Today's Trucking February 2016 by Annex Business Media

Can Canadian anadi an adi d an an Mail M l Sales Mai Sale ales l s Product Pro rod oduct uct Agreement uc Aggree re men me t #400 ##40063170. 40 631 400 6 70. 63 700 Return Retu e rn postage postag pos po agge guaranteed. guar ua ant anteed eed edd. NEWCOM NEWC NEWC W OM M Business Bu ine Bus ness s Media ss M iaa Inc., Med Inc n ..,, 451 nc 45 Attwell Attwe At twell twe wellll Dr., Drr , TTor Dr. Toronto, oront or on o, ont o, ON O M9W 5C4. 5C4. 4. Reg Registration gist istrat ation on No. No. 10788 1078 1078 0788 88

Mike McCarron Truck World 2016

The Death of The Salesman, PG. 23 April 14-16, 2016 • truckworld.ca

The Business Magazine of Canada’s Trucking Industry OF THE

TRUCK MONTH PAGE 28 Ë

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PG. 33

February 2016

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WHAT’S BETTER:

Hourly or Per-Km? PG.30

We Check Out KW’s Icon, PG.49

Plus:

Competitive financing available through Daimler Truck Financial. For the Freightliner Trucks dealer nearest you, call 1-800-FTL-HELP. FTL/MC-A-1377. Specifications are subject to change without notice. Copyright ÂŠ 2016 Daimler Trucks North America LLC. All rights reserved. Freightliner Trucks is a division of Daimler Trucks North America LLC, a Daimler company.

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VOLUME 30, NO.2

February 2016

CLUTCH SITUATION: Eaton’s new EverTough Self-Adjust Clutch

NEWS & NOTES

FEATURES

10 DISPATCHES 28 SNAP! “Thank Goodness

No-One died” in Nipigon bridge failure.

11 12 12 13 14 17 19 20 21

Our Bridge Over Troubled Waters How Low Can We Go? Whither Rates? New Truck Orders Spike And the 3 Top Violations Are… What’s Popular on www.todaystrucking.com Trucking Events to Pencil In Who’s Where Now Truck Sales Statistics

TRUCK OF THE MONTH

JIM’S DANDY Turner Valley Transport of Alberta bought this Kenworth new at Edmonton Kenworth in September, 1957. Nearly 60 years in, it’s as good as ever.

COMPENSATION

AERODYNAMICS

IN GEAR

YOURS, MINE, AND HOURS

Which is better? Getting paid by the hour or the klick? — BY DAVID HENRY

AERODYNAMICS OPTIMIZED

6 ways to improve aero performance that can reduce drag by up to 25 percent and save more than 8,000 liters of fuel per year! — BY JIM PARK

CLASS 8 UPDATE For all OEMs, it’s all systems go. Unless of course you’re in the oil patch. — BY TOM BERG

Class 8 Update

Truck Lovin’ Tom

OPINIONS

7 LETTERS 9 ROLF LOCKWOOD 23 MIKE MCCARRON 62 PETER CARTER SERVICE DEPT

27 DRIVING SOUTH? READ THIS. 49 THE KW ICON 55 LOCKWOOD’S PRODUCTS 60 GUESS WHERE THIS IS, WIN THIS HAT!

61 COMPANIES IN THE NEWS FEBRUARY 2016

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Letters The Business Magazine of Canada’s Trucking Industry

NEWCOM BUSINESS MEDIA INC. 451 Attwell Dr., Toronto, ON M9W 5C4 416/614-2200 • 416/614-8861 (fax) VICE PRESIDENT, EDITORIAL Rolf Lockwood, MCILT rolf@newcom.ca • 416/614-5825 EDITOR Peter Carter peter@newcom.ca • 416/614-5828 CONTRIBUTORS: Steve Bouchard, Evan Lockridge, Mike McCarron, Jim Park, Nicolas Trépanier DESIGN LAYOUT Tim Norton, Frank Scatozza production@todaystrucking.com • 416/614-5810 PUBLISHER Joe Glionna joe@newcom.ca • 416/614-5805 NATIONAL ACCOUNTS MANAGER Heather Donnelly heather@newcom.ca • 416/614-5804 REGIONAL ACCOUNTS MANAGER Nickisha Rashid nickisha@newcom.ca • 416/614-5824 QUÉBEC SALES MANAGER Denis Arsenault denis@newcom.ca • 514/938-0639 PRESIDENT Jim Glionna CONTROLLER Anthony Evangelista PRODUCTION MANAGER Lilianna Kantor lily@newcom.ca • 416/614-5815 DIRECTOR OF CIRCULATION Pat Glionna 416/614-2200 • 416/614-8861 (fax) Today’s Trucking is published monthly by NEWCOM BUSINESS MEDIA INC., 451 Attwell Dr., Toronto, ON M9W 5C4. It is produced expressly for owners and/or operators of one or more straight trucks or tractor-trailers with gross weights of at least 19,500 pounds, and for truck/trailer dealers and heavy-duty parts distributors. Subscriptions are free to those who meet the criteria. For others: single-copy price: $5 plus applicable taxes; one-year subscription: $40 plus applicable taxes; one-year subscription in U.S.: $60 US; one-year subscription foreign: $90 US. Copyright 2016. All rights reserved. Contents may not be reproduced by any means, in whole or in part, without prior written consent of the publisher. The advertiser agrees to protect the publisher against legal action based upon libelous or inaccurate statements, unauthorized use of photographs, or other material in connection with advertisements placed in Today’s Trucking. The publisher reserves the right to refuse advertising which in his opinion is misleading, scatological, or in poor taste. Postmaster: Address changes to Today’s Trucking, 451 Attwell Dr., Toronto, ON M9W 5C4. Postage paid Canadian Publications Mail Sales Agreement No.40063170. ISSN No. 0837-1512. Printed in Canada. We acknowledge the ﬁnancial support of the Government of Canada through the Canada Periodical Fund of the Department of Canadian Heritage.

Kenneth R. Wilson Award Winner Member

Canadian Business Press

Tallman Left Big Shoes

EMAIL: A bit of a sad day here in the region—I’ve been told the Tallman Transports building is being demolished. peter@ newcom.ca The property was sold following the closure of Tallman on July or Send a Letter to 31, 2013, so it was only a matter of time until re-development Newcom Business took place. Media, 451 Attwell The hard part for me in this is the ﬁnal chapter. Although the Dr., Toronto, ON business closed, it still had the name across the front and was still M9W 5C4 “Tallman Transports” to me. It has been there for longer than the 50 years I’ve been around and it’s hard to imagine it gone. This might sound silly but I’m trying to plan my day so I can stand across the street for the last time to pay my respects. This will be the third time I’ll stand in that empty lot for a Tallman funeral. That was my spot when the funeral procession brought ﬁrst Grant and then two years later Lynn Tallman past the warehouse for the last time. Tallman Transports was a great transport company. They were primarily steel haulers but also big into intermodal. Tallman set the standard for me. Most of the equipment was very nice and we were well respected within the transport community. We even built our own trailers from the fame up. I learned many hard lessons after leaving and going to work for the big unionized companies, but you can’t go back once you leave. I didn’t realize how good it was. I try to operate our company based on the values the Tallmans operated by; i.e., be honest with everyone, be cautious, don’t take chances because your actions may harm the entire family; and follow through with what you say you’re going to do because you said you would. Grant did a lot of business on a handshake. I’m very fortunate to have worked there and grateful for what they taught me. Plain-and-simple: I wouldn’t be where I am today had I not worked there. It’s a sad day because although the trucks are long gone, this is really the end. I’m so glad to have been a part of it! — Dennis Tufts, Fort Erie, ON

Why ELDs are A- OK There has been a lot of debate lately about the use of ELDs, especially since the FMCSA issued the final rule making them mandatory in the U.S. Most of the comments I have heard from other drivers on the subject are negative. Many say it will affect their income greatly and take away their freedom and flexibility. I must admit ELDs aren’t perfect but neither are paper logs. I work for Gorski Bulk Transport, an Ontario-based regional and long haul tanker company. We have been using ELDs for several years and my experience with them is very positive. However unlike a lot of carriers we are paid a very good mileage rate and are compensated for ALL loading and unloading time plus layover pay. The key is to be organized when planning fuel stops, 30-minute breaks, and overnite parking to minimize wasted time and stress. It is beneficial to have a dispatch that keeps you moving and keeps waiting time for new load assignments to a minimum. From my experience ELDs reduce paperwork for the driver and eliminate mistakes. Overall the DOT on both sides of the border tend to wave trucks through more often with ELDs and, as in our case, the ELDs make it easier to obtain Prepass transponders for U.S. scales. ELDs can prove to be very positive if you work for the right company and if, as a driver, you are open to change. — Gerald Janosik, Windsor, ON FEBRUARY 2016

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Editorial By Rolf Lockwood

Breaking Point Bridges fail, heads should roll. Period.

id we need this wake-up call? Those of us in trucking sure didn’t, because it’s abundantly clear that our roads and bridges are old and tired and in pretty lousy shape. That’s been obvious for decades. Ironically, it now seems that we have to be concerned about the infrastructure that has actually been modernized. Fresh insult meets long-standing injury. The catastrophic failure in early January of the new Nipigon River Bridge on the Trans-Canada Highway 100 km east of Thunder Bay, ON., opened just a couple of months earlier, should worry us. A lot. Not least because it’s on a fairly long stretch of Highway 11/17 for which there’s no alternate route, save for the impractical southern one through the U.S. When the bridge broke and police closed it altogether, Canada was effectively cut in two. Truck drivers and motorists were stranded, some nearby communities declared states of emergency, and local life was totally upended. No doubt some folks took to bush trails, and there was even official talk of grooming one of those trails to handle real traffic. How and where they planned to cross the river, I don’t know, but I’d bet a ‘Bailey’ bridge was in that mix. Shades of the Dempster Highway in the 1940s when 2-ton trucks followed right behind bulldozers crashing through the bush to forge a road north into the Yukon. Bring on the D8s, yelled some residents in and around Nipigon last month. Or so I imagine. But think about that for a second... here it is, 2016, and we’ve almost got drones delivering packages to our doorsteps. But we’re also still talking seriously about bulldozing trees and rocks out of the way to make a road. And not just any road. To create an alternate route for a key stretch of the TCH, the glue that binds east and west together. Our beloved TCH is the longest highway in the world, incidentally, and if you go straight from St. John’s, NL to Victoria, BC, or vice versa, you’ll put about 7,700 km on your odometer. It was completed not very long ago, in 1962. A fun fact here... the final stretch of the TCH was officially opened by Prime Minister John Diefenbaker with the completion of a section through the Rogers Pass in B.C., but the ceremony was boycotted by the premiers of Newfoundland, New Brunswick, and B.C. itself. Why? The most enduring of Canadian reasons: provinces

bitching about the amount of federal funding they’d get for their parts of the highway. The feds were, and are, only responsible for TCH sections through national parks. And I rather like this one: there was no playing of O Canada to launch the ceremony because the bus hauling the band’s instruments got lost coming out of Calgary. That’s pretty hard to do now, so it must have been near inconceivable 54 years ago. The Princess Patricia’s Canadian Light Infantry band did get its tubas and such just in time to play God Save the Queen at the end of the festivities. But back to the present, where questions are arising about the way the new Nipigon River Bridge was designed and built. Bolts snapped and an expansion joint broke where the bridge joins an abutment connecting it to the river bank’s edge, lifting one side of the bridge as much as two feet — 60 cm — above the other and making vehicle traffic impossible. Part of the newly constructed bridge, not yet finished (a matching pair of eastbound lanes have yet to be built), was just opened last November but cold temperatures have by all accounts proven too much for it. Can that be? A bridge designed — by engineers in Spain, we’re told — for one of the coldest parts of Canada falls apart after just a couple of months because it’s chilly outside? And it wasn’t even that cold. At press time the folks frantically assessing the situation had reached no conclusions, but I really don’t need to know the gory details. All I need to know — and I know it already — is that design, materials, or construction, maybe all three, failed. I know that somewhere along the line insufficient rigor went into this bridge’s creation. And insufficient rigor is not acceptable on any bridge, but especially not when the structure in question is as vital as this one is to the national economy. I’m not a vengeful guy but I want heads to roll. TT

Bring on the D8s, yelled some residents in and around Nipigon last month. Or so I imagine.

Rolf Lockwood is vice-president, editorial, at Newcom Business Media. You can reach him at 416-614-5825 or rolf@todaystrucking.com. FEBRUARY 2016

Rendering of the Nipigon River Bridge

“Thank goodness no-one died” in Nipigon bridge failure.

etal bolts breaking in the cold was the undoing of Nipigon River Bridge in Northern Ontario on Sunday, Jan. 10. “Thank goodness no one was seriously injured or died,” Ontario’s NDP transportation critic Wayne Gates said the next day. This issue of Today’s Trucking was going to press the week after the bridge

TODAY’S TRUCKING

broke and at press time, engineers were still trying to determine the cause of the near catastrophe. Trafﬁc across the structure was extremely limited and There’s no estimate on how long repairs will take, Ministry of Transportation (MTO) spokesman Bob Nichols told our reporter. The bridge is new, having opened to trafﬁc as recently as November. This winter was its

ﬁrst cold-weather test. Typically, 1,300 trucks cross that stretch of highway daily, but when the cablestayed bridge split and lifted one section of the deck about two feet above another, many trucks and other vehicles were stranded with next to nowhere to go. Less than a day after the bridge closed, one lane was opened and east and west-

bound trafﬁc—with serious limitations—could continue. Each commercial truck required an escort vehicle to cross, and there were weight issues for some trucks. Queen’s Park transportation critics—not to mention truck drivers and shippers— are looking for answers as well as for somebody to blame. “The premier and the ministers—ultimately, it lands on

ECONOMY — PG. 12

How Low Can We Go? OEMs — PG. 13

New Truck Orders Spike COMPLIANCE — PG. 14

And The 3 Top Violations from the Roadside Blitz Are...

Our Bridge Over Troubled Waters If you’re looking to avoid delays after the partial closure of the Nipigon River Bridge on Hwy. 11/17 near Thunder Bay, you’ll be glad to know the U.S. Customs and Border Protection (USCBP) has taken pity. USCBP will allow commercial vehicles to ship Canadian domestic goods in transit through the U.S. at select ports of entry. It has agreed to a temporary emergency contingency plan that allows Canadian trucks to enter the U.S. at Port Huron, Detroit, or Sault Ste. Marie; International Falls or Grand Portage, MN (between 8 am and 4 pm); and Pembina, ND. The option will be gone once normal bridge trafﬁc resumes. To address the value-of-shipment issue, the carrier will provide its bond value or a default value of $2.00/pound. “We are extremely pleased by and appreciative of this outcome and the swiftness with which our concerns were responded to,” says David Bradley, president and CEO of both the Canadian Trucking Alliance (CTA) and the Ontario Trucking Association (OTA). While it has been technically legal for Canadian carriers to move Canadian goods in-transit through the U.S., since 9/11 USCBP has treated such shipments as international in nature. That effectively choked-off the ability to move freight via U.S. routes. The Alliance warns that, even with this temporary in-transit solution, all current U.S.-entry regulatory requirements remain intact. In other words, if a driver has never crossed the border before, this may not be the best time to start. “Those unfamiliar with border crossing procedures could face increased delays when they arrive,” says the CTA. “It should be noted that all driver and shipment requirements will remain consistent with admissibility, meaning drivers will need

Steven Del Duca, the Minister of Transportation—owe people an explanation for the failure of the Nipigon River Bridge, only 42 days after opening,” said Michael Harris, PC transportation critic. “Given the questions around yesterday’s failures, motorists will understandably have questions about this minister’s ability to ensure their safety,” Harris added.

“Thankfully, one lane is now open but I’d be nervous putting my family in a van to go over the bridge until I have further information that it’s sound, secure and that this won’t happen again,” Harris stated. Gates called the Nipigon River Bridge “the transport lifeline for Northern communities and for commerce across the province.”

WHTI compliant documents, carriers will have to supply advance manifest information, and goods regulated by other government agencies such as FDA, APHIS, EPA or TDG must meet the requirements of the respective department.” There are also size and weight restrictions, of course. The Ontario Ministry of Transportation is now accepting permit applications that require oversize/overweight travel crossing the Nipigon River Bridge with restrictions. At the moment, the CTA says applications are being accepted for a maximum — David Bradley, president and CEO width of 4.99 metres, length of both the CTA and the OTA. of 25 metres, and a weight maximum of 63,500 kg, height currently not affected. A diagram detailing overall width and height measurements must accompany the application. It must also include the measurement from the ground up where the over-width begins. In the permitting process, each application will be assessed by the North West Region. Given recent history, who knows how long this process might take? The fact that permits will be issued locally bodes well.

“We are extremely pleased by and appreciative of this outcome and the swiftness with which our concerns were responded to.”

BRIDGE STATISTICS: $106 million: Cost of construction, which began in 2013 and ended in November 2015; Q 1,300: Number of commercial vehicles that crossed the old bridge on a given day, according to a 2012 survey conducted by the MTO; Q 350 kilometers: Distance added to a TorontoQ

Thunder-Bay trip by crossing through the U.S. Q 17 million kilos: Average total weight of goods transported over the bridge every day, according to the MTO’s 2012 survey; Q $100 million-plus: Average total value of good transported over the bridge every day.

FEBRUARY 2016

Dispatches ECONOMY

How Low Can We Go? The all-time low for the Canadian Loonie was reached Jan. 21, 2002, when it hit 61.79 cents. Some forecasters are saying that record might yet be broken. In mid-January, at least one Bay Street expert, David Doyle of Macquarie Capital Markets Canada Ltd., set his 2016 Canadian dollar forecast to 59 cents. Many economists agreed that the lower loonie was an overall boon to our manufacturing, and that has been the case in Ontario, B.C. and Quebec, but because of the commensurate plummeting oil prices, the upside of the low buck is getting more and more difﬁcult to discern. According to the Bank of Canada’s measures, the eroding Loonie is now boosting inﬂation by 0.7 to 0.9 of a percentage point because the costs of imports are so much higher.

ONE SOLUTION:

1.2 16 17

MILLION KM OR 5 YEAR WARRANTY

SPEED DIRECT DRIVE AUTOMATED MANUAL TRANSMISSION

% STEP BETWEEN GEARS

FUEL EFFICIENCY

COMFORT

FATIGUE

THE RESULT:

TODAY’S TRUCKING

If you collect your bills in US$ but pay your wages in Loonies, you’re happy, but if you’re like, say, the Toronto Blue Jays, you pay American bills from a pool of Loonies, you won’t be sad when the currency rises again. Don’t hold your breath. Not only is our Loonie dropping to pre-2003 levels, a measure of freight moving between the U.S. and its neighbors to the north and south shows for the first time the total value of U.S.Mexico freight flows exceeded those between the U.S. and Canada. According to new U.S. Transportation Department figures, the value of U.S.-Canada freight totaled US$47.7 billion in October 2015, down 18.5 percent from October 2014, the largest drop since the 19.4 percent decline between October 2008 and October 2009. This compares to the value of U.S.Mexico freight totaling US$48.9 billion in October 2015, down 1.5 percent from October 2014.

Although the total freight value freight moving to and from both Canada and Mexico with the U.S. fell from October 2014, the decline in freight value with Canada was primarily due to the reduced price of crude oil, according to the report.

Whither Rates? Meantime, the latest results published by the Canadian General Freight Index (CGFI) show the total cost of ground transportation for Canadian shippers decreased by 2.7 percent in October when compared with September. Despite this being the second monthover-month decline, the index is up 6.7 percent compared to October 2014, following year-ago double-digit improvements in September through July. This measure includes only general freight shipments and includes all accessorial and fuel surcharges (freight services paid in U.S. currency have been

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Dispatches translated into Canadian dollars based on the exchange rate applicable on the shipment date.) “Similar to last month, both base and fuel costs dropped,” said Doug Payne, president and chief operating ofﬁcer of Nulogx, a transportation management systems provider who provides analysis of the report. “Total domestic less-than-truckload (LTL) increased while total domestic and cross-border truckload and cross border LTL decreased,” he said. “Although domestic LTL has increased the past two months, year-over-year is still in negative territory, while domestic truckload and cross border LTL and truckload show increases year-over-year.”

Medium-Duty Meantime, commercial vehicle industry data provider ACT Research said for the month of December, 49,700 Class 5-8 vehicle orders were booked in North America, up 40 percent monthover-month. “December’s volume represented the strongest aggregate month for net

orders since 50,900 orders were booked in February, 2015,” said Kenny Vieth, ACT’s president and senior analyst. “Despite being up sequentially, orders fell over 17,000 units, or 26 percent, from December 2014, marking the ninth consecutive month in which industry orders fell below year-ago levels.” ACT Research also reported strong orders continued for Classes 5-7 in

OEMS

New Truck Orders Spike Two recent reports show new truck orders spiked in the ﬁnal month of 2015 following a disappointing November. Freight-forecaster FTR said 2015 North American Class 8 truck orders in December netted 27,800 units, a 70percent improvement over November and considerably above expectations. Despite the jump, December 2015 orders were down 36 percent year-overyear. When combining November and December, Class 8 orders were close to the average for the past 10 months and totaled 284,000 for the year. “The improved December orders provide some needed stability to what was a shaky Class 8 market,” said Don Ake, FTR vice president of commercial vehicles. “Orders have averaged about 22,000 per month for the last ten months and in the fourth quarter averaged 23,300, so the orders have been very consistent for a while, just at a lower level. The improved December orders are not high enough to prevent the announced production cuts however.” The December orders show there is still solid demand for Class 8 trucks in 2016, according to FTR. It expects backlogs will actually increase in December for the ﬁrst time since February. FEBRUARY 2016

Dispatches December, with orders rising above 20,000 units for the third time in the past four months, a feat last accomplished in mid-2006. For the month, North America mediumduty Classes 5-7 vehicle net orders were 21,600 units. While up 15 percent from November, December’s order volume was down 5 percent from a year ago.

COMPLIANCE

And The 3 Top Violations from the Roadside Blitz Are... Commercial vehicle safety enforcement ofﬁcers in Canada and the U.S. made far less contacts with drivers and conducted

fewer inspections during a week-long blitz in late 2015 compared to 2014, according to newly released figures, but the percentage of citations and warnings handed out increased in three key areas. That’s according to the Commercial Vehicle Safety Alliance (CVSA) which just released statistics from Operation Safe Driver, a seven-day enforcement and awareness campaign conducted during October, aimed at all road users. Officials pulled over 21,012 commercial motor vehicle (CMV) drivers and passenger vehicle drivers while 19,480 North American standard roadside inspections were conducted by CVSAcertified authorities on commercial drivers and vehicles. The percentage of warnings and citations issued to CMV drivers for speeding increased from 5.8 percent in 2014 to 9.3 percent in 2015 while the percentage of warnings and citations for failing to obey traffic control devices increased from 2.5 percent in 2014 to 3.85 percent last year. Also, the percentage of warnings and citations issued to CMV drivers in 2015 for failure to use seat belts was five percent compared to 2.8 percent in 2014.

The top ﬁve warnings and citations issued to CMV drivers were: size and weight; speeding; Q failure to use a seatbelt while operating a CMV; Q failure to obey trafﬁc control device; and Q using a handheld phone. Q Q

The top ﬁve warnings and citations issued to passenger vehicle drivers were: speeding; failure to use a seatbelt; Q failure to obey trafﬁc control device; Q following too closely; and Q improper lane change. Q Q

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Dispatches

Trending What’s Tweetin’?

.com

The Lockwood Report

16,878 Followers Our February press date is a week from the day we produce this page. At the moment, @todaystrucking has 16,878 followers. If we were the betting types, we’d put real foldin’ money on the chance that we’ll pass the 17G mark by press time. Why are so many people following @todaystrucking you ask? Maybe because it’s the best source for all your trucking news updates; compliance tips; trafﬁc and road condition reports and miscellaneous information that helps you adapt to your every-changing environment. (That bit about adapting comes from one of Today’s Trucking Editor Carter’s Carleton U. Journalism professors. He forgets which one). If you weren’t following @todaystrucking until now, here’s some of the stuff you missed since last month. W W W W

@RandTrucking Ice and snow expected in the Midwest this weekend, drivers. Stay safe! http://fb.me/5KoAaI2r8

@TeamRunSmart Make sure you download this free tax calendar from ATBS. http://fb.me/MqTnBqdb

@CBSA_BWT #CBSA_STS Commercial Flow: Not Applicable, Travellers Flow: 10 minutes

@todaystrucking Come Monday, it’s eManifest or Pay

@todaystrucking BC Truckers Warned of Limited Ferry Service

todaystrucking

An impact wrench isn’t enough, can’t replace a torque wrench.

Are Wheel-Offs Back? Oh, no... are we slipping? It seems that truck and trailer wheel separations have hit the press again, at least in Dec. 2, 2015 Ontario. This really isn’t good. Vol. 12, No. 23 There’s no obvious reason to think that much is different elsewhere but I’m not aware of the issue reaching the mainstream media in other parts of the country. Correct me if I’m wrong, dear readers, though I’m not sure I want to know. Two recent wheel-off incidents along Highway 401 in western Ontario, one of which left a car-driving woman dead, prompted Ontario Transportation Minister Steven Del Duca to call on the trucking industry to Every Two weeks, Today’s step up once again and address the problem before Trucking Vice President Editorial more people are hurt or killed. Rolf Lockwood produces According to the London Free Press newspaper, his trucking-industry blog Del Duca is asking the Transportation Ministry to The Lockwood Report with look into ways to improve wheel integrity. thousands of subscribers. There’s This takes me back 1990 or thereabouts when nothing quite like it in the industry. the problem of ﬂying truck wheels reached nearepidemic proportions in Ontario, after which the province responded with tougher laws, including mandatory training for wheel technicians, and eventually much increased, even rather draconian ﬁnes. I was much involved in the issue at the time and helped create an early version of that wheel-management course that later became the provincial and ultimately the national standard. I’ve been writing about it ever since. But have we learned nothing? Truck wheel separations in Ontario have increased dramatically from just 47 in 2010 to 148 in 2014. To read more, visit www.todaystrucking.com and type “Wheel-Offs” in the search box.

POST

To read past installments, visit www.todaystrucking.com/newsletters/lockwood-report FEBRUARY 2016

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Dispatches

logbook2016

April 14 -16, 2016 www.truckworld.ca

February 5-6 TRUCK AND TRAILER SHOW Mid-West Truckers Association Peoria Civic Center, Peoria, Il www.midwesttruckshow.com

INTERNATIONAL CENTER - Toronto, ON CONTACT: Joan Wilson

10 - 12

416-614-5817 or joanw@newcom.ca

WINTER MEMBERSHIP AND BOARD OF DIRECTORS MEETING National Tank Truck Carriers Turnberry Isle, Miami, FL www.tanktruck.org

11 PAST PRESIDENTS AND SCHOLARSHIP DINNER Vancouver Transportation Club JJ’s Restaurant (inside VCC), Vancouver www.vancouvertransportationclub.com

February 15

Deadline for Nominations! HIGHWAY STAR OF THE YEAR ENTRIES Do you know any deserving drivers who go that extra kilometer for their companies and communities? Nominating them is EASY and FREE!

www.todaystrucking.com/hsoy

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March 1-4 SPECIALIZED TRANSPORTATION SYMPOSIUM Specialized Carriers & Rigging Association The Peabody, Memphis, TN www.scranet.org

2-4 THE WORK TRUCK SHOW NTEA Indiana Convention Center, Indianapolis, IN www.ntea.com

6-9 ANNUAL CONVENTION Truckload Carriers Association Wynn Las Vegas Resort, Las Vegas, NV www.truckload.org

20 - 22 SPRING BOARD MEETING Canadian Trucking Alliance The Scottsdale Plaza Resort, Scottsdale, AZ www.cantruck.ca

March 31 - April 2 MID-AMERICA TRUCKING SHOW Kentucky Exposition Center Louisville, KY www.truckingshow.com

April 24 - 26 68TH ANNUAL CONFERENCE National Tank Truck Carriers Marriott Marquis, San Diego, CA www.tanktruck.org

Get in the Game! Do you have an event you’d like to see listed on this calendar or on the interactive

www.todaystrucking.com online calendar? Contact Nickisha Rashid at Nickisha@newcom.ca or 416-614-5824 FEBRUARY 2016

Dispatches

Heard on the Street

Swift Current Dealer Expands Custom Truck Sales recently opened a new 16,000-sq.-ft. parts and service facility in Swift Current, SK., where Highway 4 meets the TransCanada. The company celebrated its 50th anniversary in 2015. The new facility offers 10 service bays, with one bay serving as a wash bay and repair stall, giving the new location the ﬂexibility to manage growth and future capacity needs. Custom Truck Sales in Swift Current is located at 175 Industrial Drive.

Natural Gas Time in Joliette EBI Environmental Inc., has opened its fourth compressed natural gas (CNG) fuelling station in Joliette, QC., on Highway 158 adjacent to Techno Diesel, the largest service center for trucks and trailers in the area. “The business relationship between EBI and Techno Diesel has lasted several decades and this project raises that cooperation to another level,” says Caroline Thuot, general manager of Techno Diesel. EBI already has public stations in Montréal-Est and Berthierville, as well as a private station in St-Félicien. Since 2003, EBI has produced renewable natural gas using biogases extracted from its technical landﬁll site and now has more than 110 CNG-fuelled trucks.

MANY HANDS MAKE LIGHT RIBBON-CUTTING: From left, EBI Environmental’s Olivier and Pierre Sylvestre; Notre-Dame-des-Prairies Councillor Nicole Chevalier; Joliette Mayor Alain Beaudry; Saint-Thomas Mayor Marc Corriveau; Joliette Councillor Alain Bellemare, Joanie Harnois of the Gabriel Ste-Marie Constituency Ofﬁce; and Techno Diesel’s Caroline, Marilène, Marjorie and Andrée-Anne Thuot, Jacinthe Mailhot and Marcel Thuot.

Tallman Expands Lease Portfolio Tallman Group has purchased certain full-service lease truck assets from

Tandet NationaLease. Tallman Idealease now operates close to 1,000 medium and heavy duty trucks in its lease and rental ﬂeet making it one of the largest privately owned truck leasing companies Kirk Tilley in Canada. “The great working relationship between The Tandet Group and The Tallman Group goes back decades” said Kirk Tilley, president of Tandet NationaLease. “This was a natural ﬁt for both our companies and for the customers.”

Stemco Shares a Name With Goodyear Stemco has ofﬁcially reached a trademark license agreement (TMLA) with The Goodyear Tire & Rubber Co., following its recent acquisition of the manufacturer of Goodyear Air Springs. It gives Stemco, as the licensee, the authority to continue using the Goodyear trademarks and brand names when marketing and selling the air springs product line.

Two Canuck Drivers Vie For Big U.S. Prizes

Guy Broderick

TODAY’S TRUCKING

Edward Tricco

Two Canadians are among five finalists for the Truckload Carriers Association’s (TCA) 2015 Driver of the Year competition. Edward Tricco of Brandon, MB., who is leased to Bison Transport, is vying for the Owner Operator of the Year honor while Guy Broderick of Cambridge, ON., who drives for APPS Transport Group, is up for the Company Driver of the Year award. “Just like football has its Super Bowl, our Driver of the Year contest is trucking’s way of recognizing the very best of the best,” said Keith Tuttle, founder of Motor Carrier Service LLC and TCA’s chairman. “Out of the hundreds of thousands of professional truck drivers out there, to be chosen as a top finalist is a major achievement.” The winners will be announced at TCA’s annual convention in Las Vegas March 6 to 9, 2016.

Dispatches November 2015

Eastern Canada

2,962

International 193 Freightliner * Volvo Trucks * Western Star * TOTAL

3,000

3,564

12.93% 13.30%

2,500

3,968

3,637

17.32% 13.58%

2,000

4,837

6,734

21.11% 25.14%

1,500

4,049

4,131

17.67% 15.42%

1,000

2,228

4.96%

8.32%

915 22,915 26,791

1,136

100%

www.easterncanada.cummins.com

www.westerncanada.cummins.com • Wholesale parts distribution • Retail parts sales • Engine and power generation equipment sales • Maintenance & Repair

500 0

12-month Class-8 Sales

527

540

17.65% 18.27%

International

774

684

25.93% 23.15%

Freightliner *

612

787

20.50% 26.63%

TOTAL

146

2,985 2,955

100%

150

U.S. – Retail Truck Sales CLASS 8

12-month Class-7 Sales

0.00%

0.39%

881

761

100%

TOTAL

CLASS 5 This Month YTD ’15 YTD ’14 Share ’15 Share ’14 Hino 85 1,005 879 81.91% 65.55% International 8 140 345 11.41% 25.73% Freightliner * 0 19 5 1.55% 0.37% Kenworth 0 7 16 0.57% 1.19% Peterbilt 0 0 1 0.00% 0.07% Mitsubishi Fuso * 0 56 95 4.56% 7.08% TOTAL 93 1,227 1,341 100% 100%

12-month Class-6 Sales

300

200

100

88,514

39.48%

Kenworth

2,699

33,175

14.80%

Volvo

2,192

27,536

12.28%

Peterbilt

1,857

26,490

11.81%

Mack

1,471

17,476

7.79%

International 1,420

26,674

11.90%

382

4,278

1.91%

0.03%

19,231 224,212

100%

Western Star Other

12-month Class-5 Sales

YTD ’15 Share ’15

9,208

TOTAL

November 2015

October 2015 November 2015

October 2015

Peterbilt

100

July 2015

33.71% 35.87%

August 2015 Sept. 2015

273

July 2015

297

August 2015 September 2015

May 2015

Freightliner *

June 2015

26.11% 24.31%

May 2015

185

June 2015

230

April 2015

International

200

Mar. 2015

40.07% 39.42%

March 2015

300

Dec. 2014

353

Dec. 2014

January 2015 February 2015

Hino

January 2015 Feb. 2015

CLASS 6 This Month YTD ’15 YTD ’14 Share ’15 Share ’14

Nov. 2015

Freightliner

26,000 25,000 24,000 23,000 22,000 21,000 20,000 19,000 18,000 17,000 16,000 15,000 14,000 13,000 12,000 11,000

Mar. 2015

Peterbilt

300

Dec.2014 January 2015 February 2015

16.65% 17.80%

October 2015 November 2015

526

Sept. 2015

497

August 2015

July 2015

Kenworth

450

May ’15

19.26% 14.15%

June 2015

418

Mar.’15 Apr.’15

575

Feb.’15

Dec. 2014

Hino

January 2015

CLASS 7 This Month YTD ’15 YTD ’14 Share ’15 Share ’14

October 2015 November 2015

212

3,500

7.54%

June 2015 July 2015 August 2015 September 2015

Peterbilt

8.61%

May 2015

2,021

November 2015

1,973

Sept. 2015

225

October 2015

Mack

17.41% 16.71%

August 2015

4,476

May 2015 June 2015 July 2015

3,990

Mar.’15 April 2015

285

Dec. 2014

Kenworth

January 2015 February 2015

CLASS 8 This Month YTD ’15 YTD ’14 Share ’15 Share ’14

April 2015

Canada – Truck Sales Index

12-month Class-8 Sales, United States

Canada – Provincial Sales (Class 8) CLASS 8 Kenworth Mack Peterbilt International Freightliner * Volvo Trucks * Western Star * TOTAL YTD 2015

CDA

28 17 28 5 0 0 0 78 2308

47 10 38 17 0 0 0 112 3268

62 9 10 1 0 0 0 82 862

11 5 35 4 0 0 0 55 1426

69 148 65 93 0 0 0 375 9464

63 28 26 42 0 0 0 159 4151

5 7 10 23 0 0 0 45 902

0 1 0 4 0 0 0 5 371

0 0 0 4 0 0 0 4 87

0 0 0 0 0 0 0 0 77

285 225 212 193 0 0 0 915 22,915

Sources: Canadian Vehicle Manufacturers Association and Ward’s Communication. * November Canadian sales figures for Freightliner Trucks, Mitsubishi Fuso , Volvo Trucks and Western Star were unavailable at press time.

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Open Mike

Death of a Salesman How you can avoid the dreaded “January syndrome” and make more money. By Mike McCarron

get more “let’s get together” phone calls in January than in every other month combined. It’s the same old same old: sales reps wanting to flog their products. I call it January Syndrome, and the only relief is knowing that I won’t hear from these guys again until next year. It’s not a sustainable way to sell, let alone build a lasting relationship. Unfortunately, January Syndrome afflicts truckers, too, and I’ve come to the conclusion that the outside sales rep model that’s been the industry’s engine for decades is on its deathbed. And should be. Frankly, I’m shocked to hear myself say that. I’m sure so are my sales friends in the business whom I’m about to throw under a truck! Since I started in trucking three decades ago I’ve been a fan of the outside sales rep model. I lived and breathed it and it worked. Apparently the C-suite truckers I cross paths with feel the same way. I get asked how to find good sales reps more than anything else. We’ll always need good sales reps. But times have changed. So have economics. The job of growing and maintaining customer relationships is too complicated and too important to be owned by one employee who’s making the same as the president. Here’s why small and medium-sized fleets need to find ways to grow their business other than hiring outside sales reps.

Micro Math Doesn’t Work Razor-thin margins no longer support the model. Let’s assume an experienced sales rep in any Canadian city will cost you a hundred grand a year in salary and commissions. Throw in late-model wheels, a desk, and entertainment (a bigger nut than you

When their funnel is “prospect light” the math is against them, their leverage collapses, and they’ll take any deal that comes across their desk. They need that customer in order to justify their existence at next month’s sales meeting. Reps need to do more than sell, they need to keep ﬁlling the funnel. Prospecting is far too important to your company’s bottom line to be left to one employee. You won’t get margin if you’re afraid to say no.

Protecting Your Assets

think) and the first-year commitment is closer to a buck and a half. That’s before the first pound of freight is secured. Now look at your net margins. Forget about making money. How much new business would a rep have to secure in his first year to break even? What about year two? When was the last time a rookie scored 75 goals in the NHL? I rest my case.

Margin Math Doesn’t Work Margin is about two things: math and leverage. When sales reps have a large number of prospects in their sales funnel, the math is in their favor, giving them the leverage they need to grow the good business and walk away from garbage.

How often do you hear your company’s biggest account being referred to as “Sue’s customer”? Sue is your VP of Sales. She might be the Hayley Wickenheiser of freight sales but no customer is hers alone. They’re your customers! Does Sue also own the trucks picking up your biggest customer’s freight? In a transactional business like trucking, customers are your most important assets. Don’t put one person in charge of them. Protect them. If you don’t agree with this statement you sure will when it’s time to sell your business.

Birds of a Feather Younger decision-makers are smart and tech-savvy and want to solve their own problems. They don’t need help from a sales rep they trust less than what they can learn (or not learn) on their iPhone. Hence it seems these days that securing new

business has been dummied down to two extremes: 35-page RFPs or deal-of-theday rate quotes. Too many sales departments have turned into nothing more than expensive ﬂocks of messenger pigeons dropping off margin-killing pricing.

Machines vs Man My ﬁrst CRM system was a Rolodex ﬁlled with recipe cards. It worked like a charm in 1983. Today, CRMs are powerful, sophisticated technology platforms that can replace a good chunk of your high-priced sales force. Yet I am not convinced that our industry leaders truly appreciate the value of a well-executed CRM strategy. CRM systems will improve your ability to understand, manage, and protect your customers. They can also add millions of dollars to your enterprise value when it’s time to sell. That’s when you have to prove to every potential buyer how you secure and grow customers. Yes, it’s possible to grow your business without Sue. That’s for next month! TT Mike McCarron is an awardwinning columnist and 30-year transportation industry leader. He is President of Left Lane Associates, the only M&A advisors that specialize in transportation. Left Lane Associates recently successfully represented Transpro Freight Systems in their sale to Kriska Transportation. Mike can be reached at mike@leftlaneassociates.ca or at 1-888-204-8434. FEBRUARY 2016

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G R E AT D A N E T H E R M O G U A R D R E E F E R L I N E R

Y O U R P R O M I S E I S O U R PA S S I O N

Compliance

Living Proof Turns out some Canuck drivers do need medical cards on U.S. roads. By Heather Ness

o you or do you not need a medical card to drive truck in the U.S.? The answer isn’t as simple as we once thought. It depends on the type of license the drivers hold and the types of vehicles they’re operating in the states. In many cases, commercial drivers from Canada do not require medical cards because Canada and the United States have had a long-standing reciprocal agreement regarding commercial drivers’ licenses. Commercial-class licenses in Canada have been accepted in the United States as equivalent to the U.S. commercial driver’s license (CDL). And, a Canada-based commercial driver holding a commercial class license from a Canadian jurisdiction does not have to carry a medical card — the fact that the driver holds a valid commercial-class license is proof of medical qualification. The medical is part of the commercial driver licensing process in Canada. The answer should be no, right? Well, not so fast… at least for some drivers. The U.S. Federal Motor Carrier Safety Administration (FMCSA) requires drivers of commercial motor vehicles to carry medical cards as proof of medical qualification. This includes drivers that are operating the following vehicles, as defined in 49 CFR Section 390.5: “Commercial motor vehicle means any self-propelled or towed motor vehicle used on

a highway in interstate commerce to transport passengers or property when the vehicle— (1) Has a gross vehicle weight rating or gross combination weight rating, or gross vehicle weight or gross combination weight, of 4,536 kg (10,001 pounds) or more, whichever is greater; or (2) Is designed or used to transport more than 8 passengers (including the driver) for compensation; or (3) Is designed or used to transport more than 15 passengers, including the driver, and is not used to transport passengers for compensation; or (4) Is used in transporting material found by the Secretary of Transportation to be hazardous under 49 U.S.C. 5103 and transported in a quantity requiring placarding under regulations prescribed by the Secretary under 49 CFR, subtitle B, chapter I, subchapter C.” W W W W

Drivers of the vehicles mentioned above may not require a CDL, but they would still need a medical card to operate legally in the United States. You probably see where this is going. Here is your ofﬁcial answer. If a Canadian driver holds a non-commercial class license, a Class 5 (Class G-Ontario), and operates vehicles mentioned above into the United States, he/she does in fact require proof of medical qualiﬁcation to legally operate into the United States.

In the past, this was a bit of a regulatory oversight. The regulation at 49 CFR Section 391.41 — the regulation that states that a commercial-class license in Canada is proof of medical qualification in the United States — only covers commercial class licenses issued by the Canadian jurisdictions. The regulation does not address non-commercial class drivers that operated commercial motor vehicles (defined in 390.5) in the United States. This oversight has been recently addressed by the FMCSA. The FMCSA worked with stakeholders in Canada and the FMCSA has established a few options for Class 5 (Class G-Ontario) license holders. When a driver holding a non-commercial class of license is operating a commercial vehicle in the United States, the driver is expected to present his/her license and one of the following, upon request of enforcement: A Canadian medical confirmation letter issued by his/her province or territory

(contact the province’s/ territory’s licensing office for details); OR A medical examiner’s certificate issued by a medical examiner on the U.S. National Registry of Certified Medical Examiners; OR An endorsement code on his/her license to indicate periodic medical examination. If a driver does not present any one of the items listed above, U.S. federal and state enforcement personnel should document the violation on a roadside inspection report, but not place the driver out of service. Enforcement personnel have discretion, of course, but there is a short grace period for drivers that aren’t yet aware of the new policies. On or after April 1, 2016, enforcement personnel should continue to document the violation on a roadside inspection report and also place the driver out of service if the driver has a previous history of failing to produce a medical certificate. FMCSA’s new guidance should help you determine the proper course of action regarding medical qualification, if you have non-commercial class licensed drivers operating into the United States. Should you have further questions, contact your jurisdiction’s driver licensing office or the FMCSA. TT Heather Ness is the editor of Transport Operations at J.J.Keller & Associates. Contact her at transporteditors@jjkeller.com. FEBRUARY 2016

TRUCK

MONTH

OF THE

CLUB

DO YOU HAVE A TRUCK THAT DESERVES TO BE IMMORTALIZED? WE WANT TO KNOW ABOUT IT. ³ 28

TODAY’S TRUCKING

JIM’S DANDY

Turner Valley Transport of Alberta bought this Kenworth new at Edmonton Kenworth in September, 1957. For the next two decades, as the oil patch ﬂourished, the truck was used to haul drilling rigs. Jim McConnell of Millet, AB., purchased the unit in ’76 and used it to move buildings throughout the province until 1995. The beauty is now a regular at local truck shows and was guest of honor when Edmonton Kenworth opened its new Leduc branch last August. Says McConnell: “If I had to travel to a remote area without a tow truck and no cell service, this is the truck I’d want to be driving.”

Send your ideas or photos to peter@newcom.ca or Today’s Trucking Magazine, 451 Attwell Drive, Toronto, ON. M9W 5C4 FEBRUARY 2016

Yours, Mine Hours and

Which is better? Getting paid by the hour or the klick?

Until recently, I had never been paid hourly wages to drive a long-haul truck. If my math is correct (of course my math is right! I know how to do a logbook!) that includes 28 years and 3 million kms. It has been a major change for me. What do you think? Better? Worse? After one month I have to say a resounding BETTER! For those that don’t know me, I have done just about every job in this industry including operating my own trucking company where I covered 48 states and ﬁve provinces. This past spring I came back from running the Ice Roads in the NWT, sold my truck, and spent the summer away from trucking. In our industry we have a driver retention problem. Decade after decade, I have heard the same tired refrains: “We need to pay our drivers better;” and “We need to treat them with respect”. Lots of rhetoric, very little change. Companies with little, or no turnover are doing a good job with these two issues. I am now driving for a small company near Winnipeg where the owner has put his money where his mouth is. I, along with the other company drivers, get paid by the hour to drive long haul. We haul equipment around on step-decks on up to 12-axles. It doesn’t matter what freight you haul. I ﬁnd this system works. Let me explain. Bad weather. I’ve got a clean accident record because no matter how I get paid, I am careful. Even saying that, I’ve noticed that I’m even more relaxed. I don’t need to worry that the weather is slowing me down—I’m still getting paid. Road closure due to accident. My only concern is that the people involved are okay. Shipper or receiver delays. Nope. Don’t stress about that either,

and before some of you jump up and down claiming your drivers are paid for that, I realize it does happen, but the drivers invariably have a few hoops to go through to actually get paid. I’ve worked in the office. I can testify to how often the drivers get short-changed. I’ve had to fight for my own pay as well. The driver rarely wins. Heavy load, or buffeting winds. I get paid by the hour so I slow down to maximize my fuel mileage and minimize tire wear. What am I getting paid? No challenge there. I just add up my hours. I don’t need to monitor my pay sheets to make sure I got paid for all the extras such as loading, unloading, oversize, border crossings etc. See how simple it is? Respect. I enjoy a level of respect that I haven’t felt for years. Why? My boss entrusts me with hundreds of thousands of dollars of equipment and he trusts that I hand in my correct hours. Has it ever seemed strange that we’re given expensive equipment yet the office doesn’t trust us to report our pay accurately? Sure there are some untrustworthy people but, when we are given respect we are much less inclined to abuse that respect. As a fleet manager and owner, I told my people that I will trust them and fight for them, but don’t ever take advantage of me. I tell you, it worked. I had other managers who wanted to know my secret. It was very simple. Treat your drivers with respect.

By David Henry

TODAY’S TRUCKING

How Does The Company Beneﬁt? Your equipment will be treated better. Governing your truck, or playing with the software to correct some drivers’ habits only goes so far. I’m sure you’ll see fewer accidents, less wear on tires, less fuel burnt, and your drivers will be less fatigued.

Yours, Mine and Hours seen issues that are beyond their control? They You might even need fewer people in the aren’t the ones making the contracts. As the payroll department. saying is, “that’s why you make the big bucks.” You will most deﬁnitely need less recruiters What makes good hourly drivers? Former and a smaller job-posting budget. You will have owner–operators like myself. In reality, I have your drivers, the people who make you money, driven like an hourly-paid driver for many, bragging to others about your company. You many years. I knew that the costs came out won’t lose drivers who are enticed by someone of my pocket, so I always slowed down in bad else’s complicated pay system. I’ve seen many weather, didn’t take unnecessary risks and drivers leave one company for a better milelooked after my equipment because it was age-pay, or paid drops, (and vice-versa) only my money-maker. I also understand that the to ﬁnd they make less money overall because company doesn’t have a bottomless well of the system is too complicated. It would be real David K. Henry is an hourly-paid, money to pay me so I perform as well as I can simple. Company A pays $XX per hour and long-haul company driver for for my boss. Company B pays $XY per hour. No smoke and LCG Equipment near Winnipeg. The safety aspect will be a huge bonus. mirrors. Would it be hard to change to hourly You can follow him on twitter The motoring public will notice your trucks pay? I don’t think so. Companies know what @crazycanuckdave. acting in a safe manner. This kind of PR can’t their driver costs are. Look at your area of busibe bought. ness and take the average time to do a run and The big difference now is the level of driver stress. It’s a wonthe pay to a driver. Come up with a fair average and start paying derful position to be in. In fact, as I write this I’m sitting in the by the hour. lounge at Custom Trucks in Regina while I wait for a brake pot to No longer would it be the drivers who are losing when probbe changed. I’m not paying for the repair, but because I get paid lems happen. You may need to do a better job negotiating with hourly there was no incentive to push the safety limits. As an O/O your customers. If the customers don’t come on-board why keep I would still have been here, just on my own dime. them? There are lots of great shippers and receivers who will It has been a huge adjustment. I still think like an O/O. I know want your contented drivers backed into their docks. that I always will—but no stress! TT Why should the drivers get less money when there are unfore-

Who Pays What?

In its continuing efforts to raise the HR bar in the trucking industry, TRUCKING HR Canada’s Top Fleet Employers program tracks the compensation and beneﬁt plans of the best ﬂeets in the country. The accompanying chart is based on data from 22 of them.

Base Compensation

Driver Compensation Driver compensation averages below on are based on survey responses of approximately 10,000 drivers.

Per KM

87%

Flat Rates

Hourly

41%

Data does not round to 100%, as some ﬂeets do a combination of the three.

The average compensation for company drivers is $40,000 to $60,000 The average compensation for owner operators is $90,000 The average compensation for dispatcher is $40,000 to $60,000 (based on approximately 500 dispatchers) The average compensation for ﬂeet managers is $50,000 to $74,999 The average compensation for safety managers is $50,000 to $74,999 The average compensation for dock workers is $35,000 77% of TFE2015 have a formal process in place to determine how raises/ promotions are administered. 100% of TFE2015 have formal recognition/rewards programs in place.

Additional Compensation Top Fleets

Base Pay

Beneﬁts

RRSP

Variable Pay

Professional Development

Bonuses

Extra Vacation

Other Incentives*

82%

100%

69%

64%

87%

55%

100%

*Other incentives includes: event tickets, dinners, employee discounts, uniforms, sick days, stock options, rewards programs, pension, commission, delay/wait times, border crossings, etc. FEBRUARY 2016

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30% scale tractor-trailer model in the NRC 9-meter wind tunnel.

Aerodynamic

Optimization

6 ways to improve aero performance that can reduce drag by up to 25 percent and save more than 8,000 liters of fuel per year. | By Jim Park

hem’s pretty big numbers. Actually, while those numbers are real, they represent a hypothetical but completely possible future trailer configuration, not the egg-shaped things we see coming off the drawing slate of German engineer Luigi Colani. While really cool looking, they aren’t pillars of practicality. We’re talking here about normal tractor trailer combinations modified with generic but off-the-shelf products in most cases. A couple of the examples demand a slight rethinking of the traditional, but remain within the realm of possibility. Brian McAuliffe, senior research officer in Bluff Body Aerodynamics with Canada’s National Research Council led an exhaustive wind tunnel study that included dozens of combinations and iterations of scale-model tractor trailers fitted with common aerodynamic devices. His results are particularly useful to fleets because he tested individual devices as well as combinations of devices and compared the levels of improvement he saw as devices were added or removed.

“The project was a multi-year collaboration between Transport Canada’s ecoTECHNOLOGY for Vehicles program and the National Research Council of Canada’s Fleet Forward 2020 program to evaluate current and emerging drag reduction technologies for heavy-duty trucks and trailers,” he says. “The goal was to provide recommendations for optimized practical approaches to drag reduction.” The published study that emerged from the work is called Improving the Aerodynamic Efﬁciency of Heavy Duty Vehicles: Wind Tunnel Test Results of Trailer-Based Drag-Reduction Technologies. In September, McAuliffe presented some of the ﬁndings in an hour-long webinar hosted by SmartWay Canada — a collaboration between Natural Resources Canada (NRCan) and the U.S. Environmental Protection Agency’s SmartWay program. It’s regrettably common to hear carriers complaining that drag reduction technologies don’t live up to their billing. In fact, many carriers say they take the manufacturer’s posted claims and simply cut them in half—a device that boasts six-percent fuel savings will in many eyes deliver not more than three percent in real life. It’s not always the product’s fault or misleading advertising; it often has more to do with the way products are tested. FEBRUARY 2016

Aerodynamic Optimization McAuliffe says manufacturer’s published fuel-savings estimates are usually based on full-time exposure to highway speed, usually 100 km/h. The problem for real-life trucking is that no truck ever spends 100 percent of its time at that speed. “Those estimates are only achievable if you’re driving at highway speed 100 percent of the time,” he says. “When you mix in start and stop driving, urban driving, the results will differ. This explains why fleets hardly ever see what the manufacturers of such devices claim.” Fleets that have high ratios of city miles to highway miles will not see the advertised benefits. That doesn’t mean they aren’t there. The common rule of thumb for deriving fuel savings from an expressed reduction in aerodynamic drag is to divide the drag reduction figure in half. So a device claiming a four-percent reduction in aero drag will in a perfect world produce two-percent fuel savings. Again, this rule of thumb suffers from the perfect-world syndrome: no truck spends all its time at highway speed. So while the percentage of drag reduction may be six percent at 100 km/h, if the truck spends less than half its time at that speed, the percent of fuel savings will be less than manufacture claims. The fuel savings estimates presented in the study were based on fuel saved per highway-driving distance. The results assume a truck traveling 125,000 km/ year at a highway speed out of 160,000 km annual mileage. There was some exposure built in for non-highway miles.

roof fairing and hood proﬁles as well as the bumper and the A-pillar. The modiﬁcations were necessary because researchers did not want to use the exact geometry of an existing truck. The model was designed to be converted between a sleeper and a day cab. The truck model itself is remarkably realistic. It has, for example, a realistic engine bay and cooling package so the air-

flow through the engine bay would be adequately captured, and appropriate cooling drag would be experienced by the model. The trailer underbody was designed to be similar in structure to a real trailer, including crossmembers, landing gear, some suspension detail, rotating wheels and more, to provide a similar level of surface roughness and resistance to airflow. The models were fitted with up to 192

THE COST OF

DOWNTIME

The Wind Tunnel McAuliffe and his team used 30-percent scale model trucks in the National Research Council’s nine-metre wind tunnel located in Ottawa. The advantage wind tunnels offer is accurate aerodynamic behavior and highly repeatable drag measurements. The NRC wind tunnel also has a turntable to simulate crosswinds based on data drawn from national weather data bases and importantly, a Road Turbulence System that can simulate the gusts of wind found in real world conditions. The 30-percent scale model tractor trailer is based on an International ProStar, but with modiﬁcations to the

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Aerodynamic Optimization surface pressure taps to measure where and to what degree the truck was impacted by the airflow. And finally, the results were calculated wind-averaged drag coefficient (WACd) to take into account the probability of terrestrial wind speed and direction.

Configurations Tested In all, the program tested 92 truck configurations, beginning with a sleeper cab and day cab model, each with different roof configurations. The sleeper cab had a high roof with full aero fairings and mid roof with no fairings. The day cab had an “OEM” roof fairing, a flat roof with no fairing and a roof-mounted deflector similar to some aftermarket devices. Multiple trailer models were used, including 40-ft and 53-ft dry vans, a set of tandem 28-ft dry vans and a 53-ft flatbed with various cargo configurations. Researchers looked at the effectiveness of several vehicle drag-reduction strategies. Among them, modifying the tractor-trailer gap width, and mitigating the effects of the gap with different types of fairings to prevent air from passing through the gap. The study also looked at several underbody devices including side skirts, extended side skirts and bogey fairings, among others. Several configurations of trailer tails were examined as well as modest and realistic modifications to the upper six inches of the van body—ever mindful of industry’s desire to maintain maximum cubic capacity. Among the more interesting results were those comparing interactions of various devices in combination, such as using side skirts and boat tails together, and the impact of various trailer devices when used with sleeper or day cab tractors. McAuliffe’s team also looked at the impact of trailer-trailer gap reduction on two-trailer combinations, the benefits of adding side skirts to flat deck trailers and the impact of mismatched tractor and trailer roof heights. “It’s important to note that the technologies we tested do not represent specific commercial products,” says McAuliffe. “The fittings we used were designed to treat the air around the vehicle in a similar manner as some existing product, but we

did not take speciﬁc shapes from any existing product on the market. These are not optimized designs, rather a starting point.” Evaluations and comparisons on this scale and with this degree of accuracy would be nearly impossible for a ﬂeet to contemplate in-house. There are just too many variables to consider. So, while this body of work still represents mathematically calculated estimates of drag reduc-

tion and fuel savings, it’s safe to say the numbers are probably reliable. Fleets looking to lower their fuel burn should consider some of these recommendations. Some will of course be easier to implement than other, but the very real potential for reducing aerodynamic drag by up to 25 percent and saving more than 8,000 liters of fuel per tractor per year ought to be very compelling.

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Aerodynamic Optimization

Fuel $avings Aerodynamic Efficiency Gap Devices FUEL SAVINGS: 600 -1,600 liters/year Three devices were tested; a trailer-mounted fairing to round out the front of the trailer, and full and partial plate seals, which mount at right angles to the front of the trailer. Trailer fairing devices perform well for sleeper-cab, but better for day-cab, while the full plate seal was effective only for the sleeper-cab. Refrigeration and heater units on trailer provided effective drag reduction, especially for day-cab. The gap width had no signiﬁcant inﬂuence on device performance. CONCLUSION: Trailer fairings were most effective with day cabs, producing up to 1,600 liters annual fuel savings compared to 600 liters saved with sleeper cabs.

Trailer fairing

Tractor -Trailer Gap FUEL SAVINGS: 800 liters/year Models were tested with various gap widths: 24, 30, 36, 42, 48 inches for the sleeper cab; 24, 36, 48 inches for the day cab. 36 inches was the baseline in each case. Optimum was the smallest gap. Results show the wind-averaged drag coefﬁcient increases approx. 2.7 percent per foot of width for the sleeper and day cab models. Data showed the drag coefﬁcient generally increased with the yaw angle of the crosswinds and vehicle speed. Increasing the width of the gap in crosswinds also increased the wind pressure on the trailer bogey, adding additional drag at that point. CONCLUSION: Tractor-trailer gap should be maintained at the smallest possible distance practical to avoid damage to the back of the cab or front of the trailer.

Flatdecks with Side Skirts FUEL SAVINGS: 1,600-2,900 liters/year Three 53-foot tridem ﬂatdeck variations were tested; one with no cargo, one with irregular-shaped cargo stacked to full height, one with tube-shaped cargo representing steel wire coils or concrete pipe. Results showed side skirts were very effective on deck-type trailers. The greatest improvement was noted on loads of irregularly-shaped cargo, mostly square boxes. Side skirts tested did not show as great an improvement as when installed on dry vans. CONCLUSIONS: The magnitude of the drag reduction depends on the cargo conﬁguration. Due to the different absolute drag values for each cargo type, the drag reductions represent percentage changes in drag with the side skirts. Because the absolute drag on the irregular cargo was the highest (18 percent higher than a dry van), the percent reduction in drag is higher also.

Empty ﬂatbed

Box cargo

Tube cargo

Box cargo with side-skirts FEBRUARY 2016

Aerodynamic Optimization

Trailer Base; Boat-Tail Configurations FUEL SAVINGS: 1,900 liters/year Five variations of the “boat tail” device were tested; long (apx. 4-ft) 3- and 4-panel, short (apx. 1.5 ft) 3- and 4-panel, tapered 3-panel and a covered 4-panel (similar to an inflatable device). Results showed all devices performed nearly equally, but the overall results were lower than previous research has shown. McAuliffe believes the discrepancy may result from a three-inch vertical offset built into the NRC models to allow for visibility of the rear-header-mounted required trailer lighting. Many model commercially available do not have such an offset, and carve out gaps for the light. He says the offset factor deserves more study. CONCLUSIONS: All configurations performed nearly equally, calling into question the need for four-ft panels and a bottom panel on the devices.

Long 4-panel boat-tail

Long 3-panel boat-tail)

Short 4-panel boat-tail

Tapered 3-panel boat-tail

Long covered 4-panel boat-tail

Underbody Devices, Flow Deﬂectors FUEL SAVINGS: 2,900 - 3,600 liters/year Five devices were tested, including; standard, split and extended side skirts, bogie fairing, diffuser fairing and a belly box (like a drip-frame trailer). Side skirts provided the largest drag reduction overall with standard, short and split skirts performing nearly equally (2,800-2,900 L). Skirts proved most effective on day cabs pulling tridem dry vans (3,600 L). Extended skirts that run the full length of the trailer performed best, with fuel savings in the 3,600-litre range. CONCLUSION: “The best way of saving fuel from the underbody region is to prevent air from getting in there to begin with,” says McAuliffe.

Trailer Roof Drag-reduction Configurations FUEL SAVING: 7,600 liters/year Combinations of aero devices consisted of standard and extended side-skirts, long four-panel boat-tail, trailer gap fairing and a profiled roof (the rear 10 feet was tapered downward by six inches, rounded top and front edges). Drag reduction values achieved when combining various technologies always exceeded the sums of their individual benefits. The most remarkable drag reduction came with a slightly futuristic trailer profile, with a slight taper to the rear of the roof and rounded side and front edges. The greatest challenge here is not in the reduction in cubic capacity, but the lowering of rear door header by about six inches. Its market value would be determined market acceptance. But considering the fuel saved, there’s a pretty compelling argument to be made for giving up six inches of loading access where possible. CONCLUSIONS: Extended side skirts, trailer gap fairings and boat tails used in combination provided the next best results, followed by standard side skirts on the same configuration.

TODAY’S TRUCKING

Rounded front edge

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EQUIPMENT NEWS, REVIEWS, AND MAINTENANCE TIPS

Class 8 Update

is becoming longer – something that will pleasantly surprise ﬂeet managers who’ve long complained about lack of timely service at truck dealers.

For all OEMs, it’s all systems go. Unless of course you’re in the oil patch. By Tom Berg

Issues affect truck choices

verall, 2015 was a strong year for Class 8 truck sales and ended just short of 2014’s healthy pace of more than 220,000 units sold across the continent. “Sales in 2015 have been very good, and we’ve seen strong customer demand for our trucks across all market segments,” says Wade Long, director of product marketing at Volvo Trucks. “Growth has been particularly strong in the long-haul highway application, which makes up roughly half of the Class 8 market.” Low fuel prices and steady freight rates have led to more profits for fleets, he says, which “has enabled many customers to purchase newer, more efficient trucks to replace older models.” “The economy is still strong,” says Anthony Gausle, on-highway product manager at Peterbilt Motors. “Fleets are ordering for the long term. But the driver shortage is increasing. More drivers would mean more trucks [sold and in service], more loads carried and more money made.” One thing that’s happening is fleets are spacing out their orders more. “One of the trends we’re noticing is what you could call a ‘managed buying pattern,’” says Curtis Dorwart, Mack Trucks’ vocational products marketing manager. “That is, purchasing smaller quantities of trucks, but on a more regular, periodic basis. This is especially true at the smaller vocational fleets, which seem to be more deliberate and structured in their buying habits.” For the vocational truck industry, 2015 has been a year of growth, according to Ron Schultz, on-highway truck sales and marketing manager at Caterpillar. “We are seeing increased demand in sev-

TODAY’S TRUCKING

eral industries, especially in paving and construction applications. The highest demand seems to be for dump trucks that will be working on infrastructure development, construction projects, and asphalt/ aggregates applications. We see this type of demand continuing throughout 2016.” About the only segment not buying is oil and gas drilling and production, where steeply falling petroleum and natural gas prices worldwide have caused a slowdown in activity. “We’ve seen a reversal of the buying situation from earlier in this decade, thanks to low oil prices,” says Stu Russoli, Mack’s highway and powertrain products marketing manager. “At the beginning of this decade, the oil and gas ﬁelds were booming with exploration, drilling and other activities that required a number of vocational trucks. At the same time, just about every other industry that utilizes vocational trucks was experiencing decreased sales of dumps, concrete mixers, concrete pumpers and so on. “Fast forward to today, and I’m hearing the dump body guys tell me they are well into 2016 in terms of production slots. The refuse market has shown some of this increase as well, although that segment is fairly stable come good times or bad.” Truck builders are all promoting telematics capabilities that allow realtime monitoring of vehicle performance, diagnosing problems as they occur and alerting customers to them, and scheduling repair visits to dealers. Meanwhile, builders are expanding service capabilities with fast-lane service for relatively minor problems. Every company now pledges that “uptime” for its vehicles

Driver recruitment and retention continue to affect the types of trucks customers buy, says Mary Aufdemberg, director of product marketing at Freightliner Trucks. “We’re seeing a shift that addresses changing driver demographics. As more and more Generation X, Y, Millennials and women enter the industry, we’re pro-

In Gear viding solutions that resonate with them, features that have been offered by the automotive industry for years, including mobile applications for driver coaching and predictive maintenance. “Fleets and drivers are also more interested in health and wellness, and we’ve seen an increase in this trend through the acceptance of the Freightliner In-cab Training (FIT) system, as well as the addition of more comfort features in the cab,” she says. Safety resonates with drivers and ﬂeet executives, and Freightliner is seeing more demand for features such as lane-departure warning systems. Among components that address the driver shortage are automated manual transmissions. Some builders report take rates for AMTs at 70 percent in highway models, many of which are operated by long-haul truckload ﬂeets where driver

turnover has always been the greatest. Automated transmissions also contribute to better fuel economy because they allow the worst drivers to turn in fuel mileage almost as good as the best drivers, says Evan Vijithakumara, product strategy manager for Eaton Corp., maker of UltraShift Plus and Advantage AMTs. Jeff Sass, senior vice president for North American sales and marketing at Navistar, says a highway type AMT from Eaton costs $2,000 to $3,000 over a comparable manual transmission, and the TC10 is priced at $4,000 to $5,000. Steve Clough, president of Arrow Truck Sales, says automated and automatic transmissions now return some of their price premiums at trade-in time, because second owners recognize their beneﬁts. They brought nothing and were even avoided in the past.

International ProStar ES

Proprietary gains Proprietary powertrains are gaining some momentum in the market. Freightliner emphasizes diesels, transmissions and axles from Detroit, a Daimler Trucks sister company. “Rather than spec’ing an engine and building around it, customers are looking at the complete powertrain solution, and considering it along with truck aerodynamics,” says Freightliner’s Aufdemberg. Mack has stayed on this tack since its inception more than a century ago. Over the years probably 95 percent of all its trucks were sold with Mack engines, and many with Mack transmissions, axles and suspensions, as well. It has brought production of Mack-designed and -branded axles into the same plant in Hagerstown, Md., where Mack and Volvo engines are built. “We continue to see very strong interest from customers in our integrated powertrains and the benefits they bring in terms of durability, performance and fuel efficiency,” says Dorwart. “You’ve heard us say it before, but we firmly believe that components designed to work together simply work better.” Proprietary diesels have gained sales as the truck builders’ own engines are proving to be reliable and economical. An example is Paccar’s MX-13, sold by Kenworth and Peterbilt. Half or more of the two truck makers’ many models now are spec’d with it, though they continue to offer Cummins ISX power in 12- and 15-liter sizes. The recently announced Paccar MX-11 should grab more sales. “The MX-11 is the sweet spot for many operators,” says Jason Skoog, assistant marketing manager at Kenworth. “It’s 400 pounds lighter (than the MX-13 and the ISX12), and still provides good horsepower and torque.” The new diesel goes into production in January, and the Paccar plant in Mississippi will make MX-11s for North America and Europe, where DAF, the sister division in Holland, will use them in certain models. Similar advantages are claimed for 13-liter engines against 15-liter models. But whether that constitutes a trend depends on the builder. Mack and Volvo have declared the 13-liter the engine of FEBRUARY 2016

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In Gear the future, if not today. Freightliner says it continues to see bigger demand for 15-liter Detroit and Cummins diesels than for smaller engines. That brings up Caterpillar’s sole reliance on the Navistar-built N13/CT-13 diesel for its Cat Trucks. It maintains that the 12.4-liter engine does most jobs more than adequately, but announced last summer that it would ﬁeld a 15-liter engine to expand the vehicle product line to heavier duty assignments. However, it won’t be another Navistar product, because Navistar is happy with its partnership with Cummins for the ISX15. It won’t be a Cat diesel, because the company won’t get back into the truck-engine business. What’s left in available truck diesels — an ISX15 painted yellow? We’ll see. W W W W

Caterpillar Long-nose CT680 tractor and truck with forward-set steer axle and two trim levels joined the Cat Truck vocational series last summer. Late last year came the CT681, with a forward-set steer axle but a plain nose preferred by operators of dump and concrete mixer trucks and snow plows, Cat says. The series began in 2011 with the axle-back CT660 (also available as a glider kit). Cat Trucks have been built by Navistar in Mexico, but that agreement will end in December 2016 and Cat will begin assembling them at a plant in Texas. Initially the Cat-built trucks will be the same as now. They use Navistar’s 12.4-liter N13 diesel, which Cat calls the CT13. A new 15-liter diesel has been promised, but its origin has not been announced. Cat’s own CX31 full-automatic is the most popular transmission, followed by Eaton manual and UltraShift Plus AMTs.

Freightliner Freightliner is the dominant builder of heavy and medium-duty trucks. Cascadia, its main Class 8 road tractor, comes as a daycab and with mid- and high-roof sleepers in several lengths. The Cascadia Evolution has advanced aerodynamics and is its most fuel-efﬁcient model. Both are available with Detroit 12.8-liter DD13, 14.8-liter DD15 and 15.6-liter DD16 diesels, often paired with the Detroit DT12 automated manual transmission and Detroit axles. Cummins’ 11.9-liter ISX12 and 14.9-liter ISX15 diesels are available with Eaton UltraShift Plus and Advantage

AMTs. Detroit Assurance safety technologies are part of the builder’s product offerings. Severe-duty models are beefed up for on/off-road service, and include the 108SD, 114SD and 122SD. The 122 is available with up to 600 hp and 2,050 lb-ft, and heavy-haul tractor duty is among its applications. Certain Freightliner models are available with natural gas engines from Cummins Westport.

International International Truck has found sales success by reintroducing the Cummins ISX15 in its Class 8 models and employing Cummins’ medium-duty ISB6.7 in its Class 6-7 trucks. Proprietary engines with SCR gear from Cummins Emissions Solutions include the N13 and N9/N10. ProStar is the main highway tractor and International’s most aerodynamic and fuel efﬁcient model; it comes with 14.9-liter ISX15 or 12.4-liter N13. The retro-styled LoneStar premium model and the traditionally styled 9900i are powered only by the ISX15. The TranStar regional tractor comes with the N13 or Cummins Westport natural gas engines. Vocational models are the PayStar 5900 (soon to be relaunched as a premium truck called HX), with N13 or ISX15 diesels, and WorkStar 7000 series, with N13, 9.3liter N9/N10, and Cummins ISB6.7. The MaxxForce DT has been dropped.

Kenworth The T680, with its wider cab and other advances, has become Kenworth’s high-selling road tractor, replacing the still-available T660. The T680 recently added a new, integral 76-inch mid-roof sleeper configuration that offers tank, flatbed and heavy haul operations a lightweight, fuel-efficient option. Standard with the Paccar MX-13 engine, the T680 also is available as a day cab or with a 52-inch mid-roof sleeper. The T880, named 2015 Vocational Truck of the Year in the American Truck Dealers competition, is Kenworth’s vocational flagship truck. It is popular in dump, mixer, heavy haul, oilfield, logging and refuse applications. The durable C500 and K500 are used mainly for off-road service in North American and overseas. Kenworth also offers the T440 and T470 that often are equipped as heavy-duty trucks using the Cummins-built Paccar PX-9. Various KWs are available with the new 10.8-liter Paccar MX-11, the MX-13, and Cummins’ ISX12 and ISX15. FEBRUARY 2016

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In Gear Mack The Mack Pinnacle axle-back in sleepercab and daycab variants is Mack’s principle highway tractor, serving long-haul and regional users. All Pinnacle models come standard with the Mack mDrive AMT. The Pinnacle is also available in an axle-forward conﬁguration to satisfy bridge-formula requirements or for customers desiring more traditional styling. Pinnacles use Mack’s MP series diesels in 10.8-liter MP7 and 12.8-liter MP8 versions. Vocational models include the Granite, TerraPro cabover and LR low-entry refuse cabover models. Granite and TerraPro are available with the MP7 and MP8, while the LR is available with the MP7. The Granite MHD uses only the Cummins 8.9-liter ISL9. For severe-duty applications, Mack’s Titan uses the 16.1liter MP10. Pinnacle daycab, TerraPro and LR models are available with Cummins Westport natural gas engines. Mack’s GuardDog Connect telematics service monitors for critical fault codes that could lead to an unplanned visit to the dealer.

Peterbilt Model 579 tractor with Epiq package has all available aerodynamic fairings and gap covers to improve fuel efﬁciency by up to 14% over a base 579, Peterbilt says. Epiq uses an Apex optimized powertrain with a Paccar MX-13 diesel and Eaton Fuller Advantage automated transmission to improve fuel efﬁciency by up to 4%. The 579 comes in two hood lengths and uses separate sleeper boxes. Power is from Paccar MX-11 or MX-13, or Cummins ISX12 or ISX15 diesels, as well as the natural gas Cummins Westport ISX12 G. The long-hood 587 has a wider cab and integrated sleeper, and MX-13 or ISX15 power. The 389 has a long hood and MX-13 or ISX15 diesels and can be spec’d for on-highway and vocational applications. Other vocational trucks include the Model 567 with set-forward or setback front axle, and MX-11, MX-13, PX-9 and Cummins ISX12 and ISX15 diesels, and ISX12 G. The low-cab forward 320 is available with PX-9, MX-11 or Cummins ISX12 diesels, or the ISX12 G.

Volvo

several sleeper options. The I-Shift AMT has a redesigned oil cooler that minimizes pumping losses and has quick disconnect lines for easy maintenance. Adaptive Loading, a 6x2 conﬁguration featuring an automated lift axle in the tandem, can sense full, partial or empty loads and lower or raise to shoulder weight or reduce drag and save fuel. The VNX heavy-haul tractor uses the 16.1-liter D16 and is now available with a tridem rear axle group for greater traction. The vocational-focused VHD is available as a straight truck or tractor. The low-proﬁle VAH daycab and sleeper, built on a VHD chassis, serves auto haulers. Volvo emphasizes its own D16 diesel and the higher-volume 10.8-liter D11 and 12.8-liter D13, but also offers the Cummins ISX15 diesel and Cummins Westport natural gas engines in certain VN models.

Western Star The Daimler premium brand’s 5700XE was introduced just a year ago as a distinctively styled aero model aimed at owner-operators and image-conscious ﬂeets that also want good fuel economy. Wind tunnel tests show its aerodynamic performance is second only to Freightliner’s Cascadia series, the builder says. The 5700XE and traditionally styled 4900 are available with Detroit DD13, DD15, and DD16 engines, which can be mated to an array of manual transmissions as well as the Detroit DT12 automated transmission. The shorter 4800 comes only with the DD13, and can be spec’d with all-wheel drive options. The 4800 and 4900 models offer factory-installed twin-steer axles that are popular in crane and concrete mixer applications. The more compact 4700, which is gaining market share in municipal and construction applications, uses the DD13 diesel or the smaller Cummins ISL9. The extreme-duty off-road 6900XD model can be powered with the Detroit DD15, DD16 or Tier 3 Detroit Series 60, or Cummins’ ISX15. TT Tom Berg is Senior Editor of Heavy Duty Trucking Magazine.

In 2015, Volvo’s VNL 780 and other VNL highway tractors got smoother bumpers and chassis and roof fairings to reduce air turbulence around the vehicle’s exterior and improve airﬂow under the truck, around tires and the trailer gap. VNL and VNM series have long and medium-length hoods, respectively, and FEBRUARY 2016

' + ( + *)$ (* )'$%# $+) +&*'" $ +& )'$%# $+) +&*%! (*$ (& (*+ )' *(+ ' !# +)*+ $( !# + )'+ &)+'$(+ *'" +%# + *%! (* )'+ )# &+ % (+&)+&% (+ )* + )*+!& +%$ +)'*+"'$&) (*$+ + (( +") !# + %"

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In Gear

Kenworth Icon 900

Poke In The Eye With A Sharp Rig KW’s Icon: No Apologies For Being a Good Ole Great Big Truck. By Jim Park

y hat is off to Kenworth for lending us the Icon 900. The way I see the truck, it’s as much a poke in the eye to the enviro-zealots who would cheerfully have us all driving around in solar-powered golf carts as it is a nod to those doing really well in trucking. Success is nothing to be ashamed of. The Icon 900 is a special edition W900L created to celebrate the 25th anniversary of an iconic truck. It has a few unique features as well as special badging to distinguish it from lesser W900Ls. Silver is the precious metal favored at 25th-anniversary celebrations, so Kenworth decked the truck out in the next best thing: chrome, stainless steel and polished aluminum. The special Icon exterior trim includes

a unique chrome hood badge, rather than the typical red badge. It’s available only on this special edition model. Other lust-inspiring features include stainless steel fender guards, upgraded headlights, headlamp covers, stainless under-door and sleeper panels, a grille closeout panel and some cool looking LED accent lighting. And you can’t miss the big polished stainless air cleaner canisters or the sun visor. They are terribly politically incorrect, but isn’t that at least part of the reason for wanting one of these things? On the inside, drivers will bask in all the luxury they have come to expect from Kenworth, and a little bit more. The unbelievably comfortable leather driver and passenger seats feature an embroidered

SPEC SHEET KENWORTH W900L — ICON Edition — Engine: Cummins ISX15 550 hp/ 1850 lb-ft Transmission: Eaton Fuller RTLO20918B 18-Spd Rear Axle: Meritor MT40-14X4 40,000 lb, 3.55: ratio Rear Susp.: Kenworth AG400 40,000 lb Front axle: Dana E-1322W 13,200 lb Front Susp.: Taperleaf steel springs 13,200 lb Front Tires: Michelin XZA3+ 11R24.5 Rear Tires: Michelin XDA5+ 11R24.5 Sleeper: 86-in. Aerocab, Diamond Studio VIT interior Interior: Diamond Studio VIT Jet Black, Slate Gray Trim Seats: Sears Atlas Series 80 Highback, Ultraleather Brakes: Air disc brakes at all wheel positions Wheelbase: 280-in. Paint: Black Red Effect W900L ICON Package FEBRUARY 2016

In Gear Icon 900 logo on the headrest. The upgraded sofa bed back in the 86-in. sleeper I drove is leather and color-keyed to match the seats. There’s a little more chrome trim than usual on the inside, including the dash surrounds and door pads. Plus, there’s also a neat-looking W900L trim plate at the bottom of the gear shift column. Owners get a stainless-steel plaque on the dash denoting the truck’s limited edition status. The design concept comes from a partnership with Jonathan Ward of Icon 4X4, who helped craft the exterior trim and ICONOGRAPHY: The Icon 900 is available in any paint scheme Kenworth offers, along interior color schemes. with this retro-looking design available in complementary colors. Not far beneath the special Icon trim lies the typical Kenworth cab and dash layout. The A-panel on the dash is completely readable through the steering wheel, provided it’s not positioned extraordinarily low or high. The rocker switches are big and firm, and have a nice solid feel to them. They are backlit as well. Controls for the fifth wheel air slide, the differential locks and the suspension dump are all electric over air, meaning the switch is electric and it controls a pneumatic solenoid located outside the cab. This helps eliminate a few small sources of noise and DASHING GOOD LOOKS: The dash panel is easy to look at and easy to live with. Gauges keeps oily air out of the dashboard. are multiplexed for personal positioning, and the SmartWheel features fingertip controls I really like the large rotary heat and air for lights, cruise control and the engine brake. conditioning control knobs. They have a nice positive grip and don’t hey, they are a very big part of the iconic lite radio as well as virtual feel like they’ll break off anyclassic truck look. The test truck had a gauges, camera inputs and a time soon. 280-in. wheelbase, which makes it too long ton of other features, includI’ll even give Kenworth for Canadian sensibilities, unless you’re ing Wi-Fi capability, which credit for the radio design. pulling something shorter than a 53-foot makes it easier to update the There’s only one knob and it’s trailer. That extra bit of frame space makes maps, for example. big enough to get a decent room for a step behind the sleeper which I flipped on the system grip on if you rest three of doubles as a toolbox. We lost the rightbriefly, but didn’t drill down your fingers on the dash and hand side tool box when truck makers too deep into the feature set. grip the knob between your HOODS UP: The started stuffing the emission hardware Frankly, I didn’t have time, thumb and forefinger. The Icon exterior trim under the right side of the cab. You get the and I don’t like messing with knob is the volume control, includes a chrome toolbox back on this long-ass model; with that stuff while I’m driving. while the radio functions are hood badge rather than the typical anything shorter you’d forfeit the toolbox. The screen was bright and on the display screen below. red badge. easy to read even in direct The truck I drove had the sunlight and the pinch-andnext generation, multi-funcThe Powertrain zoom feature works just like a smartphone. tion NAV+ HD infotainment system with Power for the Icon 900 is provided excluNot much has changed on the outa 7-in. high-definition touch screen. It sively by Cummins. The standard ISX15 side save for the special trim touches and offers ‘pinch and zoom’ capability with comes with ratings up to 1,850 poundthe Icon 900 badge on the sleeper. The several of the apps for better viewing. The feet of torque and 600 horsepower. brushed stainless trim on the battery and system offers hands-free Bluetooth phone Transmission options include almost tool boxes is really nice. The big air cleancapability, truck navigation through anything--manual or automated--in the er canisters are becoming a rarity these Co-Pilot, as well as iPod and MP3 inteEaton Fuller lineup. The truck I drove days. They catch more than your eye, but gration. It comes with a SiriusXM satelhad an ISX15 rated at 550 horsepower

TODAY’S TRUCKING

In Gear and 1,850 pound-feet and Eaton’s LowInertia Super 18 manual transmission. It comes with a B-ratio overdrive, giving you a ﬁnal drive of 0.73:1. That, mated to the 3.55:1 rear-axle ratio, gave us a comfortable cruise rpm of about 1,200 at 65 mph on 24-in. Michelin tires. That’s a much higher rear-axle ratio than I’ve driven in quite awhile. Most of the new trucks I’ve tested in the past couple of years had downsped drivetrains with rear-axle ratios of two-point-something. Three-something seemed pretty high. The advantage, of course, is performance. You cruise with the engine a little higher up in the rpm band where the horsepower is, and that makes the throttle feel very responsive. There’s a slight fuel economy penalty to such a drivetrain, but if you’re a diehard W900L fan, fuel efﬁciency likely isn’t your top priority anyway.

Out on the Road Kenworth arranged an editor rideand-drive event at a plant in Chillicothe, OH, last summer. They set up a short test drive course for us around the Chillicothe

area. It was about a 45-minute round trip, but I liked the truck so much I went around twice. There’s just something about looking out over that square-acre hood, slipping the transmission into gear and feeling the power roll on as the clutch engages. The 280-inch wheelbase gives it awesome stability and steering feel on the highway, but it might be a bit of a drawback if you’re peddling freight in downtown Vancouver. But hey, if you can afford a truck like this, you can probably afford to turn down those loads. I can’t think of a truck that comes close to this one in terms of ride and handling. There’s a little s-turn on the course that runs under a railroad bridge. There’s quite a dip there and the pavement was pretty badly broken up, but the truck held the road sure and true. I got not even a hint of protest from the steering wheel. If there’s a downside to the W900, generally, it’s the big exterior air cleaners. Yeah, they make the truck look great, but they get in the way of crossing the 10-mpg barrier. They are noisy too. Some like the sound of

the whistling turbo--I do too--but it would get on my nerves after a few hours of stopand-go driving with the windows down. Aside from the air cleaner noise (some would call it a tune), the cab is dead quiet at cruise speed. I compare it closely to the T680, but with a bit more wind noise thanks to the W900L’s more angular proﬁle. Kenworth’s director of marketing, Kurt Swihart, says the Icon 900 is being offered in limited number, and he expects the biggest draw will be owner-operators and ﬂeets looking to reward over-achieving drivers. I think it will wind up in the hands of a few 50- to 60-year-old successful veteran drivers who are approaching retirement, thinking to heck with all this automation and electronic tomfoolery. I want one last real truck before I hang it up. The Icon 900 may be that truck. The Icon 900 is bold and unapologetic, and it will be successful not by currying favor with the enviro-mob, but by standing as a testament to a time when the trucking industry was bold, and unapologetic too. TT

FEBRUARY 2016

$15,000 lN CAS AND A CHANCE FOR YO

2016 HlGHWAY STAR OF THE YEAR We’re looking for one driver who embodies the term “professional”. A driver with that certain outlook on life and the industry that sets them apart from the rest. A driver who gives to the community, operates with the highest regard for other road users, and who generally sits tall in the saddle. In short, we’re looking for a driver with STAR quality to be the 2016 Highway Star of the Year. The Highway Star of the Year award is open to ALL drivers — company drivers and owner-operators alike. If you know someone worthy of such an honor, please submit your nomination as soon as you can. We’ll be presenting the award during Truck World 2016 in Toronto, ON., on Saturday April 16, 2016.

Winner will receive...

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+ $10,000 IN CASH + An Eberspaecher Heater System + Road-ready, trucker-friendly laptop from OBAC + Special-edition leather Today’s Trucking jacket with winner’s name and Highway Star of the Year logo 6 + Travel and accommodations for two to Toronto for Truck World 2016

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Having a winning driver on your team pays huge dividends. There’s free publicity. It’s a morale boost, a proud ﬂag to ﬂy, and just entering somebody’s name shows you care. The winning driver and his or her carrier are often used as expert sources in subsequent magazine stories. Nominate as many drivers as you want.

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Praxair Edmonton, AB

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Peteâ&#x20AC;&#x2122;s SmartAir HVAC system gets auto-start technology.

PETERBILT NO-IDLE SYSTEM

Pete has enhanced its SmartAir no-idle system with new auto-start technology. Peterbilt has enhanced its SmartAir no-idle system with new auto-start technology that helps keep main and auxiliary batteries charged while running the air-conditioning system and using electric devices. The auto-start technology is available as a factory-installed option with Model 579s equipped with SmartAir and either

a 72- or 80-in. sleeper. Itâ&#x20AC;&#x2122;s fully integrated with the truckâ&#x20AC;&#x2122;s electrical system to monitor battery charge levels and start the truck if the charge falls below a given threshold. SmartAir, says Peterbilt, allows customers to reduce fuel costs, comply with no-idle regulations, and reduce their carbon footprint.

The auto-start feature monitors the charges of main and auxiliary batteries while the truck ignition is off. If the charges fall below a certain level, the system automatically starts the truck and runs the engine until batteries are back to normal. The system performs several safety checks before cranking the engine, and interlocks ensure that the system does not unexpectedly start. SmartAir has a 7500 BTU/hour cooling capacity and can operate for up to 10 hours on a single charge. The split-system design is located outside the cab for optimum performance and maximum underbunk storage capacity. As a factory-installed option, itâ&#x20AC;&#x2122;s fully integrated into the existing HVAC system and uses existing ducting. Easy to operate, according to Pete, itâ&#x20AC;&#x2122;s controlled through an in-sleeper LCD display. See www.peterbilt.com FEBRUARY 2016

Driver Recruitment Pavilion Friday,10:00 am to 6:00 pm Saturday, 9:00 am to 5:00 pm

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Product Watch AIR BRAKE ACTUATORS

Wabash AeroFin XL V

WABASH NATIONAL EXPANDS TRAILER AERODYNAMICS PORTFOLIO WITH AEROFIN XL TAIL DEVICE

Wabash National has expanded its trailer aerodynamics product line with its fifth device designed to improve trailer aerodynamics and fuel economy — the AeroFin XL tail device. The AeroFin XL is said to be a lightweight and “extremely durable” aerodynamic tail device that directs airflow across the rear of the trailer to reduce aerodynamic drag. The device deploys and retracts automatically with swing-door operation, requiring no additional interaction from the driver. It does not interfere with trailer loading and unloading. It features a more compact design and a lighter weight when compared to conventional designs, the company claims. When used in conjunction with Wabash National’s Ventix DRS (drag reduction system), the AeroFin XL is said to provide over 10 percent improvement in fuel economy (certified by an independent third party in accordance with the SAE J1252 wind-tunnel test). Together, the devices are verified as an EPA SmartWay Elite aerodynamic device combination, a new category for the SmartWay program that recognizes devices providing the highest levels of fuel savings. When used as a stand-alone device, the AeroFin XL provides over 4 percent improvement in fuel economy, says Wabash. See wabashcomposites.com

SELF-ADJUSTING AFTERMARKET CLUTCHES EATON’S NEW EVERTOUGH SELF-ADJUST CLUTCH HAS BEEN ENGINEERED SPECIFICALLY FOR AFTERMARKET APPLICATIONS

Eaton’s new EverTough Self-Adjust clutch has been engineered speciﬁcally for aftermarket applications and eliminates the need for manual adjustments. All EverTough clutches are affordably priced and designed for longevity to extend the life of later life-cycle trucks. Features include easy-to-see wear indicators, stainless steel cam springs, fullround bafﬂes, and dampers that optimize aftermarket torsional vibration needs. The clutches receive the same Roadranger driveline support as OEM clutches, says Eaton. Available in 14- and 15.5-in. sizes at truck dealers and independent parts suppliers throughout North America, the EverTough Self-Adjust clutch has a 25,000-mile lube interval and comes with a one-year warranty. It will be available for order on February 1. See www.eaton.com/roadranger

TSE Brakes is introducing VCT (variable clocking technology) that features easier installation, better chamber sealing and fewer necessary model numbers. You can either get a complete unit or a piggyback repair kit for easy repairs. The technology is patented. Now you can freely spin the ports during installation and then secure with one bolt. Not only does the feature save time with installation, but it also allows customers to stock fewer models because the port locations are now variable instead of left hand or right hand, the company says. TSE adds that customers say that air brake actuators are sometimes less efﬁcient because they’re not always properly sealed by the installer. The beauty of the VCT design, it says, is that the diaphragm is factory-sealed, so the installer is no longer required to get the best possible seal. Beneﬁts include up to 75 percent shorter installation time, less inventory, less shared leak responsibility, and less chance for improper installation. Six model numbers can handle virtually every TSE Brakes actuator installation. The piggyback kit includes four pieces versus competitors’ eight to make installation even easier, the company says. VCT is available on UltraLife and OmniBrake air brake actuator models. See www.tsebrakes.com Eaton EverTough V

AEROFIN XL TAIL DEVICE

TSE BRAKES IS INTRODUCING VCT (VARIABLE CLOCKING TECHNOLOGY)

FEBRUARY 2016

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Product Watch SYNTHETIC AIR-TOOL OIL FROM AMSOIL COMES A NEW SYNTHETIC OIL FOR PNEUMATIC EQUIPMENT

From Amsoil comes a new synthetic air-tool oil specially formulated to provide exceptional lubricity for pneumatic equipment. It’s said to promote equipment longevity, smooth operation, and reduced wear for a variety of common air tools, including grinders, impact wrenches, ratchet wrenches, chisels, drills, sanders, hammers and nail guns. It effectively lubricates rotary and piston-type air tool bearings and motors, the company says, while managing moisture and conditioning rubber and plastic seals and O-rings. The new oil helps prevent corrosion and deposits while reducing wear and extending tool life. It allows air tools to run cleanly and reliably for years, even generations. See www.amsoil.com

XL 80 SLIDER TRAILER XL SPECIALIZED TRAILERS OFFERS THE NEW XL 80 SLIDER TRAILER RATED AT 80,000 LB

XL Specialized Trailers offers the new XL 80 Slider trailer rated at 80,000 lb, 50,000 lb in 10-ft concentrated. It’s named for its sliding axle assembly, which allows the unit to tilt for the loading and unloading of heavy and/ or inoperable equipment. New Teﬂonlined rollers slide smoothly without the need for grease, the company says. With optimal standard features and an array of options, it’s customizable for speciﬁc hauling needs and well suited to the towing and rental markets. Paving equipment, for example, creates unique challenges with its large rollers and heavy weights that require a full-width ramp and low angle for loading. The XL Slider is well suited to this equipment with an extremely low load angle of 6.5 degrees. The trailer is set up for hauling inoper-

able equipment that needs winches and rollers for loading. It offers a heavy-duty 20,000-lb hydraulic winch with manual kickout and 100 ft of 9/16-in. cable. A two-function wireless remote accompanies the winch for ease of use and a recessed roller at the top of the gooseneck rolls in conjunction with the winch to pull the cable. While the trailer is suitable for paving equipment, close crossmember spacing also enables drivers to haul forklifts. The new XL 80 Slider is a four-beam trailer comprised of 4-in. junior I-beams and 3-in. I-beams on 8-in. centers for durability. Its standard features include chain drops down the center deck, and the side beams provide extra tie-down areas. The energy chain protects air and electrical lines from damage, while two toolboxes in the upper deck provide storage space. The Slider comes with mid-turn lights, clearance lights, and two taillights, all rubber-mounted with plug-and-play capability for easy replacement. Additional options include dock levelers, a 28-hp Honda self-contained power unit, hydraulic park stands, a wired remote for backup, or an upgraded six, seven or 10-function wireless remote. Operators choose from a 48-ft long trailer with a 17-degree dump angle, a 51-footer with a 16-degree dump angle, or a 53-ft version with a 15-degree dump

angle. It offers two axle-spacing options: 50 and 60 in. Note that Canadian customers can choose an RTAC-legal trailer, which is 51 ft long with a 9-ft-wide deck). See xlspecializedtrailer.com

PORTABLE UNDERVEHICLE LIGHTING STERTIL-KONI INTRODUCES THE PALM LIGHT, A PORTABLE LAMP WITH MULTI-POSITION MAGNETIC BASE

Vehicle-lift maker Stertil-Koni has announced a portable, magnetic, highintensity LED light designed to afﬁx easily to a broad range of metal surfaces commonly found in maintenance shops, including the company’s own vehicle lifting systems. Called ‘Palm Light’, it will be available in the ﬁrst quarter of 2016 and provides up to 800 lumens of directed light. It’s contained in a robust, die-cast aluminum housing, making it capable of withstanding much more than the common knocks, bumps, and drops that are part of the everyday shop environment. The 10-watt Palm LED Light is powered with a lithium-ion 11.1 volt 2200 mAh battery, is IP65 dustand water-resistant and comes with a 12.6 volt 0.8A charger with a magnetic charging base — all as standard. The company says the Palm Light will help reduce overall repair time. See www.stertil-koni.com XL 80 Slider trailer

FEBRUARY 2016

Product Watch SMARTTRUCK UNVEILS FAIRING SMARTTRUCK RECENTLY INTRODUCED ITS LEADEDGE TOP FAIRING FOR TRAILERS

SmartTruck recently introduced its LeadEdge top fairing for trailers, designed to manage the disruptive airﬂow in the gap between cab and trailer or between trailer pairs. The patent-pending product creates lift to reduce drag, the company says. It’s claimed to increase long-haul fuel efﬁciency by 2 percent as a stand-alone, with an incremental improvement in fuel economy when combined with aerodynamic systems addressing drag in other parts of the trailer. Payback is claimed to be especially quick for tandem-trailer operators.

The LeadEdge fairing was designed and optimized using sophisticated computational fluid dynamics. Predicted performance metrics were subsequently validated through coast-down testing. Live tandem fleet testing was expected to be complete by the end of 2015. SmartTruck has consolidated its trailer portfolio to make it easier for customers to choose. The company will sell and distribute its SmartWay-verified and CARB-compliant aero systems in three branded configurations: The former UT1 is now named Classic Aero System, while the UT6+ has become the Premier Aero System. And TopKit is now TopKit Aero System. See www.smarttruckaero.com

RIDEWELL’S STEERABLE TRAILER AXLE THE RSS-233T IS A FULLY INTEGRATED, SELF-STEERING, LIFTABLE AXLE/ SUSPENSION SYSTEM TARGETING CANADA

Ridewell’s RSS-233T is a fully integrated, self-steering, liftable axle/suspension system targeting the Canadian trailer market, by offering what Ridewell

calls “the lightest weight with the highest performance.” Close attention has been spent on engineering to ensure that design requirements were exceeded, the company says, such as dual-draw kingpins, “best in class” installation envelope, improved lateral stability, and cast axle to spindle transition. The system is SPIF approved for Ontario carriers. Industry demands have been met, with up to 9.5 in. of lift. The steer system is available with a full range of ride heights, from 8 through to 20.5 in. They are approved for use in almost all Canadian applications. Models are available for both trucks and trailers, with capacities starting at 8000 lb. Also coming in the near future are disc-brake versions. See www.ridewellcorp.com

YOU CAN’T GET THERE FROM HERE Frankly, It’s a Must-See Last month’s mystery location, the liquor store, is on Highway 3, not far from Frank, AB. Trucker/farmer Gideon Walter lives about 20 minutes east, in Lundbreck, and he says the site of the 1903 rock slide in which almost everybody in town—upwards of 90 souls—perished— should be on every Canadian’s must-see list. As of press time, the only three readers to identify the store were Gideon, his brother-in-law Peter Walter (The area teems with Walters, we hear) and Greg Decker of Airdrie. Decker says he stops at the site with some regularity, because it’s just so fascinating. “I enjoy it every time,” he says. The ﬁrst 10 correct callers get free Today’s Trucking caps. If you think you know where this month’s photograph was taken call Peter Carter at 416-614-5828 or email him at peter@newcom.ca.

January Answer:

Liquor store near Frank, AB.

YOU CAN’T GET THERE FROM HERE c/o Today’s Trucking Magazine 451 Attwell Drive, Toronto, ON M9W 5C4 Phone: 416-614-5828 • Fax: 416-614-8861 Or email: peter@newcom.ca P.S. If you call your answer in, don’t forget to leave your contact details!

TODAY’S TRUCKING

National Advertisers Canadian Fleet Maintenance Summit 46 www.trucksummit.ca Chevron Canada 38 www.ChevronDelo.com Cummins Canada 15, 21 www.cummins.com Detroit Diesel Engines 4 www.demanddetroit.com Diesel Spec 34 www.dieselspec.ca East Manufacturing 16 www.eastmfg.com Eaton 12 www.ultrashiftplus.com Eberspächer 14 www.eberspaecher-na.com Freightliner 2-3 www.freightlinertrucks.com Great Dane Trailers 26 www.greatdanetrailers.com

Hino 36 www.hinocanada.com HighwayStar of the Year 52-53 www.todaystrucking.com/hsoy Howes Lubricator 37 www.howeslube.com International Truck & Engine 41 www.InternationalTrucks.com Isaac Instruments 13 www.isaac.ca/transport Mack Trucks 18 www.macktrucks.com Meritor Aftermarket 22 www.meritorCYA.com Newcom Business Media Inc. 58 www.newcom.ca Peterbilt back cover www.peterbilt.com

Prolam 63 www.prolamﬂoors.com Shell 8 www.rotella.com Tenneco Walker 35 www.walkerheavyduty.com Today’s Trucking 54 www.todaystrucking.com Truck & Trailer 48 www.trackandtrailer.ca Truck World Show 24-25, 56 www.truckworld.ca Volvo Trucks North America 6 www.volvotruckscanada.com Wajax 51 www.wajaxpower.com Western Star 32 www.westernstartrucks.com Wix Filters 44 www.wixﬁlters.com

COMPANIES IN THE NEWS A ACT Research . . . . . . . . . . . . . . . . . . . . . . . 13 Amsoil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Apps Transport . . . . . . . . . . . . . . . . . . . . . 20 B Bison Transport . . . . . . . . . . . . . . . . . . . . . 20 C Caterpillar . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Cummins . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Custom Truck Sales . . . . . . . . . . . . . .20, 31 D Dana . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 E Eaton . . . . . . . . . . . . . . . . . . . . . . . . 43, 49, 57 EBI Environmental Inc. . . . . . . . . . . . . . . 20 Edmonton Kenworth . . . . . . . . . . . . . . . . 29 F Freightliner . . . . . . . . . . . . . . . . . . . . . .21, 42 FTR Associates . . . . . . . . . . . . . . . . . . . . . . 13 G Goodyear Tire&Rubber . . . . . . . . . . . . . . 20

H Hino . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 I International. . . . . . . . . . . . . . . . . . . . .21, 45 J JJ Keller& Associates . . . . . . . . . . . . . . . . 27 K Kenworth . . . . . . . . . . . . . . . . .21, 28, 45, 49 Kriska Transportation . . . . . . . . . . . . . . . 23 L LCG Equipment . . . . . . . . . . . . . . . . . . . . . 31 Left Lane Associates . . . . . . . . . . . . . . . . 23 M Mack . . . . . . . . . . . . . . . . . . . . . . . . . . . .21, 42 Macquarie . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Meritor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Michelin . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Mitsubishi Fuso . . . . . . . . . . . . . . . . . . . . . 21 N Navistar . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 P Paccar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Peterbilt . . . . . . . . . . . . . . . . . . . . . 21, 42, 55

R Ridewell . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 S Sears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 SmartTruck . . . . . . . . . . . . . . . . . . . . . . . . . 60 Stemco . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Stertil-Koni . . . . . . . . . . . . . . . . . . . . . . . . . 59 T Tallman Group . . . . . . . . . . . . . . . . . . . . . . 20 Tallman Transports . . . . . . . . . . . . . . . . . . .7 Tandet NationaLease . . . . . . . . . . . . . . . 20 Techno Diesel. . . . . . . . . . . . . . . . . . . . . . . 20 Transpro Freight Systems . . . . . . . . . . . 20 TSE Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Turner Valley Transport . . . . . . . . . . . . . 29 V Volvo . . . . . . . . . . . . . . . . . . . . . . . . . . . .21, 42 W Wabash National. . . . . . . . . . . . . . . . . . . . 57 Western Star . . . . . . . . . . . . . . . . . . . . .21, 47 X XL Specialized Trailers . . . . . . . . . . . . . . 59

FEBRUARY 2016

Rear View By Peter Carter

Brothers In Trucks After I saw him start Agar’s pickup, I knew anything was possible.

bout 12 years ago, I was on the phone to my niece Jen Carter, who was working for the Feds in Ottawa. She mentioned something about auditing truck-driving schools. I was a freelance writer. I phoned Today’s Trucking and asked the editor Stephen Petit if he wanted a story. A few months later, I joined the staff. Something weirdly eerie just occurred to me. Jen is my older brother Tom’s daughter. And you know what? It makes perfect cosmic sense one of Tom’s kids got me here. Here’s why: When I was a kid, Tom introduced me to Bob Dylan, the Smothers Brothers, Esquire and Argosy magazines. In a lot of ways, Tom kept me schooled. Still does. Tom helped me get my first driving job. I was between second and third-year university and Tom got me on with Garrett Transfer in Elliot Lake. I liked the work and came real close to staying but my mom prayed me back to school. The next summer, Tom helped open another door, also in Elliot. My first newspaper gig was at the Elliot Lake Standard. Tom also—and this is key— taught me pretty much everyTom Carter thing I knew about trucks. When I was about six and shorter than a dolly, Tom held the best job in the world. He drove a beautiful blue-and-white cabover GMC that hauled the Sudbury Public Library bookmobile. I simply cannot imagine a more suitable job for a teenaged, truck-loving, book-reading, 24/7 flirt like Tom. The first time I saw the bookmobile, it sat at the corner of Victoria and what is now Rudd Street in Sudbury, ON. I was on

TODAY’S TRUCKING

the north side of the truck, a few feet behind the driver’s door when Tom showed me how a ﬁfth wheel grabs a kingpin. (I’ve been editing this magazine for more than a decade. Ever since I started, I’ve been searching for a story headlined “Kingpin Problems.” I’ve never found one. I have, however, seen photos of rigs hanging off bridges with the kingpin the only thing keeping the unit and driver from falling to catastrophe. But no kingpin-problem story.)

Other Tom Lessons: Q Using your legs to steer so you can do something else with your

hands. Of course now that we’re all completely against any sort of distracted driving, we would never admit to doing ANYTHING besides steering with both hands on the wheel, but fact is, most reporters of my vintage sometimes loaded film in cameras on their way to a story. Tom showed me it was possible; Q Touching the brakes in time to the music so little kids in the vehicle get the impression the engine is linked to the sound system; Q Shifting without the clutch; Q And finally, time and again he showed me that almost any problem is fixable. One summer, Tom and I and some others used his buddy Dave Agar’s pickup to tow a boat to Spragge, ON. The boat launched, somebody proceeded to lose the truck ignition key in Lake Huron. Tom actually hotwired the truck, and after that you could only start it by opening the hood and turning a Tom-rigged switch. I remain amazed. My wife Helena thinks that one of the reasons I hold Tom in such high esteem is that when we were kids, for about a dozen years until he was old enough to move out, Tom and I shared a bed. (My folks had 10 kids, and a two-bedroom house. We shared everything.) Well, one of the reasons I have such high regard for Tom is he’s earned it. He works harder than two men, he raised a wonderful family; he never complains and he’s always been there for me. But as it turns out, Tom also pretty much single-handedly constructed the bridge that for me, linked writing to trucks. I guess you might say I owe him one. TT

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