still, the slower sales growth in August may be indicative of a slowdown in truck purchases for the rest of 2012.

OEM

Historical Comparison – Aug 12 Sales

This Month Last Year

Freightliner

675

550

International

394

620

Kenworth

428

595

Mack

209

110

Peterbilt

336

260

Volvo

271

193

Western Star

205

197

TOTALS

2517

2425

Historical Comparison – YTD Aug 12

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

ALTA

SASK

MAN

ONT

QUE

PEI

CDA

Freightliner

411

517

166

417

2,406

861

241

100

5,153 4,258

Kenworth

447

1,815

275

162

744

727

Mack

286

146

616

282

1,572

International

116

539

196

1,433

647

119

3,236

Peterbilt

264

921

213

393

467

395

109

2,777

Volvo

163

208

184

1,125

461

2,353

Western Star TOTALS

263

552

196

266

1,533

1,724

4,838

1,007

1,471

6,987

3,639

743

343

20,882

The Canadian and US economies may have slowed, particularly in manufacturing, but the economic recovery continues. Many industry experts believe the economic softening will impact Class 8 truck sales for the remainder of 2012. But so far, aside from slower growth in August, Canadian Class 8 sales remain strong. The 20,882 trucks sold after the first eight months in the Canadian market are more than 6,000 better than the 5-year average. To date, 2012 is the third best year for truck sales dating back to 1999.

12-Month Sales Trends 3,200 2,800 2,400 2,000 1,600 1,200 800 400 0 Sales

September

October

November

December

January

February

March

April

May

June

July

August

1,873

2,606

2,663

2,511

2,113

2,151

2,937

2,597

3,166

2,861

2,542

2,517

company product

company product A

company product

company product A

For the eleventh straight month, sales climbed above the 2,000 mark, reminiscent of the industry’s capacity boom years of 2005 to 2007. The 2,517 trucks sold in August do reflect the third consecutive monthly decrease since the highpoint of 3,166 trucks sold in May but they are still considerably above the 2,000 mark. 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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Two thirds of the way into the year, Freightliner, last year’s Canadian market leader, is having a banner year, commanding a 26% share of Class 8 sales. Kenworth is in the number two spot for marketshare and enjoying the fact that its strong western network is able to tap into the stronger western economy. Troubled Navistar International is at 15% share of the market after announcing a change in direction with its engine technology and changes to its management team.

Source: Canadian Motor Vehicle Manufacturers Association

Market Share Class 8 – Aug 12 YTD

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November 2012

TRUCK NEWS Page 5

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November 2012, Volume 32, Issue 11

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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Inquiries: James Menzies (416) 510-6896

Adam Ledlow

Managing Editor adam@ TransportationMedia.ca

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Technical Correspondent wordsmithmedia@rogers.com

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Contributing Editor

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julia@ TransportationMedia.ca

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Page 6 TRUCK NEWS

Things aren’t always as we assume On Oct. 14, the Toronto Star published a feature article exploring the Indo-Canadian trucking community’s ties to the drug trade. The report indicated that IndoCanadian gangs are preying on vulnerable truckers to get loads of contraband transported across the Canada/ US border. In some cases, yes, greed is a motive on the part of the trucker. In many others, however, these gangs are convincing otherwise lawabiding truckers to smuggle drugs or risk consequences such as the murder or harm of family members back in their homeland. The Star article indicates that as few as 3% of trucks crossing at Windsor-Detroit are thoroughly searched and that for every illegal shipment intercepted, 200 more could successfully pass through. Faced with those odds, it’s somewhat easier to understand how so many truckers risk it all, particularly if the safety of their loved ones is at stake. Far too often, we dismiss these incidences as cheap freight-haulin’ New Canadians needing to supplement their income to make their truck payments after undercutting rates on

Editorial Comment James Menzies

legitimate freight. Maybe we should pause to consider that they could in fact be victims. I’m not suggesting for a second that the legal system should go easy on those who import illegal drugs into our country. After all, the drugs they bring across the border ultimately end up on the streets, where they’re marketed towards our children. Anyone caught carrying contraband across the border should be prosecuted to the full extent of the law, including deportation if applicable. What I am suggesting is that we become less eager to judge the perpetrators of these crimes, and avoid painting an entire segment of the industry with one broad brushstroke. Just as those who haul drugs across the border represent a tiny segment of the overall Canadian truck driver population, they also are not wholly

To grow or not to grow?

Did you know? Plans for Class 8 truck replacements Concern from shippers over the likelihood of a shortage of capacity among both LTL and TL service providers has wavered over the past year and placed downward pressure on trucking rates once again. Initial concern has dwindled as a less than robust economy has meant shipment volumes have not reached expectations and so there has not been strain on trucking capacity. And it’s difficult to gauge at this point how the capacity issue will evolve. There are many conflicting statistics to consider. One thing is certain, Canadian

The view with Lou Lou Smyrlis

average $95,000 sticker price back in 2006. • At the same time, the average seven-year-old tractor may have a resale value of just $20,000, compared to $50,000 had it been only five years old. That means carriers looking to update their fleets need to finance $105,000 of the sticker price for each truck whereas before the recession, with lower prices for new trucks and better prices for used, they would only have to finance $45,000. As a result, many small carriers are turning in two trucks 66% to purchase one. • A slow-growing still volaThat’s theand share tile economic rebound is making of supply chainlarge incarriers nervous about vestments in new iron. polled by professionals, Honeywell, who said they feel confident motor carriers have changed their projecting their supply previous equipment buying habits. chain’s operation less Our Equipment Buying Trends rethan one year out. search, conducted annually among the nation’sAnd motor carriers, reveals 12% claimed zero less than 40% are still on buying confidence to look cycles that call for replacing their the day-to-day. vehicles at beyond least every five years. Yet Class 8 truck sales data from the Canadian Vehicle Manufacturers Association shows that YTD to August, 2012 has been the third best year of the past decade. Clearly carriers are replacing their oldest iron, but are they adding to their existing capacity? Most Canadian trucking CEOs say they are being very tight on capacity. Our research shows 36% don’t plan any truck purchases this year but only 15% plan no purchases for 2013. However, the majority who are planning purchases in 2013 are only looking to replace 10% of their fleet. n

66%

Can equipment – specifically the inability of some carriers to invest in new tractors – fuel trucking’s next consolidation phase? A mer ican Tr ucking Asso ciations’ chief economist Bob Costello believes it could, and I agree with him. The average age of a Class 8 truck in the US is now up to seven years – the highest since such data has been collected. During the boom times of the previous decade, the average age was around four to five years. There aren’t up-to-date stats for the Canadian market, but we too are running the oldest fleet in recent memory. Carriers needing to update their fleets are finding themselves squeezed by a variety of factors. • The average price of a Class 8 truck today is about $125,000, thanks to the added cost of meeting the latest engine emissions regulations. That’s a sizeable increase from the

November 2012 representative of the Indo-Canadian driver community. Who among us can say with certainty that we’d make the right decision when faced with the prospect of an easy payday that would help us re-unite with our family that’s stuck halfway around the world? Who are we to say we would refuse a load of contraband when faced with the grim reality that saying no could bring harm to our loved ones? Many of us live our lives in accordance with two guiding principles: to do what is right and honourable and also to do whatever is necessary to provide for our loved ones. Sometimes those tracks do not run parallel to each other and it’s then that painfully difficult decisions must be made. Organized crime – and make no mistake about it, it’s organized crime that’s behind most of these transactions – has identified a vulnerable and conflicted segment of the driver population and is exploiting these individuals for its own gain. Our real anger and dismay should be directed at these criminals; yet they remain faceless and anonymous and so it is difficult to do so. It’s easier to read the name in the paper and shrug it off as another of “Brampton’s finest”

getting busted once again. Arresting these drivers and incarcerating them is an appropriate action. It’s also the easy part. But are we expending the resources necessary to fully understand the dynamics behind their decisions and focusing on bringing to justice those who are truly benefitting from these crimes? I sure hope so. n

At the start of the recovery, many carrier executives believed that keeping capacity tight would help place upward pressure on rates. The slow economic recovery, however, has thwarted that hope. The Canadian General Freight Index shows base rates dropping over the summer months, not increasing. At the same time, aging tractors pose a number of problems for carriers, resulting in nothing but grief from their drivers, their customers and their own maintenance department: • Fleets unable to get out of their older trucks may have a hard time hanging on to their drivers as they get enticed by fleets able to put them in new iron. • Our annual Shipper’s Choice survey shows that shippers place a priority on quality of equipment when selecting carriers. A TL carrier’s quality of equipment is rated higher in priority among shippers than its information technology capabilities, its problem-solving

abilities, its value-added services and its sustainable practices. It’s a similar situation for LTL trucking. In fact, shippers set a higher standard for quality equipment for their TL carriers than for any other mode other than air freight. • Older trucks are much more costly to maintain. On average, before a truck hits the 550,000 mile mark, maintenance costs work out to about five cents / mile. But above the 550,000 mile mark, maintenance costs rise to 15 cents/mile. If freight volumes don’t bounce back strong in 2013 – and the projections for continued slow economic growth don’t suggest that they will – then carriers hanging on to older equipment will have to take a leap of faith. Those who won’t, or can’t, may find themselves in direinside straits. nthe numbers

% of%HD fleet expect to replace of HD fleet expect to replace remainder of 2012 remainder of 2012 30% or more of fleet replaced: 12% respondents

20% of fleet replaced: 19%

10% of fleet replaced: 33%

Current trade-in cycles pg 6 tn nov v3.indd 6

No replacements planned: 36% of for-hire fleet respondents

10 years: 22% of for-hire fleet respondents

– 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.

– 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.

% of%HD expect to replace of fleet HD fleet expect to respondents replace in 2013 in 2012 30% or more of fleet replaced: 12% respondents

20% of fleet replaced: 30%

No replacements planned: 15% of for-hire fleet respondents

10% of fleet replaced: 43% of for-hire fleet respondents

YTD Comparison Class 8 Sales to May 2012 1999 12,280 2000 13,125 2001 8,313 9:02 AM 12-10-16 2002 7,238

November 2012

contents

Question of the month Has the CB radio run its course? page 78

Mark Dalton in...

Collision Course

TRUCK NEWS Page 7

in brief

Prime Inc. founder to headline Driving for Profit

MISSISSAUGA, Ont. – The second installment of the 2012 Driving for Profit series is coming to Mississauga Nov. 13. The event, sponsored by Truck News, Dalton Timmis Insurance and Daimler Truck Financial, will feature Robert Low, president and founder of Prime Inc., taking part Robert in the series’ ongoing How We Did Low It session. The second session will see Chris Burruss and Dave Heller, president and director of safety and policy for the Truckload Carriers Association, respectively, speaking on US regulatory environment and its potential impact on Canadian motor carriers. Truck News editorial director Lou Smyrlis will moderate both sessions, while ATBS Canada CEO Ray Haight will act as Master of Ceremonies for the event. The event will be held at the Capital Banquet Centre on Dixie Rd. in Mississauga. Registration and continental breakfast start at 8 a.m., with the seminar getting underway at 9 a.m. A hot lunch will follow at noon. The cost to attend is $85. For more information or to register, visit www.drivingforprofit.com. n

Hooked Up receives COPA nomination

TORONTO, Ont. – For the third year in a row, our Hooked Up e-newsletter has been named a finalist for a Canadian Online Publishing Award (COPA). The COPA awards highlight the best in online publishing in three categories: custom, religious and association; mainstream media; and business-tobusiness publishing. Hooked Up was nominated in the business-to-business category. Written by Truck News executive editor James Menzies, Hooked Up is a bi-weekly Canadian trucking industry newsletter that focuses on timely regulatory, equipment, maintenance, management and community-related news. You can sign up for the newsletter or read previous editions by visiting Trucknews.com/hookedup. n

Part 1

page 76

departments

new products: Under-ride trays for pup trailers. Page 74

Truck Sales 4 6 Opinions Border 8-15 East 16-25 Quebec 27 Ontario 28-31 Canada 32-34 People 36 Bill Cameron, Opinion 37 Al Goodhall, Over the Road 38 Mark Lee, Opinion 39 David Bradley, Industry 40-41 Safety, Ask the Expert 42 Fleet News 44-45 Bruce Richards, Industry 46 Rob Wilkins, Opinion 47 Scott Taylor, Tax Talk 48 Karen Bowen, Health 51-52 Christopher Singh, Health 53 OEM/Dealer News 55-64 65-69 Global Trucking Fleet Profile 70 Joanne Ritchie, OBAC 71 Profitability Dashboard 72 Road Test 73 Mail 77

pg 7 tn nov v3.indd 7

Barrie 20 George St. Hwy 400 exit Dunlop (705) 737-1345

Guelph R.R.#3 Hwy 401 Exit 299 (519) 763-7630

Belleville 902 A & B Wallbridge Hwy 401 Exit 538 (613) 966-7798

Hamilton 562 Parkdale Ave. QEW Exit Burlington St. (905) 544-9631

Bowmanville 2415 South Service Road (401 & Waverly Rd.) (905) 967-1470

Kingston 255 Binnington Court Hwy 401 Exit 615 (613) 548-8488

Brockville 1000 Oxford Avenue Hwy 401 Exit 698 (613) 345-1419

Mississauga 2310 Anson Drive Derry Rd. & Torbram Rd. (905) 673-0248

Cambridge 370 Industrial Road Hwy 401 & 24 South (519) 650-0788

Ottawa West 1871 Merivale Road (613) 224-0224

Concord 261 Bowes Road Keele & Hwy 7 (905) 669-9460 Cornwall 1901 McConnell Ave. (at the Fifth Wheel) Hwy 401 Exit 792 (613) 932-5800

Ottawa East 2020 Bantree Road (613) 745-1991 Peterborough 785 The Kingsway (705) 876-4646 Windsor 2600 Howard Avenue (519) 969-9880

DID YOU KNOW? We have expanded our 401 service network with the acquisition of GD Tire in Bowmanville. This addition will provide prompt efficient service in the Bowmanville, Oshawa, Pickering and Ajax areas. We’re changing the name not the people. All staff have been retained in order to ensure a professional and continuous level of service. Drop in and say hello!

24 Hour Mobile Service Available! Contact 1-866-6BENSON

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12-10-16 1:20 PM

Page 8 TRUCK NEWS

November 2012

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Ambassador Bridge Gateway Project finally completed By Ron Stang DETROIT, Mich. – As passing trucks honked, officials from the State of Michigan and US federal highways department last month announced the long-awaited opening of three freeway ramps that will effectively take truck traffic off of Detroit neighbourhood streets. One ramp has trucks and car traffic moving directly from northbound I-75 (Exit 47 B) and the others will be from southbound I-75 and eastbound I-96 (shared Exit 47 C) to enter the Ambassador Bridge and Canada. The ramps were actually completed three years ago, but wrangling between the Detroit International Bridge Company (DIBC), which owns the bridge, and Michigan Department of Transportation (MDOT), resulting in court action, held up final construction of an interior bridge plaza road connecting the ramps to the bridge itself. According to Victor Judnic, Michigan Department of Transportation (MDOT) senior project engineer for the so-called Gateway Project, without a government road connecting those two points, federal money would not have flowed. “If you didn’t maintain the integrity of the agreement, Michigan could lose the federal funds,” he said. Most of Gateway, which finally rang in at $258 million – a vast reconfiguration of older and new highways, ramps and an architecturally-stunning pedestrian bridge – was also completed in 2009 after construction began in 2007. The purpose was to streamline exiting

and entering the Ambassador Bridge from this key junction of major interstates. In the original 2004 contract, the DIBC and MDOT were each to undertake distinct parts of the work. But after construction began, MDOT accused the company of changing the configuration and building infrastructure not in the agreement. Finally, last March a court ruled against the company and ordered it to deposit $16 million into a special account, from which MDOT drew funds to complete the project on its own. On May 15, a dedicated two-lane road for US-bound truckers was opened, connecting vehicles that had cleared the US Customs plaza onto ramps to Interstates 75 and 96. That solved the problem of trucks heading into the US having to traverse local neighbourhood streets before reaching the freeways. With the latest announcement, northbound, southbound and eastbound trucks from those same interstates heading to Canada also won’t have to detour through southwest Detroit business and residential areas, including having to stop for traffic lights and stop signs. For trucks coming from southbound I-75 and eastbound I-96 in particular, “they’d be on the eastbound (I-75) service drive, cross the freeway, go westbound – there were a lot of stop conditions,” Gateway project engineer Tia Klein said. The opening of the ramps is a godsend for the local community, which has complained about truck noise,

at last: Trucks exit northbound I-75 at Exit 47 B to the Ambassador Bridge on the first full day of completion of Detroit’s Gateway Project. Photo by Ron Stang

back-ups, and diesel fumes – and there have been accidents – over the years. State district representative Rashida Tlaib labelled trucks the “number one issue” for residents and recalled a two-year-old being killed in a truck collision. The new plaza road still allows truck access to the Ambassador Bridge’s spacious duty-free store as well as fuelling facilities. They then enter tollbooths and a ramp to take them up to the bridge itself, with one booth dedicated for pre-paid tolls. There is some separation between auto and truck booths although both types of vehicles can use all eight booths. “That helps separate the trucks and autos a little bit but that comes under the jurisdiction of how the bridge company wants to run their booths,” Klein said. He said surveys have found that 60% of truckers stop for duty-free. A slight reconfiguration of truck parking spaces has also taken place. Truckers who had just used the

ramps for the first time were excited about the seamless freeway exits. Claude Laur of Taylor, Mich.-based Load One LLC, hauling auto parts to Bradford, Ont., said, “It’s not so congested, we don’t have to run all through the neighbourhoods. This has been a long time coming. I think it’s going to be great.” Mark Currie, who has crossed this border for more than 30 years and drives for K & T Transport of Plaster Rock, N.B. hauling axles said, “We needed this a long time ago. Now if they can get it so they can get through Windsor without all the hold-ups at the lights that will even be better,” a reference to the planned new freeway and Windsor-Detroit bridge, a few kilometres south of the Ambassador Bridge. The freeway is well under construction. “I can’t wait until it gets done,” Currie said. “It’s a lot better for the safety of the people around Windsor.” n

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Page 10 TRUCK NEWS

November 2012

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Typically he gets home Friday night or Saturday morning and departs again on Sunday night. There is a little bit of sadness in his son’s voice when I ask him about his father being gone all those years and missing his school functions, etc. “Yeah, it was tough sometimes,” says 17-yearold Matt Champoux. “But he works hard for us.” Denis Champoux thinks that having an empathetic spouse and family is an important part of the equation. “I’m lucky to have an understanding wife,” he says. “Sometimes I get home and almost have to go out again right away. And then there’s greasing and fixing the truck on your day off. I’m lucky to have my son to help me with that,” he adds.

Rediscovering the Canadian dream Immigration has always been the lifeblood of the trucking industry, dating back to the late 1850s when William Hendrie hired Scottish teamsters right off the boat to handle his wagons and dray horses. A century and a half later, Canadian carriers have been relying on overseas drivers to fill the empty seats. Recruiters actively hold job fairs in other countries to prequalify drivers, and special provincial programs make it easier to fast-track new drivers on work permits towards citizenship. Earlier waves of immigrant communities often saw trucking as a stepping stone to another profession and only stayed long enough to get another job. But this is not so much the case these days. Many newcomers consider trucking as a desirable career and have no interest in working at anything else. Sukdev Virk came to Canada from India in 2001 and got started driving truck in 2003. Trucking was a natural fit with his farming background in India. “Trucking is the first and last thing I ever wanted to do,” says the 31-year-old new Canadian. Virk has been with Meyers Transportation Service for five years, starting as a company driver and then buying a truck and getting a position on the highway board. He likes to work 60-hour weeks and he’s extremely proud of his 2007 Kenworth T600. Virk mentions that he was recently pulled around the back of the weigh scales, but the MTO officer took one look at the immaculate condition of the cab and waved him through. Executive vice-president Roman Slugocki of Meyers speaks glowingly of Virk’s work record. “Sukdev has worked his way through any and all job assignments with a smile and friendly disposition often with positive feedback from the customers...there is no job that he would refuse nor any shift including weekends and holidays,” he says. “I wish we could clone him.”

Start ’em young. Many of today’s veteran drivers started out at a very young age driving their father’s trucks.

The trucking industry has traditionally drawn drivers from farming or heavy equipment backgrounds. But the demographics are changing and rural populations are in decline. As the population of senior drivers reaches retirement age, the traditional renewal base has dried up. As the above examples indicate, career truckers are usually exposed to their profession at a young age, but this doesn’t happen much these days. Homegrown Canucks are less inclined to get behind the wheel for a myriad reasons.

Why truckers truck Truckers know why they truck, but it’s hard to express in words. Some will tell you it’s the freedom that comes with the job, but others would say it’s more than that. Micheal Todd Rosenau of Calgary, AB, known by his handle ‘Motor’ to his friends, thinks that it’s the camaraderie that keeps him coming back. He’s another driver that started driving young, learning to shift gears in the yard of his grandfather’s trucking firm. “I love being a truck driver,” he says. “Every day is a change from the day before. Sometimes I can’t believe that I get paid to do this.” Unlike many others who dedicate themselves to the profession and go unrecognized, Rosenau was honoured for his service to the industry and his community last year. He was the recipient of the Truck News Owner Operator of the Year Award. But not all drivers are interested in stepping into the spotlight. Take the case of Andy (not his real name). This guy would have been perfect for this feature since he has all the attributes of a dedicated professional. Andy works 12-hour shifts delivering concrete barriers to highway construction zones

TRUCK NEWS Page 11

around Toronto. He commutes a long way from his home in the Kawartha Lakes where he sleeps a few hours in the afternoon, then packs a sandwich and a thermos of coffee, and heads back to work. Andy makes top dollar hauling heavy payloads but works extremely hard for that money. And he wouldn’t ever consider giving up his lifestyle or his home in the country. He and his wife bought their woodlot home because it reminded them of where they used to live in British Columbia, and because the fishing is excellent in dozens of lakes and rivers nearby. Their kids have grown and are scattered about the country, so the couple have weekends to themselves. You can usually find them booting about in the bush on their ATVs, or more likely angling for trout or pickerel in some honey hole. Over coffee, Andy speaks quietly and measures his words in a Henry Fonda-like manner. He describes in detail how he loads a four-axle trailer so he can legally scale 90,000 lbs. But no, he doesn’t want his name used in the story. “I know my job inside out and I don’t really care if anyone else knows about it. One thing I can tell you, though, is that you’ve got to love what you do, or you shouldn’t bother doing it,” he says with a gleam in his eye.

Michael Todd “Motor” Rosenau was a former recipient of the Truck News Owner/Operator of the Year Award.

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Start ’em young! Truckers usually discover they love this job at a young age. Champoux started out driving with his father on bush roads hauling logs. “One day my father threw me the keys and said, ‘You drive.’ That’s how I learned to drive on logging roads,” Champoux recalls. Fifty-three-year-old Paul Watts of Tweed, Ont., started even younger. His dad worked in a gravel pit and had him driving a 35-ton Euclid truck at nine years of age. Watts really enjoys trucking and has had a 32-year career and owned a couple of trucks. These days he drives for Kriska Transportation, where he’s been for 13 years, the last three as a company driver. “I made more as an owner/operator, but at least I don’t have to pay it back at the end of the year (in taxes),” Watts says.

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Ambassador Bridge to go to all-electronic tolling By Ron Stang WINDSOR, Ont. – The Ambassador Bridge will be the first international crossing to install all-electronic tolling (AET) for trucks. The two gantries – both located on the US side – are now in place for incoming and outgoing trucks, with the total commercial traffic tolling conversion to AET occurring before the year is out. “We are still testing it,” bridge president Dan Stamper said of the $5-million investment, which has inbound and outbound gantries – similar to the overhead trusses along Highway 407 ETR in Toronto. “So far for us right now we’re dealing with the inbound trucks to the US,” Stamper said. “We will convert it over to the outbound trucks as soon as it’s fully automated, fully operational.” For months the bridge company has been giving away two-inch window stickers containing the ISO 18000-6C transponders for the overhead RFID (radio frequency identification) readers, which are the most advanced yet for open road tolling (ORT). The IDentity 6204 readers are made by the Sirit division of 3M. 3M said in a statement the bridge is the first US organization to install the advanced reader, which can read all six North American toll protocols – such as E-Z Pass, California Title 21 and 6C which is also used by several states – and is especially designed for high-volume roads. Stamper said the bridge is now accommodating a total of 7,000 trucks each weekday, though volume was down 14% in September, likely caused by a build-up in August traffic as automakers sought to stockpile inventory in case of a strike by the Canadian Auto Workers (CAW) union during contract negotiations. The bridge company has been notifying customers in mailings for the past half year about the toll conversion. “We did a survey for about three

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“We can monitor the weights, the number of axles, the configuration, the weight on each axle, and classify the vehicles all on the automated system without stopping,” Stamper said. This is the latest iteration of the RFID technology that has been tested by the bridge company over the past few years. Unlike other readers, the Identity 6204s can read the bridge’s 6C transponder protocol or any of the other five major North American electronic toll protocols. “So if we get a trucking company that says ‘Look I don’t want your RF tags, here’s a list of our RF tags, can we sign these up on your system?’ we can do that,” Stamper said. Stamper said the AET will further expedite trucks across the international gateway, in the wake of a new dedicated truck road and freeway ramps to US interstates. “We’re hoping it will speed up the movement of trucks,” he said. “They only have to stop one time, and that’s for Customs, and Customs has their own RF tag and a reading system for their needs.” Stamper said that at the Ambassador Bridge, 100% of the trucks that cross are pre-processed, so Customs in both countries know the truck’s coming long before the vehicles show up. “I think we’ve been the only international bridge that has 100% pre-processed trucks crossing,” he said. n

ARLINGTON, Va. – The American Trucking Associations is urging the Texas Transportation Commission to reverse its decision to allow vehicles to travel 85 mph on a privately-managed stretch of State Highway 130 linking Austin and San Antonio – and has cautioned other states against following the Lone Star State’s example. “At the end of the day, excessive speed is the greatest threat to highway safety,” said ATA president and CEO Bill Graves. “And by giving motorists carte blanche to put the pedal to the metal, Texas is raising the risk of more crashes, as well as more severe crashes.” ATA has been a vocal advocate, not just for the use of technology to regulate maximum truck speeds at 65 mph, but for states to promote greater highway safety by adopting maximum speed limits of 65 mph for all vehicles. “Higher speeds dramatically increase the risks of a catastrophic crash. On today’s busy and congested highways, it is simply unfathomable that a state would allow drivers to put themselves and others at risk by increasing speed limits to such excessive heights,” Graves said. n

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months and took mailing addresses, phone numbers and information on the carriers, and we’ve sent fliers to them on numerous occasions,” Stamper said. In an unusual step, the company has also made available the transponders free of charge. Drivers can pick them up when at the duty-free refuelling stop or by dropping into the adjacent store. “It’s very easy, it’s self-adhesive, just stick it on the windshield,” Stamper said. The incoming gantry to the US is located over the two-lane road at the end of the segregated truck ramp prior to where trucks enter the US Customs plaza. The gantry for outgoing trucks to Canada is located in the same area where the conventional tollbooths are located and will eventually be shared with four-wheel traffic. Stamper said electronic tolling for passenger vehicles will be introduced sometime next year. The RFID readers work in conjunction with weigh-in-motion scales that weigh the truck, count the number of axles, and calculate the appropriate toll. Trucks move very slowly through the tolling areas but the system is capable of calculating tolls “at highway speed,” Stamper said. Cameras attached to the bridgelike trusses also take pictures of the trucks’ DoT numbers and licence plates.

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Page 14 TRUCK NEWS

November 2012

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Driver pay not the answer to the driver shortage dilemma, US fleet execs claim By Lou Smyrlis LAS VEGAS, Nev. – Driver pay may be an important issue, and perhaps the one that gets the most attention when addressing the driver shortage, but it’s not the best answer, according to a panel of US trucking executives speaking at the American Trucking Associations (ATA) Management Conference. Placing drivers in quality equipment and getting them home more often are just as important, if not more so, than raising pay, said Derek Leathers, president and COO of Werner Enterprises. Werner reworked its network to get more of its drivers home on a weekly basis. Back in 2008 only 38% of its drivers were getting home on a weekly basis; now it’s up to 71%. Werner hires a lot of drivers out of driving school so its turnover rate is around 85%, but getting more of

them home on a weekly basis helped keep the turnover rate from climbing higher, Leathers said. “This is hard work that we are asking them to do and I would argue that with the new generation it’s not just the trucking they don’t want to do; it’s the hard work they don’t want to do,” Leathers said in explaining that concentrating on more home time also helps with recruitment. Kevin Burch, president of Jet Express, agreed that pay is not the most important factor in driver retention. He said how a carrier goes about recruiting drivers goes a long way towards reducing the likelihood of turnover. “Drivers want to be told what they are going to be doing and how they are going to be doing it eye to eye. There are too many companies passing the buck,” Burch said.

Yet even if driver pay is not the top issue, it is still a critical one. The panelists were asked what a carrier needed to pay to make driving more attractive? Leathers said it’s not easy to come up with a number. There are 140 different pay packages in his company ranging from around $30,000 for a first year driver to up to $60,000 for experienced drivers on difficult runs. But here is where it gets complicated: “There are places in our network where people are making $30,000 and the turnover is almost zero. It could very well be that the highest paying packages in my fleet may be the ones most needing of incentives,” Leathers said, explaining that it’s the complexity of certain runs that determines turnover. He also questioned the wisdom of industry thinking of moving towards pay by the hour for drivers.

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“It’s dangerous to disconnect how drivers are paid from how the carrier is paid. Shippers will continue to want to pay us by the mile,” Leathers said. What would help with both recruitment and retention is reducing the upfront training costs for new drivers, which can range from $4,000 to $7,000. Yet the panel also heard there is a drastic drop in government funding for truck driver training. The panelists were also not too keen on leveraging technology as either a recruitment or retention tool. Burch questioned how fleets can spend millions on dispatch software yet spend no time training dispatchers how to communicate effectively with drivers? They didn’t see automated transmissions as particularly helpful either. “Deciding to focus on switching to automated transmissions on a large scale would be more dependent on the resale value of the trucks because we don’t see them as a big draw for recruiting,” Leathers said. n

Embrace change or die, warns ATA’s Graves

By Lou Smyrlis LAS VEGAS, Nev. – The US trucking industry will be at a crossroads in the year ahead, facing a myriad of challenges and opportunities that will favour those carriers willing to embrace change, Bill Graves, president and CEO of the American Trucking Associations believes. “I honestly do believe that anyone who is operating in the trucking industry is at a crossroads – in fact, you’re facing an entire series of crossroads – each one a decision point sending you in directions that will ultimately determine success or failure, profitability or loss, growth or stagnation,” Graves said in his State of the Industry address at the annual ATA Management Conference & Exhibition. Graves said he had a good personal view of what happens when a company is not ready to accept change. The people who purchased his father’s own trucking company were not ready to deal with deregulation and ran the company into the ground. Graves said that while the longterm macro outlook for US trucking has never been better, the near-term micro view continues to be very challenging. “It’s almost as if we’re playing an industry game of Survivor – trying to figure out who gets voted off the island and who has the skills, the smarts, the resources to win?” Graves said, emphasizing that “the crossroads you defined yourself at has much to do with those carriers who are willing to embrace the change that confronts us or not. And more than likely those unwilling to embrace change will not survive.” n

November 2012

TRUCK NEWS Page 15

Washington politics posing unnecessary challenges for trucking: ATA’s Graves By Lou Smyrlis LAS VEGAS, Nev. – In identifying the US trucking industry’s many challenges heading into 2013, American Trucking Associations (ATA) president and CEO Bill Graves is pointing his finger squarely at Washington. Graves offered CSA, the federal government’s safety monitoring program, as a prime example of the challenges Washington is creating for trucking. “We still believe that CSA is fundamentally the program that will make travel on the nation’s highways safer,” Graves said in his opening address at the ATA’s annual management conference. “But it must be implemented and managed in such a way as to instill confidence with the industry that our ‘buy in’ to the program will make our companies stronger and not be penalized by inaccurate data or misrepresentation by the shipping community or the media.” Graves also pointed to the administration’s pursuit of a new hours-ofservice rule as another example. “The rule was working just fine,” he said “and I have no doubt that the changes were the result of political pressures brought to bear from the White House and not the result of FMCSA professionals believing that further change was necessary or could be justified.” n

US freight volume growth to slow By Lou Smyrlis LAS VEGAS, Nev. – US freight volumes will likely go “sideways” over the next few months as the US economy suffers through a slowdown, according to American Trucking Associations chief economist Bob Costello. “As far as freight volumes go, the trucking economy is pretty mixed right now,” Costello said during the All Eyes on the Economy panel at ATA’s annual conference. “Some groups, like tank truck and flatbed are doing very well, while converse-

US truckload driver turnover surged in Q2 ARLINGTON, Va. – The annualized turnover rate for US-based linehaul truckload fleets of all sizes surged in the second quarter with turnover at large fleets breaking the 100% barrier for the first time in more than four years, according to the American Trucking Associations’ quarterly Trucking Activity Report. For large truckload fleets, those who report in excess of $30 million in revenue, driver turnover rose 16 percentage points to 106% – the highest level since the fourth quarter of 2007. The last time the turnover rate was over 100% was in the first quarter of 2008. “We continue to see steady, albeit sluggish, growth in freight volumes, which increases demand for drivers,” said ATA chief economist Bob Costello. “That, coupled with continued pressure on fleets to improve their safety records as a result of regulatory oversight changes, is

increasing competition among carriers for drivers with clean histories.” At smaller truckload fleets, turnover jumped to 86% in the second quarter, a 15% jump over the previous quarter. The spike put turnover at its highest level since the third quarter of 2007. “We have been contending that the driver shortage is by and large qualitative, rather than quantitative,” Costello said. “Despite some estimates, I believe that in terms of raw numbers, the trucking industry is currently short somewhere in the range of 20,000 to 30,000 drivers. However, if we continue to see growth in freight volumes, we can expect that number to rise in the near future, exacerbating the qualitative shortage and creating a quantitative one.” The turnover rate for LTL fleets averaged just 9% in the second quarter, up from 8% in the previous quarter. n

ly you have other areas like dry van that are underperforming.” Gregory Daco, senior economist with IHS Global, said he expects US GDP to grow 2.1% this year and to slow to 1.8% in 2013 as the economic recovery is dampened by an expected slowdown in Chinese economic growth and continued recession in Europe. “The economic outlook is good but not great,” Daco said. “The US is the best looking horse in the glue factory.” n

Federal, provincial governments fund improvements at Windsor-Detroit tunnel

WINDSOR, Ont. – The governments of Canada and Ontario are partnering to improve cross-border traffic at the Windsor-Detroit tunnel, including the addition of new integrated primary inspection lanes for trucks. “These upgrades are part of our strategy to ensure that modern and efficient infrastructure is in place at Windsor-Detroit – Canada’s most important trade corridor,” announced Diane Finley, Minister of Human Resources and Skills Development, who made the announcement on behalf of Denis Lebel, Minister of Transport, Infrastructure and Communities. “Tunnel plaza improvements will create jobs and economic growth and complement the construction of a new Windsor-Detroit Bridge, a top infrastructure priority for the Harper government.” The improvements are aimed at reducing congestion at the crossing and improving operations at the Customs plaza there. “I want to thank the Government of Canada and the Province of Ontario for following through on their commitment to improve the infrastructure at the Windsor-Detroit Tunnel,” said Eddie Francis, Mayor of the city of Windsor. “These upgrades will serve to alleviate congestion on city streets and improve efficiency at one of Canada’s most important economic gateways.” n

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Putting refrigerated cargo claims on ice By James Menzies HALIFAX, N.S. – Two representatives from the insurance industry urged caution and vigilance when handling refrigerated cargo, during a speech at the Atlantic Provinces Trucking Association’s (APTA) Transportation Summit. Kevin Dutchak, risk services specialist and Mathieu Graveline, senior risk services consultant, both with Northbridge Insurance, said carelessness is to blame for many refrigerated cargo-related claims. “Unfortunately, a significant number of claims in the Atlantic region involve temperature controlled product,” Graveline said. “Many temperature controlled cargo losses are due to improper loading of the product. If you have too much cargo, the air doesn’t flow properly and it’s going to create havoc for the cargo.” Graveline pointed out the reefer is intended to maintain proper temperatures, not to substantially increase or decrease the load’s temperature. Cargo should be loaded with enough space between product to allow adequate air flow. Obstructions will result in hot spots, Graveline warned. The insurance reps also urged carriers to properly train their drivers on the operation of the reefer unit. “Is the driver trained to recognize deficiencies in the reefer system?” asked Dutchak. “Have all contaminants been cleaned from the trailer, especially along the grooves in the trailer floor? Don’t assume drivers received this training from other carriers.” Dutchak said many claims result

from improper temperatures being input into the reefer’s control system. Sometimes, drivers will input the correct temperature and then walk away before hitting the Enter button, causing the reefer to revert back to its previous setting and resulting in a rejected load. While in transit, drivers should document all government inspections, including any removal of seals. They should also frequently check the trailer temperature. At the delivery point, drivers are urged to contact dispatch immediately if a load is rejected. “If there is a cargo claim, our ability to respond quickly could make all the difference,” Dutchak warned. “The faster we get the information, the faster we can help you.” He also urged carriers to thoroughly review any contractual obligations with shippers to ensure they’re not taking on too much liability. “If you’re ever in doubt, discuss the contract with your insurance broker or seek legal counsel,” Dutchak warned. Dutchak and Graveline also encouraged carriers to take advantage of new technologies, such as laser guns and temperature probes, or telematics systems that allow for the remote monitoring of trailer temperatures. Most of all, they urged fleets to make reefer training a continuous process for drivers and operations staff. “Provide initial and refresher training to all drivers, handling staff and dispatchers,” Graveline urged. “Train drivers and staff on your procedures.” n

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CTA briefs APTA delegates on top industry issues Cargo crime, sleep apnea, indemnification clauses and border issues covered in wide-ranging discussion By James Menzies HALIFAX, N.S. – A full contingent of Canadian Trucking Alliance (CTA) staff were on-hand at the Atlantic Provinces Trucking Association’s Transportation Summit Oct 2. Geoff Wood, vice-president of operations and safety, Ron Lennox, the CTA’s Ottawa-based v.p., Jennifer Fox, vice-president of Customs and Stephen Laskowski, senior vicepresident, all took part in a panel discussion moderated by CTA chief David Bradley in which they shared their respective expertise on a wide variety of subjects.

Here’s a summary of what they had to say: On cargo crime Fox said the CTA has just announced a deal with CargoNet, which will facilitate the 24/7 reporting of cargo theft incidences to law enforcement agencies. The partnership will allow participating fleets to electronically report cases of cargo theft and to receive priority contact with law enforcement. CTA carriers will be given a discounted membership rate. “This is tough for us as an Alliance,”

Bradley said of addressing the cargo theft pandemic affecting the industry. “We don’t want to give prominence to those sorts of issues, because it doesn’t reflect well on our industry, even though our industry is a victim here. We’re in a situation where we have to demonstrate to the highest levels of the enforcement community and government that this is what we are dealing with now, and hopefully they will put the resources towards tackling the issue that’s needed. We need the carrier community to report these incidences to somebody and for that information to get to the enforcement folks. That’s what CargoNet does.” On government priorities “They only have one priority at this point in time, and that’s economic growth,” Bradley said.

He lauded the feds’ commitment to reducing red tape in the trucking industry and said the fact federal Treasury Board president Tony Clement recently chose to make an announcement to this effect at a trucking company’s facility was “noteworthy.” Bradley said the trucking industry can appreciate the federal government’s goal to stimulate economic growth. “We need economic growth to generate freight,” he pointed out. Bradley also said while issues like the implementation of an electronic on-board recorder (EOBR) mandate are still high on the CTA’s agenda, the federal government seems willing to wait until it receives further direction from the provinces before bringing forth any regulation. On indemnification clauses in shipper contracts Lennox said the CTA continues to work with its provincial associations to bring attention to this issue. There are now 35 states in the US that have legislation or regulations in place that prevent shippers from passing on their liability to a carrier in the event of a loss or accident. Indemnification clauses are now appearing in Canadian contracts between shippers and carriers and the CTA is alarmed. Lennox said any legislative changes would most likely have to be made provincially, making it a “long process.” On industry priorities

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Bradley lamented there’s little the CTA can do to address the two issues of most concern to trucking fleets: rates and the driver shortage. “We’re not involved in the rate process and we’re not involved in setting compensation or working conditions for drivers,” Bradley said. Still, Bradley noted the CTA has created its Blue Ribbon Task Force on the Driver Shortage, which essentially involved “locking 10-12 carriers in a room and not letting them come out without some sort of plan for the industry to deal with this.” The result was a “landmark report” that included a statement of guiding principles that, if adhered to, would improve working conditions for professional drivers. “I think the response we’ve gotten so far, for the most part, has been that it’s been an honest and open review of the problem,” Bradley said. The CTA has commissioned the Conference Board of Canada to conduct a study, to be released in the next few months, on the driver shortage. Bradley also said a significant development to come from the exercise was the industry’s endorsement of a national training standard for entry-level drivers. If the idea receives provincial buy-in, it could pave the way for professional driving to be recognized as a skilled trade. On ACI e-manifest On Nov. 1, carriers will need to electronically file Customs documentation on Canada-bound loads to Canada Border Services Agency prior to their arrival at the border. Fox said most carriers are asking whether or not the implementation date Continued on page 20

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November 2012

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American sleep apnea regulation is coming, CTA warns Continued from page 18

will once again be pushed back? “The answer is no,” Fox said. “That date will not move.” Fleet managers on-hand seemed unconcerned with the impending deadline. On other cross-border initiatives Fox said she recently met with US Customs and Border Protection (CBP) officials on the subject of US/ Canada trade relations and found that a promising “inspect once, accept twice” initiative may not come to fruition without challenges. The concept, discussed as part of the Beyond the Border pact between Canada and the US, would see containerized shipments arriving at Canadian marine ports inspected by CBSA and then transported into the US by truck without TruckNewsWest_CAN_Half PageIsl.pdf

further inspection at the US border. The problem is, it costs the importer about $1,800 for a CBSA inspection and only $300 when inspected at the US border. As a result, it’s expected importers may cry foul and insist their shipments are inspected at US land crossings rather than Canadian marine ports. Lennox provided an update on the CTA’s longtime objective to allow the movement of empty trailers from point to point within the US. While this issue seemed dead in the water when it was omitted from the Beyond the Border agreement, Lennox said foreign shipping lines are now seeking permission to move their own empty containers within Canadian territorial waters. If this goes through, it could provide the CTA with the impetus needed to once again bring this issue to 1:06 the PM forefront. 8/9/12

“Fair is fair,” said Lennox. “They should do the same for the trucking industry as well. We have told the department (Transport Canada) that if they move on this for shipping companies, then we would certainly expect Canada to go to bat for us in the US and take up our cause again.” On a sleep apnea In a curious clerical blunder last year, the US Federal Motor Carrier Safety Administration (FMCSA) mistakenly issued a bulletin to medical doctors, requiring them to refer any CDL holders with a body mass index of 35 or higher to be screened for sleep apnea before receiving their licence. The agency then said the bulletin was issued to medical examiners by mistake and immediately backtracked, but Laskowski thinks the industry will once again see that

bulletin resurface. “My personal opinion is that this was a shot across the bow to industry, to let them know this is what they’re thinking,” Laskowski said. If cross-border truckers with a BMI of 35 or higher are suddenly required to be screened – and treated, if necessary – for sleep apnea, there could be more demand on Canadian sleep clinics than can be supported. In Saskatchewan, Laskowski noted, there is a wait time of three years to get into a sleep clinic. With that in mind, the CTA has developed a sleep apnea screening and treatment program that removes the sleep clinics from the equation. Testing is done at a carrier’s facility and in a driver’s home and/or truck cab. “Within 72 hours, your drivers, at your terminal or their home, are tested, screened, diagnosed and fitted with the (CPAP) equipment,” Laskowski said. He added it’s likely the US will move forward with a sleep apnea testing requirement for CDL holders by December, with a law in place within a year. “It’s going to be very difficult for folks to comply with this,” Laskowski warned of carriers looking to go through the traditional route involving sleep clinics. n

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By James Menzies HALIFAX, N.S. – Nova Scotia Transport Minister, Maurice Smith, addressed Atlantic Provinces Trucking Associations (APTA) delegates in October, with a promise to work closely with the industry and neighbouring provinces to improve harmonization. Smith said his department oversees 4,100 bridges and 23,000 kilometres of road throughout Nova Scotia and wants to focus more on making improvements to roadways before they fall apart and require more costly repairs. As such, the Department of Transportation and Infrastructure Renewal now works from a five-year road repair plan. Smith also said his department will work closely with the APTA and other provinces to harmonize regulations related to weights and dimensions, and specifically the operation of long combination vehicles (LCVs). Although he acknowledged the province’s LCV program is in its “relative infancy,” he admitted “We have seen great benefits in the years that companies have been using LCVs.” A new working group is looking to harmonize LCV requirements across Nova Scotia, New Brunswick, Quebec and Ontario. “By this time next year, the hope is that a driver can haul the same truck in Ontario and Quebec as in New Brunswick and Nova Scotia,” Smith said. He noted the APTA is developing a driver training database, which will serve as a one-stop shop for LCV training and certification requirements. It will also provide enforcement officers with a way to determine if a driver is properly certified. “This is a prime example of why we should work together,” he said. n

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East Coast fleets consider advantages of natural gas consciousness of trucking industry By James Menzies decision makers and seems unlikely HALIFAX, N.S. – The potential to go away. of natural gas as a viable trucking While the industry has had its fuel is no longer a curiosity; it has flirtations with 11/2/10 natural gas before, implanted itself into the collective TruckNews_heater_island_2010B2b.qxd:TruckNews_Island 11:36 AM Page

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now changed. These two commodities are splitting now because of the huge difference in supply in North America.” Milner said Canada and the US both sit on a 100-year supply of natural gas. Meanwhile, demand for the fuel is decreasing due to the construction of more energyefficient buildings combined with increased production resulting from improved fracking techniques. Canada is the world’s third largest producer of natural gas. Half of our production has traditionally been exported to the US, but they, too, are enjoying unprecedented access to their own abundant supply and now have less need for Canadian imports. For all these reasons, Milner said there’s a lot to like about Canada’s transportation industry adopting natural gas where applicable. Currently, natural gas costs about 40% less than diesel fuel. It enjoys federal and provincial road tax exemptions, which panelists agreed won’t last forever. “Could this change? Yes. If we’re successful (in transitioning to natural gas in trucking), we fully expect it will change,” Milner said of the tax exemptions currently granted on natural gas. “We’ve been trying to inform Ottawa to let it first get into the market, give it a honeymoon period and then of course it will have to attract taxes; that’s what pays for roads, bridges, etc.” By the time natural gas is taxed, Milner said there will hopefully be economies of scale in place to bring down the high initial purchase price of the vehicles. Current pricing in Canada provides natural gas users with a savings of about 32 cents per litre. So if the federal excise tax of four cents per litre is applied to natural gas, along with a modest provincial fuel tax, the spread will still be substantial enough to provide a return on investment, Milner pointed out. Adding to proponents’ excitement about the fuel is that it can be a renewable resource, derived from the methane produced by trash. While it may seem futuristic, Milner pointed out Gaz-Metro has already inked a deal with the city of Riviere du Loup to supply renewable natural gas. Truckers themselves now have access to an unprecedented selection of natural gas vehicles, including 11 factory-built highway tractors. Engine choices remain limited for now to the 9-litre Cummins ISL G – which can run off either compressed or liquefied natural gas – and the 15-litre Westport HD, which is only available in an LNG configuration. The ISL G is rated at up to 320 hp, is spark-ignited and doesn’t require a diesel particulate filter (DPF) or selective catalytic reduction (SCR). The Westport HD requires a 5% mix of diesel fuel for ignition purposes and as such, still requires SCR and a DPF. While the torque and horsepower offerings between those two products cover a fairly broad swath, the industry is eagerly anticipating the 2013 launch of the Cummins ISX 12 G, which will offer up to 400 hp in either CNG or

pg 22-25 tn nov v3.indd 23

TRUCK NEWS Page 23

fuel of the future?: Interest in natural gas is high, in all parts of the country, as evidenced by a discussion at the APTA Transportation Summit.

LNG configurations. Meanwhile, for its part, Westport is coming out with a 500-hp rating next year.

Thus far, the Westport engine has been most popular in Canadian on-highway applications.

There are about 120 LNG highway tractors in use today, mostly owned by Robert Transport in Quebec and Vedder Transportation in B.C. Both Robert and Vedder have fuel ling stations installed at their own facilities, but Milner said four truck stops will be offering LNG by 2013: GazMetro in Quebec City; and Shell in Calgary, Edmonton and Red Deer, Alta. (Irving Oil also announced at the Summit its intent to offer LNG at five of its fuelling stations in Eastern Canada). Milner noted both Robert and Vedder enjoyed government assistance to help offset the high cost of natural gas-fuelled trucks, and added regulators in Nova Scotia, Ontario and Alberta have at least shown interest in offering incentive programs of their own. B.C. already has a five-year program in place that will pay $60 million in incentives while Quebec was first Continued on page 25

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HOW DO YOU SPELL TIRES WITH HIGH VALUE? H-A-N-K-O-O-K In the age of unlimited competition, we can agree that having the right parts is the first step in providing quality services. Therefore, many owner-operators and fleet managers turn to well-recognized brands that provide high quality products with high price tags. In the tire industry, it is no different. Many companies purchase tires manufactured by the top three companies despite high prices without considering purchasing other brands, simply because of the perception that the other brands are manufactured by overseas companies with low technology to make them cheap. Certainly, the perception is justifiable to some brands, but not to Hankook. Here is why: Fact : Hankook Tire is a global

company, not an overseas company. Maybe you did not know this, but Hankook Tire is one of the largest tire manufacturers in the world. In fact, Hankook Tire is the 7th largest tire manufacturer in the world with one of the fastest growth rates in the industry*. With great success and satisfied customers all around the world, the company has grown and transformed itself over the years. Hankook Tire now has more than 20 offices globally, multiple state-of-the-art manufacturing facilities and several technical centres on every major continent including in the U.S., Germany, Korea, Japan and China. With a

global network that stretches from Seoul to Toronto to Moscow, it is true that Hankook is a global company, not an off-shore tire company. Hankook products are premium imports developed to exceed the expectations of consumers. * Modern Tire Dealer, 2008 Fact : Hankook Tires are produced with innovative technology. Grouped with energetic, smart and consumer-oriented engineers, Hankook Tire continuously re-invests approximately 5% of its revenue into Research and Development. At the Akron Technical Center of Ohio,

energetic and dedicated engineers develop tires that reflect the weather, road and drivers of North America. The dedication and effort in advancing tires has been noticed from several highly respected organizations. First, Hankook Tire is the original equipment tire supplier to Daimler Truck North America on drive and steer positions. The tires meet and exceed the requirements of the highly respected company and continue to satisfy drivers and fleets in North America. Secondly, Hankook Tire has been recognized by the U.S. Environmental Protection Agency and received EPA SmartWay certification on three truck and bus tires for reduced rolling resistance that creates a smaller carbon footprint. The recently launched AL07+ steer tire, top-seller Z35a drive tire and advanced TL01 trailer tire provide reduced rolling resistance of 3% or more to meet SmartWay standards. The certified Hankook tires provide improved fuel economy and reduced costs to drivers and fleet managers. In addition, Hankook focuses on improving fuel efficiency and lowering the rolling resistance of current and future products with an annual investment of $19 million on R&D to make more environmentally-friendly products that reduce the operating costs of O-Os and fleets. Certainly, you will hear about additional Hankook products being certified for the SmartWay Program.

Fact : Hankook Tires provide tremendous value to the consumer.

You now know the Hankook products are made by a global company that focuses on providing innovative products that are high in quality. And the company’s effort has been recognized and certified. But did you know the tires provide excellent value to consumers? Hankook tires are very cost effective in comparison with comparable quality products and have been well-recognized for their value. Call your local dealer today to find out how much you can save with Hankook products and how they can deliver better value. The news you hear about the price, quality and value of Hankook Tires will be some of the best news you will hear in 2012. Fact : Hankook medium truck tires are available at your local dealer.

BE ONE WITH HANKOOK Be one with your tires, and the road will be one with you.

You might be surprised that when Daimler North America selected a tire for their Freightliner Trucks, they chose Hankook Tires. They wanted improved fuel efficiency, maximum reliability, and high performance. Forging partnerships with industry icons is something we’re very proud of, along with a commitment to excellence you can always count on. Hankook and Daimler. Together we go further. AL11 long-haul tire with excellent mileage, fuel efficiency, and endurance / DL11 long-haul tire designed for superior traction control. © 2012 Hankook Tire Canada. © Official Mark of Hockey Canada.

Hankook Tire Left pg.indd 36

With thousands of dealers across Canada, Hankook truck and bus tires are available at your local dealer to help you earn more value for your purchase. From the ports of Vancouver to the lumber mills in the Maritimes, the dealers are proud to sell Hankook products and they are widely available. In addition, the new large distribution centre in Ontario can service Ontario fleets directly and help you to reduce costs, which will help your fleet in the current ecomonic downturn. For further information, please contact Hankook Tire Canada Corp., at 1 800 843 7709. So, how do you spell tires with high value? H-A-N-K-O-O-K

12-10-12 3:53 PM

November 2012

TRUCK NEWS Page 25

east

Fuel taxes on natural gas ‘inevitable’ Continued from page 23

to offer funding of up to $15,000 per truck. Still, that contribution, while welcomed, doesn’t come close to covering the full incremental cost increase for natural gas trucks. Class 8 tractors with the Westport HD engine typically carry a price premium of $65,000-$90,000, depending on whether the truck is fitted with one tank or two, explained Westport’s Eve GrenonLafontaine. (A single 120-gallon/54 diesel gallon equivalent tank has a range of 275 miles). The tanks, at about $30,000 a piece, are the most costly component of a natural gas vehicle. Even so, she said a payback can be achieved in two to four years, depending on the application. She said quicker paybacks are achieved in heavy-GVWR, highmileage applications. Specifically, Grenon-Lafontaine said an LNG truck running 125,000 miles a year at 5 mpg will provide fuel savings of about $37,500 per year based on the current price spread between gas and diesel. Adam Whitney, national account executive with Cummins Canada, said the ISL G costs $40,000- $50,000 more than a diesel-powered equivalent. Since these are typically smaller, regional trucks, he used 60,000 miles per year over a six-year period averaging 25 mph for his calculations. He projected a fuel savings of $76,000 over a six-year life-cycle. Natural gas also adds weight to the vehicle, to the tune of 8002,000 lbs. Whitney pointed out about 400 lbs of that is recovered with the ISL G engine since it no longer requires the DPF and SCR. In B.C., Vedder Transport has been able to negotiate a 3,300-lb weight exemption for its natural gas vehicles. There are maintenance requirements on natural gas-fuelled trucks, including the use of a specially formulated engine oil for the ISL G. More visual inspections are required of the operator to ensure the high-pressure gas lines are secure. Drivers should be trained on the trucks’ in-cab methane detection system and on fuelling. Filling an LNG truck is more complex, requiring gloves and a mask. LNG is stored at -160 C while CNG is compressed to 3,600 psi. Each of the panelists acknowledged that natural gas isn’t the perfect solution for everyone, but that it has its place and that manufacturers and suppliers are committed to the technology. “If you look ahead, over the next two years almost every single truck manufacturer will have natural gas products available,” said Bill Howell of Irving Oil. “There’s a wide gamut of selections for a fleet. It requires a lot of analysis and you need to understand what you’re getting into.” n

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East Coast trucking firms take part in simulator training study MONCTON, N.B. – A new simulator research project that will study driving habits of professional truck drivers is now underway in Moncton. The project is being conducted by University of Moncton and the Community College of New Brunswick in partnership with Atlantic Pacific Transport and other carriers. The initiative is shaping up as a win-win for researchers and the industry. “Not only will the University of Moncton have data for their research but the carrier, Atlantic Pacific Transport, will be able to get their drivers additional training. This is excellent before winter hits,” said Jean Marc Picard, executive director of the Atlantic Provinces Trucking Association (APTA). “We look forward to hearing feedback from the carriers and the drivers but also the information gathered with this research will be very valuable to our industry and our drivers.”

The University of Moncton has a mobile simulator, which it will transport to the facilities of participating carriers. The project’s first participating carrier, Atlantic Pacific Transport, recently concluded two weeks of driver testing. Donnie Fillmore Jr. of Atlantic Pacific Transport told APTA members it was a valuable experience for the carrier and its drivers. “I think we’ve got a really good connection with them,” Fillmore said of the researchers running the program. “They’re a bunch of smart guys who know what they’re doing.” Atlantic Pacific Transport paid $250 per driver to have them trained on the simulator (a tax credit is available that can offset most of the cost). Drivers were hooked up to EKG equipment to determine how they react to certain situations. Fillmore said the study found that his company’s drivers had superior peripheral vision

– or the ability to recognize occurrences on the side of the road – compared to the regular driving public. One of the biggest benefits of the training, said Fillmore, was the ability to change a driver’s environment instantly using the simulator. For instance, the road surface can be changed from dry to snow-covered without putting the driver in harm’s way. In Atlantic Pacific Transport’s case, the University of Moncton research team brought the simulator to the company, setting up a mobile unit in the carrier’s yard. They also have an on-site simulator drivers can visit in Moncton. Fillmore said he’d welcome back the research team anytime, and even offered up space in his yard for future testing of drivers from other carriers. For more information on the project, call the APTA at 506-855-2782. n

12-10-15 3:22 PM

November 2012

TRUCK NEWS Page 27

quebec

Quebec’s Highway Ambassador program going strong By Carroll McCormick MONTREAL, Que. – Talking trucking to kiddies on the television with Annie Brocoli, discussing fatigue with Isabelle Marechal on 98.5 FM and manning a booth at the Salon national de l’education in Montreal are just three examples of the public face Richard Maskaleut has been helping to put on the trucking industry as an Ambassadeur de la route, or Highway Ambassador. Maskaleut, a Groupe Robert driver, is one of five members of the team of Ambassadors the Quebec Trucking Association (QTA) fielded this spring. They will serve a two-year term. “I talk about things like safety training, new technologies like liquid natural gas (LNG) engines, communications and on-board computers. There is a big revolution in trucking that people do not understand, but more and more people are waking up to the profession. There is more information and knowledge available,” says Maskaleut. He was also an Ambassador from 2010-2012. For such enlightenment, an estimated 25,000 Quebecers can thank the 28 truckers who have accepted 30 Ambassador positions since QTA launched the program in 2001. “They have done over 600 conferences, not including media interviews. This includes schools, industry fairs such as ExpoCam and employment fairs,” says Marc Cadieux, president and directorgeneral, of the QTA. Media appearances such as radio and TV have reached many more. Carriers deserve thanks for releasing these drivers from their regular duties for a couple of days a month to carry out their ambassadorial work and for letting them take rigs to some events. “At the provincial championships at the (provincial driver training school in) St-Jerome, for example, kids and families can sit in the tractors and see what is visible in the mirrors. We do demos for the turns and park cars in the blind spots to show where they are,” Cadieux says. Experts teach each new team of Ambassadors how to handle media interviews. QTA staffers prepare manuals for them with the latest regulatory, cross-border and safety issues, statistics and more. “The Ambassadors are impressed with the type and quality of information they are taught,” Cadieux observes. Thus prepared, the Ambassadors fan out across Quebec to spread the word and act as advocates for the various jobs in the profession. Over the years, the program has narrowed its focus to target more young men and women about to enter the job market. “We need to recruit, so we are aiming more at meeting people who might come into the industry, for example, from high schools. We talk about mechanics, logistics and dispatch as well,”

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highway ambassadors: The 2012-2014 Highway Ambassadors team includes (front, L-R): Richard Maskaleut, Groupe Robert; Charles Bisson, Transport Jacques Auger; Yves Ricard, Sobeys Quebec. At rear, L-R: Benoit Bouchard, Transport O.I.S.; and Andre Lemonde, Transport Real Poirier.

Cadieux explained. “I talk about what trucking is and the employment opportunities,” Maskaleut adds. The other four drivers the selection committee chose for the 2012-2014 team are Charles Bisson from Transport Jacques Auger, Yves Ricard from Sobeys Quebec, Benoit Bouchard from Transport O.S.I. and Andre Lemonde from Transport Real Poirier. Winning attributes for Ambassadors include outstanding service records, strong interpersonal skills, a passion for the trade and

an interest in road safety. Maskaleut has logged about 700,000 kilometres in 14 years and currently does regional transport of general freight for Robert. Bisson, the youngest of the team by a good stretch, transports chemical products. He has already logged over 750,000 kilometres in his sixyear career. Ricard, a veteran of 39 years and more than two milion kilometres, hauls groceries. Bouchard has travelled nearly six million kilometres in his 30plus years on the road. He hauls dangerous goods. Lemonde has

been a trucker for over 30 years and has driven nearly five million kilometres. He hauls solid bulk and dangerous goods. Maskaleut and the other Ambassadors tailor their messages to their audiences. Children will get the cook’s tour of the cab, learn where drivers sleep and eat and see the inside of the trailer. Older audiences, some of whom express concerns about pollution and traffic congestion, will learn about fuel-saving equipment like perforated flaps, trailer skirts and wide-base tires, and the concept of just-in-time delivery. Students, some of whom are frustrated with the wait before they are old enough to get their Class 1, will learn about the Programme enrichi d’acces a la conduite de vehicules lourds (enriched access program toward the driving of heavy vehicles), launched last year. “There are lots of people who are interested but kids think it takes too long to become a driver,” Maskaleut says. “The Ambassadors represent and highlight the excellence of our industry: the professionalism, knowledge, judgment, civil responsibility and the complexity of laws and rules,” Cadieux concludes about the program. “They more reflect what the industry is about, not the exceptions.” n

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12-10-17 12:01 PM

Page 28 TRUCK NEWS

November 2012

ontario

Drivers who fail to submit their medical may be downgraded to G licence Continued from page 1

Class A drivers will remain part of the program. “This is great news for senior truck drivers and for the industry,” says OTA president David Bradley. “It sends a clear message that senior drivers with good driving records will no longer be discriminated against simply because of their age. OTA had been leading the charge on behalf of the industry over the past several years to make it easier for safe experienced drivers to renew their licences. We commend Chiarelli for being the minister to finally drive this one home.” However, in what the MTO called a “parallel” amendment, the current downgrade policy has been changed for Class A, B and C drivers who fail, or fail to submit, a medical report. Whereas previously these

drivers had been downgraded to a Class D licence, heretofore they will be downgraded to a Class G licence. (There will be no impact to drivers who have previously been downgraded from a Class A, B or C licence to a Class D licence). Currently, a medical is not required for a Class D licence. OTA officials say they are concerned that some drivers may not submit medical information, not because they have a medical issue, but simply because they want to move to a shorter haul job. By dropping these drivers down to a Class G licence, some may become unemployable for a time. The association says MTO should provide further analysis of the scope of the problem they are trying to address and what the impact on the industry will be. n

inaugural event: The Capital Truck Show made its debut this September at the newly built CE Centre in Ottawa. Photo by Adam Ledlow

Capital Truck Show rolls into Ottawa By Adam Ledlow OTTAWA, Ont. – The first-ever Capital Truck Show rolled into Ottawa in late September, filling what many have said has been a gap in the Canadian trade show circuit. The three-day event got underway Sept. 19 at the recently constructed CE Centre, and was the brainchild of Rachele Campagne, founder and former organizer of the Convoy for a Cure charity event. “I figured it’s about time Ottawa had a truck show of its own,” said Champagne, a long-time resident of the area, noting that the construction of the new venue near the airport was too good an opportunity to pass up. The show featured a variety of vendors, ranging from local dealerships, to trucking companies, to nationwide manufacturers. Benson Tire stole the show, occupying a massive section of floor space staffed with more than two-dozen employees, as an opportunity to introduce its heavy truck parts division. For entertainment, Friday featured an appearance by Hugo Girard, a local but internationally renowned strongman, while Saturday included a performance from local country trio Ambush. While attendance on day one underwhelmed, Friday picked up steam before Saturday finally saw the steady stream of truck enthusiasts Champagne had been hoping for. “I am really happy with the outcome today,” Champagne told Truck News on the Saturday. “One thing I realize for sure is that if there’s going to be a second edition, it will be a Friday, Saturday, Sunday show. I believe that would be a lot more appropriate for a show that’s so regional. A lot of people, I think, underestimated how big the show could be and if I look at it today with everyone walking around and the amount of square footage we were able to fill up in this city, I’m very proud of it.” To view a collection of TMTV On the Road videos from the event, visit Truck News’ YouTube channel at Youtube.com/transportmatters. n

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12-10-16 2:33 PM

November 2012

TRUCK NEWS Page 29

Cornwall truckers show support for their city with special trailer decals CORNWALL, Ont. – A group of trucking companies in the Cornwall area will be sporting decals promoting the city’s rise in prominence as a logistics hub on their equipment as part of a new initiative by Cornwall’s economic developers. More than 400 of the decals, showcasing the city’s economic development Web site, ChooseCornwall.ca, have been distributed already, with more already on order, according to city officials. The decals will be displayed on the rear doors of the trailers. “It makes sense to promote the city with the companies that are in part responsible for our recent growth,” said Bob Peters, senior development officer for the City of Cornwall. “Local transports are on the road every hour of the day and night, and in the process are seen by hundreds of thousands of people.” Companies participating in the program include Minimax Transportation, Seaway Express, International Truckload Services (ITS), Tallman Truck Centre, Villeneuve Tank and Freight, and Benson Group. Combined, the trucking companies have more than 500 trucks on the road. “It is fantastic to see so many of our corporate citizens step up to help promote the City,” said Mayor Bob Kilger. “The decals are attractive and deliver a message of the entire community working together towards a common goal,” says Yves Poirier, president of Minimax Express Transportation. “I am looking forward to hearing the reaction from those working in and around our Toronto terminal.” The Cornwall Business Park is home to several trucking companies as well as distribution centres for some of Canada’s top companies, including the Benson Group. “Our trucks are on the road constantly delivering auto parts from our distribution centre to the 140-plus Benson locations throughout the province,” said David Murphy, Benson Group Marketing and Promotions. “We are proud to call Cornwall home and happy to participate in this initiative.” Promoting Cornwall via the use of moving vehicles is nothing new for Cornwall’s Seaway Express. Several years ago, the transportation company unveiled a 53-ft. trailer with Choose Cornwall graphics, and for the past two years it has run a pilot program with trailer decals on most of its fleet. “We have received a lot of positive feedback from the program, which drives people to visit ChooseCornwall.ca,” said Melanie Gauthier-Hamel of Seaway Express. “That Web site carries a lot of good information, including business news and employment opportunities – so it is a win-win partnership for both local companies and the community.” City officials say more companies are expected to join the decal marketing initiative. n

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hometown pride: Yves Poirier of Minimax Express applies a decal to his company trailer.

dream come true: Not everyone dreams of fame and riches. Just ask retirement resident Grace Fisher, who fulfilled her lifelong dream of riding in a big rig Sept. 25. The 96-year-old resident of Ottawa-based Lynwood Park Lodge rode shotgun as part of the Living Dreams program, which is designed to fulfill dreams of those living in “community lifecare” retirement and nursing homes. Duane McLaughlin, owner of Duane McLaughlin Transport of Haley Station, Ont. donated his truck and driving skills at the event at Lynwood Park Lodge. Fisher said she always dreamt of being a truck driver, and the September ride-along was the next best thing to fulfilling that wish. n

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12-10-16 1:05 PM

Page 30 TRUCK NEWS

November 2012

ontario

Ontario may have to pry CBs from our cold, dead hands The CB radio is deeply entrenched in the trucking culture. Here’s a look at the rich history of the CB radio and why reports of its death may have been greatly exaggerated. The modern trucker has an array of communications technology at his or her fingertips. I’ve heard one estimate that half of long-distance drivers carry laptops, 80-90% have cell phones, and some even pack iPhones. This is not to mention company-issued equipment like satellite-tracking, electronic on-board recorders (EOBRs) and two-way radios. But the faithful CB remains an important part of the highway driver’s tool kit. One would have thought this archaic and low-tech device would be obsolete by now, if nothing else because of the nationwide fetish for hands-free devices. But almost universally across the continent, jurisdictions have granted exemptions for the commercial use of two-way radios. The CB is still the best way for truck drivers to communicate with each other while they’re rolling down the road. But I suspect that the Ontario government’s recent five-year extension (see related story, opposite page) wasn’t done because they admire CB radios. Rather, business communication tools like two-way radios and mic phones fall in this category and a disruption in these services would be unthinkable. This should give the industry and equipment suppliers more time to solve the problem of hands-free microphone use. Bluetooth technology has been a boon to drivers wanting to talk and drive, but FCC regulations prohibit the use of wireless mics during CB operation (Canada is in lockstep with the FCC on this one). A few products are currently available for hands-free CB transmission, but these are wired solutions with remote microphones and buttons, not activated by Bluetooth. So for the next five years (in Ontario, at least) truckers will be able to grab the microphone and yap away to their heart’s content. And really it’s nothing different from what they’ve been doing for more than 40 years: talking about Smokey bears, road conditions and whether or not the chicken coops are open; blabbing about their big iron; bitching about their jobs; and complaining about other drivers. But baby boomers will remember the golden age of the CB radio. For about 10 years in the 1970s, the general public connected with the romance of trucking, and the Citizen’s Band radio was part of the package. In those days, “Breaker OneNine” was as likely to draw as quick a response from a fourwheeler with a 20 -foot whip aerial, as it would from a fellow

pg 30-31 tn nov v2.indd 30

On-Road Editor harry rudolfs

trucker. The stereotype of the rugged, frontiersman-like trucking hero caught the public’s imagination, and was reinforced by Hollywood which cranked out movies like Convoy and Smokey and the Bandit, and TV series like Movin’ On. CB radios and the accompanying jargon gave everyone a chance to discover their “inner trucker.” CB stores sprang up overnight and the units sold like hotcakes. In 1978, another 17 channels were added to the original 23, for a total of 40, which is how it remains to this day. The innovation of single sideband allowed the splitting of those 40 channels into upper and lower modes, giving discerning users more distance and clearer frequencies. During the blizzard of ’78, when a huge weather bomb blanketed eastern North America, I was stranded in Woodstock, Ont. My little Hino wouldn’t run after the van had been almost split in half by a grocery chain tractor-trailer that ran into the back of me. It was bitterly cold and the 401 was a wrecking yard with threefoot drifts between the rubble. Of course a major catastrophe like this sparked the snowmobilers and CB clubs in Woodstock into action. Earlier in the day, I’d borrowed a Schneider driver’s CB and managed to finagle an invitation from a home base operator who offered me a place to stay. So that night, when a front-end loader and a passenger van came down the highway to take us all to the Blandford Mall, I talked a snowmobiler into giving me a ride to that address. For the next day-and-a-half, I stayed with a young couple and their kid in a Woodstock townhouse. They weren’t prosperous (the young man was a gas pump jockey) but they fed me and were good company. Their neighbours had also taken in stranded truck drivers and it seemed everyone had a solid state

CB at home. The home base sets were rarely turned off. At the time, it was an exciting new way to express oneself and whole families enjoyed the technology. Housewives would chat with each other and exchange recipes. The next afternoon the 401 was finally re-opened. Since my truck was wrecked and impounded, I arranged for a ride with a Canadian Tire trucker back to Toronto – and all of this done over the CB. I remember him clearly to this day, his handle was “Peter Goat” and he owned a classic Dodge cabover, which were becoming rare, even back then. One has to remember how pervasive CB culture was in those days. Signs along the highway informed us that the police were monitoring Channel 9. Over the years I can recall receiving a couple of calls from the OPP from their big towers along the 401 warning of road closures or wrong-way vehicles. “It never went away,” a technician at Durham Radio in Whitby, Ont. told me. Truckers are his steady customers, and he estimates that his company sells several CBs per day, and they usually repair a few during the same time. And the demographics of CB culture has shifted as well. The big manufacturers like Uniden, Galaxy and Midland are still in business but the pie has shrunk. Cobra Electronics, for instance, no longer makes home base units. Instead they’ve turned to augmenting the basic 40 channels by adding Bluetooth and weather channels. And yes, they still offer a Channel 9 flip switch for “emergency communications.” For this story, Cobra sent me its 29XL model with Bluetooth, which is a souped-up version of its standard 29 model. It paired easily with the factory-issued CB aerial package in my 2012 Volvo and I was getting 8-10 kms of range on the highway. If it was a permanent installation I’d connect it to an external speaker, but the existing speaker was adequate enough for slip-seating. The airwaves are a lot quieter than I remember. Many of the dabblers and hobbyists have moved onto the Internet and cell

‘Baby boomers will remember the golden age of the CB radio. For about 10 years in the 1970s, the general public connected with the romance of trucking, and the Citizen’s Band radio was a part of the package.’

phones. But Channel 19 comes alive when there’s a wreck or an emergency. This week I heard about a truck fire that had closed Hwy. 401 half an hour before I got there. The CB can be invaluable during road closures. The scanning function on the radio picked up all kinds of private conversations on other channels. It’s nice to hear so much French spoken; the francophone truckers running the corridor usually contact each other on Channel 12, while Channel 10 is used as a call channel in Quebec. We’re moving into an active time of sunspot activity and some instances of skip these last few weeks have been notable. Recently, I’ve picked up signals from big radios in Napa Valley, Calif., Flagstaff Ari., and even Jamaica. A friend of mine who runs a 50-ft. dipole antenna connected to software on his computer, regularly picks up calls from Europe and the South Pacific. It’s worth noting that many of the home base operators have moved on to “freebanding,” utilizing frequencies usually slightly above the allotted 40 channels. The practice exists in a kind of “grey area” assigned to other radio services, including HAM. The advantage of freebanding is that it gives one a clear channel that can reach much further than the limited range of the standard 40 channels that are awash with static. Typically, freebanders will make contact on the international call frequency 27.555 Mhz (slightly above CB channel 40 at 27.405 Mhz), and move to another frequency to chat, somewhere above Channel 40. It is strictly illegal to transmit on the 10-meter band without a HAM radio licence, and this activity drives the licensed operators crazy. Enforcement is lax in this netherworld, though, and some truckers have tricked out their sets. Freebanding is a growing phenomenon and has attained a cultlike status among some truckers. Years ago, you had to be an electronics whiz to figure out how to access these frequencies. But the process is much easier nowadays, and all you need is a highend set that can easily be converted by snipping a wire. There’s also a huge black market in this field, just check online. Lastly, if you’re really interested in staying abreast about what’s happening on the roads, you might want to invest in a digital scanner. It’s completely legal to have one of these in your truck; just ask any tow truck driver. They’re not cheap, though. A modern “trunked” scanner, which is what you need to monitor police and emergency calls, starts at $300. And although it’s legal to listen to police, ambulance and fire calls, you’re not allowed to tell anyone what you hear. Be careful, or you might end up in slammer, yourself! n

12-10-12 3:59 PM

November 2012

TRUCK NEWS Page 31

OTA gives province the goods on efficient goods movement TORONTO, Ont. – The Ontario Trucking Association says the “most important thing” the province can do is “implement economic, investment and tax policies that maintain and attract direct investment in the province’s goods production and retail sectors.” The OTA’s comments were made in response to an Ontario Ministry of Transportation (MTO) discussion paper entitled Building Competitiveness: A Proposed Multimodal Goods Movement Strategy for Ontario. “This is pivotal,” says OTA president David Bradley. “Goods movement is a derived demand industry and we’ve seen a lot of production leave the province in recent years.” At the same time, he says an efficient, productive and reliable goods movement sector “is a magnet for direct investment.” Among the specific measures the OTA says Ontario should implement are: an expansion of the long combination vehicle (LCV) program; investment in rest stops that can accommodate trucks, particularly in Northern Ontario; skills development and training initiatives (such as mandatory entry-level training and improved licence standards); incentives for investment in sustainable goods movement through environmentally-friendly technologies; and the introduction of smart highways through the introduction of scale by-pass systems. In addition, the association highlighted the need to ensure faster clearance of highway incidents, particularly on the 400-series highways. While the OTA encouraged Ontario to continue with strategic investment in border infrastructure and connector highways, it also urged the provincial government to work with the federal government to ensure the measures contained in the Perimeter Vision Action Plan are implemented in a timely manner and that the rules governing things like repositioning movements of empty trailers in both Canada and the US are modernized. In terms of harmonization, OTA said the province needs to work closely with other provinces, but also with neighbouring US states, particularly on weights and dimensions regulations and perhaps even allowing LCVs to cross the border. According to Bradley, “one way to approach this may be to establish a regional freight policy body including MTO, OTA and members of government and industries from neighbouring US jurisdictions.” OTA also highlighted the important role of municipalities in enhancing or impeding efficient goods movement, citing the need to look at the Ontario road system as part of a provincial network, informed and modernized approaches to truck routes and roundabouts, streamlining the

pg 30-31 tn nov v2.indd 31

CB radio given five-year reprieve

process for obtaining special load permits, etc. OTA urged MTO to continue to engage in meaningful consultation with legitimate industry stakeholders and to build up its understanding and knowledge of emerging trends in truck technology in order to better anticipate potential regulatory implications. “We look forward to continuing to work with MTO on policies that will allow Ontario’s goods movement sector to excel,” said Bradley. “We are seeking active government partners to develop environmental, operational and financial policies and programs that offer benefits for the goods movement sector and the economy as a whole.”n

TORONTO, Ont. – The use of CB radios by commercial drivers has been exempted under Ontario’s handheld devices ban for another five years by the provincial government. Ontario Minister of Transportation Bob Chiarelli made the announcement Sept. 21. The extension becomes effective Jan. 1 and ends on Jan. 1, 2018. The original exemption was introduced in 2009 as part of Ontario’s distracted driving laws and was designed to allow time for hands-free alternatives to two-way radio technology to be developed and commercialized. The Ontario Trucking Association (OTA) says the minister did the “right thing” by extending the exemption, noting that widespread use of CB alternatives has not happened to any great extent. In a letter to OTA, Chiarelli said he “believe(s) extending the exemption period is sufficient time for a commercially viable market to develop hands-free alternatives to two-way radio technology.” “OTA is pleased with the Ministry’s willingness to work with us on these sorts of issues,” says OTA president David Bradley. “CB radios continue to play a key role in the day-to-day lives of truck drivers in that they serve as a vital communications tool for drivers from both a safety and operations perspective.” n

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Ontario convoy raises $42,000 for Special Olympics Continued from page 1

(Special Olympics) athletes…it’s very impressive and I know how hard they work at it.” The World’s Largest Truck Convoy originally got its start in the US in 2001, marrying truckers and law enforcement via the Law Enforcement Torch Run in support of Special Olympics athletes. Leading the law enforcement charge at the Paris convoy was Staff Sgt. Kevin MacBean, coordinator for Peel Region Special Olympics, back for his second year. “I came last year on the invite of the CEO of Special Olympics, Glen MacDonell, and I was hooked. This year, we kind of increased our numbers. We brought two other cruisers from Peel Police and from Peterborough Community Police Service; we brought a cruiser from there, too, along with our partners from the OPP who provide security on the room,” MacBean told Truck News. “I really like seeing all of the truckers get involved and pushing this great cause.” Also back for his second year was Cody Jansma, manager of the Law Enforcement Torch Run, who loves to see the relationships formed between the truck drivers and Special Olympics athletes who ride shotgun during the convoy. “These guys give up their per-

leader of the pack: Mike Elchert of Home Hardware drove the lead truck in this year’s Convoy.

sonal time and the cost of fuel and everything to come to this day. We put an athlete in the vehicle with them and they come back year after year and keep asking for that same athlete. That’s the kind of relationship that they build, so it’s kind of cool that they request to see each other again. You see

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how happy they are every year to come back and keep supporting the same charity, which is pretty incredible,” he said. “I think it really shows them what you can do to give one day of your time and that it really does make a difference in someone else’s life.” Event volunteer Michael Gower underlined the importance of the trucking industry getting involved with events like the World’s Largest Truck Convoy. “I think it sheds a very positive light on an industry that typically has a lot of negatives attached to it, so I think anything that the industry can do as a positive to make itself look better in the eyes of the public, it certainly does no harm,” he said. “I think probably my favourite part is when the trucks actually leave (to begin the convoy). You know, there’s such a tremendous

amount of organization behind the scenes that you don’t realize and then finally when everyone starts pulling out of the gate that’s when you know the event has culminated and it’s happening.” Multiple convoy supporter and executive director of the OwnerOperators’ Business Association of Canada Joanne Ritchie was also on-hand, echoing Gower’s comments about building bridges between the trucking community and the public. “When you see a truck driver and an MTO officer hugging with tears running down their faces, you know that you’ve made a connection there,” she said. “All of the volunteers that are involved, most of them are non-trucking people and…it helps every little time that we can help with (public) understanding and build those bridges.” n

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November 2012

TRUCK NEWS Page 33

Manitoba boasts largest turnout for World’s Largest Truck Convoy By Mark Lee WINNIPEG, Man. – Truck News also attended the Winnipeg version of the World’s Largest Truck Convoy for Special Olympics. The Manitoba leg of the convoy took place on the same day. The goal was the same, to raise funds and awareness for the Canadian Special Olympic athletes. Having just witnessed the Olympics, hosted brilliantly by the country of my birth, I have to say that not a lot of coverage was given to the Paralympics. In the ‘normal’ Olympics, athletes are sometimes household names, deservedly so too. They train very hard to make the most of their God-given talent and achieve superstardom for their endeavours. The athletes in the Paralympics on the other hand, do not always have a talent – in fact, they have just the opposite – yet through incredibly hard work and determination they overcome the obstacles they face and develop skills in their particular field that are better than most able-bodied people could hope to achieve. So, I cannot think of a group of people more deserving of a convoy in their honour. The Manitoba convoy itself is organized and supported by the motor carrier enforcement officers from Winnipeg. Chair of the committee is Officer Matthew Bassett. We managed to get five minutes of his time during, what was for him, a very busy day, to put a few questions to him. The first question, was why this particular charity? Bassett said that as Canadians, we are very proud of all the people that represent our country, but the Special Olympic athletes really have the odds stacked against them. Not only do they have to overcome their disabilities, but they also have special requirements for training – sometimes ordinary gym equipment is no good. “They need special stuff, this all costs money, so we thought we could help them out with that,” Bassett explained. Of all the potential fundraising events to host, why a truck convoy? Bassett explained, in the Motor Carrier Enforcement Division, they work closely with the carriers and drivers, contrary to

popular belief; it’s not a them vs us situation, they know that the overwhelming majority of drivers and carriers are good guys. “An event like the convoy gives us all an opportunity to work together and to send out a positive message to the public at large,” he explained. From the observers’ point-of-view, it was a successful marriage. There were 141 trucks in the convoy. A few of them were there to show off their trucks, I’m sure – there sure was a lot of chrome on display – but most were there to show their support. There was a huge contrast in the trucks taking part. One of the most unusual entrants and the one that won the unofficial competition for the most blasts

ride of a lifetime: Special Olympian Cody Calcutt gets a memorable ride in a big rig at the Manitoba edition of the World’s Largest Truck Convoy for Special Olympics. The Manitoba leg led the way, with 141 trucks taking part.

on the horn, was the truck from Manitoba Hydro. It was a little straight truck and the crew cab was full and those guys were enjoying every minute

as they mixed it up with the big rigs. The larger carriers were wellrepresented. In fact, I don’t think there was a single major Manitoba carrier who was not represented. n

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The final tally The following indicates how many trucks participated, and how much money was raised, at each Canadian leg of the World’s Largest Truck Convoy for Special Olympics: New Brunswick: 40 trucks, $20,000 raised Nova Scotia: 57 trucks, nearly $19,000 raised Ontario: 51 trucks, $42,000 raised Manitoba: 141 trucks, more than $65,000 raised Saskatchewan : 62 trucks, $45,000 raised n

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Page 34 TRUCK NEWS

November 2012

canada

Carriers ask feds for more truck parking, smoother roads

no room for error: A driver manouevres a B-train through a tight obstacle course at the National Truck Driving Championships in Moncton, N.B.

Team Ontario driver, team earn top place at nationals MONCTON, N.B. – Home Hardware driver Shawn Matheson has been named Grand Champion at the 2012 National Professional Truck Driving Championships. Representing Team Ontario, Matheson joined 33 of Canada’s top truckers from across the country at the annual event, held this year in Moncton, N.B. Team Ontario also took home the team award. Joining Matheson on the team were Joseph Kuntz (Home Hardware), Wayne Burnett (Home Hardware), Jeffrey MacLean (SLH

Transport), and Brian Heyworth (SLH Transport). Kuntz, MacLean, and Matheson took top spot in the two-axle, four-axle, and five-axle categories, respectively. Burnett took second place in the three-axle category. Rookie of the Year went to Team Quebec’s Marc Leger of Robert Transport having taken first place in the three-axle category. Team Manitoba’s Ken Wiebe of EBD Enterprises claimed top prize in the Btrain category. n

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OTTAWA, Ont. – Canadian carriers have banded together to provide the federal government with a list of proposed – and prioritized – infrastructure projects for 2013. The list, submitted by the provincial trucking associations and compiled by the Canadian Trucking Alliance (CTA), includes roads, bridges, border crossings and rest areas carriers consider in need of improvements. According to the CTA, most of the major projects carriers suggested as part of last year’s wish list make a reappearance this year, with some notable additions. Additions include the establishment of a Mid-Peninsula Corridor in southern Ontario and more rest stop lane-widening additions on Hwy. 11 past Thunder Bay, as well as “badly needed” resurfacing and remediation to fix potholes and broken pavement on Hwy. 6 to the Regway border crossing in Saskatchewan. Carriers’ need for improved truck stop networks and additional safe rest areas for truckers to park is prominently featured in the updated list, according to the CTA. “The 4,500 carriers that make up the CTA are quite aware of the economic climate they operate in and are not oblivious to the

work to do: The CTA has issued a wish list of infrastructure projects to the federal government.

fact that federal budgets are constrained for many of these types of projects,” says CTA chief David Bradley. “However, no one has a better understanding of the state of Canada’s aging infrastructure than the people who use the highways, bridges and border crossings every day. The list is simply a guide to assist the government in its strategic framework and wherever in Canada the government does decide to make infrastructure investments, it would be undoubtedly wise to consider the suggestions of those who see first-hand where possible improvements make the most sense and provide Canadians the biggest bang for their buck.” n

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Dave Skaarup, vice-president of the Atlantic Region for Trailer Wizards, was killed while motorcycling in Mexico Oct. 3, according to an announcement on the company’s Web site. “Dave was a creative, caring man, full of life and a thoughtful, intelligent colleague. He will be very much missed,” the announcement said. • Trucks for Change Network has elected its first board of directors. The network, which connects charities in need of transportation services with trucking companies that have available capacity, elected the board during its first annual general meeting Sept. 26 in Mississauga. The board includes: Scott Smith, president of J.D. Smith and Sons; Mark Seymour, CEO of Kriska Holdings; Norm Sneyd, vice-president with Bison Transport; and Rick Dalmazzi, a technology industry veteran. Trucks for Change is still asking carrier members to sign up for the program, so it can expand its network. For more information, visit www.TrucksForChange.org. • XTL Transport has announced changes to its senior management team. Serge Gagnon will now act as XTL’s CEO, with Marcel Francoeur becoming CFO. Genevieve Gagnon’s responsibilities will now take on the role as president with Luc Francoeur serving as executive vice-president. “Genevieve and Luc have been

part of the XTL family for 13 and 18 years, respectively, and have been instrumental at supporting its growth through hands-on learning and identifying strengths and opportunities,” the company said in an internal letter to employees. “The change in their role to become even more involved in overseeing and managing the organization is a natural evolution to ensure the business continues to thrive.” • Grant’s Transport has issued its annual mathematics scholarship to a Grade 12 grad looking to pursue a career as a veterinarian. Lisa Belanger, a graduate of Timiskaming District Secondary School, will be pursuing a Bachelor of Science degree at Nipissing University in North Bay, Ont. She was the winner of this year’s scholarship, which is rewarded annually to the school’s top university-bound math student. Belanger plans to major in biology and then attend the University of Guelph’s Veterinary College, after which she hopes to practice as a large animal veterinarian. In addition to receiving top marks in math, Belanger also received awards for having the highest standing in biology and business studies along with the Governor General’s Academic medal for outstanding academic achievement in Grades 11 and 12. The scholarship is issued through the Ontario Trucking Association Education Foundation. n

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12-10-16 1:08 PM

November 2012

TRUCK NEWS Page 37

opinion

The small fleet’s dilemma New trucks are too expensive, and quality late model used trucks are hard to find As if there were not enough maddening challenges to being a small carrier in recent years, probably the biggest is rearing its ugly head lately. You’ve survived the speed limiter debate. The EOBR debate continues, but I believe we have all conceded defeat on that one, too. The expense of these units will, in time, be foisted on you, whether or not you carefully monitor hours-ofservice. In time, all of the other expenses and distractions may seem quite minor, in comparison. Some of us have already been hit with a new and predictable reality, as we all will in due time. If you are only a five-truckor-less operation, and content to stay that size, you are perhaps on a regular cycle of equipment replacement, and this issue won’t affect you. For the rest of us, we rely on late model used equipment. If you are trying to grow your company as the recession ever-so-slowly eases, or simply replace aging equipment, you are officially in a pickle, because the equipment you require, maybe urgently, doesn’t exist. Start with tractors. Starting with 2007 units, the severe drop in fuel economy, along with a lot of extra maintenance, chased most of us away from buying new iron. Moving along a couple years, mileage improved slightly, but the added hassle of particulate filters, additional maintenance, and even, unfortunately, less reliability, still kept us at bay. For those of you who are willing to gamble, and wish to give a 09 or EPA2010 model a try, good luck. There aren’t many of them to choose from. With the lack of truck sales after 2008, even companies on regular replacement cycles are hardly flooding the used truck markets, so your choices are very limited. Any that are on the lot most likely came from large fleets. A truck from a large dry van fleet may not suit your needs, especially if you perform heavy-haul. Any truck newer than 2010 gets you into a pretty small window between new and used, but you are still dealing with plenty of extra sensors, diesel exhaust fluid, and operating pressures and under-hood /under-body temperatures that scare the hell out of guys like me (who learned to drive on a mid-70s R model Mack, a slightly different truck than is built today). Remember the days when you would be looking for a shoulder to pull over onto when the temperature gauge crept over 200 degrees? Turbo-boost gauges in those days didn’t need to read higher than 50 lbs, a gauge that a lot of new trucks would pin by mid-throttle. When the price of a muffler exceeds $1,000 now, because of its role in the emissions system, we

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Small Fleet, Big Attitude bill cameron

old-school types get very skittish. As a result, many of us are rebuilding pre-04 power units. With complete overhauls, paint, and sometimes a complete frame-up, bumper-to-mud flap restoration, most of us old guys prefer the slightly older equipment. I f you rely on hired drivers, you may be stuck with newer equipment, unless your driver pool’s average age is near or over 50. If your pay scale is where it should be, some of the old-school drivers will actually prefer refurbished, older equipment. Haven’t a lot of us heard, or made, scathing remarks about the newer iron being the trucks most often seen on the side of the highway with the hood up and flares out? A lot of us don’t want to be the guy driving that truck.

Trailers are a different issue, since engines and emissions are not involved, but the end result is the same. Good, late model used equipment hardly exists. After 2008, as with tractors, new trailer sales plummeted. Large fleets kept their trailers for longer duty-cycles, perhaps up to the maximum 10-year age that the automakers and Fortune 500 companies enforce. If you are a dry van outfit, do you really want a 10-year-old trailer that has likely been pulled by several hundred drivers in its lifetime? Although flatbeds enjoy a longer life-cycle than vans, a longer usage by a large fleet (likely with reduced maintenance cycles, at least in the past three years) may not be the used trailer that you want either. From my own recent experience, good, late model used trailers are a scarce c o m m o d i t y. Any you may find are quite likely overpriced. I recently watched (admittedly immaculate) 2004 flatbeds go through an auction for 45% of the price of new, defeating the financial benefit of searching out used equipment. If you need to pay that much for a nine-year-old wagon, any good accountant managing your writeoffs properly can get you under a new trailer, costing you no extra

‘Good, late model used equipment hardly exists.’

in the long-term. If you are a heavy-hauler, your search for used trailers will be even more interesting. With a booming Western Canada economy, B-trains and tridem flatbeds are scooped up as soon as they hit the lot. For the Ontario-Michigan haulers, despite the lack of B-trains, straight trailers with four to six axles can be found with relative ease. Unfortunately, we all know of the impending GVW restrictions coming to anything with lift axles (long overdue, if we were being honest). Any trailer you find will be mostly obsolete in a couple years. Usually, at the end of my monthly rants, I offer my pie-inthe-sky solution. Sorry, but that won’t be happening this month. I can’t create equipment that was never built. This is a problem that I am just reporting; unfortunately one that we are stuck with for at least five more years, until the next cycle comes around. Unfortunately, a lot of us that previously considered “new” to be a four-letter word, may have to go that route in order to grow. 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.

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Page 38 TRUCK NEWS

November 2012

over the road

Preparation is key to surviving winter driving season Winter driving season is upon us. With a few clicks of your computer mouse or a few touches of the screen on your smartphone, you are able to find any number of Web sites with a list of winter driving tips for truckers. The biggest concern for most drivers, especially those not exposed to winter conditions on a daily basis, is skid prevention and recovery. So I thought I would throw my opinion and experience into the ring on this topic. It’s a good one, for sure. First, let’s remember that most collisions occur under ideal driving conditions. That is, on dry roads during daylight hours. Why? Because under those conditions it is quite easy to become complacent and /or distracted. Over 90% of collisions are a result of driver error. The wonderful thing about driving in hazard-

Over the Road Al Goodhall

ous conditions is that a driver is focused on the task at hand, fully in the present moment, paying attention to everything that is going on around them and using the defensive driving skills they have acquired to manoeuvre safely down the road. So I won’t get into describing the defensive driving skills we should all be applying 24/7. So, what’s my formula for skid prevention and skid recovery? First, never allow your rig to ‘break traction’ or ‘lock up.’ Second, maintain a calm and relaxed demeanor at all times. Simple and obvious advice, right? Yes, but

it’s not always so easy to put into practice. Many folks start to feel stress at the thought of driving under winter conditions. That stress starts with the body tensing up, the grip on the wheel becoming tighter, and extra effort made to try and discern every detail when visibility becomes difficult. You can combat this by being conscious of it. Breathe deeply and relax. Have confidence that by applying all the defensive driving skills you have acquired, you will provide yourself with the time and space you need to navigate the road safely. Navigating any road covered in snow and ice safely is a matter of maintaining traction at all times. That is, never ‘breaking traction’ or ‘locking up’ by hitting the brakes too hard, by making sudden steering manoeuvres, or by accelerating too

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hard for the conditions at hand. Those conditions vary widely and are impacted further by your gross vehicle weight and how that weight is distributed. At this point, it’s important to recognize that you can only gain winter driving experience by actually getting out there and doing it. When you know conditions are going to deteriorate, you may want to consider adjusting your trip plan to drive at night. This sounds counterintuitive, but potential hazards are greatly reduced at night due to the lack of traffic. This can provide you with a great opportunity to hone your winter driving skills. This in turn can build your confidence and reduce your stress. An added advantage is that it also helps conserve time lost to the poor conditions. The bottom line is that there are a lot less obstacles to negotiate at night. Scale every load that you pick up and adjust your axles to maximize the weight on your tractor tandems. Making good decisions about braking (including the use of engine retarder brakes), acceleration, and steering is dependent on knowing how the weight of your rig is distributed over its different axle groups. A couple of winters ago, a buddy and I made a trip from southern Ontario to Edmonton. I was loaded with 30,000 lbs on my drives and 20,000 lbs on my trailer tandems. My buddy’s load was just the opposite. Every time we hit snow cover on the roads he struggled to maintain traction on even slight grades. I had no problem and didn’t experience wheel spin on any part of that trip. This is a great example of how variable factors must be taken into account during the winter months. No situation is the same twice. Be sure to pull your trailer(s) through every corner; all braking should be done prior to entering a curve. I was travelling on Hwy. 17 in the Kenora, Ont. area a few days after a major storm had moved through. Conditions were sunny, cold and dry. That was the case until I came around a curve with a steep rock cut on my left and found myself on snow pack. With a light load on, I started slipping to the outside edge of the curve and the guardrail. By staying calm, staying off the brakes, maintaining a light touch on the fuel to keep the drives turning, and by making small steering corrections to keep my rig in line, I was able to make it through the curve…barely. It was an adrenaline rush I wasn’t planning on that day. Those are just two of the winter driving experiences I carry with me and put to good use every winter. Plan well, and expect the unexpected. 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.

12-10-15 11:03 AM

November 2012

TRUCK NEWS Page 39

opinion

EOBRs are fine, but should be accompanied by hourly pay It’s been a while, so I thought it was time for me to wade into the EOBR debate once again. As usual, I heard something that triggered my renewed interest in the subject. The thought provoking comment was that EOBRs ‘make the roads safer, as proven in Europe.’ Now first things first, as a former inhabitant of Europe, let me just say that things had changed dramatically during my 20-something years on the roads over there. The roads themselves have changed to make intersections safer. The trucks and cars have changed beyond recognition. They now have more safety features than you can shake a stick at, the whole alphabet soup of ABS, EBS, ASR, SRS, disc brakes and all that. In fact, the only things they lack are a life jacket and a parachute. Add to that the fact that traffic volumes have increased to the point where it’s almost impossible to reach a speed where you could have an injury from a wreck and I fail to see the correlation between the Euro version of an EOBR and enhanced road safety. As I see it, they haven’t made a difference at all. As usual, the legislators are using half-baked theories to reinforce their statistics. If rulemakers really wanted to improve road safety, they could find the answer in Europe – but it’s not in the form of an EOBR. I am talking about paying drivers in the correct manner. The current method we use here is actually illegal in Europe. You cannot encourage a driver to break the law by paying them based on miles travelled. Their wages over there are calculated on the time it takes to do their job, not on a random mileage figure based on the cent-per-mile rate at a particular carrier. There are some companies that pay higher hourly rates than others, so it isn’t a communist-style blanket wage, and believe it or not, there are really companies over there that pay a very good wage. Yet, their drivers work less than 40 hours per week, and that would be a threeday week to a lot of long-haul drivers over here. As a driver, EOBRs and hourly pay are starting to look like a really good thing to me. I have spoken to drivers here about the set-up in Europe. Their responses are usually the same: ‘If it’s that good over there, why are you now over here?’ My answer may sound a little crazy, but it is what it is. I enjoy trucking – long-distance trucking especially. The landscape of international trucking changed and the British lost out, so I was stuck driving in Britain and it is too small with far too many people on the roads for that to be enjoyable. Now comes the crazy part; I swapped a life where I was paid by the hour – paid very well too – to work longer and harder for less money. There are so many things that can interfere with my earnings. Before, it didn’t matter what came in contact with the fan, my bank balance increased. Now traffic, weather, incompetence from dispatch or at a shipper/receiver all mean my earnings suffer. I am glad I made the move. I’m far happier now and I love it over here. The job itself is so much better.

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You say tomato, I say tomahto mark lee

However, there are people in the corridors of power who are trying to make my life a misery once again. They’re trying to fix something that isn’t broken and if they get their way, they will achieve their goal of reducing truck-involved crashes. There will be no trucks wrecking out on the roads because there will be nobody driving them; after a few months of EOBRs and the current method of payment, truck drivers will not be able to afford the gas money to get to their terminal to go driving truck. Many drivers I’ve spoken to have told me this, and I believe them, but

hold on a minute, how can that be the case? If a driver is drawing lines in a log book or pushing a button on an EOBR, the end result is the same, surely? Unfortunately that is not the case. Drivers may call it ‘flexibility,’ but let’s stop kidding ourselves, anybody who will lose money because an EOBR is forcing them to drive less is currently breaking the law. A lot of the same drivers also said that they want the 14/16-hour law scrapped. Why? They can only drive 11/13 hours, so why do they need an indefinite period of time in which to do that? Is it because they’re spending too much time at the truck stop? Is it because they’re fudging their logs under the current rules? Or is because their dispatch is inefficient? Or maybe because they spend too much time on the loading dock? In every single case, working

HERE WE GROW AGAIN

longer hours to overcome this is part of the problem, not the cure. I’m quite fortunate; I have a good dispatcher, and we have good work that limits my time spent on the loading dock. I also have over 20 years of experience managing my time efficiently, so the current system works well for me, but I would also be able to adapt to any future legislation. We will be getting EOBRs, make no mistake about that. But they have to be accompanied by hourly pay if we want to drag the industry into the 21st century. n – A fourth generation trucker and trucking journalist, Mark Lee uses his 25 years of transcontinental trucking in Europe, Asia, North Africa and now North America to provide an alternative view of life on the road. You can read his blog at www.brandttruck.com/blog.

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November 2012

industry

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Driver wellness is an increasingly important issue. It is recognized as such in the report from the CTA Blue Ribbon Task Force on the Driver Shortage. And, it is behind the motivation for CTA developing a testing and treatment program for obstructive sleep apnea (OSA) amongst truck drivers. Yes, we were also concerned about what would happen to Canadian cross-border carriers if the Americans moved to regulate sleep apnea testing and treatment. We don’t want the industry left high and dry, such as it was when drug testing was introduced in the 1990s. And of course we were concerned about the growing number of post-accident lawsuits being aimed at carriers where sleep apnea is a factor. But there was more to it than that. The major reason was a strong feeling that it was the right thing to do – that by getting a driver with OSA into a program, not only would a company be able to retain a productive and valued employee, but you could give that driver his life back. What could be better than that in terms retaining good drivers? The carrier’s motivation is not to identify drivers with OSA to weed them out; just the opposite, in fact. CTA has partnered with OSA Canada (program administrator) and Precision Pulmonary Diagnostics, a Texas-based company which has already screened over 40,000 drivers in the

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US, to develop a full-service program created exclusively to assist Canadian trucking fleets in implementing, administering and monitoring obstructive sleep apnea programs for all of their commercial drivers. With growing evidence of a return on investment, some carriers have voluntarily established an OSA program for their drivers or are looking at doing so. Others will wait for government to regulate. And, this is likely to happen sooner than later, at least in the US. In a speech in September, Anne Ferro, administrator of the Federal Motor Carrier Safety Administration (FMCSA), confirmed what most of us already knew – the agency is busy working on new sleep apnea guidelines, to be introduced by December of this year. The guidelines are very likely a precursor to a regulation mandating OSA testing and treatment. Regardless of whether a carrier is planning to voluntarily adopt an OSA program or wait until the requirement for such a program is mandated, there are a number of questions that carriers should also be asking themselves and potential service providers. Here are some of the key ones:

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November 2012

If I adopt a sleep apnea program, will I run afoul of Canadian labour laws or union contracts?: You could if you don’t design your human resource policy correctly. Will the sleep apnea firm knocking on your door assist you with that? The CTA-OSA Canada program is already working with a leading national law firm to ensure that these issues are properly addressed. How am I going to screen all my drivers for obstructive sleep apnea?: You could use the Canadian medical system. However, the average wait time for an appointment with a sleep clinic ranges dramatically from province to province. In some provinces the wait time for an initial appointment can be four to six weeks in regions where the services are underutilized. In the more populated areas where demand is high, wait times can easily extend to six months or more. Moreover, in the overnight clinics, two separate appointments are required to obtain an initial diagnosis and prescription. The CTA-OSA Canada program does not rely on sleep clinics. In fact, those drivers that need to be tested never have to leave their own bed. Drivers are screened at your facilities, tested using the latest mobile diagnostic equipment, and if diagnosed with OSA they are equipped with a CPAP machine and mask, all within 72 hours. Okay, I’ve tested my drivers and identified those with sleep apnea and equipped them with the appropriate machine; I’m done right?: No. The sleep apnea program supplier should be providing you with a monitoring

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TRUCK NEWS Page 41

system that will be fully compliant with both US and Canadian legal requirements. If you are not monitoring compliance (in other words, you are not sure if the driver is complying with the prescribed treatment) you are leaving your fleet exposed. OSA Canada will offer clients multiple monitoring options and personal assistance to ensure compliance. (Let’s say, for example, the CPAP mask doesn’t fit your driver. No problem. OSA Canada will keep fitting him and replace the mask if required to make sure he is comfortable and using the equipment). Does my maintenance shop need experts who can fix these machines and deal with maintenance issues?: Not with the CTA-OSA program. If there’s a problem with the machine or mask, they’ll be replaced, no questions asked. And, they have a scheduled maintenance program, which means no inventories and fuss or worries for you or the drivers. There are no doubt many other questions you will be asking yourself when planning your OSA testing and treatment program and choosing a service provider to work with. If you would like to find out more about CTA’s program, contact OSA Canada by calling 289-337-9629 or by visiting www.osacan.com. n – David Bradley is president of the Ontario Trucking Association and chief executive officer of the Canadian Trucking Alliance.

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November 2012

safety

If it’s their last ride, let’s make it their best ride Livestock haulers face unique challenges when handling ‘cargo’ As challenging as different categories of freight can be, you could say that livestock shipments are a different sort of animal. Livestock haulers work within one of the most regulated segments of the trucking industry. In addition to the on-road rules governed by provincial highway traffic acts or the US Federal Motor Carrier Safety Administration, they face the oversight of groups including the US Department of Agriculture (USDA) and Canadian Food Inspection Agency (CFIA). Provinces and territories pile their own rules on top of the CFIA’s Health of Animals Regulations – Part XII, which govern every shipment. And while dry freight is loaded with forklifts or pallet jacks, the drivers involved in this work are of-

Ask the Expert jason shiell

ten equipped with a little more than a pig board and some patience when guiding freight which has a mind of its own. A clear understanding of an animal’s personality can make a big difference in loading procedures. Pigs, for example, are easily spooked and have a natural herding instinct. They will generally move back if a small board is placed in front of them, and shift forward if the board is placed behind their shoulders. One stubborn animal may resist at first, but it will eventually follow the others.

Valuable information like this is openly shared by industry groups such as the US National Pork Board or the Ontario Farm Animal Council (OFAC), www.farmfoodcare.org. A little flexibility can also go a long way. Animals that are wary of a ramp or set of stairs might be more easily moved onto a middle deck. And those that are initially wary about stepping onto the trailer might be quicker to hop on-board after other animals are loaded. Of course, pre-trip inspections involve a few extra steps when working with living freight. Drivers with these specially designed trailers – equipped with features such as nonslip floors – are expected to ensure the animals have fresh bedding, are well divided, and secured behind latched gates.

But the unique demands hardly end once the livestock is loaded. Different cargo can make a big difference in vehicle dynamics. Cattle, for example, have a higher centre of gravity than pigs. The need to leave a cushion of space around any cattle means that the animals can also shift like the fluid in a tanker whenever the truck turns or brakes. Every stop or start will require more space than a dry van. To compound matters, many of these shipments involve routes that are far away from a well-serviced highway, along narrow dirt roads that are flanked by steep ditches. The hazards themselves can be obscured by snow and ice long after main routes are cleared. (It’s why I always took a few minutes to kick the snow off the edge of a laneway before approaching a property for the first time). The careful trip planning does not end there. Something as simple as a stop at a wrong barn could lead to an extended delay if the equipment has to be washed down to isolate any diseases and meet bio-security rules. Meanwhile, this living, breathing freight needs to be monitored along every route. Squealing pigs that are pressing against the sides of a trailer on a hot summer day, for example, may be competing for a cooling flow of air and need to be hosed down. Drivers also need to remain aware of the environments where the deliveries are made. I remember one plant where fans from the barn could blow heat onto a parked trailer, and that was compounded by the fact that the parking area left little room for air to circulate. Cold weather presents its own challenges. Animals have been known to bunch together in an effort to stay warm, but those at the bottom of the pile could suffocate. This makes the insulating value of winter panels particularly important. And when it comes time to unload the freight, truckers who move the livestock deserve some protection of their own, and that can come in the form of personal protective apparel such as hard hats, safety boots, masks and work gloves. They also need to be aware that every action can affect the reputation of their entire industry. Animal rights activists, armed with nothing more than a cell phone camera, could capture images taken while a driver is struggling with his cargo, and post the video online for everyone to see. Indeed, safe handling practices can’t be sacrificed when working with a stubborn animal. I know one livestock hauler who put the entire process into this perspective: “If it’s their last ride,” he said, “let’s make it their best ride.” n – This month’s expert is Jason Shiell. Jason is a senior risk services consultant for Northbridge Insurance, and has more than 20 years’ experience in the trucking industry as a driver, certified fleet driver trainer, risk manager and more. 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 them at www.nbins.com.

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November 2012

fleet news

Erb wins Volvo safety award, $25K to put towards safety programs LAS VEGAS, Nev. – Erb International has won the 2012 Volvo Trucks Safety Award, consisting of a $25,000 prize to be put towards safety-related programs. Erb was recognized during the American Trucking Associations Management Conference for its record in the high-mileage category of 20 million miles or more. Munoz Trucking of El Paso, Texas won the award for the less than 20 million mile category. The award is run by Volvo and sponsored by Michelin. “Volvo is synonymous with safety. It permeates our company culture,” said Magnus Koeck, Volvo Trucks vice-president, marketing and brand management. “Erb International and Munoz Trucking have clearly demonstrated the importance of safety within their organizations. We’re pleased to acknowledge those

commitments and how they translate into safe performance on the road.” Fleets were ranked by their accident frequency rate using US DoT data and then evaluated on their accident prevention programs. Erb International, with its 240 trucks, in 2011 recorded an accident frequency rate of just 0.294 while logging more than 27.2 million miles. The company boasts an employee and driver wellness program, encourages participation in truck driving championships, offers a driver performance incentive program and collects driver performance data for use in developing driver risk assessment reports. They also have a hazard prevention program, present safety-related information in all terminal driver’s rooms and have driver su-

pervisors and trainers available at each terminal, Volvo reported. “We are absolutely thrilled to win the Volvo Trucks Safety Award,” Wendell Erb, Erb International president and CEO, said upon accepting the award. “When there is proven technology like Volvo offers that can improve safety for us, we will be right there to add it to the spec’ of the truck. What we see with Volvo is the safety side of the equipment is definitely an added bonus. Volvo is competitive in everything and at the same time, they are a very safe truck.” “I’m just so proud of everyone at Erb International for their achievements,” added Tom Boehler, director of safety and compliance for Erb International. “It’s the employees’ willingness to participate in our programs that makes us a success. n

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WINNIPEG, Man. – Bison Transport has been awarded the American Trucking Associations’ (ATA) President’s Trophy for its outstanding safety record and programs. For the second consecutive year, Bison has attained the lowest US Department of Transportation recordable accident rate in its division and mileage category: 100 million mile line-haul. Bison also received the ATA’s Safety Improvement Award for its reduction in workplace accidents and injuries. The awards were presented during the ATA’s Safety and Human Resources National Conference and Exhibition. “We are proud of our people who lead the industry in safety practices and management, especially our professional drivers who play a major role in road safety,” said Garth Pitzel, director of safety and driver development at Bison. n

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WINNIPEG, Man. – Caravan Logistics, in partnership with Risdale Transport, has opened a new terminal in Winnipeg. The new location, which joins Caravan’s Oakville, Ont. head office and VaudreuilDorion, Que. locations, combines 450 sq.-ft. of office space with 15 trailer spaces available in the yard. “We are excited to announce the opening of our Winnipeg office as it represents an amazing opportunity to develop a local footprint in the growing markets of Western Canada,” said Caravan Logistics president John Iwaniura. “We look forward to continuing to deliver our quality services to our customers and expanding Caravan Logistics’ service presence across Canada.” The terminal is located at 68 Bergen Cutoff Road in Winnipeg. n

Wheels Group closes MSM deal TORONTO, Ont. – Wheels Group has closed its acquisition of MSM Transportation. The deal was originally announced Aug. 23 and closed Sept. 30. “This acquisition provides solid growth opportunities by further enhancing and broadening the service capabilities of Wheels,” said Doug Tozer, CEO of Wheels. “The increased scale, added transportation lanes and new expertise resulting from the business combination will provide tangible advantages for customers of both Wheels and MSM.” Tozer added: “We thank Bob Murray and Mike McCarron, the founders of MSM, for their leadership, and welcome John Abate, vice-president and general manager of Wheels MSM, who will lead the operations of the acquired business going forward. We are excited to welcome MSM’s employees and customers to Wheels.” n

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November 2012

TRUCK NEWS Page 45

Day & Ross forms new supply chain solutions division

HARTLAND, N.B. – Day & Ross Transportation Group has created a new division, Day & Ross Supply Chain Solutions. The new division combines six groups that formerly operated individually under the Day & Ross Group of Companies. The groups include a non-asset based freight brokerage, intermodal services, air freight forwarding, ocean freight forwarding, freight brokerage solutions, and special project/overdimensional freight forwarding. “This is not new to the Day & Ross suite of services,” says Douglas Harrison, president of Day & Ross. “What we’ve done is package these existing services into a more strategic offering for our existing and prospective clients.” The group manages over $120 million of freight today and says it is growing at a rapid pace. The Supply Chain Solutions group’s services make sense for companies requiring a range of services from road and rail transportation within North America and/or ocean and air transportation in and out of North America, seamlessly up to and including fully outsourcing their supply chain, according to the company. The Supply Chain Solutions features include non-asset based transportation solutions, single or bundled services, single point of contact, and value-added supply chain expertise to name a few. “This autonomous non-asset based group is already one of the largest freight brokerage and international ocean service providers in Canada. Through a focused consultative approach, Day & Ross Supply Chain Solutions can develop a customized approach for a portion of a company’s supply chain or take on the entire supply chain for a client who is looking to outsource its requirements in full,” says Mike Chisholm, executive vice-president of the newly formed group. n

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Mullen announces northern oil and gas partnership OKOTOK S , A lta . – Mullen Group has entered into a Memorandum of Understanding with two northern business partners to provide oilfield services, transportation and logistics services in the Sahtu Settlement Area of the Northwest Territories. Its partners include HCI Holdings and Red Dog Mtn. Contracting. The companies have agreed to jointly develop oil and gas fields in the region over the next number of years. The MOU has resulted in the formation of Canol Oilfield Services, which will operate as a standalone company, with Mullen being a 45% stakeholder, the companies announced.n

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November 2012

industry

Whatever your beliefs, membership in a like-minded group has its benefits Where else can you tap into more experience than through your preferred trucking association? I don’t suppose for a moment that there are many people in the trucking community who could hazard an accurate guess as to how many years trucking associations in Canada have been serving their members. I’ll save the answer for a bit and let you think about it. And while you are considering your answer, consider also what it is that these associations do for you, the broader industry, and Canadians. Yes I mean you, whether or not you are a member of the PMTC, CTA, BCTA, AMTA, STA, MTA, OTA, QTA, APTA or OBAC. If you are in this business, the collective work of these associ-

Private Links Bruce Richards

ations has affected the way you work, and has contributed to safer roads, better training, better equipment, better working conditions and an efficient and effective truck transportation system that keeps Canada on the move. Sure, like most families, there are squabbles and disagreements among us. Not every driver, fleet operator, or supplier agrees with every regulatory change (see hours-of-service, EOBRs, speed

limiters, and emissions controls as recent examples), and sometimes we feel that change takes far too long to implement. Other times we may feel that the powers that be just ‘got it wrong’ – whatever the subject. But despite these differences of opinion, any reasonable assessment of the Canadian trucking industry would have to say it is efficient, safe, and serves Canadians well, while providing a very good living for many. That is in large part due to the work of the trucking associations. Of course, industry associations do not accomplish all of this in isolation. Individual associations, along with carriers and suppliers, work hand-in-hand with a host of government ministries to implement changes or improvements and it’s fair to say that those in

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government have a lot to do with the progress we make. Some of these changes take longer than we would like, but that is the process of working with jurisdictions that are free to govern their affairs independently. It is also why we have forums for all of the jurisdictions to come together for frank discussions, with the goal of harmonized rules to govern the industry. But that is just the external view of the impact of Canada’s trucking associations. Within their respective memberships they each provide advice and counsel to their members. The association offices are the source of information on just about everything related to the trucking industry, and what we don’t know, we can find out. The associations also provide their own forums where participating members often discover that their specific problems are not unique. In PMTC’s case, we regularly find that issues being tackled by one member have already been addressed by another. And PMTC members are willing to share their experiences for everyone’s benefit. But we are not naive in the association business. All is not harmony and goodwill, and opinions vary, as they say. However, among association members there is more often a willingness to listen and perhaps try to understand a different opinion and that process ultimately shapes the policy direction the association takes on any given subject. For those who are not members of associations, who attack change, who disagree with virtually everything that moves their lives in a different direction, who write scathing letters to the media, we think there is room for their opinions as well. We just think that those views, constructively voiced within an association, would contribute to the way things work. At the PMTC, we work jointly with many of the associations I mentioned above and I can tell you that they are staffed with knowledgeable, well-intentioned people, who truly have the interests of their members and the industry at heart. So, if you are making your living in this fascinating world of trucking and have so far avoided joining and supporting the association that best represents your business, I encourage you to rethink that situation. I’m not fully-versed on the fees that other associations charge, but I can reliably state that they are relatively inexpensive when you consider the benefits you can receive. And by the way, the answer to the question is well over 500. How’s that for experience? 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.

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November 2012

TRUCK NEWS Page 47

opinion

COME JOIN US!

Happy Birthday, Bulldog! One of trucking’s most widely recognized symbols celebrated a birthday earlier in the month. The Mack bulldog turned 80 on Oct. 11. I had the pleasure of meeting the old guy when I dropped by the Mack booth last month during the Truxpo show. He was, of course, the centre of attention. Busy chomping on ice cubes, he was groomed and looking like he had just left the Abbotsford Spa for Paws franchise. If there were any lady bulldogs in attendance, they wouldn’t have stood a chance. I did a little background research into my little buddy – okay, I admit, it wasn’t hard since we published this information on our Web site – and found that a gentleman named Alfred Fellows Masury, a Mack employee, carved the bulldog figure out of a bar of soap back in 1932. Unfortunately for Alfred, he was killed in a Navy airship crash in 1933 so he never understood the impact his little creation had on the breed or the brand. It was that same year that his bulldog began appearing as a hood ornament (which also functions as a grip to open the hood) on Mack trucks. When I first started in the business, two of my sales associates had bulldog desk ashtrays. Very cool. Maybe inappropriate in today’s society but back in the early ’80s it wasn’t uncommon to smoke in the workplace.

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Publisher’s Comment Rob Wilkins

I believe the ashtrays were part of some sort of promotion that Mack was running at the time. Over the years, I’ve seen the bulldog in countless ads, as stuffed toys and on posters. The marketing team at Mack has done a wonderful job in maximizing the bulldog legacy. There’s even a life-size version made of a sand material that at first glance, you’d swear is the real deal. The bulldog was certainly a hit at Truxpo, Truck World, and at every other truck show I’ve seen him at. They are indeed a unique breed, and this one has taken on a celebrity status. I doubt bringing my dog Maddie (a golden retriever) to a show would have the same impact as Mack’s Hank the Tank bulldog. Young or old, I believe you’d be hard-pressed to find anyone in the trucking industry that doesn’t associate the bulldog with a Mack truck. Happy birthday, Mack Bulldog. Your dad Alfred would be very proud of you! n – Rob Wilkins is the publisher of Truck News and can be reached at 416-510-5123.

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12-10-15 11:06 AM

Page 48 TRUCK NEWS

November 2012

tax talk

Early CPP and your tax bill How will changes to CPP affect you? I’ve always said that as I near retirement I’m going into a line of work where every customer is happy. Like car sales. Everyone who buys a new car drives away happy. A new vehicle looks right, feels right, every thinga-majiggy works when you push the right button. Your wife hugs the salesman because she’s so happy. Heck, she might even hug you. You, of course, are pretty sure you got a good deal, but who knows? You’re driving a brand new car! In the tax-filing business, customers only rarely come away happy. We can do great work planning and organizing but at the end of the day you still have

Tax Talk Scott Taylor

to pay your taxes. No one brushes their fingers across a freshly prepared tax return like it’s leather upholstery. All people ever want to know is why they owe so much more tax than last year. There can be many reasons, and a good accountant should be able to sit down with you and draw up a strategy to help you reduce your tax obligation – or, at the very

least, prevent a surprise tax bill. You’ll want to do this periodically because rules change, and these changes may affect how much tax you owe. One of the issues we’re talking with clients about this year involves the Canada Pension Plan (CPP). The federal government has made revisions to CPP that take effect gradually from 2011 to 2016, but one important change started this year. As of Jan. 1, 2012, there is no longer a work-cessation test for CPP benefits. That means you can receive a CPP retirement pension starting at age 60 while you keep working. If you do, however, you have to continue making CPP contributions on your employment or self-employment income. These contributions go toward a new post-retirement benefit (PRB), created for working people who

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are between 60 and 70 years old and who are receiving a CPP pension. Early payout, more tax PRB is intended to increase your retirement income. Even if you are drawing the maximum retirement benefit under CPP, any contributions to the PRB will be paid back to you. However, if you’re 60 or older, working, and receiving CPP, these changes involving CPP and PRB are why your 2012 tax bill will likely be more than your 2011 tax payable was. Let’s say you showed CRA a $30,000 income on your 2011 tax return and expect to do so again for 2012. Your total tax payable will be $2,624 higher due to your CPP contributions. That’s enough to make you unhappy and call your tax preparer, isn’t it? For sole proprietors, if you’re between 60 and 65, CPP will be calculated and payable on your self-employed income when your 2012 federal income tax return is filed in April 2013. You will need to increase your tax installment because your tax bill will be higher for 2012 because of this. If you are between 65 and 70 and work while receiving your CPP pension, you’ll be able to choose whether you want to make CPP contributions or opt out. When your 2012 tax return is filed, you or your tax preparer can indicate your decision. If you use a tax preparer, make sure he knows whether you want to pay more into CPP or not. For incorporated owner/operators, if you’re between 60 and 65, you and your corporation must continue or restart to pay into CPP through the new PRB program. Your monthly installments for source deductions will have to be increased to pay the PRB. If you are between 65 and 70, you’ll be able to choose whether you want to make CPP contributions or opt out. If you do not want to contribute to CPP, you must complete and file Form CPT30 with CRA and with your employer. The good news is you can change your mind, although only once a year. You can file Form CPT30 to start, stop, or re-start paying into CPP at any time as long as it is not within the same calendar year since you last completed and filed the form. You can only file the form once you are 65, not before. Your employer will stop deducting CPP contributions on the first payday in the month following the month you filed the form. Hopefully, your tax preparer will explain all this to you and help you make the right decision for you. Hopefully, that will make you (and your wife) happy. Hey, we can all use a hug. n – Scott Taylor is vice-president of TFS Group, providing accounting, bookkeeping, tax return preparation, and other business services for owner/operators. Learn more at www.tfsgroup.com or call 800- 461-5970.

12-10-15 11:07 AM

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Page 50 TRUCK NEWS

November 2012

FAMILY IS IMPORTANT TO YOU. IT IS IMPORTANT TO US TOO. Family owned and operated since 1959.

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We offer Owner Operators: • Opportunity to earn up to $2.35/mile, based on % of revenue • Assigned trailer • 100% of fuel surcharge & waiting time • All Tolls paid • No paint code • Preferred shop rates • Home weekends

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12-10-12 2:36 PM

November 2012

TRUCK NEWS Page 51

health

Don’t let Lyme disease tick you off this fall Preventive Maintenance Karen Bowen

There is still time to enjoy the fall colours. A long walk in the countryside is an excellent way to get a bit of exercise. The crisp air will clear your lungs; the beautiful scenery will clear your mind. Fortunately, many common health complaints, like allergies and skin problems, settle down during the fall. Unfortunately, catching Lyme disease is most common during the fall months. Lyme disease is a bacterial infection transmitted through the bite of a deer tick. It was first recognized in 1975, after a lot of children were diagnosed with juvenile rheumatoid arthritis near Lyme, Connecticut. An investigation uncovered one common factor: most affected children lived near wooded areas full of ticks and their first symptoms appeared at the height of tick season. The majority of these children said they had an unusual skin rash just before their symptoms of arthritis, and that this rash appeared where they had been bitten by a tick. The rash started as a small spot, which grew over days or weeks to form a circular, triangular, or oval-shaped rash, often becoming as large as the victim’s back. It was called a bull’s eye rash because it appeared as a dot, surrounded by a clear area which was encircled by another strip of red rash. Investigators found that tiny deer ticks (not wood or dog ticks) infected with a spiral-shaped bacterium or spirochete (Borrelia burgdorferi) were responsible for the outbreak of arthritis in Lyme. Although deer ticks usu-

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Continued on page 52

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225 Huron Road, Sebringville, ON N0K 1X0

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12-10-12 1:31 PM

Page 52 TRUCK NEWS

November 2012

health

Lyme disease a growing problem in rural areas

AZ O/O’s & Drivers

Continued from page 51

Wanted Immediately For Canadian and U.S. Runs O/O’s

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ally travel on deer, other animals may also carry them: white-footed field mice, opossums, skunks, raccoons, weasels, foxes, shrews, moles, squirrels, chipmunks, and horses, to name a few. As a result, infected deer ticks may be found anywhere these animals can be found. Although the first symptoms of Lyme disease may seem quite mild, the long-term effects can be severe. In the early stages, you may just feel as though you’ve caught the flu. You feel tired with a stiff neck, fever, chills, swollen glands, headache, muscle aches, and/or joint pain. If the disease advances, you develop nerve problems and arthritis, especially in the knees.

Ryder is currently looking for quality...

TEAM Owner Operators (AZ) and Company Drivers TEAM Owner Operators (AZ) We offer:

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When untreated, Lyme disease can affect your nervous system, causing a stiff neck, severe headache, temporary paralysis of the facial muscles, poor coordination or pain and weakness in your limbs. However, some less tangible changes may also occur, including: memory loss, poor concentration, mood swings and sleep disruptions. These nervous system abnormalities are usually not immediately obvious, but develop several weeks, months, or even years later. The symptoms often last for weeks or months and may recur, but they usually start to resolve even before antibiotics are started. With treatment, you can expect your nervous system to fully recover. Lyme disease can also temporarily affect your heart, causing an irregular, slow heartbeat, which can lead to dizziness or shortness of breath. It can also cause inflammation in your eyes. Both these conditions usually last less than a couple of weeks and disappear with treatment. Lyme disease can also cause arthritis. Within a few weeks of an infected tick bite, about 60% of people who do not receive antibiotics develop ongoing attacks of painful, swollen joints, which last from a few days to a few months. This arthritis does not remain stationary, but shifts from joint to joint, often settling in the knee. A few joints may even be affected at the same time. Up to 20% of people with untreated Lyme disease develop arthritis permanently. So, if you have been bitten by a tick and live in an area known to have Lyme disease, see your doctor right away for a proper diagnosis and treatment plan. In its early stages, Lyme disease can be effectively treated with antibiotics. The sooner therapy begins following infection, the quicker and more complete your recovery will be. However, why not avoid Lyme disease by taking these precautions when walking in nature?: Wear long sleeves and tightly woven clothing. Tuck your shirt into your pants, and your pants into your socks or boots. Walk in the center of trails to avoid picking up ticks from overhanging grass and brush. Use tick repellents with DEET on your clothing, shoes and socks. Then, when your walk is over, examine yourself for ticks. If you see one in your hair and clothes, wash them quickly. If you see one attached to your skin, remove it immediately. Use blunt tweezers and tug gently but firmly near the head of the tick until it releases your skin. Do not crush or squeeze its body, or touch it with bare fingers because the body contains infecting bacterium. After removal, wipe the bite thoroughly with an antiseptic to prevent further infection. Later, if you notice a bull’s eye rash appearing, visit your doctor immediately. Take these steps and safely enjoy the fall outdoors. Don’t let Lyme disease tick you off. n – Karen Bowen is a professional health and nutrition consultant , and she can be reached at karen_ bowen @ yahoo.com .

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12-10-12 1:32 PM

November 2012

TRUCK NEWS Page 53

Drivers susceptible to painful bunions When we think of bunions, many of us will picture our grandmothers with their feet up on the living room table complaining about their “aching bunions.” Although bunions are more common in older people, they can occur at any age. Essentially, a bunion is an abnormality of the joint at the base of the big toe. This abnormal bony bump occurs when the big toes press against the other toes, which in turn forces the joint of the big toe in the opposite direction. As time passes, the joint enlarges due to constant pressure and irritation. The main causes of bunions are poorly fitting shoes. High-heel shoes or shoes that are too tight or narrow may cause the toes to crowd. Foot injuries such as bone fractures and foot deformities that are usually present at birth may also increase the risk of developing bunions. In some cases, various forms of arthritis may cause damage to the joint, which in turn can lead to the formation of a bunion. The symptoms of a bunion are fairly easy to recognize. The most common symptom is a swollen, red and painful bump on the outside of the base of the big toe. The skin around the base of the toe may also be thickened with the development of corns and calluses. Some people also experience difficulty moving the toe. As bunions worsen, it may put sufficient pressure on other toes and cause structural abnormalities such as hammertoes. Similarly, bunions may affect the surrounding bursas, which are fluid-filled cushioning sacs. This leads to swelling of the bursa, which is called bursitis and can be very painful. It is important to seek medical attention if you suspect the formation of a bunion. Although most bunions do not require any medical treatment, it is important to rule out other conditions. Your doctor will be able to diagnose a bunion by simply examining your foot. If needed, your doctor may request an X-ray to confirm the diagnosis. The treatment for bunions depends on the severity of the bunion and the symptoms associated with it. However, in all cases it is advised to wear proper fitting and comfortable shoes that allow ample room for your toes. In most cases, conservative treatments such as shoe inserts, padding and tapping will be explored. The goal of all of these treatments is to reduce the pressure on the toe. Medications such as anti-inflammatories and acetaminophen may be recommended to control pain and swelling. If conservative treatments are unsuccessful, surgery may be considered. There are several different surgical procedures that may be performed in order to fix a bunion. An orthopedic surgeon will be able to discuss which procedure would work best for you. The goal of surgery is to remove the swollen and injured tissue and realign the toes of the foot. Full recovery for this type of surgery usually takes six to eight weeks. There are a few home remedies that you can try to alleviate the pain associated with bunions. First of all, applying a non-medicated bunion

pg 53 tn nov.indd 53

Back behind the wheel

“I feel like part of the team.”

“I like driving quality equipment.”

“Big national accounts mean job security.”

Dr. Chris Singh

pad may help reduce the irritation of the surrounding tissue. Also, regular ice application will reduce the inflammation and pain. Try to apply an ice pack two to three times a day for no more than 10 minutes at a time for best results. As you can see, bunions are more of a nuisance than a serious medical condition. Try to keep in mind some of these simple tips and you will be well on your way to preventing them. 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.

Immediate Openings

for owner operators and company drivers, singles, teams and couples for transborder, vans, roll tites and LCV’s. 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 $3500 sign on bonus. AZ licence required, with 1 year experience. Call Karen at 905-790-6197 to speak English or Punjabi 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.

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12-10-11 1:24 PM

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12-10-10 9:17 AM

November 2012

TRUCK NEWS Page 55

oem/dealer News

Navistar puts emissions challenges in rearview mirror, sets sights on future By James Menzies SALT LAKE CITY, Utah – Navistar International won’t apply SCR to its 15-litre MaxxForce engine and will instead lean on Cummins for its highhorsepower requirements, Jim Hebe, the company’s former senior vice-president of North American sales operations confirmed during a press briefing here last month. (Hebe retired from Navistar soon after the event). It was the first official confirmation that the company won’t pursue its own 15L engine once it uses up its remaining emissions credits and can no longer pay non-conformance penalties for engines that don’t meet EPA2010 emissions standards. “Our intention is to continue to build them as long as we can and then phase into the Cummins ISX15,” Hebe told a small gathering of truck journalists. “It’s a shame, it’s a great engine.” Hebe said anticipated demand for the 15-litre MaxxForce would not support the cost of further developing the engine and applying SCR exhaust aftertreatment to it. International will focus on its higher volume MaxxForce 13 engine, which will now feature selective catalytic reduction (SCR) exhaust aftertreatment, as do all other big bore engines in the North American market. Navistar has dropped usage of the term In-Cylinder Technology Plus (ICT+) to describe its SCR/EGR package. Officials indicated Navistar is already building International trucks with Cummins engines and that the existing Memorandum of Understanding between the two companies will soon become an official supply agreement. Hebe provided some insight into what went wrong with Navistar’s EGR-only emissions strategy. He still believes pursuing a non-SCR emissions solution was the right call, however he admitted it was a mistake for the company to put all its eggs in one basket. “Two decisions were made in this company in August 2008,” Hebe said. “One was to go EGR and the other was to go it alone. The decision to go with EGR was not the wrong decision, but the decision to go it alone was the wrong decision. What really, in the end, created the biggest issue was not EGR, it was that we ran out of time and we ran out of credits. If we had stuck with a partner in the engine business, we would have had more time to develop our in-cylinder solution and probably at the end of the day, we would’ve gotten that. That’s water over the dam now.” Navistar hosted more than 700 dealer reps at its Vocational Boot Camp in Salt Lake City over the past few weeks, and Hebe said dealers are clearly more comfortable with the company’s current path. “We’re headed in the right direction, with the right strategy in terms of engines,” Hebe said. “They’re (dealers) confident in the financial position of the company and these guys are willing to do whatever it takes to help this company be successful.” When asked by Truck News how the manufacturer will stay cost-competitive, having absorbed the cost of researching, developing and implementing two very costly technologies (advanced-EGR and now SCR), Hebe admitted it will be a concern

pg 55 tn nov v3.indd 55

for Navistar in the near term but emphasized the costs won’t be passed onto customers. Within about two years, Hebe said, many of the costlier components of the company’s advanced-EGR system can be removed

to do to keep ourselves competitive in the marketplace until we can eliminate a lot of the expensive componentry required for advanced-EGR.” Examples of costly technologies that can be scaled back include: larg-

‘The decision to go with EGR was not the wrong decision, but the decision to go it alone was the wrong decision,’ Jim Hebe, Navistar from the equation. “Theoretically, we should be able to eliminate some of the costs incurred in the engine technology when we go to SCR,” Hebe explained. “A lot of the stuff that was instrumental in advanced-EGR will go away. For the first year, we’ll be challenged and our customers are not going to bear the cost of that. Our intent is to do what we have

er, more complicated EGR coolers; EGR piping; turbochargers; and cooling systems. “We can downsize the DPF now and there are a lot of things we can do to take costs back out over the next two years,” Hebe said, adding doing so should result in improved fuel economy. While Hebe vowed Navistar will be more open and transparent in its

communications with industry going forward, the main focus of the Vocational Boot Camp was on the company’s broad vocational truck portfolio. The company had 55 trucks onhand for dealers to drive – including competitive models – and showcased recent additions to the company’s product line, notably a sloped-nose WorkStar and new, higher-end interiors. Hebe said the idea was to train sales folks on the strengths and weaknesses of all vehicles in the marketplace, so that they’re better equipped to provide credible information to customers. He also said the company is renewing its focus on the vocational truck market, where Navistar has traditionally been very strong. “We have made the absolutely conscious decision that we’re not going to give up our leadership position in the vocational markets and that’s why we’re here,” Hebe said. For more on Navistar’s Boot Camp, see pg. 57.n

12-10-12 12:33 PM

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12-09-04 10:40 AM

November 2012

TRUCK NEWS Page 57

oem/dealer News

Navistar bolsters vocational product line; puts dealers through boot camp By James Menzies SALT LAKE CITY, Utah – Navistar International is looking to assert itself as the vocational truck market leader and over a four-week period that concluded in late September, put more than 700 dealer reps through a Vocational Boot Camp to ensure they’re up to the task. During the final round of dealer meetings, former senior vice-president of North American sales operations, Jim Hebe, told dealers they’ll be the difference-makers if International is to retain its leadership position in the market. He acknowledged Freightliner has come on strong in the vocational truck market and said no manufacturer can count on product alone to win the battle. “We have one competitor in particular, who is working harder and investing more and providing us a bigger challenge than we’ve ever faced in this business, and that’s Freightliner,” Hebe said. “We’ve given a lot of thought over the past 18 months to how we deal with that.” Hebe said there are three ways an OEM can gain an edge: price; products and technology; and how they manage customer relations. Hebe said International has no plans to engage in a price war and even admitted there’s no sure way to maintain a product-based advantage in such a fluid market. Instead, he said the key will be in how dealers manage their relationships with customers and in the expertise they can provide. Enter Boot Camp. This is the third year in a row Navistar has hosted dealer boot camps: the first, in 2010, focused on medium-duty vehicles; last year’s showcased highway trucks and this year’s was focused entirely on the vocational truck and engine market. Navistar brought together more than 50 vehicles – including competitive models – and gave dealers detailed training on each of them. The goal, said Hebe, was not to attack the competition but rather to highlight their strengths and gain a better understanding of how International’s vocational trucks stack up. “What we’re doing here is teaching our salespeople as much about competitive products as we do our own,” Hebe told journalists who sat in on Boot Camp. “We don’t just tell them ‘This is how you sell against this product,’ we tell them what’s good about it. If you can tell your customers something good about the competitor’s product – something that the competitive salesperson didn’t even know – that gains you instant credibility. We walk these guys through, teach them what’s good about their products and what’s good about our products.” In addition to putting trucks of all makes and models through their paces on a variety of courses – including a sprawling off-road course that replicates some of the harshest conditions vocational trucks will face – participating dealers were able to examine engine teardowns of various models and the findings of comparative fuel consumption test results. Some sales reps who took part said they felt that by the end of Boot Camp, they were as intimately familiar with competitive products as they were their own.

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At the same time, Navistar was giving its dealers new products to sell. Chief among them, and coming in at the lighter end of the spectrum, was a long-awaited 4x4 TerraStar, which will enter production in February. Navistar delayed production of the 4x4 version of its Class 4/5 TerraStar so that it could offer a more robust drive axle as well as a gear-driven transfer case. Also new is the LoadStar, a low cab forward refuse truck that’s constructed of stainless steel and boasts numerous driver-oriented amenities. Another addition was a previously announced sloped nose WorkStar, which is just now going into production. Navistar also enhanced the interiors of its vocational trucks, offering the high-end Eagle interior on the WorkStar and PayStar. Other new additions include: a ProStar truck, for truck and pup applications; improved wiring for body

now available: International now offers a sloped hood WorkStar.

upfitters; drop center frames on certain models; and an 18,000-lb front axle on the WorkStar. As it transitions its engine technology to selective catalytic reduction (SCR), Navistar provided the following roll-out dates: The MaxxForce 7 will get SCR in January

2015; the DT, MaxxForce 9 and MaxxForce 10 will receive SCR in January 2014; and the MaxxForce 11 and 13 will be updated with SCR in April 2013. Cummins engines will be rolled out across the International truck line as follows: the ProStar will get the ISX 15 in October of this year (300 ProStars with the ISX 15 are already in production); the TranStar will get the ISL G in January 2013; the 9900 will get the ISX 15 in April 2013; the 5900 SBA will get the ISX 15 in May 2013; and the new International LoadStar refuse truck will be introduced with the ISL G in July 2013. Bob Mann, vice-president of dealer sales with Navistar, admitted SCR will be accompanied by 400 lbs of additional hardware, but noted trucks with the SkyRise roof cap will gain 100 lbs back, thanks to a new lightweight design. n

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Page 58 TRUCK NEWS

November 2012

oem/dealer News

Daimler says global strategy paying off

Our people make the difference

C.A.T. Inc., an international truckload carrier for more than 30 years, is expanding and has signed interesting new contracts. We need professional:

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By Lou Smyrlis LAS VEGAS, Nev. – Daimler’s global presence has matured to the point where the company is capable of offsetting weaker markets with stronger ones, and able to stick to its sales targets despite short-term uncertainties, according to its leader, Andreas Renschler. Despite the lingering economic uncertainty, the globe’s leading truck manufacturer aims to sell 500,000 units in 2013, more than 500,000 units in 2015, and 700,000 units in 2020. “We used to be at the mercy of market cycles. Today, we are pretty good at riding them out,” Renschler said during an executive press briefing here in conjunction with the American Trucking Associations Management Conference & Exhibition. “There might be economic headwinds on our way. But we can also count on some tailwinds. We are the market leader in the profitable regions of NAFTA and Europe. We are leading the field in Turkey. We are number one with Euro V vehicles in Brazil. And we expect to sell more profitable heavy-duty trucks in Asia.” Renschler said Daimler is enjoying sales growth in Europe despite weaker demand in southern Europe, demand in Brazil, although weakening, is still at a high level, sales are showing very strong growth in Japan and Indonesia, US sales growth so far in 2012 is up about 25% and Canada is knocking it out of the park this year with 56% growth. “There is some serious growth in the NAFTA region. The good thing is, our growth is outpacing the market’s. Our sales went up by almost a third compared to last year.” He added that even more important than sales growth is market share, and Daimler Trucks North America is the market leader in the Classes 6-8 segment. Renschler says the company’s philosophy is helping drive the impressive performance and it’s a simple one: As global as possible, as local as necessary. That creates a broad range of advantages for Daimler, including more flexibility in manufacturing, less complexity in its supplier base, faster time-to-market, and higher quality products, he said. “All of that is good for us, but most importantly, it’s good for our customers; they get the best technology, tailored to their needs, at a competitive price,” Renschler added. He pointed to the Freightliner Cascadia Evolution – considered the company’s “next big thing” as a prime example. Thanks to aerodynamic improvements and the Detroit DD15 engine, the truck consumes up to 7% less fuel than its predecessor, under real-world conditions, Renschler claimed. Asked whether the flip side to a global and integrated platform is not strained relationships with suppliers such as Eaton, Meritor and Cummins, Martin Daum, head of Daimler Trucks North America, said it doesn’t have to be. “Cummins is as much a global company as we are. We benefit in the US from their expertise and we are very close partners when it comes to those innovations,” Daum said, pointing out that working with partners when possible also helps in riding out market

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November 2012

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10 REASONS we’re the Carrier for you:

Currently Recruiting

OWNER OPERATORS global strategy: Daimler is expanding its global footprint, as evidenced by its BharatBenz entry into the Indian truck market.

highs and lows. Daum’s remarks also revealed that the time when Daimler will be so integrated with its own products it would no longer need other component manufacturers is not in the near future. “They are our largest suppliers today and they will be our largest suppliers in the future,” Daum said. One area where Daimler is leaning on suppliers is in the move towards natural gas engines. Although it has its own engine manufacturer, Detroit, it is still leaning on Cummins for natural gas power. Daum said the market for natural gas engines is still far from large enough to warrant placing its own resources towards making natural gas engines for the North American market. n

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Shell brings My Miles Matter loyalty program to Canada BURLINGTON, Ont. – Shell Lubricants has announced its My Miles Matter rewards program is now available in Canada. The program provides rewards to Shell Rotella customers. Members earn reward miles by purchasing select Rotella products and services. Those miles can then be redeemed for a variety of items. Canadian members will have access to exclusive online content, special offers and invitations to members-only events at key industry trade shows, the company announced. “We know that trucks and equipment are vital to the livelihood of many Canadians, which is why for over 40 years Shell Rotella has delivered industry leading products that help keep trucks on the road and equipment operating,” said Shell Rotella global brand manager Chris Guerrero. “We’re continuing our tradition of being a best-in-class brand by treating our customers to My Miles Matter, a loyalty program that rewards people for what they are already doing, choosing the Shell Rotella brand.” Program members can manage their account online at www.MyMilesMatter.com. A 12-digit reward code can be found under the cap of specially marked bottles of Shell Rotella or on the sales receipt from the purchase of a Shell Rotella oil change. n

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ATDynamics expands trailer tail line; Canadian carrier retrofits entire fleet LAS VEGAS, Nev. – ATDynamics, manufacturer of the TrailerTail, announced at the American Trucking Associations Management Conference & Exhibition, that it has now deployed 10,000 devices in the US. Collectively, they have logged more than 300 million miles and saved more than two million gallons of diesel fuel, the company claims. The trailer tails, which extend off the rear of the trailer to improve airflow and fuel economy, are not yet approved for use in Canada. ATDynamics announced it has turned its attention to global markets, and will initiate a strategy to sell four million units in the US and around the world. To accomplish this, the company said it will continue to expand its TrailerTail product line to fit all trailer configurations and fleet operations. One such new product is the TrailerTail Trident, which has

not waiting: Groupe Trans-West may be the first Canadian fleet to equip all its trailers with TrailerTails, even though they’re still illegal on Canadian highways.

been verified by the US EPA as an “advanced trailer end fairing.” The Trident version is designed for lower-mileage drop-and-hook operations and provides “standalone compliance with CARB requirements for trailer aerodynamics,” the com-

pany announced. In Europe, ATDynamics has released the TrailerTail Eco-50, which is designed to comply with a recently acquired semi-trailer length exemption for aerodynamic devices on European Union highways.

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Here in Canada, Groupe TransWest of Montreal, Que. has moved to retrofit its entire fleet of trailers with the device, which can be used in the US and then folded in while running Canadian roads. Groupe Trans-West runs most of its miles in the US, and after field testing, found the fuel savings were significant enough to justify the investment, even if the device can’t be used on Canadian roads. “ATDynamics has witnessed a fundamental shift in the US trucking industry since our initial TrailerTail launch in 2008,” said Andrew Smith, CEO of ATDynamics. “Competitive fleets understand the fuel savings and durability of TrailerTail equipment and their principle focus now is to implement the most cost-effective program possible. ATDynamics is focused on making it as easy as possible for trucking fleet customers to deploy TrailerTails in their fleets – and never again operate a trailer without a tail.” n

Great Dane adds B.C. dealers SURREY, B.C. – Great Dane has added B.C.-based Pacific Coast Heavy Truck Group to its North American distribution network. Pacific Coast has three full-service dealerships located in Surrey, Delta and Kamloops. “We’re very happy to welcome Pacific Coast Heavy Truck Group to our dealer group,” said Chris Hammond, vice-president of dealer sales at Great Dane. “For more than 20 years, Pacific Coast has been known as a leading provider of top-line commercial truck sales and service, so the addition of our industry-leading trailer product line is a natural fit. We’re confident Pacific Coast will provide an unmatched level of product and support for customers in this important region.” With more than 125 employees and 45 factory-trained technicians, Pacific Coast Heavy Truck Group will now offer sales, parts and service of Great Dane trailers at all three of its dealership locations, officials said. In addition to trailer sales and service, the company also offers parts and service support for all makes of medium- and heavy-duty trucks through its facilities, including three mobile service trucks and seven parts delivery trucks. “Our company was built on a platform of providing worldclass products and service,” said Peter Roberts, general manager at Pacific Coast Heavy Truck Group. “Everything that we do is designed to help our customers keep their operational efficiencies high and downtime low. As part of the Great Dane dealer network, we’re now able to provide even more choices as well as enhanced service and support. It’s a great step forward for us and our customers.” For dealer locations and hours, visit www.pchtg.ca. n

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November 2012

TRUCK NEWS Page 61

TANK/FREIGHT Cornwall, ON

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At Kriska, our employees are our most valuable resource; their dedication and hard work is the key to our growth and success. When you join Kriska as a driver, you can expect the support of a company that constantly strives to keep its employees on top, through progressive training and compensation. As one of Canada’s 50 Best Managed Private Companies since 2000, quality of service is our highest goal and we actively encourage everyone at Kriska to continually improve their skills and expand their horizons. We offer comprehensive benefit programs, industry leading mileage rates, and generous accessorial payments. Please visit the careers section of our website and find out more about our opportunities and how to become one of the people making a difference at Kriska. We have locations in Prescott, Mississauga, Sarnia, and London.

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Daimler executives remain optimistic despite drop in new orders By Lou Smyrlis LAS VEGAS, Nev. – Monthly Class 8 truck sales in Canada and in the US have been strong in 2012, showing regular year-over-year growth. However, new truck orders have declined on year-over-year basis in the US for eight consecutive months. Is the industry’s market share leader on both sides of the border worried about the future? Martin Daum, president and CEO of Daimler Trucks North America, believes truck sales for the last four months of 2012 will not prove as strong as during the first eight and total US sales for the year will not quite reach the lofty projections made a year ago. He told press journalists gathered for an executive briefing on the state of the market that Class 8 US sales will likely come in at around 185,000 rather than the 205,000 pro-

jected a year ago. It’s important to keep in mind, however, that even the tempered figures for 2012 represent a significant improvement over the 107,000 Class 8 trucks sold back in 2010 in the US market and also a healthy improvement over the 171,000 sold in 2011. In Canada, the 18,365 trucks sold after the first seven months are more than 4,000 better than the five-year average and significantly better than the 13,355 sold to that point in 2011 and the 10,435 sold to July in 2010. “Incoming orders have softened a bit lately: We are watching the situation closely,” acknowledged Daum’s boss, Andreas Renschler, head of Daimler Trucks, but he added there is good reason to be confident. “August looked better than July. And I heard just yesterday that this trend is continuing in September.” The Daimler executives also be-

lieve there is a good deal of “deferred demand” for Class 8 trucks in the marketplace as fleet owners wait for the right economic conditions to once again start growing their fleets. The magnitude of that “deferred demand,” they believe, will be strong enough to bring the industry back to the record-breaking sales years experienced between 2004 and 2007 in the US and Canada. “We don’t know when that will start exactly. We only know that it will start,” Daum said. In the meantime, Daimler Trucks North America is not ramping down production, despite the downward trend in new orders. DTNA was the only North American manufacturer without layoffs or major production adjustments through the first three quarters of 2012, Renschler said. There will be a limited number

of shutdown days at DTNA sites this October and it will adjust production schedules to recent market developments, namely unstable demand due to volatile freight trends in the US, higher diesel prices, and a slower overall economy. But Daimler wants to keep its plants ready. “DTNA is poised to meet the expected increase in demand,” Daum said. n

Cummins ISX15 receives EPA approval for GHG14 COLUMBUS, Ind. – Cummins’ ISX15 engine has been certified by the US Environmental Protection Agency (EPA), meeting both the EPA 2013 regulations for on-board diagnostics and the new greenhouse gas and fuel-efficiency rules that will take effect in 2014, the company announced. Cummins says its 2014 greenhouse gas certification is the first such engine certificate issued by the EPA. Cummins says efficiency improvements to its base engine include optimized combustion and reduced parasitic load through high-efficiency water, fuel and lube pump systems. Officials say the ISX15 will achieve up to a 2% fuel economy improvement over today’s engine. The Cummins ISX15 for 2013 will use the same base engine with the XPI fuel system, variable geometry turbocharger, Cummins aftertreatment system with diesel particulate filter and selective catalytic reduction technology, and fully integrated electronics. “Cummins’ 2013 truck engines will deliver better fuel economy with no major hardware changes,” said Jeff Jones, vice-president of sales and market communications with the company. “This results in improved reliability due to stable architecture. The certification of the ISX15 demonstrates Cummins’ commitment to deliver products that exceed both environmental and customer requirements. We are confident that we’ll receive certification for our other on-highway engines well before the end of the year.” Cummins’ entire on-highway engine line will enter production on Jan. 2. Company officials say they expect all engines to be certified a full year early to the 2014 greenhouse gas and fuelefficiency rules. n

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TRUCK NEWS Page 63

NEW BUSINESS OPPORTUNITIES FOR:

Meritor expands its Edmonton distribution centre EDMONTON, Alta. – Meritor has recently completed an expansion of its aftermarket distribution centre in Edmonton, Alta., which the company says will improve service and delivery time to its western Canada OE dealer and warehouse distributor customers. The 35,000 sq.-ft. centre now stocks a full line of Meritor and Euclid drivetrain and undercarriage products. The expansion improves product availability which will reduce lead times as much as 70%, according to Doug Jamieson, site manager, Meritor. “Our expanded centre in Edmonton enables us to consolidate and expedite a customer’s order for Meritor and Euclid parts into one shipment for faster delivery,” Jamieson said. Customers in British Columbia, Alberta and Saskatchewan were previously served through the company’s Brampton, Ont., distribution centre. The expanded Edmonton facility complements Meritor Logistics, the company’s new third-party multiple logistic services. Meritor recently launched this aftermarket-based, thirdparty multiple logistics service to improve distribution activities, packaging capabilities and remanufacturing techniques within a given country or an entire continent, the company has announced. n

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Jonjo Refrigeration buys Thermo King Eastern Canada MISSISSAUGA, Ont. – Jonjo Transportation Refrigeration (JTR) has purchased Thermo King Eastern Canada (TKEC) from Ingersoll Rand. Jonjo is an independent transport refrigeration sales, service and parts company with more than 25 years in the industry. Thermo King Eastern Canada offers service to customers from several locations in Ontario and Quebec as well as Moncton, N.B. and Dartmouth, N.S. “The combination of TKEC with our years of industry experience will provide our customers an unparalleled level of service and support,” said John O’Dwyer, president of JTR. “JTR’s exceptional customer focus, local market experience, and long-term stability made them the obvious choice to become the partner that will enable our continued growth in Eastern Canada,” said Ken Hartman, director of dealer development for Thermo King in North America. Jonjo officials say they will use Thermo King’s existing locations, product offerings and “leverage TKEC’s strengths to provide industry-leading solutions to all of its customers.” n

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November 2012

oem/dealer News

Allison, Dana ink deal to commercialize continuous variable transmission

more protection: Isuzu has added new extended warranties to its dieselpowered medium-duty truck line-up.

Isuzu offers new extended warranties ANAHEIM, Calif. – Isuzu has announced it is now offering an enhanced extended warranty on its diesel-powered trucks in both the US and Canada. The new warranty applies to the 2013 Isuzu N-Series diesels sold on or after Oct. 1, 2012. The warranty has been expanded to include fuel injectors and high-pressure lines, the common rail, turbocharger, alternator, starter, water pump, rear drive axle, front I-beam axle and cross-members. Plans are now available to cover 60 months/150,000 miles or 60 months/200,000 miles, whichever comes first.

“We have a reputation for offering the best warranty coverage in the industry,” said Shaun Skinner, executive vice-president and general manager of Isuzu Commercial Truck of America. “Our new extended warranty for 2013 diesel trucks will strengthen that reputation while it provides additional protection and peace of mind for our owners.” Isuzu’s basic limited warranty covers up to 36 months, regardless of mileage. “Our new extended warranty allows owners to increase their warranty coverage based on their own individual usage,” Skinner said. n

Mack’s bulldog mascot turns 80 GREENSBORO, N.C. – Mack Trucks’ iconic bulldog hood ornament is celebrated its 80th birthday this month. The bulldog first became associated with Mack Trucks during World War I, after British soldiers nicknamed the Mack AC models used in the Allied effort “Bulldog Macks” because of their tenacity. The bulldog moniker stuck from that point on, according to the company. Years later in 1932, Alfred Fellows Masury, a chief engineer at Mack Trucks, was in the hospital for surgery. During his recovery, Masury hand-carved the first model of the now iconic bulldog hood ornament out of a bar of soap. Once released from the hospital, Masury applied for a patent on his design. The patent was granted Oct. 11, 1932. Masury was killed in the crash of US Navy airship Akron in 1933, the same year the bulldog hood ornament began adorning Mack trucks. The hood ornament functions as a grip for opening the hood of the truck. “For 80 years, the bulldog hood ornament has been a symbol of the durability and reliability customers expect from Mack,” said Kevin Flaherty, president of Mack Trucks North American sales and marketing. “We’re proud of our heritage and that the bulldog has become so widely recognized – and we tip our hats to Alfred Masury for his contribution to our legacy.” n

INDIANAPOLIS, Ind. – Allison and Dana have formed a strategic alliance with Fallbrook Technologies, to develop and commercialize the company’s continuous variable technology transmission. Allison plans to roll the technology out to the commercial vehicle and off-highway vehicle markets. The NuVinci CVP technology, developed by Fallbrook and licensed to Allison and Dana under the new agreement, could potentially simplify commercial vehicle transmissions while also improving performance at a lower production cost. The NuVinci transmission uses a set of rotating balls between the input and output components of a transmission, the company outlined in a release. Tilting the balls changes their contact diameters and varies the speed ratio. The company says its analysis suggests the technology is less complex, easier to scale and package, less costly to manufacture and offers

better performance than existing transmissions. “This technology is a true leap forward in transmission design that highlights our growing portfolio of advanced drivetrain systems and comprehensive vehicle solutions that drive customer value,” said Roger Wood, president and CEO of Dana, which will manufacture components for the new transmission. Allison would gain the exclusive right to utilize Fallbrook’s CVP technology in its own transmissions for the commercial vehicle, military and off-highway markets, the companies announced. “Allison and Dana are transmission industry leaders and their investments in and adoption of our NuVinci technology represent a powerful endorsement of its readiness and value for multiple vehicle markets and other powered applications,” said William Klehm, chairman and CEO of Fallbrook. n

International LoneStar, ProStar to get SCR MaxxForce engines by April By Lou Smyrlis LAS VEGAS, Nev. – Navistar International is looking to have its LoneStar ready for sale with SCR MaxxForce 13 power this April. The plan is to launch the new SCRcapable engines in April with the highest volume configurations and move to the lowest volume configurations by July, Steve Gilligan, vice-president, product and vocational marketing, said during a press briefing at the American Trucking Associations’ annual conference and trade show. “We have an opportunity to grow back share with customers. We are getting a lot of positive feedback with how quickly we are moving,” Gilligan said in reference to Navistar’s dropping market share since the company had decided to carve its own path in meeting EPA2010 engine emissions standards by using only advanced exhaust gas recirculation (A-EGR), while all its competitors chose to pursue selective catalytic reduction (SCR), which requires the use of urea-based die-

sel exhaust fluid. In late August, with its market share dropping, Navistar faced the reality it would be unable to certify its 13-litre Advanced-EGR MaxxForce engine before cashing in the last of its emissions credits, by changing its strategy and announcing it would add SCR exhaust aftertreatment to its engine line. Navistar International won’t apply SCR to its 15-litre MaxxForce engine. It’s instead leaning on Cummins for its high-horsepower requirements. Gilligan said the company will be rolling out trucks equipped with Cummins ISX engines with SCR by January, adding they are already ahead of schedule with their plans. “We are testing to see how the Cummins ISX engine integrates with our chassis. We don’t expect any delays. There was no modifications at all required,” Gilligan said. Moving to the SCR platform will add about $3,900 to the price of a new engine. n

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November 2012

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Daimler touts benefits of powertrain integration, details roll-out plans for DT12 mated manual transmission coming on-stream next year – it will be available with the DD15 engine next May, the DD13 in November 2013 and the DD16 in early 2014 – Buchner said the company is aiming for a penetration rate of 15%. Buchner also said it will be easier to meet impending GHG14-17 emissions requirements via a fully integrated powertrain. Daimler’s Kassel axle plant is the largest in the world, producing more than 500,000 axles and 212,00 propshafts each year. The plant was initially opened integration a global goal: Above, workers at Daimler’s Kassel, Germany axle plant assemble a front axle. Below, a robot laser welds a ring gear.

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Buchner said having ownership of both the engine and transmission is key, as it allows the company to access and interpret the software data generated by both systems and optimize them to work together as efficiently as possible. “No OEM shares all their software data,” Buchner said. He claimed customers could achieve up to 7% better fuel economy by choosing a fully integrated powertrain. How far will vertical integration go? Buchner cited market penetration goals of 85% Detroit engines in Freightliner and Western Star trucks, with 60% having Detroit front axles and 40% spec’d with the company’s rear axles. With the company’s DT12 auto-

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By James Menzies KASSEL, Germany – With 50% of a commercial truck’s value equation belonging to the powertrain, Daimler has emphasized its intent to push for further vertical integration in the North American market. North America is unique in that it is the only market in the world in which customers still spec’ components from various manufacturers. While that practice won’t be stopped anytime soon, Daimler officials speaking at a tour of the company’s Kassel, Germany axle plant said the company will be advocating for increased vertical integration, now that it offers its own engines, axles and automated manual transmission. “For us, the powertrain is the driving force for a successful modular strategy and also for realizing economies of scale,” said Stefan Buchner, head of global powertrain, procurement and manufacturing engineering with Daimler. “We are deeply convinced this combination (of Detroit engine, transmission and axles) has enormous potential not only for our customers, but also for ourselves.”

in 1810 as a foundry for building cannons and bells. Daimler-Benz took over the plant in 1969 and began building trucks there. The facility was dedicated to axles, propshafts and gear sets in 1980. Some of those components are shipped to North America for installation in Freightliner and Western Star vehicles. Eighty per cent of the plant’s 2,900 employees are skilled workers and Daimler offers interesting incentives, such as a kindergarten for employees’ children. n

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global trucking

Around the world, customers focused on total cost of ownership: Daimler By James Menzies HANOVER, Germany – Andreas Renschler, member of the Daimler AG board overseeing truck and bus operations, says he remains “cautiously optimistic” about the industry’s prospects, even in light of lingering economic concerns in many parts of the world. Speaking at the International Motor Show in Hanover, Germany, Renschler said strong sales in Northern Europe are helping offset decreased volumes in the troubled southern part of the continent. And he highlighted North America as a bright spot. “Demand for trucks and vans in North America, on the other hand, is expected to increase between 10-20% in 2012,” Renschler said. “Daimler Trucks was actually able to outperform this forecast by achieving a sales increase of 27% in the NAFTA region through August – possibly a new record.” The Japanese truck and bus market is expected to grow by 20% this year while the BRIC nations (Brazil, Russia, India and China) remain relatively strong. China represents the largest truck market in the world while India is challenging the US for the second spot. “In short, the sun isn’t exactly shining everywhere, but the overall outlook is solid,” Renschler said. Through the first eight months of 2012, Daimler has increased its truck sales globally by 20% compared to the same period in 2011. “Our market share statistics are unambiguous, and clearly show that whether you’re talking about trucks, buses or vans, we’ve been able to significantly expand our position in many markets since the beginning of the year,” Renschler said. The long-term picture looks rosy for Daimler and other truck manufacturers.

4.5% less fuel than its Euro V predecessor.” As Daimler goes forward with broadening its product portfolio, Renschler said the emphasis will always be on offering the lowest total cost of ownership for truck buyers. This has been a goal for Daimler dating back to 1905 when the company created a profitability calculator that compared the costs of operating a truck against that of using a horse-drawn cart. “The result: With an operating cost of just under 10 pfennigs per ton-kilometre, our truck was the prime choice even at that time,” he said. n

delivering an ROI: Daimler executives at the IAA Commercial Vehicle Show boldly proclaimed the company’s Fuso Canter Eco Hybrid is the first commercial hybrid to deliver an acceptable payback. No word yet on when, or if, the hybrid will come to North America.

“Although markets may be volatile today, all experts who look beyond the short-term agree that our sector is and will remain a growth sector,” Renschler said. “Gross domestic product worldwide is expected to rise by around 30% between now and 2020. We all know that when the economy grows, the demand for transport services increases. As a result, global demand for medium- and heavy-duty trucks alone will expand by around 50% over the next 10 years.” Daimler continues to focus on globalization, as evidenced by its mantra: “As global as possible, as regional as necessary.” “This has been our approach for years and our strategy is increasingly paying off,” Renschler said. Turning his attention to products, Renschler said Daimler’s Fuso Canter Eco Hybrid (not currently available in North America) is the first commercial hybrid to provide a reasonable payback to customers. “Customers will be able to re-

coup the additional cost for the new Canter Eco Hybrid in three to four years,” Renschler said. The hybrid was launched in Japan in May and will soon be deployed in Europe. Renschler said customers are achieving fuel savings of up to 23%. Still, Renschler said, “it’s clear that for the foreseeable future, the combustion engine is and will remain the most important lever when it comes to ensuring that transportation and distribution remain as clean and efficient as possible.” Renschler said Daimler was the first OEM to offer a Euro VI-compliant truck, referring to new emissions standards (equivalent to EPA2010) slated to take effect in 2014. The Euro VI standard will see exhaust gas recirculation (EGR) added to selective catalytic reduction (SCR), which the North American experience suggests would result in some fuel economy degradation. But Renschler said “The Euro VI engine in the new Actros consumes around

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By James Menzies HANOVER, Germany – Daimler has been developing a suite of integrated safety systems, which will likely be offered in North America within the next few years. Active Brake Assist 3 (ABA3), Active Cruise Control (DTR+) and Attention Assist (MDAS) are new to the European truck market and will eventually be brought to North America, officials announced at the International Motor Show in Hanover, Germany. ABA3 is a radar-based active braking system, which identifies moving and stationary objects on the road ahead. It provides audible warnings when a rear-end collision is possible and when necessary, applies the brakes to prevent the crash or at least lessen the severity of the collision. The new system will first be deployed in the Mercedes Actros and the newly announced Antos in the European market. Also newly available in the Actros and Antos is Active Cruise Control (DTR+), which monitors and adjusts the vehicle’s speed to provide a safe following distance. It offers a ‘stop and go’ function for autonomic following in traffic jam situations, the company announced. Attention Assist monitors driver behaviour and identifies symptoms of driver fatigue, such as meandering within the lane of travel. When fatigue-related driving patterns are identified, a warning is displayed advising the driver to pull over for a rest. It is estimated these safety systems combined could prevent up to two-thirds of truck crashes. A quarter of all truck accidents are rear-end collisions while straying from the lane of travel accounts for another 33% of truck crashes. Officials said the main benefit over currently available active safety systems is that the proprietary solutions will be fully integrated into the vehicle. n

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12-10-15 12:38 PM

November 2012

TRUCK NEWS Page 67

TrailerTrails introduced to European truck market HANOVER, Germany â&#x20AC;&#x201C; US TrailerTail manufacturer ATDynamics is bringing its aerodynamic product to the European trucking market. The company visited the IAA Commercial Vehicle Show in

Hanover to introduce its newest devices, designed specifically for the European market. The new devices include a 50-centimetre (20-inch) tail dubbed the Eco50, designed with European regu-

lations expected to pass in November that will allow longer vehicle combinations to accommodate aerodynamic devices. Also displayed at the show was the Eco120, which is 122-centimetres in length and provides greater fuel savings. ATDynamics said it is strongly encouraging European reg-

ulators to allow a 122-cm length exemption for aerodynamic devices. ATDynamics says TrailerTails adopted on the two million longhaul semi-trailers operating across Europe would save European trucking fleets an estimated $6.5 billion in diesel fuel per year. n

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November 2012

global trucking

New technology tire inflation systems introduced at IAA By James Menzies HANOVER, Germany – A pair of groundbreaking new tire inflation technologies were unveiled at the IAA Commercial Vehicle Show here in September. Goodyear showcased a prototype of its new self-inflating technology, which the company says can maintain optimum tire pressures without the need for external tire inflation. The technology was developed at Goodyear’s Akron, Ohio Innovation Center, with help from a US$1.5-million grant from the US Department of Energy. The system doesn’t require any external pumps, electronics or driver intervention. This is how it works: an internal regulator senses when tire pressure is low and then opens to allow airflow into the pumping tube. As

the tire rolls, the defamation of the tire flattens the tube, pushing the air through the tire into the inlet valve. The air then flows into the cavity until optimum tire pressure is reached. “We believe the Air Maintenance Technology application for commercial vehicle tires will not only enhance the performance of the tire, but will also provide cost savings to fleet owners and operators through the extension of tire tread life and increased fuel economy,” said Jean-Claude Kihn, chief technical officer with Goodyear. “The progress we continue to make with this technology is very encouraging. We look forward to further testing of this concept.” “Goodyear’s Air Maintenance Technology has the potential to be a game-changer for the com-

mercial trucking industry,” added Phillip Kane, vice-president, Goodyear Commercial Tire Systems. “By addressing issues that are critically important to trucking operations, Air Maintenance Technology can help keep their trucks up and running while optimizing their productivity.” Goodyear claims that for every 10 psi a tire is underinflated, a 1% fuel economy penalty is incurred. That could translate to a loss of US$627 per year in fuel. Meanwhile, tread life decreases by 9-16% for every 10% of underinflation experienced by a commercial truck tire. Officials said the system is being designed to work on retreaded tires as well. The company plans to test its new system through an extensive fleet trial in the US in 2013.

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Also on display was a new truck/tractor tire pressure management system from Dana. The system is designed for steer and drive axles in line-haul applications and is being dubbed the “first internal axle system of its kind for powered commercial vehicles.” The system conducts automatic pressure checks while the vehicle is in operation and then inflates tires to optimum pressures as needed, equalizing the pressure in all the tractor tires, officials explained during a demonstration to Truck News at the IAA show. The system doesn’t require external hoses or pumps, as do current central tire inflation offerings. “Since Dana controls the steer axle and the drive axle technology, we’ve incorporated a way to put air into tires through the axle so you’re not using external hoses on the vehicle or pressurizing axles, which you can’t do on a drive axle,” Steve Slesinski, director, global product planning, commercial vehicle driveline technologies with Dana told Truck News at the show. Initially, the system will only be available on trucks and tractors with Dana axles, but it may eventually be broadened to include trailer axles and proprietary axles from the various OEMs, Slesinski said. The system is currently undergoing initial road testing on commercial vehicle tractors. n

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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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Daimler unveils ‘Aerodynamics Truck and Trailer’ for European market By James Menzies HANOVER, Germany – Daimler’s European business has strayed outside its normal comfort zone, designing a trailer optimized for maximum efficiency with the company’s own Actros tractor. The Aerodynamics Truck and Trailer, unveiled at the International Motor Show last month, will reduce a semi-trailer’s fuel consumption to less than 25 litres per 100 kilometres, officials said, representing a fuel savings of 4.5%. Wind resistance has been reduced by 18% through the design, which was developed in partnership with European trailer manufacturer Schmitz Cargobull. The fuel savings take into account a gross weight of 40 tonnes in a five-axle configuration that is representative of mainstream European road transport applications. When running 150,000 kms per year, the tractor-trailer combo could reduce fuel consumption by some 2,000 litres per year. “At the same time, CO 2 emissions into the environment are reduced by more than five tonnes – all with just one semi-trailer,” said Georg Weiberg, head of truck product engineering with Daimler Trucks. Also introduced at the show was a solo (straight) truck for longdistance and distribution transport with purported fuel savings of 3% at highway speeds. The Aerodynamics Truck and Trailer spent more than 2,600 hours in the wind tunnel to validate Daimler’s fuel-saving claims. Based on those projected fuel savings, Weiberg said that if the entire German trucking industry adopted the Aerodynamics Truck and Trailer, more than 300 million litres of diesel would be saved each year – equal to the amount transported by a full supertanker and effectively reducing 800,000 tonnes of CO 2 from the environment. The main contributor to the fuel savings is a 400-millimetre boat tail that’s credited with a 7% improvement in aerodynamics. Weiberg said the European Union commission in Brussels – which oversees length restrictions – is recommending an increase to the maximum allowable length to be extended by 500 mm to accommodate such boat tails. Daimler plans to conduct onroad testing of the new concept in the coming months to measure real-world fuel consumption figures. It will be selecting customers to test the new semi-trailer on the road in 2013 and plans to roll out the combination commercially soon thereafter. While the specially-designed trailer could cost as much as 6,000 Euros more than today’s designs, Daimler is projecting a payback of within two years. But don’t expect to see this tractor-trailer combination on North American roads anytime soon. There are complications in

pg 68-69 tn nov v3.indd 69

a holistic design: Daimler’s Aerodynamics Truck and Trailer (above) and Aerodynamic Truck (below) are examples of how OEMs are now looking to maximize aerodynamics across the entire vehicle configuration.

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Page 70 TRUCK NEWS

November 2012

fleet profile

the time is right: You don’t hear of many successful trucking start-ups anymore, which is part of what makes Saskatoon’s TimeLine Logistic so unique.

Starting from scratch

TimeLine Logistic is barely two years old. So why’s it already getting noticed? By Jim Bray SASKATOON, Sask. – They’ve been in business for barely two years, yet Saskatoon’s TimeLine Logistic is already making a name for itself. TimeLine was born in September 2010, after Troy Stimpson, Bob Grunow and Murray Schumacher left another trucking company to strike out on their own. Grunow took on the mantle of president, Schumacher became director of operations and Stimpson donned the director of safety and compliance hat. The trio, who claim over 100 years’ experience between them, also brought in industry veteran Donovan Swinnerton as director of business development. According to Stimpson, TimeLine’s goal is to get into the nuclear industry, the same business served by the trio’s previous employer. “We’d learned a lot about the industry and enjoyed it and figured it’s a good niche to get into because the nuclear industry in North America is growing exponentially,” Stimpson says, noting there’s a new uranium enricher moving into North America and “we want all that business.” Filling that niche will require a substantial commitment, however, because, “They (the nuclear companies) don’t want you to do anything else. So you pick up at Point A and deliver to Point B and you go back to Point A empty to pick up again. You don’t run freight in between.” Stimpson estimates the potential business they’re chasing could require dedicating 40-50 trucks to that single gig. Not surprisingly, a number of hoops need to be jumped through before a new company can start moving nuclear material around the continent. “You need insurance first,” Stimp-

pg 70 tn nov v3.indd 70

son says, “and we have more insurance than just about anyone else except those who already haul nuclear material. We’re ISO-certified, so we have a quality management system in place and we’re looking to become CORcertified for the oil and gas industry.” TimeLine is also C-TPAT-certified (Customs-Trade Partnership Against Terrorism, a voluntary program led by US Customs and Border Protection) and has the blessings of a variety of other government and industry groups. Fortunately for TimeLine, not much special equipment – other than steel cradles – is needed to transport nuclear material. “We’re going to be hauling cylinders that are about four feet wide and 20 feet long and weigh about 40,000 lbs,” Stimpson notes, “and we’ll just put them on a flatbed trailer and take it from Ontario to Kentucky and from Kentucky into New Mexico and we’ll drop it off at a dock and it’ll go anywhere else in the world that wants it.” This shuttling around is necessary, Stimpson says, because it takes multiple steps to get uranium from the ground to the market. “The whole nuclear fuel cycle – you mine the ore and then it has to be converted and then enriched and then it has to be turned back into a powder and then compressed into pellets and put in rods before going to a nuclear power plant, so there’s four or five processes there.” Besides TimeLine’s world headquarters in Saskatoon, the also company has a small operation in Paducah, Ky. – because that’s the where the nuclear action is. Despite his bullishness on things nuclear, Stimpson doesn’t think Time-

Line will ever be able to concentrate only on the nuclear sector because it just isn’t large enough. “You’ll never be able to get out of general freight,” he says, noting that the company is making its name currently working mostly for the oil and gas industry, hauling pumpjack and pipe from Alberta and Saskatchewan into Texas and hauling pipe back up to Canada. The company currently runs 25 trucks – a combination of Kenworths, Freightliners and Peterbilts they bought new – with a staff of 25. Stimpson says they’ve been drumming up business the old-fashioned way, by “Just getting on the phone and calling.” Though TimeLine is a new company, not well known, it has invested in technologies most would associate with large, established fleets. “We’ve done everything right,” Stimpson says. “We’ve embraced technology to its fullest, and we’ve been audited more times in the last yearand-a-half than most companies get in their entire life.” Stimpson says they’ve been audited by some of the biggest players in the nuclear industry, they’ve been audited for HazMat and compliance and have undergone two audits by the US Department of Transport. “Everyone just walks away shaking their heads and saying they don’t believe we built this,” he says. “Most of it is just embracing technology and staying on the cutting edge. We embrace change, so our company is constantly evolving.” Among TimeLine’s technological tools are Shaw Tracking’s platform. “We have everything,” Stimpson says, pointing out that not only can they track all their trucks by satellite, but “we have the electronic logbooks, the drivers can scan all their paperwork right from the truck to us and it’ll come right into our office by email – there’s no having to go find fax machines which, at two dollars a page, gets really expensive.” The company also uses Axon’s enterprise software. All this technology also helps Time-

Line communicate with clients. Stimpson says they can set up Shaw Tracking sensors so that an e-mail to their customer is generated automatically every time a truck enters and leaves a particular area. Plus, “they can go online 24 hours a day, seven days a week and see where their loads are,” he says. “They can get invoices, tender loads – they can do pretty much anything they want with their loads and not ever talk to us. They don’t have to call us to track it down for them.” That isn’t TimeLine’s only strategy for keeping the lines of communication open, either. “We’re constantly calling our customers,” Stimpson says. “If we have a driver stuck in traffic or there’s a snowstorm, (the client) will know he’ll be late. There’s never any surprises when you’re dealing with us.” It seems to be paying off. “In the trucking industry everyone lies and cheats but we don’t do that,” Stimpson says. “Everyone knows we’re running electronic logbooks, we’re 100% legal, so there’s no grey area. And we get so much positive feedback from customers it’s unbelievable. They like dealing with us because they know what they’re dealing with. We’ll tell you straight up-front if we can do something or not.” One of the company’s biggest accomplishments was being named a 2012 Best Fleet to Watch as part of the TCA Best Fleets to Drive For competition. “I wanted to get that that honourable mention because next year we’ll be even better,” Stimpson vows. “We’re already revising everything to make it better.” TimeLine’s driver orientation program takes about three days, the first of which is spent mostly in the truck, working with the satellite system. “We’ll take them for a drive and make sure they can drive and we’ll play around with the satellite and take them through a typical day so they get the feel of the system,” Stimpson says, noting that “the electronic logbooks are so intuitive – the truck knows when you’re driving and when you’re not and the drivers catch onto it very quickly.” Stimpson says some drivers are intimidated by the system when first faced with it but, after dealing with it for a week, they wonder how they ever lived without it. “It takes the guesswork of your logbook 100%,” he says. “When that thing says you’ve got hours, you’ve got hours and when it says you don’t have hours you don’t. It’s just that plain and simple. You just drive when it tells you to drive.” Online training is offered as well, via some 15 modules, mostly from CarriersEdge, but augmented by some developed in-house and uploaded onto the CarriersEdge system. “We have a pretty comprehensive program which includes defensive driving, hours-of-service, all the HazMat training,” Stimpson says, “as well as living right – exercise, sleep and all that. We take it very seriously.” Such commitments of equipment, technology and techniques don’t come cheap, a fact Stimpson is quick to acknowledge. “We spent a lot more than most trucking companies do, that’s for sure,” he says. “But what we’ve built is starting to bloom and customers are coming to us now. Our name is getting out there, we’re starting to get bids on nuclear business, we’re growing lots in the oil and gas industry.” n

12-10-16 12:27 PM

November 2012

TRUCK NEWS Page 71

opinion

Driver health and wellness: A fine balance I recently checked my Canada Calling notes to see what we were talking about five years ago, the first year of our twice-weekly gig on the Dave Nemo show on SiriusXM radio. It won’t come as any surprise that many hot topics on the list – costs, rates, regulatory burden, and the ubiquitous driver shortage – are still top-of-mind issues today. But one thing that almost no one was talking about five years ago was driver wellness. Wellness programs certainly weren’t on the list of enticements carriers offered in recruiting ads, and when they talked about fitness, it was all about regulatory compliance. Happily, that’s changing. Many of the trucking magazines and radio shows feature regular columns and commentary on the importance of nutrition, exercise, proper rest, and physical PM. But in many cases, it’s the drivers themselves who are stepping up to the plate (or away from it) and focusing on making their own health and well-being a priority. It’s possibly the biggest challenge drivers face out on the road, and there are still many thousands of drivers who haven’t heard the wakeup call, which is why we never miss an opportunity to heighten awareness and point drivers toward sources of help and support. Our driver wellness activities at Truck World in Toronto last spring were such a hit that we replayed them at Truxpo in Abbotsford in September. In both cases, we teamed up with the Canadian Diabetes Association (CDA) who put together remarkable crews of volunteers: nurses, dietitians, and pharmacists. They did blood sugar testing, checked blood pressure, introduced drivers to an abundance of practical health and wellness information, and dispensed great swag not only from the CDA, but from the Heart and Stroke Foundation, Prostate Cancer Canada, and the Canadian Breast Cancer Foundation as well. In Abbotsford, the absolute star in our booth was Life Clinic’s

Voice of the O/O Joanne Ritchie

HealthChek station that measures blood pressure, heart rate, weight, BMI, body fat, and blood oxygen. The kiosk was loaned to us by Coastal Pacific Xpress (CPx) of Surrey, BC, a trucking industry leader in developing wellness programs for its drivers and employees. CPx encourages drivers to use the kiosks to track their vital statistics that can help them identify and deal with health problems. The main message we’re trying to bring to drivers with our wellness activities is that it really is possible to steer away from a long-haul lifestyle of poor food, weight gain, and deteriorating health. There’s no denying that the sedentary life of an over-theroad driver is a litany of compromises in diet, nutrition, and exercise. Add stressors like heavy traffic, tight schedules, and fatigue, and it’s not hard to believe the research that suggests the average lifespan of a professional truck driver is 61 years. In addition to a driver’s willpower and a resolve, though, a key factor in their success is a carrier that creates a supportive environment and invests in its drivers’ health and wellbeing with comprehensive wellness programs. By and large, I think trucking is slow to understand where health and wellness and good work-life balance fit in the bigger picture of a safe, viable industry with a productive and loyal workforce. Slowly, though, one company at a time, that picture is starting to change. Take CPx for example, which has been honoured by the B.C. Medical Association with the Council on Health Promotion Award of Excellence for the company’s wellness programs. The very cool HealthChek kiosks are just the tip of the iceberg. This company takes the health and

wellness of its drivers and staff very seriously. Walking Club members track their steps with state-of-theart pedometers and are rewarded for meeting their goals; healthy breakfasts and lunches are available for drivers at company terminals on Fridays. And there probably aren’t too many terminals where bowls of fresh fruit and healthy snacks are part of the decor. Another company that gets a thumbs-up from us for its commitment to improving the health of its employees is Erb Transport. The New Hamburg, Ont.-based company was recently awarded the gold award in Waterloo Region’s Healthy Workplace Program. Erb is a contender this year (along with Winnipeg’s Bison Transport and four US companies) in the Truckload Carriers Association’s second weight loss challenge. The North American Battle of Trucking’s Weight Loss Showdown is a 10week competition where teams made up of 12 drivers and staff from each company vie for some pretty serious prizes for both the individual and the company that achieves the greatest percentage of weight loss. Companies make a considerable investment of time and resources to support their teams, which follow a healthy menu plan coupled with exercise, nutrition education, and lifestyle changes. As well, individuals receive personalized coaching and support throughout the program

from Lindora Clinic, a professional weight management provider that oversees the program for TCA. And Erb is going that extra mile and ponying up part of the cost for drivers who aren’t part of the “official” Team Erb but want to take up the challenge on their own. Drivers benefit greatly from these programs, but companies that invest in employee wellness programs reap the benefits as well. Workplace wellness programs are associated with less absenteeism, less prescription drug use, and lower short-term disability. Trucker wellness also goes hand-in-hand with fewer trucking accidents and lower turnover. Healthy drivers are more engaged with their job and more productive. They cope better with stress, have less downtime due to illness, and are ultimately happier and safer drivers. What’s not to like about that? More than ever, drivers are adding healthy lifestyle and good life-work balance to their list of “must-haves” in their job. And the more savvy carriers are starting to get it; a supportive work environment for drivers who take wellness and quality of life issues seriously should indeed be part of their strategy for attracting people to the job. Maybe matching up likeminded drivers and carriers is the healthiest way to get driver shortage off the list. n – Joanne Ritchie is executive director of OBAC. Want to weight in? E-mail her at jritchie@obac.ca or call toll free 888-794-9990.

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Page 72 TRUCK NEWS

November 2012

profitability dashboard TransCore Canadian Spot Market Freight Index 2007-2012

2007

2008 2009 2010 2011

2012

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

Jan

173

214

140

171

222

220

-1%

Feb

174

217

117

182

248

222

-10%

Mar

228

264

131

249

337

276

-18%

24%

Apr

212

296

142

261

300

266

-11%

-3%

May

280

316

164

283

307

301

-2%

13%

Jun

288

307

185

294

315

295

-6%

-2%

Jul

219

264

156

238

245

233

-5%

-21%

Aug

235

219

160

240

270

235

-13%

Sep

206

203

180

234

263

200

-24%

-15%

Oct

238

186

168

211

251

Nov

227

143

157

215

252

Dec

214

139

168

225

217

TransCore Canadian Spot Market Freight Index 2007-2012

Cost of ground transportation for Canadian shippers drops in July: CGFI TORONTO, Ont. – The cost of ground transportation for Canadian shippers decreased by 0.5 % in July when compared with June results, according to results published by the Canadian General Freight Index (CGFI). The Base Rate Index, which excludes the impact of accessorial charges assessed by carriers, increased by 0.9% when compared to June. Average fuel surcharges assessed by carriers have seen a decrease from 20.18% of base rates in June to 18.8% in July. “The total cost decrease was driven by lower fuel costs while base rates actually increased,” said Doug Payne, president and COO of Nulogx, which facilitates the CGFI. “However, base freight costs are down 3% from a year ago.” n

Class 8 net orders remain weak in September NASHVILLE, Ind. – The Class 8 market remained soft in September, with preliminary net order numbers reported by FTR Associates coming in at the lower end of expectations. FTR reported preliminary Class 8 truck net orders at 15,205 units, down slightly from August. September orders were 35% below last September, and concluded the weakest quarter since Q3 2010. The annualized rate for net orders placed in the third quarter is just 174,400 units, FTR reported. “September orders were at the

low end of our expectations so they were somewhat disappointing,” said Eric Starks, FTR president. “We wouldn’t have been surprised to see three to four thousand more units ordered in the month, but the reported numbers were certainly within the range we expected to see, albeit softer than we would have liked. Even with sluggish freight levels, we still expect to see a seasonal bounce in orders during Q4, but likely not at levels that many in the industry are hoping to see.” n

US truck tonnage falls in August: ATA ARLINGTON, Va. – US truck tonnage contracted 0.9% in August after increasing 0.4% in July, according to reports from the American Trucking Associations. “The sequential drop in August, while not erasing the cumulative 1.5% gain in June and July, was significant,” the ATA said in a release. Compared with August 2011, the ATA’s seasonally-adjusted index was 3.2% higher. Year-to-date, compared with the same period last year, tonnage was up 3.7%. The not seasonally-adjusted index, which represents the change in tonnage actually hauled by the fleets before any seasonal adjustment, was up 5.7% in August over July’s total. “While there has been acceleration in housing during the last few months, truck tonnage is being weighed down by a flattening in manufacturing output and an unintentional increase in inventories throughout the supply chain,” said the ATA’s chief economist Bob Costello. “While choppy, tonnage has essentially been flat this year with August being the second lowest month of the year.” Costello also noted that the SA index in August was 0.3% below January and 1.4% less than the high in March. “Expect tough year-over-year comparisons to continue through the rest of the year as tonnage grew nicely during the last five months of 2011,” he said, adding the economy isn’t expected to grow much in the second half of the year as manufacturing decelerates and excess inventories are worked off. As a result, tonnage is expected to increase less than 3.5% in 2012, the ATA said. n

US trucking conditions improve in August, FTR Associates reports NASHVILLE, Ind. – Trucking conditions improved in August, rising 1.4 points from July to a reading of 5.8, according to the latest Trucking Conditions Index, published by FTR Associates. The index has been in mildly positive territory, but without clear direction, since the economy weakened in early 2011, according to FTR officials. FTR expects trucking conditions to improve in 2013 because of modestly better economics and a strong increase in capacity utilization stemming from added constraints on trucking from federal regulations taking effect in mid-year 2013. The Trucking Conditions Index is a compilation of factors affecting trucking companies. Any reading above zero indicates a positive environment for truckers. Readings above 10 signal that volumes, prices, and margins are in a solidly favourable range for

trucking companies. “Setting aside the inherent economic risks at the moment, we expect the rate environment to improve for fleets as capacity tightens in 2013 when more stringent Hours-of-Service rules go into effect,” said Jonathan Starks, director of transportation analysis for FTR. “This will also have the effect of worsening the driver shortage, moving the situation from the currently ‘tight-but-manageable’ level towards a more acute shortage, similar to that experienced back in 2004, when the last major rule change went into effect. Importantly, truck fleets will also need to keep a keen eye on the economic environment heading into 2013 because a major downshift in growth would have major negative implications on margins just as the new tranche of HoS regulations go into effect.” n

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November 2012

TRUCK NEWS Page 73

road test

In the refuse truck market, a new star is born Navistar acquisition of E-Z Pack brings total integration to the business By James Menzies TOOELE, Utah – One man’s trash is another’s treasure, particularly if that other man is in the business of hauling trash away to landfill sites and recycling depots. Or, for that matter, in the business of selling and servicing refuse trucks. With that in mind, Navistar International has barged into the refuse truck market with the impending launch of its new low cab forward LoadStar. Constructed of stainless steel, the LoadStar has been designed to better withstand the highly corrosive and punishing refuse truck environment and it also boasts a number of driverfriendly features that will make it popular with operators. More importantly, however, Navistar has recently acquired refuse body manufacturer E-Z Pack with an eye to completely changing the way refuse trucks are sold and serviced. Currently, waste collection companies tend to buy trucks and bodies separately, and then must have any problems attended to by either the truck or body dealer. This arrangement often results in finger pointing, a shirking of responsibility and for the operator, increased downtime and frustration. Through its acquisition of E-Z Pack, announced earlier this year and to be consummated in February, International will now be able to sell a fully integrated refuse truck with body and then provide one-stop parts and service shopping for customers. E-Z Pack wins too, thanks to instant access to International’s expansive dealer network. Jim Rogers, vice-president of sales and marketing with E-Z Pack, said the partnership will revolutionize the refuse truck industry. “From this day forward, we’re changing the business model in North America,” Rogers said. “We’re going to integrate the body and the chassis together, provide one-stop shopping for our customers and they’ll have service like they’ve never seen before.” Previously, Rogers said, the relationship between body builder and truck manufacturer was practically non-existent. “The only time we’d talk to each other is when we get into a finger pointing exercise and the poor customer is sitting in the middle saying ‘I just want my truck to run’,” Rogers admitted. There are other benefits to the new marriage as well. Installation of the E-Z Pack body onto an International LoadStar chassis will be simplified thanks to International’s Diamond Logic electrical system. The truck and body will each have a wiring harness designed to plug into each other, providing a plug-and-play solution that Rogers said could slash in half the typical mounting time of 6080 hours. Navistar’s highly regarded Diamond Logic wiring system will

pg 73 tn nov v3.indd 73

also allow the chassis and body to communicate more effectively, providing benefits such as the ability to notify operators when a light is out on the body via a message displayed inside the cab. The partnership is also great news for International dealers. Refuse trucks typically cost $20,000-$25,000 per year to maintain, providing a new revenue stream for dealers. E-Z Pack, based in Lexington, Ky., currently owns about 7% of the refuse truck body market and manufactures a variety of rear, side and front loaders. When the acquisition is concluded, the body will still be offered on other truck makes while Navistar will offer alternative bodies as well on its LoadStar. On the track As for the LoadStar, it is sure to earn plenty of attention among refuse truck owners and operators, which tend to be a 63-37% split between private collection companies and municipalities, respectively. I recently had the opportunity to drive a Mack TerraPro, Autocar ACX-64 and Peterbilt 320 as well as the new LoadStar on a makeshift course at Miller Motorsports Park near Salt Lake City. The LoadStar was a dual drive configuration (left hand, right hand and right stand-up drive configurations will also be offered), and was fitted with a 40-yard E-Z Pack front loader. At this point, there’s little I can say about the performance of the LoadStar, since the truck I drove was a prototype and as such, still had some wrinkles that will be ironed out before production commences. The fan was constantly on, giving no real sense of interior noise and the steering was stiff, again a byproduct of its prototype status. What I can attest to, however, is its operator-friendly interior and ease of entry and egress. The 16-inch offset step height allowed me to climb easily into the cab through a large door with a 90-degree-plus opening. Well-positioned grab handles made climbing in and out a piece of cake, which will be a luxury for single operators when applicable. In contrast, climbing in and out of the Pete 320 took some athleticism that not all trash truck operators possess. The Mack and Autocar fell somewhere in between. Once inside the cab, I immedi-

new player: At only 6,000 units a year, the LCOE refuse truck market isn’t huge. But Navistar made a hefty investment in hopes of taking a big bite out of it.

ately appreciated the large, flat floor area, which is unencumbered by steering wheel or floor-mounted pedals. The view from the cab is phenomenal, thanks to a 3,000 sq.-in. windshield, the largest in the class. The Mack TerraPro provides slightly better forward visibility, but overall, the LoadStar offers an impressive field of vision. It also boasts a tight 40-degree wheel cut, so operators can safely navigate a cul de sac without having to put the truck into reverse. Nothing good can come from reversing a trash truck in a residential neighbourhood. LED lighting, which lasts 10 times longer than incandescent bulbs, is standard inside and out of the cab. It was a warm day in Utah when I drove the LoadStar, so I appreciated that the air-conditioning was highly effective, thanks to the truck’s industry-leading 14 vents. The LoadStar is the only trash truck to offer tilt and telescopic steering and it boasts a spacious, 92-inch wide cab. Power locks and windows are available – not to spoil drivers, but to provide a flat door panel and reduce the likelihood of operators’ coveralls getting caught as they climb in and out of the cab. The cab itself may be the LoadStar’s strongest attribute; it’s made of 4100 stainless steel. “The biggest thing about stainless steel is that it’s almost immune to perforation,” said Steve Gilligan, vice-president, vocational marketing with Navistar. “If you scratch it, it’s not going to continue to perforate like some of the other

International LoadStar spec’s: Model: International LoadStar 6x4 Body: E-Z Pack Front Loader (40 yard) Front Axle: 20,000-lb Meritor MFS-20-133A Front Suspension: 23,000-lb Spring, Taper Leaf Rear Axle: 46,000-lb, Meritor RT-46-160P Rear Suspension: 46,000-lb Hendrickson HMX-460-54 Transmission: Allison 4000, six-speed automatic Engine: MaxxForce 11, 390 hp Fuel Tank: 80 gallon Loaded Weight: 39,460 lbs n

materials.” Stainless steel is 40% stronger than galvanized steel and 62% stronger than aluminum, Gilligan claimed. Owners will need to be mindful that it requires a selfetching primer when paint repairs are necessary. Interestingly, when the LoadStar is first launched in July 2013, the only power option will be the Cummins ISL G natural gas engine. Diesel offerings will follow four to six months later. Gilligan said Navistar’s transition to selective catalytic reduction (SCR) technology within its own engine line threatened to delay the rollout of the LoadStar, and since up to 50% of the refuse truck market will soon be powered by natural gas, the company opted to introduce its NG version first. Currently, one in four refuse trucks are powered by compressed natural gas, E-Z Pack’s Rogers noted, and that’s expected to climb to 33% next year and 50% by 2015. “We originally planned to launch with the MaxxForce 9, 10 and 11,” Gilligan explained. “We changed our engine strategy and moved into the SCR realm and we didn’t want to delay this program. Our customers started telling us they’re looking at natural gas harder every year. We didn’t want to slow down the launch of this truck.” The low cabover engine (LCOE) refuse truck market is relatively small, with just 30,000 such trucks sold in North America over the past five years. The segment leader is Mack, followed by Autocar and then Peterbilt. With its partnership with E-Z Pack and rugged, driver-oriented design, International hopes its LoadStar will be one of the front-runners in this segment in the years ahead. The truck itself is very well designed and the benefits of complete integration between the chassis and body are difficult to ignore. Add to that the comfort most International dealers have with bidding on municipal tenders and it’s easier to understand why the company is so enthusiastic about jumping into a relatively small market segment. n

12-10-15 12:45 PM

Page 74 TRUCK NEWS

November 2012

new products cient Basic, which is similar to the company’s hinged design, minus the hinge. The Basic model can bend inward and outward to negotiate obstacles as high as 18 inches, the company says. For more info, visit www.aerofficient.com. • Freight Wing has introduced what it claims to be the only CARBverified box fairing on the market, designed to work with van trailers with drop-down storage boxes. They can improve fuel economy in these applications by up to 5%, the company says. A payback can be achieved in slightly more than 35,000 miles, according to the company. For information, visit www.freightwing.com.

Aerofficient has added two new products to its line of aerodynamic fairings: a fairing for intermodal chassis and a lower-cost fairing for dry van and refrigerated trailers. The intermodal chassis fairing was developed in partnership with “one of North America’s largest railroads” and is designed to withstand the abuse that occurs when containers are loaded onto a chassis, thanks to a flexible top section that bends to absorb shock. The second new product is the Aeroffi-

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Freightliner is offering a free extended warranty for its Business Class M2 106 trucks with Cummins ISB engines, which will cover five years or 250,000 miles. To qualify, trucks must be ordered from dealer inventory by year-end, the company announced. The warranty can also be registered on trucks purchased since Aug. 30 of this year. For details, speak to a Freightliner dealer.

Daimler Trucks North America is now offering tire pressure monitoring technology as part of its aftermarket offerings on Freightliner and Western Star trucks. The system allows real-time tire pressure monitoring for improved fuel economy and safety. It delivers real-time air pressure and tire air temperature data while driving or parked, allowing drivers to address issues before they result in a blow-out. Exterior sensors screw onto the standard tire valve stems and communicate wirelessly with a central control unit. For more details, visit a Freightliner or Western Star dealer.

Cummins Westport has announced it plans to offer a mid-range natural gas engine based on Cummins’ 6.7-litre ISB. The engine will use Cummins Westport’s spark-ignited, stoichiometric cooled exhaust gas recirculation (SEGR) technology. Exhaust aftertreatment will be provided by a three-way catalyst. The ISB6.7 G will run off compressed natural gas (CNG), but the fuel can be stored on the vehicle in either compressed or liquefied form, the company announced. The latest offering will enter production in 2015 and will be aimed at medium-duty and vocational truck markets.

Calgary-based Danatec has introduced three new lift truck training products, developed in partnership with Online Learning Experience. The Safe Lift Operators Participant’s Guide (online and workbook versions) and the Safe Lift Operators Leader’s Guide are now part of the company’s safety training materials portfolio. For more details, visit www.danatec.com or www.forklifttrainingonline.com. n

SmartTruck celebrates milestone; introduces new model for pup trailers LAS VEGAS, Nev. – Just two years after launching the Trailer UnderTray System, SmartTruck says it has deployed 20,000 units. It also has expanded its product line, with a new pup trailer version introduced at this year’s American Trucking Associations Management Conference. “We introduced our company and product two years ago at this ATA show,” said Mike Henderson, CEO of SmartTruck. “To have grown to this point and hear the savings and durability reports from our customers is a testament to the success of our aerodynamic and mechanical design strategy. We are using the air to the vehicle’s advantage and placing the UnderTray components safely inside the footprint of the trailer. This gives us maximum performance and durability.” SmartTruck says fuel savings range from 5.5-10+%, depending on application and the system that’s used. It also says durability has improved, with replacement rates of less than 1%. One happy customer is Con-Way Truckload. “We have installed 1,800 of the UT-6 UnderTray Systems on our trailers with zero dollars spent on maintenance,” said Randy Cornell, vice-president of maintenance, Con-way Truckload. “These systems are contributing to increased fuel efficiency, and our drivers can still get under the trailer easily to conduct proper pre-trip safety inspections.” Meanwhile, SmartTruck expanded its offerings at this year’s ATA conference with the introduction of its newest model, designed for use with 28-ft. pup trailers. “Pup trailers present a similar challenge to 53-ft. trailers,” said Henderson. “We are applying the same UnderTray design strategies that have worked so well on 53-ft. trailers, using our CFD analysis techniques to understand the different flow field that exists with the pups. We are applying that knowledge to the adaptation of our UnderTray system to provide similar performance for pup operators. The pup UnderTray systems will have the same ruggedness and durability with very quick installations that our customers have come to expect.” Fuel savings will range from 2-3% on drop frame trailers using the aero rain guard and side fairings, up to 8-9% when deploying the aero rain guard, side fairings, nose system and forward undertray on straight frame trailers, the company reports. The Canadian distributor of the system is Northern Aerodynamic Solutions, which can be found online at www.NorthernAerodynamic.com. n

12-10-16 11:15 AM

November 2012

TRUCK NEWS Page 75

advertisers’ product/service index AIR CONDITIONING Manwin Enterprises.................. 22 Niagara Service & Supply........... 22 Wilson Instruments.. ................. 22

INSURANCE Burrowes Insurance Brokers....... 27 Hargraft Schofield LP................ 72 Innovative Insurance................. 33 NAL Insurance........................ 18 National Truck League............... 69

ANNOUNCEMENTS Truck News App.. ................... 25 LOAD SECURITY Ancra................................... 25 ASSOCIATIONS CTHRC.. ................................ 28 LUBRICANTS Castrol/Wakefield Canada.......... 19 Chevron Global Lubricants............4 BUILDINGS Flo Components...................... 71 A-Z Technical Bldg. Systems....... 68 Howes Lubricator Products......... 20 Imperial Oil.. ........................... 31 BUSINESS CONSULTANTS Quick Truck Lube..................... 26 C.U.T.C. ................................ 16 Shell Canada Products Ltd... .. 10,11,35

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Freightliner Trucks.. ................. 2,3 SAFETY AND COMPLIANCE CLIMATE CONTROL Mack Canada.. ........................ 21 Stateside Transportation Manwin Enterprises.................. 22 Consultants.. ....................... 34 Volvo.................................... 80 Niagara Service & Supply........... 22 Wilson Instruments.. ................. 22 SUBSCRIPTION TO TRUCK NEWS... 68 TRUCK SALES (SHUNTS, YARD CROSSWORD SUSPENSION SYSTEMS Nov 12 Crossword Puzzle......... 16 SAF-Holland........................... 29 Nov 12 Crossword Solution.. ..... 75 TANKER SALES (NEW & USED) Dependable Tank..................... 67 EXHAUST Hutchinson Industries.. .............. 78 Texis Truck Exhaust.................. 74 Tankmart International.. ...............8 The Truck Exhaust Place............ 13 TIRES & TIRE SERVICE Benson Tire.. ............................7 FINANCE Hankook. . .............................. 24 Riviera Finance.. ...................... 32 Michelin................................ 75 HEATERS Espar.. .................................. 23 Manwin Enterprises.................. 22 Niagara Service & Supply........... 22 Wilson Instruments.. ................. 22

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TRACTORS) Capacity of Ontario.. ................. 37 Glasvan Great Dane................5,36 West Van Inc... ........................ 64 TRUCK SALES (USED) Arrow Truck Sales.................... 34 Expressway Volvo Trucks........... 66 Morgan’s Diesel Truck Parts.. ...... 14 Penske.. ................................ 32 Sousa Truck Trailer Repair.......... 36 TRUCK SERVICE & REPAIR Benson Truck Service.. ................7 Sousa Truck Trailer Repair.......... 36 XL Radiators........................... 71

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FICTION

Part 1

Mark Dalton: Owner/Operator

Collision Course Mark had been doing a lot of local driving the past two weeks as he’d been recruited to be one of a few dozen drivers moving the contents of an entire warehouse – stock and fixtures – from an old building down by the lake in Toronto to a new facility in northeast Brampton. By Mark’s count he’d made the trip 46 times and he was wondering if he would make it an even 50. There were fewer drivers making the runs these days and the old warehouse – which would be transformed into movie and television studios and offices for some 20 companies – was looking pretty bare. The move coordinator had told him there would be at least two more days of shipping, but asked Mark if he could keep a third day open just in case. Mark didn’t mind hanging around the city for an extra day, but whether it was two or three days, he’d be needing another load once this job ended. Mark pulled off Hwy. 410 at Steeles Avenue and headed east toward Torbram Road. He picked up his phone from the centre console and was about to dial the number for his dispatcher Bud, when he realized his Bluetooth wasn’t on. Sure, he could have turned on the speaker of his phone but that wasn’t truly hands-free, and besides, traffic could get heavy along Steeles at a moment’s notice and he should probably be concentrating on his driving. He placed the phone back into its cradle on the console and geared up as the traffic in front of him cleared, leaving an open road between himself and the next stoplight. He was shifting between fourth and fifth gear when it happened… An early model four-door sedan pulled in front of him from the centre lane and stopped dead in the roadway. Mark slammed on the brakes, but with a full trailer, he wasn’t stopping nearly quick enough. He engaged the trailer’s brakes and the whole rear end of his rig began bouncing off the asphalt, all eight tires desperately trying to dig in. But it still wasn’t enough. BANG! He slammed into the rear end of

the car at somewhere between 1520 km/h. The car shot out in front of him, then rolled on for several dozen metres. It was a hard hit. Hopefully it wasn’t deadly. Once the thunder of the impact was gone, everything seemed eerily quiet and calm. Mark was aware of his Cummins still rumbling in front of him, but all other sound had been muted by the shock of the impact. As he watched the wrecked car in front of him slow to a halt, Mark wondered what the heck had just happened. The road in front of him had been clear for several hundred metres. There hadn’t been any reason for the car to stop, and certainly not so quickly. It was almost as if… Just then, one of the rear doors of the car opened up and a passenger got out. The man stumbled a few steps, then fell to the ground as if something were broken on his body. A second passenger got out the same door, limping and holding his back as if it too were broken. Then the door on the other side of the car opened and another passenger got out holding his neck with both hands and lifting his head to the sky. Three passengers, and that was just in the back seat. A second later the front passenger-side door opened, just a crack at first, but then it blew open as a body fell out of the car onto the roadway. The man lay there for a moment, then tried to get up onto his hands and knees. No luck. He sat back down on the road, resting his back and head against the side of the car. Finally, the driver opened his door and got out of the car, one limb at a time. “Five people,” Mark whispered. “Where the hell are five people going in a single car in the middle of the day?” They couldn’t possibly be going to work, he reasoned, since no factory or warehouse he knew of had a shift that started at 1:30 in the afternoon. Using the same rationale, they couldn’t be going out to see a game, and judging by the way they were dressed, they weren’t headed to the club. Mark just shook his head and sighed. “This doesn’t look good. At all.”

Illustration by Glenn McEvoy

By Edo van Belkom

Traffic slowly began to snake around Mark’s truck and the car he’d just hit, everyone stretching their necks to see what had happened. A few drivers honked and one irate man behind the wheel of a panel van gave Mark the finger. “Yeah, pal. You’re number one with me too,” Mark muttered. He checked his mirrors and saw that there was already a long line of cars and trucks forming along Steeles Avenue all the way back to the 410. He knew he should call the police, maybe even request an ambulance for the people who’d been in the car, but even though that was the right thing to do, Mark felt it could wait. Before anything else, he needed to call Bud.He picked the phone up off the console and dialed the number. “Hello?” “Hey Bud, it’s Mark.” “Mark who?” “I don’t have time for that right now,” Mark said. “I just hit somebody.” “Who? How?” “I was driving along Steeles, nobody around for a mile when a car pulled in front of me and slammed on the brakes.” “You rear-ended them?” “Yeah.” “Nice car?” “No. Not at all. It’s like a 10-yearold Buick or something.” “Damaged?” “I’d slowed down quite a bit before I hit. The car’s probably still drivable, and if I’d have to guess it

couldn’t be more than a few thousand dollars to repair.” “And the car was full of people?” “Yeah, five of them.” “And they’re all walking around like they’ve been shot, right?” “How’d you know?” “You’re not the first driver of mine who’s been the victim of a staged accident. They’re happening a lot in that part of the GTA.” Mark was silent, growing angry. Finally, he said, “What do I do?” “You got your cell phone, right?” “Yeah.” “And a pen and paper?” “Okay.” “Call the cops. Take lots of photos, and get everybody’s name.” “Then what?” “Can you still drive your truck?” “Yeah, sure.” “Then deliver your load,” Bud said. “This thing is going to take months to play out. In the meantime life goes on.” Mark thanked Bud for his help, then left Mother Load idling as he got out of his truck to assess the damage. n – Mark Dalton returns next month in Part 2 of Collision Course. 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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12-10-15 4:24 PM

November 2012

TRUCK NEWS Page 77

mail

Not all ‘new’ drivers created equal Dear Editor:

A/Z drivers are out here, but nobody will give us needed experience

of a Private Career College, who would have had the best training. Also, consider that in Ontario, the Truck Training Schools Association of Ontario has been active in getting the standards approved and in place and all of the schools that are members of the association follow the standards. I was recently in Manitoba and followed a driver training school vehicle and on the trailer they advertised that you could get a licence through them by taking either a 12- or 20-hour course. Are these the graduates that so many drivers complain about? What about the other provinces and territories? Do they have truck driver training standards? If not, why don’t they? So before you condemn all new drivers, I suggest you give some consideration to how you got trained and what your driving was like while you were getting the experience. Also, remember the driver may have only had 12 hours of training or was trained by his dad, brother or sister. So rather than criticize the driver, why not give the driver the benefit of your experience by offering assistance. n

I always find it humorous when I read articles that ridicule new drivers. Most of these articles or letters to the editor are from “experienced” drivers. As far as I know there has never been an “experienced driver” born. They have somehow obtained their licence then gained experience in some fashion. If they were honest with themselves, they would probably recognize their own early days as a truck driver in the one they criticize. When you consider that there are no national standards for truck driver training, is it any wonder that there are some, welltrained new drivers, and some that can just make the truck go ahead and back? In Ontario, we now have standards that require 200 hours of training with a minimum of 50 hours behind the wheel. I will concede that not all Ontario schools are following the standard, but slowly the Ministry of Training Colleges and Universities is getting the schools that are not a Registered Private Career College, shut down. So if you are hiring new drivers in Ontario, you should really research where the driver got their training and only hire graduates

Dear Editor:

Re: Solving the driver shortage crisis is easier than it seems, Bill Cameron, September Truck News Your article was right on the nose. My husband is a former driver and went from great wages 10 years ago to basically minimum wage (once you include having to pay for your meals/showers, etc.) and is never home. He left the industry just for that reason and took up driving RVs at much better wages. Compare 50 cents a mile in a company truck to $1.40 in your own pick-up truck, where you can arrange backhauls and make $100,000. Unfortunately he had to give that up because of health problems. So we sold the truck. Now, because I need to work I thought I’d give driving a whirl. I am a new driver, just out of school in the Peterborough area (and I might add $7,500 poorer). I graduated passing all my courses plus my driver exam. I cannot get a driving job no matter how hard I try because I don’t have real-world experience, unless I am willing to drive to Brampton or Oakville every day for training at a very few select companies. That’s a three-hour drive in Toronto traffic, each way and then driving all day for training for three months. Further, I have been discriminated in my searches because I am a woman. I’ve heard that I have to bunk with men or share rooms with them and they would not be interested in having me. I’ve heard it’s an insurance issue and then been told that’s hogwash. I’ve been told to go to the temp agencies, but they tell me the same thing: ‘Get some experience and come back.’ So now I have a job in the industry but as a dispatcher (not what I was hoping for). I’ve wasted my money on school, have this great A/Z on my licence that I can’t use. If there is a real shortage, why won’t companies take on new drivers? I guess they don’t want drivers bad enough. n Liz Scott Via e-mail

Clark Wilson Via e-mail

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TRUCK NEWS CAREERS

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12-10-16 12:29 PM

Page 78 TRUCK NEWS

November 2012

TSQ MISSISSAUGA, Ont. – Much like popcorn and movies, gin and tonic, and Mom and apple pie, trucking and the CB radio seem to go almost inseparably hand in hand. But the days of this longtime pairing may be numbered – at least if the province of Ontario has anything to say about it. It appeared that until recently, the CB radio was destined to join Ontario’s list of hand-held items banned while driving. However, a provincial reprieve will allow their continued use until at least 2018, while the industry scrambles to develop and commercialize hands-free alternatives to two-way radio technology. Will efforts from CB diehards be enough to save the dated device before the exemption expires, or is it destined to suffer the fate of so many technologies before it? We stopped by the Husky Truck Stop in Mississauga, Ont. to see if drivers think the CB is on its way to becoming obsolete.

Truck Stop Question

Do you think the CB radio has run its course?

adam ledlow

• Christopher Nolan, a driver with Airtime Express out of Montreal, Que., says that while he still has a CB, he doesn’t use it often. “I don’t have conversations with it on the road or something. I use

Christopher Nolan

it for if traffic gets stalled up to find out what the problems are, you know, detours, things like that,” he said. “I think a lot of guys use it for the same reason I do…but with (modern) technology, I don’t know what’s in the future for the CB radio.” • Ron Taylor, a driver with LMB Transport out of Belleville, Ont., says that despite being currently without a CB (“It blew up!”), he still likes using it for general conversation with other drivers. That said, “cell phones are taking over in the emergency stuff which used to be done with the

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CB. You could take the CB and you’d call somebody at a truck stop and get hold of police or whoever you needed. GPS is looked after, so not getting lost is easy. But (the CB radio) is still handy,” he says. Taylor also notes that talking with other drivers using a 10-4 phone is a good – and more private – alternative to the CB. •

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Forty-five-year veteran Bill Hornbrick, a driver with Team Advantage out of Grand Valley, Ont., says he thinks there will always be a place for the CB in trucks. “When you’re out here by yourself, you need to talk to somebody. So that’s primarily what it’s for – keep you awake and alive,” he said. “CB ain’t put me in a ditch yet. Neither has a telephone. The people in cars going down the road wobbling all over the place reading newspapers and s--t, maybe they ought to look at that.” • Burt McArthur, a driver with Pole Star Transport out of Moncton, N.B., says he still likes to use his CB to know what’s going on down the road. “That’s probably the most common thing that happens is it informs you of traffic tie-ups, accidents, anything like that. Just general information that a truck driver can benefit from,” he said. “Between satellite radios and cell phones, it’s really getting to be a thing of the past, but still, to me, it ranks up there as a necessity.” n – Do you have a suggestion for a future question for the Truck Stop Question column? We would love to hear from you! Send your suggestions to Adam Ledlow on Twitter at @adamledlow, on Facebook at facebook.com /trucknews or via e-mail at adam@ transportationmedia.ca. To watch our video versions of past Truck Stop Questions, visit trucknews. com/videos and search for the “Truck Stop Question” and “LCVs: Good or Bad?” videos.

12-10-16 11:22 AM

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Find out how much you can save at www.greatdanetrailers.com/thermoguard The exclusive metal barrier layer helps maintain a reefer’s thermal efficiency as it ages — extending its useful life.

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The only liner that helps maintain insulation performance for the life of the trailer. Great Dane is a registered trademark of Great Dane Limited Partnership.

Calculations shown are for a well-maintained trailer equipped with ThermoGuard and assume a fixed diesel fuel cost of $4.00/gallon and representative operational factors and conditions. Your results will vary based on your trailer's specific operating parameters and items such as trailer UA, cooling unit capacity & fuel burn rates, trailer age and condition, number of door openings and regional outdoor temperatures.

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12-10-15 3:02 PM

Volvo Trucks. Driving Success.

“Volvo’s D16 gives us the power we need.” “We specialize in heavy hauling - if it is over-weight, over-width, over-height, over-length, we handle it. In the past year and a half we have purchased 16 Volvos – D16s and D13s – heavy spec’d day cabs and long haul sleepers. Our drivers like the power and tell us the D16 pulls 150 tons smoothly and ‘60 tons like it’s not even there’. All our Volvos have I-Shift too. Of all the transmissions out there, we’ve found it to be superior.” Don Anderson, Chairman Don Anderson Haulage Limited

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12-09-11 12:58 PM