Today's Trucking April 2018 by Annex Business Media

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Lofty Ideal PG. 59

The early days of ELDs PG. 12

Peterbilt 579 reaches new heights

The Business Magazine of Canada’s Trucking Industry

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plus FIRST LOOKS Hino’s Class 8, International’s MV, a Paccar prototype,

and more! April 2018

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NOR 23 HOURS OF DARKNESS NOR THE FAILED MISSIONS OF TRUCKERS’ PAST NOR ACTS OF GOD. . . SHALL STAY ME AND THESE CHAINED-UP WHEELS FROM REACHING THE FINAL OUTPOSTS OF THIS VAST FRONTIER. Lisa Kelly on History® Network’s Ice Road Truckers®

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NEITHER RAIN, NOR SNOW

Contents April 2018 | VOLUME 32, NO.4

7 9 11 31

Letters John G. Smith

Rolf Lockwood Mike McCarron

NEWS & NOTES

Dispatches 12 Time Trials What we know about ELDs so far

22 23 24 25 26 27 28 78

Heard on the Street Logbook Stat Pack Trending Truck Sales

Photo: Warner Bros.

Pulse Survey Truck of the Month Faces

In Gear 52 Zero Emissions,

Features 32 Weak Links Cheap ELDs and bad habits open the doors to cyber criminals

By John G. Smith

Positive Performance Kenworth prototype powered by hydrogen By Jim Park

59 Big Comfort Peterbilt’s UltraLoft takes Model 579 to new heights By John G. Smith

69 Powerful Demands ‘Final mile’ leads to new tech, shop requirements By John G. Smith

72 Product Watch

37 Combined Savings LCVs are realizing savings today, but will platooning be a better answer?

By Jim Park

42 Star Drivers 50 make-believe drivers who made their mark on the big screen

By John Law

46 Safe Ryder Ryder preaches a culture of safety. Its Canadian operations are leading the way.

By John G. Smith

76 Guess the Location, Win a Hat

For more visit www.todaystrucking.com APRIL 2018

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Letters Modern safety tech falls short The Business Magazine of Canada’s Trucking Industry

PUBLISHER Joe Glionna joe@newcom.ca • 416/614-5805 VICE PRESIDENT, EDITORIAL Rolf Lockwood, MCILT rolf@newcom.ca • 416/614-5825 EDITOR John G. Smith johng@newcom.ca • 416/614-5812 ASSOCIATE EDITOR Elizabeth Bate elizabeth@newcom.ca • 416/614-5828 CONTRIBUTORS: Steve Bouchard, John Law, Mike McCarron, Jim Park, Jaclyne Reive, Nicolas Trépanier DESIGN / LAYOUT Tim Norton, Frank Scatozza production@todaystrucking.com • 416/614-5818 SALES AND MARKETING CONSULTANT Anthony Buttino anthonyb@newcom.ca • 416/458-0103 SALES AND MARKETING CONSULTANT Nickisha Rashid nickisha@newcom.ca • 416/614-5824 QUÉBEC ACCOUNTS MANAGER Denis Arsenault denis@newcom.ca • 514/947-7228 CIRCULATION MANAGER Pat Glionna 416/614-2200 • 416/614-8861 (fax) PRODUCTION MANAGER Lilianna Kantor lily@newcom.ca • 416/614-5815

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NEWCOM MEDIA INC. 451 Attwell Dr., Toronto, ON M9W 5C4 416/614-2200 • 416/614-8861 (fax) CHAIRMAN AND FOUNDER Jim Glionna PRESIDENT Joe Glionna VICE PRESIDENT, OPERATIONS Melissa Summerfield CHIEF FINANCIAL OFFICER Peter Fryters DIRECTOR OF CIRCULATION Pat Glionna

Today’s Trucking is published monthly by NEWCOM 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: $50 plus applicable taxes; one-year subscription in U.S: $90 US; one-year subscription foreign: $120 US. Copyright 2018. 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.

Member

I’m a third-generation, fully independent, one-truck-and-set-of-B-trains guy. I haul lumber out of northern Ontario and Quebec and have done so for over 23 years. The next time one of your writers is writing an article about more safety being needed in the industry, please tell them that no matter how hard we try, the world is not a safe place. No amount of freedom we sacrifice to the all-knowing government will stop it. None of [the modern safety] tech is tested in the real world. The next time you guys are testing some new click-together plastic lump, I’ll supply the lumber-loaded trains and meet you at the top of Highway 144 in a snowstorm at midnight. You can hook your new truck onto them and see how it works. You won’t make 14 Mile Hill with a 105-km/h speed limiter. As the e-logs and everything else comes in, and more and more guys like me leave the industry, it leaves me to wonder where it’s all gonna end up. — Ron Nothrop Ontario

Email: johng@newcom.ca

Time for urban hourly pay Re: Hourly pay is the answer (February 2018) I’ve been driving 42-plus years as a commercial driver. The accidents and injuries I’ve seen and heard about these last few years is unacceptable. It’s time the government stepped in and forced Canadian trucking companies to start paying all drivers and owner-operators by the hour for city work. I couldn’t agree more with Jim Burns’ letter in the February issue. The owners and trucking corporations have gotten away too long now by paying drivers with trip rates and tonnage. The shippers should also be held responsible for allowing these trucking companies to haul their freight in a unsafe manner. — Gaetan Lefebvre Barrie, Ont.

SEND YOUR LETTERS TO: Newcom Media Inc., 451 Attwell Dr., Toronto, ON M9W 5C4 If we publish your letter, we’ll even send you a Today’s Trucking hat as our thanks.

Anti-ELD position should be heard Re: ELD-Day for Canada (February 2017) With the corpse of the U.S. ELD debate barely cold, the arguments have already begun for Canada. Only this time, we’ve immediately leapt to the angry, hateful, insulting stage of the discussion. I’m not sure what bothers me more: the condescending attitude of the loudest voices of the industry, using phrases such as the “underbelly of the industry” as they present their opinion as the only possible solution to any problem; or the regularity with which they are wholly supported by their respective governments and media. Most of our reluctance to support ELDs has nothing to do with breaking the rules. You’ll notice that, unlike the “pillars of the industry”, we of the “underbelly” don’t resort to the ugly, insulting, and probably libelous name calling we’re constantly subjected to. Who’s being the professional here? — Bill Cameron Owen Sound, Ont.

Correction Errors in Titanium Transportation Group’s fleet count affected the organization’s ranking in our annual Top 100 list (March 2018). The fleet based in Bolton, Ont., has 1,500 trailers and 550 employees. As such, it should have been ranked as 23 on our list. Today’s Trucking regrets the error. APRIL 2018

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Editorial By John G. Smith

Feeling Disconnected Platoons promise fuel economy, but plenty of barriers remain

he idea of platooning trucks has been released to great fanfare, and for good reason. Double-digit fuel economy gains can be realized by allowing one tractor-trailer to tuck closely behind the next, drafting much like race cars as long as quick-acting safety systems are in place. The concept is certainly closer to reality than the idea of fully autonomous trucks plying highways with drivers tucked away in their sleepers. Pieces of the underlying technology work as advertised. I’ve had the chance to ride in cabs that automatically slam on their brakes if radar systems identify a threat in front of the bumpers; camera-based lane departure warnings help to keep everything between the lines. These systems promise reaction times that no human driver would ever match, clearly making them sound safety investments. But I can’t help but see platooning itself as technology in search of a need. Productivity gains and fuel savings can already be realized with long combination vehicles that pair 53-foot trailers behind a single tractor. Their required technology is also limited to things like higher horsepower; maybe a larger air compressor to ensure the rear trailer has the braking power it needs. Only a single driver is needed, too. Then there’s the matter of how platooning would work in lessthan-ideal settings. Fred Andersky of Bendix Commercial Vehicle Systems, one of North America’s leading experts in collision mitigation systems, has concerns of his own. A lag in vehicle-to-vehicle communications could eat up three meters before the brakes begin to apply. Not only that, brake applications in the same tractor-trailer have been known to vary by eight to nine meters during the same test, he said. About eight to nine meters of stopping space can

be consumed if the tractor-trailers incorporate different braking systems or maintenance practices. This is all before we begin to consider the challenges of weather. Even a light cover of snow will increase stopping distances and obscure the lane markings tracked by camera-based lane departure systems. No platooning on those days, I guess. Let’s, for the sake of argument, assume that you can find a pair of equally spec’d and perfectly maintained tractor-trailers. Those who dream of different fleets joining their equipment together in some sort of electronic tag team often gloss over the challenge of coordinating hook-up and departure times, or how willing that fleet with a trailing vehicle would be to share their higher fuel savings with the truck in front. Don’t forget the human side of the equation, either. Few people seem to be discussing the stress that might emerge when tailgating another truck, staring at the same barn doors for hours on end. Potential productivity gains would also require changes to hours of service rules, offering more “driving” hours to those participating in the platoons to the rear. Just how long are we expecting these drivers to lock themselves inside before breaking off? Yes, platooning can technically work. But there are plenty of operating realities to overcome. Maybe we should limit excitement to the benefits of underlying safety systems, and leave the drafting to NASCAR. TT

“I can’t help but see platooning itself as technology in search of a need.”

John G. Smith is editor of Today’s Trucking. You can reach him at 416-614-5812 or johng@newcom.ca. APRIL 2018

Lockwood By Rolf Lockwood

The Propane Option Have we closed the book too soon on a fuel that offers real advantages?

oes propane get enough love as an alternative fuel? I think not. The question arose at the recent Green Truck Summit in Indianapolis, Ind., as another journalist and I listened to seemingly endless mention of electric options and natural gas in presentation after presentation. We hadn’t heard any mention at all of propane. A discussion ensued between us, and I asked a nearby friend, an OEM engineer, why propane was under everyone’s radar. “Dunno,” was the response, accompanied by a shrug of the shoulders. So a day later I made my way over to the Propane Education and Research Council (PERC) booth at The Work Truck Show. I had questions. The two events are run, not incidentally, by the NTEA, an association representing the work truck industry. I limit my travel these days, but this particular week in Indy is a must on my calendar. It’s chock full of interesting and complex machinery of a sort that I rarely spend time with in my world that’s so dominated by the over-the-road side of trucking. I readily admit that I should spend more time with the vocational sector. Anyway, on to PERC, where I spoke with the organization’s president and CEO, Tucker Perkins. I won’t go deeply into that chat here, rather I’ll follow up with a subsequent feature article in the magazine. But Perkins eagerly pointed out a company that saw its Ford F450 fleet go from an operating cost of 30 to 19 cents per mile after switching from natural gas to propane. That seems rather extreme and I asked for details, which I’ve yet to receive. More transparent is the cost of fuel dispensers. Perkins pointed to what looked more or less like an ordinary gas pump and said it would cost about US$70,000. The equivalent natural gas setup? “Five hundred grand on a good day,” he said. And therein lies a key advantage of propane: it’s a whole lot easier to get into. The fueling infrastructure is also mature and pretty extensive, unlike natural gas, and you can have an on-site tank for relatively little money. Or, more likely, your fuel supplier may take care of that expense for you.

Price can be a more complex matter, and there have been moments in the recent past when prices rose sharply and shortages occurred. They were largely the result of especially cold winters and high demand for heating fuel, exacerbated by pipeline-capacity issues. According to Natural Resources Canada, propane’s retail cost in Calgary as of March 2018 was 89.2 cents per liter, up a little from 88.7 in the same month last year. But in Toronto, last month’s price averaged 79.9 cents, almost twice what it was in March 2017. I don’t understand that, frankly, but will explore it. In fact, most fleets running propane will be able to sign long-term contracts that pin down a price that allows them to plan costs effectively. The usual comparison pits propane against gasoline in light- and mediumduty vehicles, and there’s ample evidence over the course of many years that the former wins in cost terms. So it’s an established option, but have we closed the book on it too soon? How does propane fare against diesel and natural gas? It’s extremely friendly in environmental terms, and it’s abundant, being a component of natural gas. It’s safe to use, easy to handle, and it has a pretty high energy density. It’s not suitable for anything larger than mid-range trucks, mind you, but that leaves a pretty big market – and seemingly a pretty big upside. Please let me know what you think, especially if you have propane experience. I’m easy to find. TT

“Therein lies a key advantage of propane: it’s a whole lot easier to get into.”

Rolf Lockwood is vice-president, editorial, at Newcom Media Inc. You can reach him at 416-614-5825 or rolf@todaystrucking.com. APRIL 2018

ELDs will save drivers 10 minutes a day in paperwork, but could cost some drivers much more if delays compromise trip times.

Time Trials The early days of ELDs, and what we know so far By Jim Park Three-and-a-half-months in, the worst of the American ELD rollout is probably behind us. Some fleets have discovered that the devices they bought at the very last minute didn’t work as advertised. Inspectors were flummoxed by some devices, unable to determine if they were electronic logging devices or automatic on-board recording devices (AOBRDs). Many drivers

TODAY’S TRUCKING

weren’t much help in trying to sort out the differences. We learned, quickly, that the available parking in many rest areas would be gone by six o’clock, and saw many examples of shipper apathy to trucking’s new reality. All in all, the rollout went pretty much as expected. Fleets and drivers already using electronic logs when the U.S. ELD mandate came into effect on Dec. 18 hardly

noticed the day flip over on the calendar, except if they were changing from AOBRDs to the new technology. There were some reported hiccups with non-functioning devices, even from a couple of major suppliers. Those with the benefit of experience had already made the necessary adjustments to their operations to accommodate the hard-stop tracking of drivers’ hours. Those that had

not learned that the 14-hour rule can be a real pain in the neck. Other lessons learned included a 30-minute break must last at least 30 minutes, not 28. And no longer could drivers move their trucks from the back of the lot to the front row on a rainy morning to grab breakfast before starting their day. “Some of our drivers were taking too short a break,” says Jinder Singh, owner of PMKC Transport in Abbottsford, B.C. “It’s a small detail, but it put the driver in violation. I also had to rethink some of the scheduling to give the drivers time to get parked at night. They can’t wait until the last minute anymore.” Singh, like many other small fleets, got onboard late in the program, and basically had to learn on the fly. “Many fleets waited until the last minute to adapt, hoping or expecting the rule would be set aside, at least temporarily,” says Mike Davies, vice-president of product management at KitchenerWaterloo, Ont.-based BigRoad. “That didn’t happen of course, and many were left scrambling even though we had two years to prepare.” For the fleets that did start early, the December transition was less event-

It’s Show Time PG. 17

Matco Gets I-Care PG. 20

TFI on TL PG. 21

ful, though it still came with a few surprises. P & B Transport of Saint-Léonard, Que., got a one-year jump on the mandate, but it’s heavily exposed in the U.S. northeast, where traffic is dense and parking is scarce. “Mostly we do shorthaul, and drivers in this segment don’t maximize their driving time, unlike longhaul drivers,” said Brian Telford, P & B safety and compliance manager. “Drivers found they had to leave earlier in the morning and they were coming home later. We had to increase the pay, so the new payday matches the old payday. Since the drivers started leaving earlier, the cargo had to be ready earlier. For this we had to buy more trailers, and we also needed more space for these trailers, and subsequently more city drivers, city trucks, and office staff.” With all the change wrought by the ELD mandate, Telford says he’s glad he started early. Shawn Baird, president of Sharpe Transportation in Ayr, Ont., started early as well, back in June. He started his rollout five trucks at a time, beginning with the more tech-savvy drivers. Once they figured it out, they started explaining it to the other drivers.

“I’d say it’s been positive for about 95% of our drivers,” says Baird. “On the positive side, all the form-and-manner violations have vanished. The downside is there’s no more discretionary time for drivers.”

The driver experience Driver opinion on ELDs has run the gamut since mid-December. Like fleets, drivers who got onboard early reported the fewest difficulties. Jared Spiegelberg of Oliver, B.C., hauls rock-and-roll tours. He says the big tour organizers got together last year with the promotors and

managers to start planning for ELDs. With all the acts touring these days, scheduling can be a problem, and occasionally there’s a problem with one act loading out when the other waits to load in. “If we’re on the clock, we sometimes have to hire local drivers to move the trucks from the staging area to the venue, but that’s as bad as it gets, usually,” he says. “We have no problems on the east coast where the venues are pretty close together. Sometimes on a tight leg in the west, we’ll run a team and fly the

extra driver in and out when we must.” Hilberto Mendes of Pickering, Ont., has always had an electronic log and wouldn’t have it any other way. “It’s been good for the bottom-ofthe-list drivers who get all the sticky loads,” he says. “When the ELD went in with this company, the drivers just sent a message, “will violate HOS”, and everything changed. Mendes say he once received a warning in New Brunswick because he couldn’t sign the log-on screen. Henk Posthumus of Abbotsford, B.C., is an

ELD ENFORCEMENT IN CANADA Canada does not yet require electronic logging devices, but we do have drivers using the ELDs in Canada – along with the previous generation of technology known as automatic on-board recording devices (AOBRDs). And we have lots of drivers who don’t operate in the U.S. still using paper logs. Despite the potential for confusion, Kerri Wirachowsky, director of the Commercial Vehicle Alliance’s roadside inspection program and a former Ontario Ministry of Transportation inspector, says she has heard of no issues related to ELDs operating in Canada. “Canadian inspectors are used to AOBRDs as they are currently an acceptable means of documenting HOS for Canadian drivers,” she says. “The ELD is required to display the graph grid which any Canadian inspector should be able to navigate through on the device.” Mike Davies, vice-president of product management at Kitchener-Waterloo, Ont.-based BigRoad, says he hasn’t seen any confusion in Canada between working with either generation of the devices. “Most Canadian enforcement officers have not been trained on ELDs,” he notes. “Much of the data output is the same, although there’s more data coming from an ELD than is required with AOBRD.” To date, there is no way to deliver an electronic record of duty status (ERODS) to Canadian enforcement teams because they don’t have the web application or related program. However, according to Wirachowsky, a couple of provinces are in the process of obtaining the software for a trial, to better understand what the files do and how they appear. “This is for trial purposes only,” she emphasized.

APRIL 2018

Dispatches independent owner-operator with his own customer base. He was new to ELDs when he began in December, but has quickly grown to love them. “I have always run legal, but now I find I have more hours available than with paper because the e-log tracks by the second,” he says. He reports problems with a few shippers, especially those associated with bro-

TODAY’S TRUCKING

kered loads. “The load brokers still don’t get it, and some of those shippers need to become a lot more efficient,” he says. “I’m seeing rates coming up. I don’t know if it’s just the economic climate and tight capacity or if the ELDs had something to do with that, but I’m not complaining.” Paul McLellan, a veteran driver based in Truro Heights, N.S., is no fan of the

devices, but says he’s getting used to them. “I’ve learned that 15 minutes here or there can make the difference in getting home or not,” he says. “I know I do, and I think a lot of other drivers are driving faster now, and nobody hangs around the restaurants anymore. Just don’t have the time to enjoy a meal.” McLellan says he has never had his ELD checked at a scale. “As soon as they see the e-log sign on the door, they just wave us through.” Shelley Uvanile-Hesch, a driver at Sharpe Transportation and CEO of the Women’s Trucking Federation of Canada, has noticed ELDs seem to have brought into the open many drivers’ lack of complete understanding of the hours of service rules. “Many drivers – and shippers, too, for that matter – don’t seem to understand that being off duty doesn’t stop the clock,” she says. “I think it’s been a period of reckoning for some drivers.” She says drivers and dispatchers need to plan better and leave more time for probable delays like weather and traffic, especially on the eastern seaboard. Longhaul drivers don’t have the same issue as the shorthaul drivers, where there’s more possibility of something going wrong, she notes. “I could see ELDs being beneficial in the long run, but I don’t see them making the roads any safer. I do think they will bring out everything that’s wrong with the current [hours of service] rules, so maybe we can get them fixed, finally.” So what can Canadians learn from the American ELD rollout when our turn comes? Fred Fakkema, vice-president of compliance at Seattle-based Zonar Systems, laughs at the question. “Take a few lessons from what went wrong in the U.S.,” he urges. “The Federal Motor Carrier Safety Administration enacted the rule two years ago, but they were not prepared to support vendors and enforcement until just a couple of months before the December deadline. The ability to validate the file transfer was done until just before the stroke of midnight; training for enforcement was left to the last minute. I’d say FMCSA fell short on some very critical parts of the implementation and I hope Canada learns from that.” TT

Dispatches

Calls grow to expedite Canadian ELD mandate Teamsters Canada, the Private Motor Truck Council of Canada, and Canadian Trucking Alliance (CTA) have joined together in a rare show of unity to call provinces to mandate electronic logging devices (ELDs) by December 2019. And they want a final version of the rule published by this June. “The majority of carriers and drivers have and will always put safety first. However, ELDs will end the supply chain encouraging and turning a blind-eye to companies and drivers breaking hours of service rules to meet shipment needs by falsifying paper logbooks,” they say in a joint statement. “By forcing all companies and drivers to obey federal hours of service rules we are making Canada’s roads safer. As a result of ELDs, drivers and carriers will be more compliant with [hours of service] regulations, contributing to reduced collisions and other negative activity associated with distracted driving.” The Canadian Trucking Alliance’s calls have gone beyond that, asking Transport Canada to include the devices in trucks back to 1995 model years. The rules as proposed would apply to trucks with 2000 and later model years, but the alliance wants that date pushed back to 1995. “By excluding model years 1995 to 1999, CTA believes the number of vehicles excluded in Canada would be approximately 60,000,” it says in the submission. That would admittedly apply to a broader range of equipment than the U.S. Federal Motor Carrier Safety Administration’s mandate, which took hold Dec. 18. At the very least, the alliance wants provinces to watch for “abuses” of the proposed model year. It also wants the odometer readings to be required on ELDs, to avoid the danger of an officer recording a different odometer reading that might be found on the dash. An ELD is

connected directly to the electronic control module and should be the most accurate, after all.

So, too, is there a call for more guidance to determine if ELDs comply with technical standards. In the U.S., suppliers self-certify their devices, although equipment can be removed from the list of approved devices if it is found to run afoul of the standards. Transport Canada has so far been silent on that issue. TT

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Dispatches

It’s Show Time! Truck World set to roll from April 19-21 in Toronto By Elizabeth Bate Preparations are ramping up as Canada’s largest truck show – Truck World – heads to Toronto’s International Centre from April 19-21. Produced by Newcom Media (owner of Today’s Trucking) and Deutsche Messe in partnership for the first time, the biennial show has already seen a 10% increase in exhibitor registration over the last show in 2016. Of the 488 exhibitors registered for spots at press time, 84 are heading north from the U.S. That number is already a 40% increase over 2016’s total of 60 U.S. exhibitors – and registration isn’t closed yet. Show manager Thierry Quagliata said the 390,000 sq.-ft. show floor is expected to play host to more than 500 exhibitors looking to connect with show-goers on everything from new trucks, to parts, to training and jobs, and more. Regular Truck World attendees will notice some changes to this year’s line-up, which show reps say will add informational value to the experience. New this year is a “Knowledge Stop” right on the show floor, featuring

informational sessions from industry experts on Thursday, April 19 and Friday, April 20. The free seminars will cover issues like inspection stops and defects causing collisions, to advice on succession planning for your business, and discussions on how drivers affect fuel economy. “These are great for those middlemanagement executives, or those who want to learn more about trucking or starting their business within the industry,” said Quagliata. The sessions run from 1 to 4 p.m. on each of the two days, and a full schedule is available on the Truck World website. The Knowledge Stop isn’t the only new addition to this year’s show. The new Truck World app is replacing this year’s show guide. Show representatives say printed maps will still be distributed for guests, but otherwise the show is going completely paperless. The app will allow users not only to carry a guide in their pocket, but connect with exhibitors and other show-goers before, during, and after the show using a direct messaging feature. With an industry-wide tight labor

market, hiring will be one of the issues on everyone’s mind as they hit the show floor. More than 75 exhibitors are seeking to hire directly from their booths, and at least 90 employers are participating in a dedicated driver recruitment pavilion. Returning to the show this year is the popular hat day. Sponsored by show exhibitors hats will be given out to the first 2,000 guests to arrive on Saturday, April 21. If you miss out on a hat, don’t worry. Every attendee for the duration of the show will get a ballot for one of five drones being drawn as a door prize. Ballot boxes will be located on the show floor, giving guests a chance to win as the explore. “Hat day” will be a busy one with the Highway Star of the Year award winner being announced at noon, in the booth of platinum award sponsor Freightliner. Eberspacher is this year’s gold sponsor for the award. No truck show would be complete without a new truck, and show reps have said they know of at least one reveal that will happen on the show floor, but are holding the details close to the vest until closer to show time. New trailers, parts, and components are also expected to make their debut during the three-day experience. “I hope for Truck World 2018 to be an even better show, with more for attendees to see and discover,” Quagliata said. “Between trucks, trailers, parts, technology and services, I think the show will be a great and easy way for professionals in the industry to connect with their suppliers and customers, to create more business, and to learn something new.” Those wanting to attend the show can register online and get all the information at www.truckworld.ca. The show will open Thursday, April 19 at 10 a.m. A free entry to this year’s show can be found in the April print edition of Today’s Trucking. For fleet maintenance professionals and those eager to add to their knowledge base, the Canadian Fleet Maintenance Summit will be at the International Centre the day before Truck World begins, April 18. TT APRIL 2018

MANY ONLY SEE ONE SIDE OF TRUCKING A massive, loud machine. The rough exterior. The stereotypes. The assumptions.

LET’S SHOW THEM THE OTHER Let’s show them an industry that works day and night to deliver groceries for shelves, toys for children, products for homes. Let’s show the proud dad who carries on a hardworking trucking heritage. Let’s show the dedication, the community involvement, and the care. Let’s show them the other side of the story. Learn more at shell.ca/rotella.

AVAILABLE AT:

Dispatches

Pay, People, and Predictions Changing loads affect take-home pay in U.S. Bob Costello, the chief economist of the American Trucking Associations, can cite a long list of reasons why trucking activity is booming in the U.S. Thank rising consumer activity, construction, and factory output. Still, there are challenges to be overcome – particularly when it comes to finding people willing to work behind a steering wheel. The natural response has been to boost pay, and wages and salaries for U.S. drivers have grown about 3% over the past year, he said in a presentation during Omnitracs’ recent Outlook conference. This doesn’t necessarily mean that drivers are taking home more pay. Tractors that once traveled 200,000 km a year can struggle to hit 160,000 km in the current operating environment. The average dry van shipment traveled 1,280 km in 2000, but 848 km last year, Costello said. Look no further than e-commerce for one of the most significant reasons why. Since 2000, e-commerce sales for nonstore retailers are up 246%, while brick and mortar operations have seen their online sales rise 78% – reaching 16% of sales overall. These are the same goods that come with promises of two-day deliveries. Retailers have responded by opening new distribution centers to meet the need, changing traffic patterns along the way. The way these shippers effectively package freight is also changing the number of truckloads that are required. “They’ve figured out packaging exactly,” he said. Water is being removed from goods like laundry detergent. And trailers that once carried 100 big screen TVs can now move hundreds of flat screens. “Our growth potential is not as high as it once was,” he said. While truck sales are strong, it’s unknown what share of the vehicles are for replacements rather than adding capacity, Costello noted. In 2016, large fleets reduced tractor counts by 5%, while, small fleets increased by 5.1% – in part because there was low-mileage used equipment

on the market. Both the average kilometers per truck and the price per truck dropped 15% in a two-year period. By the time freight volumes turned

around in early 2017, large fleet capacity still dropped because no drivers were available. Small fleets allowed their fleet sizes to shrink 0.2%. TT

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APRIL 2018

Dispatches News Briefs

Matco moves forward with I-Care acquisition Manitoulin Group’s Matco Moving Solutions has purchased Edmontonbased I-Care Office Solutions, expanding its commercial moving business. “I-Care’s services perfectly complement those of Matco and solidify our strength in the moving, relocation, and storage space. Now we can provide a complete solution and are poised to become one of the largest commercial moving businesses in Alberta, Yukon and the Northwest Territories,” said Wayne Wishloff, vice-president and general manager, Matco Moving Solutions. I-Care was founded by Aaron and Michelle Eicher in 2007. All staff and operations will be relocated to Matco’s Edmonton facility.

TDG wordings allow for tickets Transport Canada introduced a series of “short form wordings” to be used when enforcing Dangerous Goods offences, which allows tickets to be issued rather than a court summons, the Canadian Trucking Alliance reports. Without the short form wording, tickets couldn’t be issued and enforcement teams had to get a summons to charge someone. Fines are now standardized when a ticket is issued, and the process avoids “the long and costly summary conviction procedure” under the Criminal Code – as well as the threat of a related criminal record, the alliance notes. The new process applies to cases of failing to use required or permitted means of containment (a $500 fine); failing to comply with means of containment safety requirements ($500); affixing or displaying a misleading dangerous goods mark ($500); failing to

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keep supply records ($500); and failing to report a loss or theft to a prescribed person ($1,000).

Alliance champions cross-border efficiencies

The Canadian Trucking Alliance (CTA) continues to hold out hope during “contentious” NAFTA negotiations, as it champions efficiencies for cross-border trade. Representatives of the alliance and Quebec Trucking Association were among transportation industry members who met with Michael Chan, minister of internal trade, during the latest round of NAFTA meetings in Montreal. The meeting included discussions about repositioning foreign empty

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Dispatches trailers, the benefits of pre-clearance programs, a permanent U.S. in-transit program, and improving inspection processes at the border. The alliance has been working with the American Trucking Associations (ATA) and the Camara Nacional de Autotransporte de Carga (CANACAR) to identify ways to streamline cross-border moves in the supply chain.

U.S. truckload division is on track for a turnaround. The company’s 2016 acquisition of CFI has not been without its challenges, but in a conference call with analysts, Bedard said stability has been returned to the organization, while truckload market conditions improve. “We are optimistic that the attention

we paid to this segment has set the stage for a turnaround,” Bedard said. “We’re excited about the outlook for 2018 with North American economic growth on the rise, led by strong consumer spending that’s driving a recovery in trade volumes and rates. This inflection point should be most evident in our U.S. truckload operation going forward.”

Capacity crunch continues in U.S. Shippers in the U.S. are experiencing tight capacity and higher trucking prices, according to the latest Shippers Conditions Index from FTR. “The question for many shippers is how long will the tough times last? When we look at freight demand, which has been strengthening for nearly a year now, our forecast shows robust demand for most of 2018,” said Jonathan Starks, chief operating officer, FTR. “If there will be improvements for shippers, it won’t be because of a softening of freight.” FTR said shipper conditions could improve later in the year, depending on the ability of carriers to add capacity to meet strong demand.

Spot market volumes hit all-time high Spot market load volumes on TransCore Link Logistics’ LoadLink load board reached an all-time high in January. Canadian and cross-border load volumes surpassed all previous records, surging 81% year-over-year and 41% compared to December 2017. IntraCanada loads accounted for 20% of the volume, and reached a 51% increase year-over-year. Cross-border load postings represented 77% of the data submitted by LoadLink users. Loads leaving Canada to the U.S. were up 99% year-over-year, while loads entering Canada surged 92%.

TFI International confident in U.S. TL TFI International chairman and CEO Alain Bedard is confident the company’s APRIL 2018

Dispatches

Heard Street on the

Daimler names new GM of trucks connectivity Sanjiv Khurana is the new general manager of trucks connectivity for Daimler Trucks North America. The newly created role leads Daimler’s connected vehicle solutions and spearheads efforts to ensure customers receive critical insights that allow them to achieve maximum efficiency, uptime, and safety. The position reports directly to the CEO. Khurana began his career at Daimler in 1999.

Kriska promotes David Tumber to senior VP

David Tumber

Kriska Transportation Group has promoted David Tumber to senior vice-president. Reporting to CEO Mark Seymour, Tumbler will provide support and guidance to the general managers of Kriska operating companies and will oversee operations, commercial leadership, marketing, safety, logistics, fleet, and warehousing. Tumber joined the company in 2015 as director of commercial development.

Thomas Fansler

Trimble Transportation Mobility names new president Trimble Transportation Mobility has made Thomas Fansler the president of Transportation Mobility. Fansler steps into the role from his position of president of Trimble Transportation Analytics as Brian McLaughlin departs PeopleNet and Trimble after 17 years with the company. Fansler will report directly to Steven Berglund, president and chief executive officer of Trimble, leading the global transportation mobility division. Fansler joined PeopleNet in 2009.

Dayton Parts’ new western Canada sales manager Dayton Parts has hired Mark Colbran as its regional sales manager for western Canada, including Alberta, British Columbia, Manitoba, and Saskatchewan. Colbran has experience in this territory selling all of the product lines in the Dayton Parts portfolio. Ray Martinez

Suddath names Scott Perry president of global logistics

Martinez confirmed as FMCSA head

Scott Perry has been named president of Suddath’s global logistics division. He assumes the position with over 25 years of experience in logistics, transportation, operations, and technology, joining the company after serving as chief operating officer at Nikola Motor Company. Perry will succeed Dan DeSoto, the current president of Suddath global logistics division, who is retiring in April.

TODAY’S TRUCKING

Ray Martinez has been confirmed as the new head of the

Federal Motor Carrier Safety Administration (FMCSA) in the

Scott Perry

United States. Martinez formerly oversaw the New York Department of Motor Vehicles and the New Jersey Vehicle Commission.

Dispatches

L gbook2018 Everything Trucking EQUIPMENT. INNOVATIONS. CONNECTIONS. SOLUTIONS.

Leverage it. APRIL 19-21 2018 INTERNATIONAL CENTRE MISSISSAUGA, ON

Use VIP code TW43 to get your FREE PASS. Register today at www.truckworld.ca.

20 - 21 ALBERTA MOTOR TRANSPORT ASSOCIATION’S LEADERSHIP CONFERENCE AND ANNUAL GENERAL MEETING Rimrock Hotel Banff, Alta. www.amta.ca

26 TORONTO TRANSPORTATION CLUB’S TASTE OF TORONTO TRANSPORTATION NIGHT Palais Royale Toronto, Ont. www.torontotransportationclub.com

28 - May 1 NASSTRAC ANNUAL SHIPPERS CONFERENCE AND TRANSPORTATION EXPO Rosen Shingle Creek Orlando, Fla. www.nasstrac.org

APRIL 6 MANITOBA TRUCKING ASSOCIATION’S ANNUAL GENERAL MEETING AND SPRING GALA DINNER RBC Convention Centre Winnipeg, Man. www.trucking.mb.ca

8 - 11 TRUCK RENTING AND LEASING ASSOCIATION’S ANNUAL MEETING Scottsdale Princess Scottsdale, Ariz. www.trala.org

10 -12 SAE WORLD CONGRESS EXPERIENCE Cobo Center, Detroit, Mich. www.sae.org

12 BRITISH COLUMBIA TRUCKING ASSOCIATION’S SPRING DINNER Eaglequest at Coyote Creek Gold Club Langley, B.C. www.bctrucking.com

18 Canadian Fleet Maintenance Summit

8 - 12 COMMERCIAL VEHICLE SAFETY ALLIANCE WORKSHOP Hilton Portland Downtown Portland, Ore. www.cvsa.org

International Centre Toronto, Ont. www.trucksummit.ca

29 - May 1 NATIONAL PRIVATE TRUCK COUNCIL EDUCATIONAL MANAGEMENT CONFERENCE AND EXHIBITION Cincinnati, Ohio www.nptc.org

April 30 - May 3 ADVANCED CLEAN TRANSPORTATION EXPO Long Beach Convention Center Long Beach, Calif. www.actexpo.com

MAY 1-3 IANA OPERATIONS AND MAINTENANCE BUSINESS MEETING The Westin Lombard Yorktown Center Lombard, Ill. www.intermodal.org APRIL 2018

Dispatches

StatPack

13 -INCH TRUCKING DOLL The Women in Trucking Association has a new friend in the form of a 13-inch plush doll named Clare, manufactured by Haba. Clare features an official Women in Trucking cap and an “I heart trucking” t-shirt. Her packaging shares the story of how she made it into the driver’s seat of her big rig.

10 MILLION POUNDS OF FREIGHT The Trucks for Change network recently hauled its 10 millionth pound of goods for charities. The historic load was picked up by Kriska Transportation, one of the founding partners for the group. The network now consists of 60 carriers from across the country that donate transportation or reduce their rates for participating charities. About 30 of those carriers have moved loads for Habitat for Humanity.

46,000 JOBS Bob Costello, American Trucking Associations’ chief economist, says NAFTA trade supports more than 46,000 U.S. trucking jobs, including 31,000 truck drivers. “NAFTA is critical to trucking,” he observed during Omnitracs’ fourthannual Outlook conference.

3 NEW TRUCKPRO LOCATIONS 67,700 TRUCKS

TruckPro recently added Road Rig Parts and Service in Winkler, Man., Garage Robinson in Shigawake, Que., and Soudure Caplan in Caplan, Que., to its network that now includes more than 130 service centers overall.

ACT Research reported 67,700 Class 5-8 truck orders in February, marking the third-strongest month for North American orders since 2006 – when buyers scrambled to purchase equipment before tighter emissions regulations took hold. “Class 8 orders totaled 40,600 units – the eighth-best order month on record,” said Kenny Vieth, president and senior analyst.

TODAY’S TRUCKING

2.2% RATE INCREASE Ground transportation costs in Canada rose 2.2% in December, according to the latest Canadian General Freight Index (CGFI) from Nulogx. The base rate increased 0.7%, while average fuel surcharges increased to 17.26% of the base rate, up from 15.71% in November.

Dispatches

Trendingg on

.com

Come Fall 2018 drivers traveling Canadian highways will have another tool to help in the fight against human trafficking. The Canadian Centre to End Human Trafficking is launching a national hotline to connect callers with resources to end forced labor and sex work throughout the country. Barbara Gosse, CEO of the center, says the line’s primary responsibility will be to connect those who are being exploited to resources such as housing and social support to help them escape their current situation. The hotline is just one step being taken from a list of recommendations provided by the Final Report of the National Task Force on Sex Trafficking of Women and Girls in Canada released in 2014. The report led to the founding of the center itself, and details measures to end the practice which Gosse says is more widespread than people might believe. While the section reserved for the hotline on the center’s website still says “coming soon”, people have been calling the Toronto number or emailing tips already. One tip lead to the recent rescue

@todaystrucking Your go-to social media source

Provided by Truckers Against Trafficking

Truckers enlisted in trafficking fight

of four women in Ontario’s Durham region. Some of the girls involved were as young as 15. Gosse says the comradery between truck drivers, and the willingness of fleets to promote this message to the people with their “eyes and ears on the ground,” is remarkable. The organization also hopes to team up with oil companies, truck stops, and other groups like Truckers Against Trafficking in the U.S. to help spread the word, fund the hotline, and end the trafficking of people.

23.4K FOLLOWERS

If you’re not following us on Twitter, you’re missing out on some interesting discussions in the world of trucking. From regulations to product news, we have you covered.

HERE ARE A FEW EXAMPLES OF TWEETS FROM AROUND THE INDUSTRY THIS MONTH

KEEP IN TOUCH facebook.com/ TodaysTrucking

@todaystrucking Crisan of @AndyTransp: Rapid growth of fleet required focus on common goals. Managing 100 trucks is different than 300+. There’s constant re-evaluation of “do I have the right people in place?” #wwd18

@todaystrucking @todaystrucking Jim Pinder of @ErbTransport (in black) among many Canadian fleet reps at @OmnitracsHQ Outlook this year. #familiarfaces

Kevin Haugh: #ELDs could affect capacity by 5-7%. But 30% of trucks are driving around empty, 20-30% are partially filled. “There’s a lot of capacity there.” And 3-5% of driver time spent detained and waiting. @OmnitracsHQ #OutlookUC

@todaystrucking

TodaysTrucking1

APRIL 2018

Dispatches

Class 8 orders surge as year opens Canada’s Class 8 truck orders were up 259% year over year this January, as North America recorded the second-highest order numbers in history. The North American totals surpassed 49,100 units, ACT Research reports. “The only month in history better than January was a 52,000 unit order explosion in March 2006, at the peak of the pre-buying frenzy ahead of EPA 07,” added Kenny Vieth, president and senior analyst, referring to that round of emissions standards. Here in Canada, Freightliner was the clear sales leader for the month with 676 Class 8 trucks, and also held the top market share in Class 7 with 212 units. For that matter, the brand even led Class 6 with 80 sales. Dip down to Class 5, though, and Ford held the top spot with 156 units. Look to the south, and Freightliner also holds the top position in Class 8 sales, with 5,228 units. The brand also accounted for just over half of the Class 7 market, with 2,333 units. For Class 6, it accounted for just over 41% of the business, at 2,279 trucks. Ford held a whopping 71.6% of the U.S. Class 5 market, representing 3,556 trucks.

Canada – January 2018 SALES CLASS 8

U.S. – January 2018

MARKET SHARES

SALES

Jan.

YTD

Jan. %

YTD %

CLASS 8

Freightliner Kenworth International Peterbilt Western Star Volvo Truck Mack Other Total CLASS 7

676 328 219 205 174 128 73 0 1,803 Jan.

676 328 219 205 174 128 73 0 1,803 YTD

37.5 18.2 12.1 11.4 9.7 7.1 4.0 0.0 100.0 Jan. %

37.5 18.2 12.1 11.4 9.7 7.1 4.0 0.0 100.0 YTD %

Freightliner International Hino Kenworth Peterbilt Ford Total CLASS 6

212 101 82 47 29 3 474 Jan.

212 101 82 47 29 3 474 YTD

44.7 21.3 17.3 9.9 6.1 0.6 100.0 Jan. %

Freightliner Hino International Kenworth Peterbilt Ford Isuzu GM Total CLASS 5

80 36 10 3 3 1 1 0 134 Jan.

80 36 10 3 3 1 1 0 134 YTD

Ford Hino Dodge/Ram Isuzu Mitsubishi Fuso Freightliner Kenworth GM International Peterbilt Total

156 93 66 62 2 1 1 0 0 0 381

TODAY’S TRUCKING

www.total-canada.ca

MARKET SHARES

Jan.

YTD

Jan. %

YTD %

Freightliner Peterbilt International Kenworth Volvo Truck Mack Western Star Other Total CLASS 7

5,228 2,503 2,159 1,693 1,266 1,228 372 9 14,458 Jan.

5,228 2,503 2,159 1,693 1,266 1,228 372 9 14,458 YTD

36.2 17.3 14.9 11.7 8.8 8.5 2.6 0.0 100.0 Jan. %

36.2 17.3 14.9 11.7 8.8 8.5 2.6 0.0 100.0 YTD %

44.7 21.3 17.3 9.9 6.1 0.6 100.0 YTD %

Freightliner International Peterbilt Kenworth Ford Hino Total CLASS 6

2,333 1,030 614 313 173 115 4,578 Jan.

2,333 1,030 614 313 173 115 4,578 YTD

51.0 22.5 13.4 6.8 3.8 2.5 100.0 Jan. %

51.0 22.5 13.4 6.8 3.8 2.5 100.0 YTD %

59.7 26.9 7.5 2.2 2.2 0.7 0.7 0.0 100.0 Jan. %

59.7 26.9 7.5 2.2 2.2 0.7 0.7 0.0 100.0 YTD %

Freightliner International Ford Hino Kenworth Isuzu Peterbilt GM Total CLASS 5

2,279 1,335 1,199 457 197 42 4 5 5,518 Jan.

2,279 1,335 1,199 457 197 42 4 5 5,518 YTD

41.3 24.2 21.7 8.3 3.6 0.8 0.1 0.0 100.0 Jan. %

41.3 24.2 21.7 8.3 3.6 0.8 0.1 0.0 100.0 YTD %

40.9 24.4 17.3 16.3 0.5 0.3 0.3 0.0 0.0 0.0 100.0

Ford Dodge/Ram Isuzu Hino Freightliner GM International Mitsubishi Fuso Kenworth Peterbilt Total

3,556 907 237 139 83 31 6 4 1 0 4,964

71.6 18.3 4.8 2.8 1.7 0.6 0.1 0.1 0.0 0.0 100.0

Source: WardsAuto

Dispatches

Pu se Reader Survey Tell us your thoughts on ... Safety Safety is key to running an efficient business. Accidents and injuries can cost time and money in insurance claims and lost productivity. This month we asked how you feel about safety where you work.

When did the last injury occur in your workplace?

Have you ever been injured on the job?

YES

94 %

NO %

34 % 55% 18% 16% 11%

31% 31% 19% 7% 6% 3% 3% 0% 0% 0%

More than a year ago This month Last six months Last 12 months

What is the biggest threat to safety where you work? Vehicle collisions Slips, trips, and falls Cuts and scrapes Other Improper use of equipment Chemical exposure Improper lifting techniques Burns Lack of personal protective apparel Working at heights

Results are rounded to the nearest 1/10th percent.

Would you consider your workplace to be safe?

“Over confidence makes us sloppy”

How often do you administer safety training at work?

Safety

31% Monthly 22% When employees are hired, and not again 16% Weekly 13% Once every six months 9% Annually 9% Daily

Today’s Trucking Pulse surveys are conducted once per month, covering a variety of industry issues. To share your voice in future surveys, email elizabeth@newcom.ca.

In which of the following safety topics are your employees trained? 78% Defensive driving 66% Equipment operation (other than driving) 63% Housekeeping/ workspace cleanup 56% Proper lifting techniques 44% Proper storage of chemicals (safety data sheets) 31% Working at heights 19% Lockout/tagout 9% Other

Next month: Mental health APRIL 2018

Dispatches

THE SPEC’S ENGINE: 2017 Cummins X15 Efficiency 400 hp/1,850 lb-ft TRANSMISSION: Eaton 18-speed AMT RATIO: 2.5:1 SOLAR ARRAY: 5,000 watt

Truck of the Month

A Starship Launches Shell Rotella is not the first brand that comes to mind when it comes to creating a truck. Lubricants and other fluids, to be sure. But a truck? That’s exactly what emerged during the Technology and Maintenance Council’s annual meeting last month, when Shell unveiled the Starship Project – a streamlined tractor-trailer designed to showcase energy savings that can be realized using technology available today. “If an owner-operator built a super truck, what would it look like? It would look just like this,” said the AirFlow Truck Company’s Bob Sliwa, a former trucker and drag-racing enthusiast who produced the rig. The look is undeniably futuristic, but under the hood is a commercially available 2017 Cummins X15 Efficiency sixcylinder engine generating 400 horsepower and 1,850 lb-ft of torque. That performance will be enhanced through downspeeding and a 2.5:1 differential ratio, realizing engine speeds as low as 850 rpm. Shell offered technical consultations on the engine and drivetrain components, and not surprisingly, the lubricants. The engine will run on low-viscosity FA-4 Shell Rotella T6 Ultra 5W30, while other lubricants on the vehicle will include Spirax S6 GXME 75W-80 transmission oil, Spirax S5 ADE 75W-80 differential oil, and Spirax S6 GME 40 wheel hub oil. The company is also providing Shell Rotella extended life coolant and diesel exhaust fluid. “The entire drivetrain – engine, wheel hubs, axles – all using low-viscosity products. These low-viscosity products

reduce drag while still providing the protection necessary so we get maximum component life,” said Dan Arcy, global OEM technical manager for Shell Oil products. But there are clearly unique design elements to be found. The cab, hood, bumper, and side skirts have all been made of carbon fiber, and the customized wraparound windshield was designed specifically for this truck. A 5,000-watt solar array on top of the trailer, meanwhile, charges a 48-volt battery pack for accessories and hotel loads. Safety-related features include radar, stability control, disc brakes, and a 366-pound roll cage for the cab. The active front grille will also open only when necessary, improving potential air flow. And automatic tire inflation systems are installed on trailer axles and the tag axle. A Hyliion axle will capture kinetic energy as well. Sliwa has built two other concept vehicles before, in 1983 and 2012. The most recent streamlined design ran coast to coast with a 65,000-pound gross vehicle weight, averaging 13.4 mpg (17.55 L/100 km), and it took 18,000 hours of work to produce the Starship. He wouldn’t reveal the fuel economy he hopes to achieve this time around, although results will be confirmed by the North American Council of Freight Efficiency. But success will be measured by more than the traditional approach to miles per gallon, says Arcy. The Starship’s cross-country demonstration run that begins this May will look at freight-ton efficiency – the amount of energy needed to move a load from one location to another. TT

Do you have an unusual, antique, or long-service truck to be profiled? Send your Truck of the Month ideas or photos to johng@newcom.ca, or mail Today’s Trucking Magazine, 451 Attwell Drive, Toronto, Ont., M9W 5C4

TODAY’S TRUCKING

Legal

Rights Defined Define rights, privileges, and obligations through shareholder agreements. By Jaclyne Reive

re you one of two or more shareholders in a trucking company? Have you thought about your rights if your partner decides to sell shares to someone you don’t want to do business with, or if your partner becomes ill and can no longer help manage the business? What about if your partners receive a great offer for their shares and you would like to participate, or other shareholders want to make a crucial business decision without you? A shareholder agreement can provide the answer to these questions and more. It sets out each shareholder’s rights, privileges, and obligations connected with the business, and is a cost-effective way of deciding how certain issues will be dealt with – avoiding costly litigation in the future.

Decision-making Generally, business decisions that require shareholder consent can be made with the approval of the majority of shareholders, except in limited cases. Where one or more shareholders hold the majority of voting rights, minority shareholders can be left with little to no decision-making power. This situation can be avoided by using a shareholder agreement to provide equalization among shareholders, listing key business decisions that will require unanimous approval. Taking out a bank loan to purchase

to contribute to the business due to some other cause, this can leave a fleet’s future uncertain. A shareholder agreement can set out whether the shares are to be bought by the corporation or the remaining shareholders, or be transferred to another beneficiary – perhaps named in the shareholder’s will.

Dispute resolution

a substantial addition to the fleet, or changing an executive employee’s salary are examples of that.

■

Funding the business A shareholder agreement can set out how the trucking company might access funds, by establishing when the shareholders should provide additional capital, the amount that each shareholder must contribute, and repayment methods if the funds will be advanced as loans.

Exit strategies What if you decide that you no longer want to do business with your current partners, or if one partner wants to sell part of their shares to a friend that you don’t know particularly well? A shareholder agreement can set out when a shareholder may transfer shares. For example, it could say:

■

right of first refusal: a selling shareholder must first offer to sell their shares to the other shareholders. If they are not interested, then the shareholder may offer the shares for sale to a third party. drag along right: if a majority shareholder wishes to sell all of their shares to a third party, the minority shareholder could be forced to sell all of their shares as well tag along right: where a majority shareholder has received an offer for their shares, a minority shareholder may also sell their shares to the same purchaser.

Maybe you have had the not-so-wonderful experience of having to deal with a lawsuit. If you prefer to avoid the courtroom, you can ensure that the shareholder agreement provides for alternative ways of resolving disputes, such as mediation or arbitration. While this can’t stop the company from having to deal with cargo claims or unpaid freight charges in court, it at least provides one way of avoiding the courtroom. The sooner that shareholders think about these issues and put an agreement in place, the more likely they will avoid headaches, costs, and possible litigation. The agreement provides clarity and certainty to the relationship between business owners. TT Jaclyne Reive of Fernandes Hearn LLP can be reached at 416-203-9819, and

Insolvency, illness, death, or incapacitation If a shareholder dies, becomes severely ill, disabled, insolvent, or is unable or unwilling

followed on Twitter through @jacklyne_reive, or her blog at https://jaclynereive.wordpress. com. This column is intended for information purposes only and does not constitute legal advice.

APRIL 2018

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Open Mike

Winning the Leverage Lottery By Mike McCarron

ver the decades I’ve seen capacity ebb and flow, but nothing compares to January when millions of truck miles just evaporated into thin air. Sure, the goofy weather and booming economy contributed to the capacity crunch. But ELDs were the main culprit. It was like the industry’s lucky numbers fell one by one from the hopper for the “Leverage Lottery.” For the first time, customers en masse were practically begging carriers to move shipments before asking for a price. It was great seeing truckers take advantage of this windfall. Small, transactional carriers not bound by customer contracts really cashed in as spot rates doubled or even tripled. The only thing limiting their success was the ability (or lack of ability) to fill driver seats. The capacity crunch also gave Canadian domestic carriers a chance to observe as they prepare for an ELD mandate in 2020. Leverage is a powerful tool, and truckers could walk from any deal because there were better deals from which to choose. But even lottery winners go belly up. Here’s how to make the most of your leverage while you have it.

Contract commitments The first quarter was tricky for carriers bound by

customer contracts. I heard lots of complaining about “having to move shipments” for half the price of what was being offered on the open market. Contracts may have stung in the short term, but those committed customers have long-term value. Now is not the time to gouge them. But you can use your leverage to negotiate better terms. In particular, I would focus on two things: strength of commitment, and annual rate increases. Almost every contract I’ve seen allows shippers to walk away with little or no penalty. That is nuts. Your customers have more of a commitment to a lease on a $10,000 copier than the $4 million in equipment you provide. Contracts must lock them in: a threeyear deal is a three-year deal – or pay up! It’s also time to consider ending the lifetime rate shippers enjoy year after year. Something is seriously wrong if you can’t get a 3% annual cost of living increase from a customer.

Out to pasture Few things irk me more than the godawful fuel surcharge. Franky, I believe that high fuel surcharges have helped brand our industry as weak and unsophisticated. It’s time to put this system out to pasture. When quoting a customer, I suggest you blend the current price of fuel into your rates. Creating a new

ground-zero will permanently increase the base rates while keeping surcharges at a more manageable level. If fuel prices go down, you win. If they go up, you have a provision in your contract to cover the shortfall. Remember, leverage is powerful.

Revenue leaks Think of all the freebies we’ve given to customers over the years. My all-time favorite is what the industry has coined “spotting a trailer”. Let’s call it what it is: free mobile warehousing. We could be the only industry that gives customers $70,000 assets to use at their convenience. When I owned MSM Transportation, these “revenue leaks” bugged me so much that one year I went on a bender and plugged all the giveaways I could find. When the dust settled we were collecting every charge we were owed by customers. This added close to $700,000 to our bottom line. It was like

picking up $7 million in revenue without having to find nary a driver.

Growing the fleet With all this leverage, my focus would be on growing the size of my bottom line and not the size of my fleet. But if you can get drivers it would be a mistake not to look at opportunities to grow with best-in-class customers – the ones who actually get it. What about the bad customers? You know the ones who don’t let drivers use their bathroom? Good luck moving your freight pal. TT

Mike McCarron is the president of Left Lane Associates, a firm that specializes in growth strategies, both organic and through mergers and acquisitions. A 33-year industry veteran, Mike founded MSM Transportation, which he sold in 2012. He can be reached at mike@leftlaneassociates.ca, 1-844-311-7335, or @AceMcC on Twitter.

APRIL 2018

WEAK LINKS Cyber attacks are a real threat to trucking, panel says By John G. Smith Reynolds, Billings, Carpenter and Gardiner agree that cyber threats are all too real.

t can begin with someone surfing porn on a fleet tablet, clicking on the link in an email from someone who appears to be a trusted customer, or even using a poorly designed ELD. But no matter how a breach in fleet systems is created, the cybersecurity threats in trucking are all too real. “We’re still seeing a lot of financially motivated hackers targeting the transportation industry,” said FBI Special Agent Regis Billings, during a presentation at Omnitracs’ fourth annual Outlook user conference. “They’re misdirecting funds into other accounts and sending them overseas.” One Tennessee transportation company lost US $340,000 after thieves reached through an employee’s home laptop. “It’s an ecosystem. There’s lots of ins and outs,” said Sharon Reynolds, chief information and security for Omnitracs.

The threats Virtually any site that appears to offer something for free could create an unwanted pathway into company computers. “If you are subscribing or using ‘free’ services, they are getting something from you,” Reynolds explained. Usually that “something” is in the form of information. All it takes is one clicked link. “The attackers are going after the squishy parts of the organization, the human elements of the organization, and where are the most elements of humans in this industry?” Billings says, referring to drivers. Once an opening is created, criminals being “lateral” moves, shifting through networks on the way to higher-value targets. Then they sit and wait until the time is right, often after monitoring financial transactions. Fleet computers are already being locked out by so-called ransomware, and released only after a payment is made.

TODAY’S TRUCKING

Poorly designed electronic logging devices could be creating paths of their own. “We’re concerned about the new entrants in the marketplace,” Reynolds said. “You don’t know where they came from.” “They’re very, very bad. I don’t think I’m overstating this,” said Ben Gardiner, principal security engineer with the ethical hacking team at irdeto. “The risk to drivers that are using bad ELDs is very real.” Students with just two days of training were able to break into some devices during recent tests, he said.

Protecting yourself Protecting your business involves understanding the threats, and assigning someone to focus on addressing the issues. Then it’s a matter of getting teams to form what’s essentially a “human firewall” in the form of tougher passwords and best practices – like typing URLs into an address bar rather than simply clicking on links. Dedicating personnel to the problem can certainly make a difference. “You do not have to be IT or ‘cyber smart’ necessarily, but you need to have the right people around you,” Billings said. “If you don’t have that person, find them outside the organization and start building the relationships.” Business partners of any sort should also be demonstrate a similar commitment to cybersecurity. “Will they protect your data the same as you’ll protect theirs?” he asked. In one case a company lost $850,000 after it embraced a new technology without realizing the weaknesses in a partner’s system. Even a simple pdf file or Word document from an unknown source can plant the seeds to execute a code, said Matthew Carpenter, principal security researcher with Grimm. Ensuring software such as a pdf viewer is up to date will help protect against that.

Omnitracs User Conference One of the best ways to protect against a misdirection of funds is to pick up the phone if an email appears out of place, Billings added. “That costs absolutely nothing to your company, even if it’s an emergency and it’s a Friday afternoon.” If the customer isn’t in their office, there’s a good chance there’s no emergency ongoing. Passwords can become tougher to crack by embracing multi-factor authentication, using systems that offer access only after presenting two or more pieces of evidence. In contrast, some people are using the same passwords that they used with Yahoo accounts that were compromised years ago, Billings said. All a cybercriminal needs to do then is to figure out the person’s email account for their current job. The website at haveibeenpwned.com will show if existing passwords have been breached. Even the practices on a home computer can make a difference, especially if the computers or networks are used to access work material. “At home, when you’re doing your personal email or what not, you have to do some of the things you hear at work or from your IT people,” Reynolds said. Above all, the work never ends. “Security is never a solved problem. Security is a process,” Carpenter said, referring to ongoing fleet changes that can range from new software to new trucks.

Future threats The threats have hardly come to an end. So far, “nation states” have largely focused efforts outside the transportation industry, Billings said. That could change. “It’s a critical resource for us being able to move goods from one side of the country to the other,” he explained. “It’s an intellectual property goldmine that we don’t realize.” The cyberattacks could even add a new layer to traditional hijackings. Billings refers to a time in the not-so-distant future when thieves could hack into vehicle electronic control modules, triggering something that causes a driver to pull over, or even shutting down a truck entirely. The traditional J1939 CAN data bus creates vulnerabilities, Carpenter agreed. “I can control the engine. I can control the brakes. I can do that ransomware on all the vehicles.” Emerging DSRC-based communications systems that link trucks to infrastructure can create pathways of their own, like a radio beacon inviting systems to talk to it. One compromised truck could essentially lead to a vendor’s back office, and then tap into other trucks using the same network. The threats are not being ignored. Working groups with the Society of Automotive Engineers continue to improve standards and testing, for example. “There is a lot of good progress,” Gardiner said. Said Billings: “Don’t make yourself the best target out there.” TT

THE BORDER’S TECHNICAL DIVIDE Marc Greco, manager of corporate solutions with Challenger Motor Freight, was direct when he summed up a comparison of Canadian and U.S. trucking operations. “We do things slightly differently,” he told a crowd at Omnitracs’ Outlook user conference in Nashville, Tenn. Those slight differences can create challenges when it comes to sourcing industry software and systems. “You’re always coming across technology that’s really developed for the U.S. market,” Greco explained, using the example of systems that display distances in miles instead of kilometers. “There’s often a need for us to look at it, and understand it, and almost redevelop it.” The technical barriers come in many forms. Operations in Quebec certainly want information in French, and regulatory demands can shift based on translations alone, said Sanchia Duran, an account manager for Omnitracs in Canada. But regional differences involve more than language alone. Many developers in the U.S. can over-

never drops below LTE. That may be fine in southern reaches of the country, but such coverage disappears when driving northlook variations that even exist between one ward. Not surprisingly, Canadians also buy province and the next. Greco referred to more satellite systems than their counterthe patchwork of long combination vehicle parts in the U.S. rules as an example. Duran cited driver Products developed for the U.S. might vehicle inspection reports, which differ in raise flags when equipment is two miles Quebec and Alberta. out of route, but For those who in Canada a truck cross the border, can drive that disthere’s also the tance and still not need to search for get anywhere, he solutions which added. reflect both reguDespite the diflatory worlds, and ferences that exist, seamlessly switch Challenger conbetween things like tinues to embrace Sanchia Duran and Marc Greco different hours of new technology. service regulations. The company’s “You do have to be an expert in both strategic planning is based on a five-year jurisdictions,” Greco said. “Sometimes “roadmap”, which continually evolves to products coming to market don’t necessarreflect new tools like electronic logging ily reflect that.” devices (ELDs) that were adopted well Canada’s larger landscape presents techahead of the recent U.S. mandate. nical challenges of its own. “We want to be front and center, seeing Earlier in the user conference, Greco how this is going to impact our business – had attended a security expert stressed and it really didn’t impact our business all the need to ensure cell phone coverage that much,” he said. APRIL 2018

Omnitracs User Conference

CLICK,CHECK Electronic inspection trial to begin this year

Electronic roadside inspections are moving closer to reality thanks to mandated electronic logging devices (ELDs) and inspection requirements defined by the Commercial Motor Vehicle Safety Alliance (CVSA). Now Drivewyze is anxious to demonstrate how such inspections would work in a real-world setting. The weigh station bypass service – which supplies the technology behind Alberta’s Partners in Compliance program – hopes to be involved in a field trial of wireless roadside inspections by the end of the year, said Charles Buffone, senior product manager, during Omnitracs’ Outlook user conference. The plan is to target three to six U.S. locations at first. Trial participants who are pulled in to a scale would be eligible for an expedited Level 3 CVSA inspection, since equipment would deliver the data to pre-populate inspection forms. Assuming that a driver’s hours of service are up to date and their CDL is valid, trucks could be sent on their way in five to 10 minutes rather than the traditional process that takes a half hour or more. “We did a demo of this in 2012 in Maryland, so we’ve been working on this for a long time,” Buffone said. But the mandated technology and clear definitions were missing. “The ELD data can be used as a great leverage point for inspections,” he explained. “It sets you up for ubiquitous adoption.” The CVSA, meanwhile, recently established the Level 8 inspection criteria that defines what such inspections must cover. Required details include locations; driver licences, endorsements, medicals, and hours of service; vehicle registration, UCR registration, and out-of-service data; and carrier U.S. DOT numbers. The Federal Motor Carrier Safety Administration began working on a proof of concept for wireless roadside inspections as early as 2006, but last year the related funding came to an end because they were effectively competing with industry, Buffone said. “There really is no reason for the government to be investing in that level.” Drivewyze itself is now connected to bypass programs in 700 locations, and has a presence in 44 states and Alberta. There are clearly benefits for the enforcement community to adopt the tools. Just over 3 million physical inspections are conducted per year, which is barely 10% higher than a decade ago. “It doesn’t scale well,” Buffone said. But more inspections would help to meet safety targets. The industry can realize benefits as well, including the ability to improve CSA scores quicker than today’s processes, earning credit for passed inspections, and securing a compliance assessment without stopping in a weigh station. There are still questions about how such inspections would be conducted, Buffone said. The government could mandate the enforcement tool, but there are questions about the technologies regulators would choose, and how they would keep up with the pace of change. Also, how would they fund such a program? There are privacy issues for the data, too. Perhaps most important of all, there are the questions about whether such a program would offer a reward for a passed inspection – similar to the bypass programs of today – or if the electronic inspection can actually be failed. Voluntary programs could leverage partners which exist, and include technologies that can connect to required information, he said. As for the privacy concerns, carriers would have the power to weigh the risk and reward of participating. “There’s a lot of interest in it now that all these components are together,” Buffone said. The trial will help to prove how well everything could work. TT APRIL 2018

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COMBINED $AVINGS LCVs realize savings today, but is platooning a better answer? By Jim Park Pulling two trailers with just a single power unit is an efficient way of moving freight. It’s not quite two-for-the-price-of-one, but fuel and labor costs are lower on a per-trailer basis even if equipment acquisition and operating costs are similar. Greenhouse gas emissions are lower, too, and the overall safety record for long combination vehicles (LCVs) is stellar. Platoons, which would autonomously connect a series of tractor-trailers behind one controlled by a driver, appear to offer a future competitor, and one that may ultimately prove easier to facilitate. “Our fleet operations center can coordinate linking opportunities, making it possible to link two trucks virtually anywhere platooning would be allowed,” says Josh Switkes, president and founder of Peloton Technology, a company currently developing truck platooning technology. “If one of your trucks is out on the

road and another one is a mile ahead of it, or a truck from another fleet is a mile ahead of it, we can identify that opportunity, they can link up for the next few hundred miles and then branch off to their respective destinations.” But what about LCVs? Trucks pulling two 53-foot trailers are now a pretty commonplace in most of Canada, even if British Columbia limits them to specific operations. They have been in service for decades in Alberta, Saskatchewan, and Manitoba, where an array of overlength combinations are allowed, including turnpike doubles. Quebec has allowed them for more than 20 years now, while Ontario, New Brunswick, and Nova Scotia have close to a decade of experience. Only P.E.I., Newfoundland, and Labrador ban them outright. There are fewer restrictions and permit conditions in the west, which has fostered the growth of the overlength trailer programs, but it apparently hasn’t hampered safety. Crash statistics show turnpike doubles are the safest configurations on the highway, in any jurisdiction. Perhaps that can be linked to strict rules for the operators. Ontario mandates a 90 km/h speed limit for LCVs, while the drivers need five years of experience. Western Canada requires two years of driving experience, but regional safety records are similar. “I believe the LCV’s excellent safety record stems from the stringent requirements to enter an LCV program,” says Susan Ewart, executive director of the Saskatchewan Truck Association. “The APRIL 2018

Combined Savings carriers and the drivers must have a good safety records to begin with. The driver training combined with their previous experiences ensures that only the best drivers and the best companies make it into the program.”

Fuel and labor

MANAGE THE WESTERN RUN

Fuel and labor costs are both significantly lower when running an LCV. Sure, the fuel economy of an LCV is lower, but the fuel consumption compared to using two tractors to move two trailers is about 30-35% lower, according to four fleets that shared their competitive data on the condition of anonymity. The associated cost saving can be easily extrapolated from that, and this isn’t counting associated environmental benefits such as lower greenhouse gas emissions. One LTL carrier that shared data with Today’s Trucking referred to a pair of LCV units that were compared to four standard tractor-trailer units over 171 trips that ran just over 1,100 kilometers each. They saved $53,865 in fuel. Labor costs are lower, too, but the savings may not be as significant. The fleets report different pay scales, ranging from $4-per-hour premiums for LCV drivers, to turnpike double drivers who make premiums of 14 cents per mile. Interestingly, each of the four LCV users who spoke with us said the configurations help cope with the general shortage of qualified drivers – but also noted a shortage of drivers willing to transition to LCVs. Other extra costs include the travel time and mileage to a terminal location with highway access, where the double combinations can be assembled. “I have to run about 25 kilometers in the wrong direction from our facility to get to the drop yard, as we do not have direct access to the highway,” lamented a private carrier who shared his statistics. Granted, one of the fleets rents yard space to other operations which run LCVs. Even competitors.

Operational efficiency If the issues were so easy to solve, you’d think the Windsor-to-Quebec corridor would be jammed with LCVs, but it’s not, and there’s a legitimate reason why. “We can’t always match the shippers’ schedules,” said the manager of an eastern Canadian truckload operation that shared fuel economy data. “Operations based on the truckload [just-in-time delivery] model don’t allow carriers to stack up trailers to haul down the road together. You leave when it’s loaded and deliver on time. We could do a lot better with LCVs if we had more leeway on the timing and more cooperation from shippers on delivery times.” An LTL carrier claimed he did a little better. “The shipments are consolidated at our docks and shipped on as many trailers as we need. We move them as they are loaded, working within the time restrictions. We have to be mindful of the weight when loading trailers for LCV combinations as the rear trailer has to be lighter than the lead.” Carriers operating in the west have better opportunities to consolidate their turnpike doubles on longer hauls between Winnipeg, Calgary, and Edmonton. They are typically relayed at some midway point and the trailers just keep moving. They don’t face the congestion or the local operating restrictions that exist in Ontario. None of the carriers we spoke with offer discounts to their customers for LCV service, though. With the exception of the private and LTL carrier, they all said they bill at standard truckload rates. “For this to work you need high volume, high frequency, and highly recurrent activity. Going forward, we’re going to need more engagement with the shipper. They will have to work with us and adjust schedules to make this work. They might not see any savings, but it might help them avoid some increases due to congestion or labor costs,” said one of them. With the looming shortage of drivers and increasingly stringent and expensive emissions regulations headed our way, it’s ironic that more carriers and shippers have recognized the potential in moving two trailers with a single power unit. Public opposition to them has proven to be almost nil. They are recognized for their safety and environmental records. You’d think shippers would be all over that.

TODAY’S TRUCKING

Combined Savings Platooning next? Then there’s the potential of platooning. But is this technology a solution in search of a problem? When compared to the relative simplicity of long combination vehicles, platooning starts to look like a whole lot of effort and research money that might be better spent on other safety and productivity technologies. While many see platooning as a pathway to driverless vehicles, regulators have long lists of concerns surrounding the safety of such vehicles. When it comes to safety, an official with a U.S. truck-safety regulatory agency recently questioned the current vehicle inspection process of certifying that a truck safe to operate in a platoon. “We are doing mark-and-measure brake inspections, but we have no way of checking the reliability of the dedicated short-range communications [DSRC] equipment on board or the adaptive cruise control systems. We are using yesterday’s technology on vehicles that we are not well prepared to inspect at roadside.” Load management and braking/acceleration capability are also concerns. Brake performance depends heavily on both the type of brakes (disc or drum), the type of brake friction used (OEM or aftermarket), and the physical condition FUEL ECONOMY BENEFITS of the brake system. There’s talk of requiring inspections with perforHere’s a quick representation of LCV fuel mance-based brake testers rather economy compared to a pair of 5-axle than the usual mark-and-measure trucks on a 480-kilometer trip. inspection to certify a truck as pla■ 5-axle tractor-trailer, 34,000 kg gross toon-ready. Load balancing is also weight, 29.4 liters per 100 kilometers a concern, as brakes will perform ■ 9-axle LCV, 60,000 kg gross weight, 36.2 differently when, for example, the liters per 100 kilometers front of a trailer is loaded heavier than the rear. It’s agreed that the Fuel consumed @ 480 kilometers: ■ Two tractor-trailers – 283.9 liters heavier trucks should go in front of ■ Long combination vehicles - 174.1 liters the platoon, but there could still be a risk for the lighter truck at the rear GHG output: with poor-performing brakes. ■ Two tractor-trailers – 1,678 pounds CO 2 Also on the list of concerns is ■ LCV – 1,029 pounds CO 2 driver alertness. Agencies in Canada are studying the effect of a close following distance on driver alertness in low-demand and monotonous environments. Some believe the “platooning” that falls between traditional trucks and fully autonomous models could pose more of a risk than moving immediately to driverless trucks. “It’s counterintuitive to take drivers even partially out of the vehicle control loop, yet ask them to remain vigilant,” one researcher said. “When you add automation like a radar- or laser-based sensor system you can dramatically reduce perception because a sensor can be much quicker than a human,” Switkes counters. “You can even more dramatically reduce reaction time because a computer is extremely fast compared to a human.” Among other concerns is the business model. Some are questioning the wisdom of spending the research and development money on platooning when relatively few large carriers would be in a position to practically take advantage of the fuel savings. Even with formulas being developed to distribute the fuel savings among participating carriers – possibly even competitors – the savings are not much better than you’d see from a set of trailer skirts. “In a best-case scenario, we have seen fuel savings of 13% in a two-truck platoon with a following distance of four metres,” says Brian McAuliffe, a researcher with Natural Resources Canada, specializing in aerodynamics and wind tunnel testing. “That’s obviously too close for comfort. In realistic scenarios of eight to 19 metres, we see net improvement of around 10% for the two vehicles.” McAuliffe says his testing has found that fuel savings for LCVs average out at around 28% compared to two vehicles making the same trip. TT APRIL 2018

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ST★R DRIVERS 50 make-believe drivers who made their mark on the big screen | By John Law Action heroes. Comic relief. Horror movie villains. Hollywood has long loved the lore of truckers, giving us some memorable characters through the decades. And while they weren’t all in classic movies, they made their mark in other ways. From the freaky to the supremely funny, here’s our list of the 50 greatest truckers in movie history: 1. Jack Burton, Big Trouble in Little China (1985) - “Everybody relax, I’m here.” A box office flop when it was released, John Carpenter’s goofball martial arts/fantasy/comedy grew to be one of the ‘80s biggest cult classics, thanks to Kurt Russell’s wise-cracking California trucker who gets mixed up with sorcerers in Chinatown. For doing it all and getting Kim Cattrall at the end, Jack is one of cinema’s top truckers. 2. The Driver, Duel (1971) – He’s never seen. He’s never heard. But behind the wheel of the menacing Peterbilt 281 that chases Dennis Weaver in Steven Spielberg’s movie-making debut is a villain for the ages. Much like the certain shark movie Spielberg would soon make, he’s a predator stalking prey – an extension of the terrifying machine he drives. Spielberg ignored the network’s request to have the truck explode at the end because he wanted the audience to see it slowly die, like an animal outsmarted by its prey. 3. Diane Ford, Trucker (2008) – A career performance from Michelle Monaghan in this low-budget indie flick, and one of the great depictions of modern trucker life. And to keep it authentic, she refused to take the part until she got her Commercial Driver’s Licence. 4. Philo Beddoe, Every Which Way But Loose (1978) – With an orangutan named Clyde in the passenger seat, Clint Eastwood goofed on his tough guy image with this clunky action comedy as a brawling trucker. Ravaged by critics, but nearly 40 years later it’s still one of his biggest hits. 5. Martin ‘Rubber Duck’ Penwald, Convoy – Kris Kristofferson tapped into the CB craze and trucker culture of the late ‘70s with this 18-wheeling classic, leading a group of truckers against Ernest

TODAY’S TRUCKING

Borgnine and his corrupt police force. A drive-in classic that inspired many a kid to pursue the trucking life. 6. Cledus Snow, Smokey and the Bandit (1977) – Though the Bandit (Burt Reynolds) is technically the trucker hired to deliver the bootleg Coors to Atlanta, it’s buddy Cledus (Jerry Reed) who does the heavy lifting. That leaves Bandit free to drive the Trans Am and make sexy time with Sally Field. Cledus really got the raw end of this deal. 7. Paul Fabrini, They Drive by Night (1940) – Just before making his two most iconic films, The Maltese Falcon and Casablanca, Humphrey Bogart was superb in this noir thriller. He joins George Raft as two brothers dealing with personal tragedy and a crazed diva (Ida Lupino) while trying to start their own trucking business. 8. Rusty Nail, Joy Ride (2001) – Voiced by an uncredited Ted Levine, Rusty Nail is the last guy you want to prank on the CB. In an obvious nod to Duel, he torments the trio of Steve Zahn, Paul Walker, and Leelee Sobieski while waiting for an apology. He was angry enough to spawn two direct-to-video sequels. 9. Lincoln Hawk, Over the Top (1987) – Though it’s known more as the “arm-wrestling movie” than a trucker flick, the reason Sly Stallone competes in the World Arm-Wrestling Championship is to win a new $100,000 truck. Just about the most ‘80s movie ever, with Stallone at the tail end of his box office heyday. 10. Mater, Cars (2006) – While he isn’t technically a truck driver – he’s the actual truck – there probably isn’t a driver behind the big wheel who couldn’t quote a line or two from the lovable International, as voiced by Larry the Cable Guy. A particular fave: “Tractors is so dumb.” 11. Jack Crews, Black Dog (1998) – What he did for dancing, what he did for road houses, Patrick Swayze tried to do for truckers. The awful movie he’s stuck in didn’t help, but Swayze still shines as the everyman action hero, pitting his wheels against big, bad Meat Loaf. File this one under cult favorite.

12. Carrol Jo, White Line Fever (1975) – Jan Michael Vincent was one of the first trucker movie icons of the ‘70s, using a formula which would soon become very familiar: Trucker vs. The Man. A drive-in mainstay during the summer of ‘75, it’s best known for Vincent driving his Ford WT9000 through the gigantic glass logo of his corporate oppressors. 13. Large Marge, Pee Wee’s Big Adventure (1985) - “There was this sound, like a garbage truck dropped off the Empire State Building!” She’s barely on screen for 90 seconds, but mention this movie to anybody and the scene they remember is Alice Nunn freaking Pee Wee out with her spooky trucker ghost story and claymation face. 14. Biff Smith, California Straight Ahead! (1937) – A rarity from John Wayne’s early years has The Duke leading a caravan of trucks in a race against a freight train to deliver plane parts to the West Coast. The winner gets a million-dollar contract. Part of Wayne’s Universal era, a brief period when he did non-westerns. 15. The Pervert, Thelma and Louise (1991) – In his brief but classic scene, Marco St. John epitomizes every crude, horny truck driver women dread meeting out on the road. For his efforts, Thelma and Louise blow up his rig. “You bitches from hell!” 16. John ‘J.D.’ Dawes, Breaker! Breaker! (1977) – In his first starring role, Chuck Norris is a California trucker going up against a corrupt Texas City judge. When he gets pinched, a small army of trucks come to the rescue, and pretty much destroy the town. 17. Elegant John, The Great Smokey Roadblock (1977) – Yes, even Henry Fonda couldn’t resist the trucker craze of the ‘70s. The Hollywood legend (though his only Best Actor Oscar would come four years later) is an ailing driver who becomes a folk hero by helping six prostitutes across the border with his repossessed rig. Actually filmed in 1974, but not released for three years. 18. Warren ‘Red’ Barr, Breakdown (1997) – The late J.T. Walsh had a gift for playing scumbags, and few were as demented as the trucker he plays here, kidnapping Kurt Russell’s wife after their car breaks down. One of cinema’s great trucker villains. Walsh died less than a year after the film’s release. 19. Charles Callahan, Coast to Coast (1980) – With this trucker comedy, Robert Blake made dubious history: He was among the nominees for Worst Actor at the very first Golden Raspberry Awards (he lost to Neil Diamond). In one of his final movies, he’s a trucker who starts falling for the escaped mental patient (Dyan Cannon) who he planned on turning in for a reward. 20. Patrick Quid, Roadgames (1981) – In one of the unheralded thrillers of the ‘80s, Stacy

Star Drivers

▲

28. The Creeper, Jeepers Creepers Keach goes full Hitchcock as a trucker pursuing the (2001) – The demonic creature from the horror trilodriver of a green van he suspects murdered a hitchhiker. gy makes his debut behind the wheel of a rusty clunker, Jamie Lee Curtis eventually joins the chase as another tormenting college kids Justin Long and Gina Phillips hitchhiker, setting up a delightfully creepy finale. after they see him disposing of bodies in a large pipe. 21. Charlie Morrison, Thunder Run 29. Don Michael Paul, Rolling (1986) – Released the same year he died, Forrest Thunder (1987) – After his trucker dad and pretTucker returned to movies after a long hiatus as a ty much all his family is wiped out by the lousy kids of a Korean War vet who takes a lucrative gig transporting prominent local business owner, Don Michael Paul gets plutonium from Nevada to Arizona. Terrorists try to him some revenge with a killer monster truck made out intercept. Found a big following on cable in the ‘80s. of spare truck parts. The retractable drill is a nice touch. 22. Mario, The Wages of Fear (1953) 30. The Killer, High Tension (2003) – – In one of his most memorable roles, French-Italian Fair warning, this gruesome French horror flick is a gory singer/actor Yves Montand is one of four truckers hired endurance test. And up until its dopey ending, it lives to transport nitroglycerin over dangerous mountain up to its title, with Phillippe Nahon as a truck-driving roads. He’s eventually the last driver standing, and just killer who targets a college student and her friend’s when you think it’ll be a happy ending.... family one night. The NC-17 version is as bloody as 23. Mick Taylor, Wolf Creek 1 & 2 horror gets. (2005 & 2013) – Through two gut-wrenching movies (and now an Australian TV series), John Jarrett has made his truck driving, outback serial killer one of the iconic figures in modern horror. One moment he’s like the drinking buddy you love hanging out with, the next he’s severing your spinal cord. Not such a g’day. 24. John Matthews, Snitch (2013) – It’s almost a rite of passage for every action star to do at least one truck movie. Dwayne ‘The Rock’ Johnson checked it off the list with Snitch, a throwback to the trucking flicks of the ‘70s in which The Great One goes undercover for the DEA against a drug dealer in order to free his son. ▲ Charlize Theron took the wheel 25. Furiosa, Mad Max: as Furiosa in Mad Max: Fury Road. Fury Road (2015) – Virtually (Photo: Warner Bros.) stealing the movie from Tom Hardy’s Dennis Weaver took a star turn in Max, Charlize Theron dishes all kinds Duel, but he didn’t make the list. of bad-assery by going rogue with her The driver of the 1955 Peterbilt 281 armoured semi during a fuel run, taking is unseen. (Photo: NBC Universal) five wives of the tyrant ruler of The Citadel. A whole lot of carnage results. 31. John Canyon, Space Truckers 26. Iron Duke Boykin, High-Ballin’ (1996) – Dennis Hopper drives a big rig among the (1978) – Yes, Jerry Reed is so synonymous with ‘70s stars in this sci-fi cheapie from Re-Animator director truckers, he’s on this list twice. For his follow-up to Stuart Gordon. Carrying a cargo of sex dolls, he enters Smokey and the Bandit, he’s an owner-operator going the “scum zone,” and it just gets weirder from there. up against the local truck boss. When he’s shot, Peter 32. Tom Yately, Hell Drivers (1957) Fonda takes up the fight. “Well, I’m the last man to want to walk around without 27. Clayton Ray Davis, Steel a head.” After years playing the villain in supporting Cowboy (1978) – If it isn’t obvious by now, roles, Welsh actor Stanley Baker broke through in this 1978 was Ground Zero for trucking movies, and James crime drama as an ex-con who goes up against the Brolin wasn’t going to miss out. He follows the tried shady trucking contractor he works for. and true formula of a driver taking a risky job because 33. Teddy Bear Trucker, Vacation his truck is about to get repossessed. Like the title (2015) – In this reboot of the comedy franchise, Ed suggests, it’s basically a western with Brolin in the Helms thinks a trucker with a teddy bear on his grill has Clint Eastwood role.

been stalking his family during their disastrous trip. It turns out to be Norman Reedus, and he just wants to return the wedding ring Christina Applegate left on the counter at a truck stop. He then gives them a ride back to San Francisco. He explains the teddy bear is to make the kids more comfortable. Helms: “You have kids?” Reedus: “Nope.” Helms: “Great, take care.” 34. Flatbed Annie & Sweetiepie, Lady Truckers (1979) – Trucker movies didn’t just sweep the drive-ins in the late ‘70s, they were all the rage in made-for-TV movies as well. Kim Darby and Annie Potts drive a rig to pay some bills, not knowing there’s cocaine hidden onboard which assorted lowlifes want. As cheesy as it gets but the ladies are a fun pair. 35. Tip Tucker, Larger Than Life (1996) – Bill Murray is trying to transport an elephant to San Diego (it’s a long story), and when his truck breaks down, he tricks whack job trucker Matthew McConaughey into a lift, which he doesn’t appreciate. “You don’t do that to Tip Tucker and his Tip-Top Trucking!” 36. Mitch Barton, Violent Road (1958) – The American remake of The Wages of Fear has Brian Keith and three other volunteer truckers trying to deliver nitroglycerin to an accident site within three days. Tagline: “To ride the load he rode you had to be more than a man!” 37. Chrome Angel, Citizens Band (1977) – Before he was an Oscar winner, the late Jonathan Demme made a series of exploitation flicks in the ‘70s. This one, about characters in a small town united by the CBs, gets a funny turn from tough guy Charles Napier as a trucker whose two wives don’t know they’re married to the same man. 38. Cooper, Deadhead Miles (1973) – After knocking out a truck driver and stealing his rig, Alan Arkin ditches his partner and tries living the life of an independent trucker with his yellow Peterbilt. Before the craze really hit, this was one of the first movies to show the trucker experience, even as a comedy. Typically loony performance from Arkin, and a cool cameo from Ida Lupino and George Raft from They Drive By Night. 39. Nick Garcos, Thieves’ Highway (1949) – Richard Conte is a war vet who comes home to find his dad has been crippled by a slimy produce dealer (Lee J. Cobb) and forced to sell his truck. He goes into business with the guy who bought it, aiming for some payback. APRIL 2018

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Star Drivers 40. Robert Morgan, Moonfire (1970) – Charles Napier again, this time joining Richard Egan and ex-heavyweight champ Sonny Liston(!) as truckers who realize their operation along the Mexican border is being run by a former Nazi. This one’s a Mystery Science Theatre 3000 candidate, but Napier makes it a guilty pleasure. 41. Eddie Kennedy, The St. Louis Kid (1934) – James Cagney wasn’t quite top of the world yet, but he was still in classic form as a trucker caught up in a union dispute after head-butting a dairy owner following an accident. The mob eventually gets involved. 42. ‘Bugs’ Raymond, Quick Millions (1931) – Spencer Tracy’s first starring role has him as a villainous truck driver leading the local racketeers. When the woman he covets chooses to marry someone else, he decides to kidnap her on her wedding day. 43. Steve Randall, Desperate (1947) – Rugged little thriller has Steve Brodie as an indie trucker forced to flee after a botched job involving stolen goods results in a dead cop. He must then convince the police he’s the killer or his kidnapped wife (Audrey Long) will be murdered. Some well-made noir, and one of Brodie’s few starring roles in a career or more than 200 films. 44. Jackie Scanlon, Sorcerer (1977) – In-between Jaws movies, Roy Scheider gave one of his best performances as driver marked for death by the mafia, and while in hiding accepts a gig to transport nitroglycerin across 200 miles of dangerous jungle terrain. Scheider and director William Friedkin were at odds, and the tension shows. 45. Willa Barnes, Willa (1979) – In this made-for-TV flick, the late Deborah Raffin is on her own after her husband abandons her and her two kids. She’s a waitress by day, but what she really wants to do is drive trucks. 46. Cliff Jordan, Speed to Spare (1948) – Richard Arlen is a stunt driver who takes a job driving trucks for his old friend. It doesn’t take long for him to make an enemy of the trucker whose run he takes over, and soon finds his rig being sabotaged. 47. Harry Miller, The Long Haul (1957) – Best known for musical and biblical movies, Victor Mature goes gritty as an American ex-serviceman driving a truck in Liverpool while aching to return to the U.S. Things get messy when he starts a relationship with the girlfriend (Diana Dors) of the local crime boss. Some fine noir just as Mature was winding down his acting career. 48. Sea Bass, Dumb and Dumber (1994) – Yes, that’s Boston Bruins great Cam Neeley as the obnoxious trucker who horks a loogie into Harry’s burger at a truck stop. As revenge, Harry and Lloyd stick him with their bill. Neeley would reprise the character in My, Myself & Irene and Dumb and Dumber To.

49. Jack, Blacktop (2000) – Meat Loaf gets back behind the wheel as a trucker who gives a ride to an angry Kristin Davis after she leaves her boyfriend. Problem? He may be a serial killer, and none of Kristin’s pals from Sex and the City can help her. Tedious flick but the Loaf gives it his all. 50. Mike Kelly, Truckers Woman (1975) – In the mid ‘70s, they couldn’t crank out cheap trucker flicks fast enough. Some went on to become

B-movie classics (Convoy). Most...well, ended up like Trucker’s Woman, forgotten by all but the most die-hard fans of trucker flicks and bad movies. So treat yourself and enjoy Michael Hawkins giving this painful dialogue and howler of a script his earnest best as he searches for clues to his dad’s death. As the tagline says, he’s a “gearjammin’, hell-fightin’, tender-lovin’... Truckin’ Man!” John Law is an award-winning entertainment writer.

APRIL 2018

SAFE “You never want to be that guy who comes to the door” — Rob Welch, on the need to notify families of an injured worker

TODAY’S TRUCKING

RYDER

RYDER PREACHES A CULTURE OF SAFETY, AND ITS CANADIAN OPERATIONS ARE LEADING THE WAY — By John G. Smith

he safety messages are found at every turn, usually in a bold red and black. There are reminders not to smoke, and the need to wear safety glasses and safety shoes. Lockout tags and keys hang from door handles to ensure vehicles are not unexpectedly started while someone is working underneath. They’re the not-so-subtle signs of Ryder’s commitment to safety in this Mississauga, Ont., shop and beyond. The messages are clearly being heard. Last year, Canada was identified as the company’s safest of four regions in North America. It’s not the first time operations on this side of the border have earned the honor, either. And a banner above a first aid station boasts a 2013 award given to the Ontario business unit for going a full year without a workplace injury of any kind. Rob Welch, national safety and loss prevention manager for Ryder Logistics and Transportation Solutions, credits the corporate culture. “It starts from the top down – our VP of operations, our president, everyone,” he says. “That makes our job easier.” With some individual Canadian locations going a decade or more without recording an injury, one of the biggest challenges is to keep everyone sharp. “How would they know what to do if they’ve never had one?” Welch asks. It’s one of the reasons the safety team introduced regular drills, to ensure everybody knows who to call and why. That has meant some unsettling wakeup calls for Welch himself. “I’ve got an injury ...,” a caller begins on the other end of the phone, sometimes in the middle of the night. The word “drill” only comes after a brief pause. Then Welch can start breathing again. Like everyone else receiving such a call, he begins to list all the steps that would be followed in the event of a serious injury, and who has to be reached.

Nobody is given a chance to be complacent. Every shift begins with a few minutes to discuss safety alerts. Small magnets, which can be traded in for corporate swag, are handed out as rewards to those who are observed following proper procedures. And anyone who sees an unsafe situation is expected to intervene. “If there’s an unsafe working condition, you have to take responsibility,” he says.

Mitigating risk Every workplace in trucking presents some level of risk, of course. The idea is to identify those risks and take steps to mitigate them. When a recent annual injury report noted a rise in lacerations because of pinch points, for example, safety personnel introduced a focus on using protective gloves. Posters were mounted to encourage their use. When bumped heads were identified as an issue, workers were given bump caps for working in pits or underneath any equipment. It’s the same reason why spotter mirrors, which stick out from fenders like sets of antlers, are now covered in foam “mitts” to ensure an added layer of protection. Look back to the walls, and there’s a chart discussing how any component is to be handled, including the requisite equipment and operating procedures. Whether it’s a transmission, clutch and flywheel, fuel tank, or starter, there’s a procedure to be embraced. Work on a driveline requires a U-joint puller, for example, but also ratcheting tie-down straps. Jack stands are simply not good enough. And nobody is hauling around wheels and brake drums. Dollies are at the ready to handle such heavy lifting. Housekeeping demands particular attention, too, especially in crowded locations like this one. Grease and slush has to be cleared off service bay floors with a

Lockout tags and keys keep equipment secure.

APRIL 2018

Safe Ryder Zamboni before other trucks roll through the bay doors. Unused creepers are tipped wheels up when not in use, so they’re unlikely to become unexpected tripping hazards or skateboards. “Put the hoses back when you’re not using them,” Welch adds, referring to what might otherwise be a tripping hazard. Above all, there’s a commitment to taking the required time. A common theme of “take two” is echoed in training sessions and posters alike, encouraging workers to take two moments to identify potential risks before beginning a task. While there are plenty of safety-related signs around the shop, it doesn’t seem overwhelming. Part of the reason is that almost nothing else clutters the walls. Everything seems to have a purpose. That’s by design, Welch explains. Paper the wall with too much information and it all becomes white noise. Posted speed limits share space outside with a massive stop sign posted at a blind corner, and lines in the pavement that mark a distance of 15 feet from a fuel island, where drivers are expected to

await their turn at the pumps. Every person walking through the area are clothed in reflective colors. Everyone backing trucks through the bay doors is expected to have a spotter, and use the all-important three points of contact when climbing in and out of cabs. Welch points to one technician at the mouth of a service bay, asking a co-worker to serve as a spotter. He takes a moment to track them down and hand over one of the “caught working safe” magnets to signify a job well done, eliciting grins each time. Yard collisions have dropped dramatically since introducing that procedure, Welch notes. Still, signs can be missed or forgotten.

Welch is explaining the importance of 8 km/h speed limits in the yard when a customer’s truck goes by doing at least twice that rate. They’ll soon be hearing about that. Safety procedures are not even limited to those who directly interact with equipment. One recent monthly business unit call focused on potential risks to sales teams – those who wear collared shirts and suits on the job. Someone noticed a salesperson who was directed to cut through a shop on the way to an office in a customer’s facility. They took the long way instead. Now there are discussions about whether sales teams should carry safety glasses in their cars for such visits. There’s no need for fall protection training, though. Ryder shops insist that technicians use scaffolding when working on reefers. Any job requiring higher positions is outsourced. “We’ve mitigated our risk there by not doing it,” he says. “Along the path and at the source, if we can’t do it, we won’t do it. There’s no such thing as doing it at all costs.” The safety-related focus can vary,

Safe Ryder depending on the are of the country, Welch adds. In other words, a location in Dartmouth, N.S., might need to consider heavy snow when deciding whether repairs should be completed at the side of the road. Their counterparts in Edmonton might be more focused on whether teams have the right cold-weather gear to deal with the -35 Celsius chill. But the safety culture remains.

From the start It all begins the first day new hires come through the door. Each of them faces two solid days of safety training, and are welcomed with a lockout and tagout kit, protective gloves, and safety glasses. They’re also teamed with buddies to absorb further insights on the shop floor. There’s no re-training program, per se. Training programs would have to come to an end at some point to call it “re-training”. Here, the training never stops. Regular safety bulletins and videos require signatures after review. A white board at the office offers a daily safety message. This day it’s stressing that all slip

and trip hazards which can’t be immediately addressed – such as potholes in a parking lot – should be communicated. “Remember, if in doubt, take two,” the white board reads. “Work safely, think safely, go home to your family.” One Ryder facility has even included pictures of families and pets as a reminder to employees of why the focus never ends. Welch has seen friends retire because their bodies simply couldn’t stand up to the rigors of a job anymore. It isn’t right, he says. A better goal is to ensure people can work long careers and retire healthy, just when the time feels right, rather than facing a crumbling body. Ryder employees are even encouraged to mention any strains that happened off the job, to ensure they are assigned work which doesn’t further aggravate the injuries. “You never want to be that guy who comes to the door,” Welch adds, referring to a situation that might require managers to inform family members about an injured worker. Or worse. An ongoing commitment to safety helps to protect against that.

THE BIG SIX

One of the largest posters in Ryder’s shop area focuses on six key safety messages that could (and should) apply to any facility.

X Think safety first – Take Two. Three points of contact. Go out and look. See unsafe conditions? Report them!

Y Keep it clean – A messy work area is a dangerous work area. Keep it tidy and hazard-free. Coil hoses. Wipe up spills.

Z Check it out – Inspect everything before use, from equipment to tools. Ensure key control for safe maintenance. [ Exercise caution – Warm up for manual labor. Lift using your legs, not your back. Know your limitations. Ask for help. \ Drive carefully – Start vehicles from the driver’s seat. Buckle up. Pay attention. Stay off your cell phone while driving.

] Protect yourself – Use personal protective equipment whenever necessary – the appropriate gloves for the job, ice grippers, goggles, face shields. TT

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High-voltage wires are a bright orange.

First Cut is the Deepest First responders need extra training to work around electric vehicles By Elizabeth Bate When engineers at Kenworth brought their hydrogen-electric hybrid Zero Emission Cargo Transport (ZECT) to Mount Vernon, Wash., they were sure to let first responders know the truck was on site, and trained them on how to respond should an emergency arise. With a 100-kilowatt battery and six hydrogen tanks, it’s not a vehicle that first responders can cut into indiscriminately during a rescue. And it’s not alone in that regard. Identifying the high-voltage wiring that gives electric vehicles their get up and go is important to keep fire fighters and other team members safe when completing an extraction. As electric and electric-hybrid trucks of varying designs become more popular, the required training will become more complicated. While electric cars have been on the road since 2005, Capt. Geoff Boisseau of Toronto Fire Service says the technology changes all the time. Currently electric vehicle training is incorporated into extraction training, and personnel are issued safety guides from the Ontario Fire Service Section 21 Advisory Committee and manufacturers.

But there are few industry standards to regulate the design of electric vehicles when it comes to extraction procedures. Safety guidelines focus first on locating the ignition switch and turning it off immediately. If there is a push-to-start key fob, first responders are told to move it a meter or more away from the vehicle to ensure the engine is disengaged. While gas or diesel-power engines are easily heard, it’s sometimes hard to tell if a quiet electric engine is running. Kenworth engineers added an additional safety feature in the form of a giant red kill switch. That will cut the power to the truck instantly, and residual power travelling through the battery or cables will dissipate in about two minutes – far less time than the 10 minutes some vehicles recommend waiting. But once the switch is hit, the truck cannot easily be restarted and must be towed to a service center to see if fried circuits can be repaired. While there are no hard and fast rules for the design of electric vehicles, manufacturers typically place batteries under the chassis. Timothy Ednie, superintendent of education and development at Toronto Paramedic service, says that

placement gives medics confidence that treating a patient when they are in the car is safe, allowing them to touch the frame, windows, and seats. Should responders need to use the jaws of life or other tools to free someone, the situation gets increasingly complicated. Manufacturers each provide their own guides for first responders, and each guide is available online. However, Boisseau says the location of bright orange high-voltage cables can vary by manufacturer and model, and it can be hard to identify different models on sight. Typically, responders hope to ask the driver which model they have. If that’s not an option, they have to search for identifying tags and look online to identify where it’s safe to cut. Waiting those 10 minutes for the vehicle to power down, and looking for that information online, takes up time that can be critical to injured vehicle occupants. Boisseau or Ednie are not aware of any related injuries to date, but the danger is very real as the number of alternativefueled vehicles increases. Adding complications are the heights rescuers need to work at on a Class 8 vehicle. Cutting into the frame of a tractor to perform an extraction is challenging. Boisseau says that task is left to heavy rescue squads in major urban areas, like the five in the Greater Toronto Area that surround Canada’s busiest highways. Currently first responders receive training on electric vehicles as part of their extraction unit when first hired, and through memos and guides like those issued by the Section 21 committee. Manufacturers have been accommodating as well, looking out for the safety of those that will be disassembling vehicles in a crisis. Toyota donated an electric car to the Toronto Fire Service so members could see how it was put together and learn how best to take it apart when necessary. Firefighters on the heavy rescue squads in Toronto typically train one day a month in addition to their regular duties and have more extensive training at regular intervals. Those days can be used to incorporate new information about electric vehicles and extraction techniques as well. TT APRIL 2018

In Gear

56 59 61 73

Hino’s Class 8 Lofty Ideals Clear the Air Product Watch

EQUIPMENT NEWS, REVIEWS, AND MAINTENANCE TIPS The Kenworth T680 hydrogen hybrid regional hauler.

Zero Emissions, Positive Performance Kenworth unveils truck powered by hydrogen fuel cell By Jim Park Kenworth has removed the black shroud from its latest green initiative, the Zero Emissions Cargo Transport (ZECT). The heavy-duty truck is a hydrogen fuel cell powered battery-electric vehicle, capable at this point of about 160 kilometers of travel fully loaded. Kenworth plans to increase that in the future with the addition of greater hydrogen storage capacity. The truck produces no emissions other than a small column of steam when the hydrogen fuel cell stack is charging the batteries. It makes no noise other than the cooling fans and the air compressor. It’s truly a vehicle that will fit comfortably into any urban environment, especially those areas where air quality is a concern. This truck will be deployed at a

TODAY’S TRUCKING

Los Angeles-based port drayage company, Total Transportation Services (TTSI) at the end of March, working at the ports of Los Angeles and Long Beach, Calif. The truck was first shown at the Consumer Electronics Show in Las Vegas this January. It has been in the works for just a few months and was actually run for the first time in December. Kenworth took the unusual step of inviting the trade media to see and drive the truck even though it is very much in the prototype stage. There were a few hiccups during the day’s ride and drives, but as Kenworth’s research and development manager, Brian Lindgren, reminded reporters, it’s a prototype; it’s still really early in the development process.

▲ The system draws from hydrogen gas compressed to about 5,000 psi.

“We have another four to six weeks of testing planned here at the Technical Center before we take it to Los Angeles,” Lindgren said. “By then we fully expect it will be ready to haul loads in the real world.” Funding for the development of the truck comes through the Department of Energy’s office of Energy Efficiency and

In Gear

The fuel cell system has an 85 kW net output.

Renewable Energy, under the funding plan for zero-emissions cargo transport initiative, as well as the South Coast Air Quality Management District and the California Air Commission. The Center for Transportation and the Environment brought together Kenworth and the major system suppliers to complete the project. The major powertrain partners are BAE Systems (a hybrid transit bus manufacturer), and Ballard Power Systems, which developed the proton exchange membrane (PEM) hydrogen fuel cell system.

Drayage, not long haul The powertrain on this truck is scaled for short-haul service, working at a drayage facility where it will run 50-80 kilometers per day. Consequently, it has a fairly small hydrogen storage capacity and batteries that can comfortably deliver speeds in the 50-80 km/h. It will go much faster, according to Lindgren, but it’s limited to some degree for the testing phase. “Our motors are rated at 420 kW or about 565 horsepower at a constant rate, but they will peak considerably higher,” he said. “We are limiting the output to about 300 kW until we prove out the systems.” The fuel cell system has a net output of 85 kW, but to run an 80,000-pound truck at 105 km/h takes about 125 kW, so the truck isn’t setup for the highway. This doesn’t mean it lacks performance. There’s enough power to maintain about 50 km/h on a 6% grade and to start on 20% grade with 80,000 pounds. The current range is about 50-80 kilometers. The system is powered by six compressed hydrogen storage tanks, each containing about five kilograms (12 pounds) of hydrogen gas compressed to about 5,000 psi. Lindgren said one kilogram of hydrogen contains about the same energy as one kilogram of diesel fuel. The range of the truck is limited by the hydrogen capacity. It has 100 kWh of capacity with about 80-90 kWh that’s usable. It takes about 2 kWh per mile to move the truck down the road, and 70% of the battery’s capacity would run the truck about 110 kilometers. The present battery pack weighs about 5,000 pounds. The system works by using the stored hydrogen to produce electricity to charge the battery pack. While there is some regenerative braking capability, the hydrogen fuel cell will APRIL 2018

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In Gear come on and produce voltage to charge the batteries when the voltage drops below a certain level. It does not run all the time. When the hydrogen is depleted, the truck is no longer capable of generating electricity. It can also be cable charged, but that’s not as efficient as the fuel cell, Lindgren noted. The name of the game with this truck is zero emissions. A natural-gas-boosted battery-electric system would get you near zero, but that’s not the goal. “The only way to get to zero is with all-battery or with hydrogen fuel cells,” Lindgren explained. “We think for heavy trucks, battery electric has some challenges. The batteries are heavy and expensive, they have to be recharged and that takes time. This truck represents a good compromise between battery capacity and weight (5,000 pounds), charging time (none, it charges on the go), and the cost of the system. On every front, this truck meets all the industry criteria for a viable truck in this application.”

prop shaft we see on any transmission. The rear drive axles are Spicer D40170P with 5.38:1 gears. Yes, 5.38:1. At 50 km/h in “3rd” gear, the motor is turning at about 3,500 rpm. “We’re not sure about the transmission yet,” Lindgren said. “We are thinking three gears will give us the flexibility we need to optimize the efficiency and per-

formance of the motor, and thus power usage. We are using four gears now, but the top gear probably isn’t necessary.” When this truck launches officially in March, it will put a lot of the naysayers back on their heels and put a great big grim on some drivers’ faces. They won’t be expecting performance like this from an electric truck. TT

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Test driving We had a chance for a short drive on the truck, both on the test track at the Technical Center and out on the public roadways around the center. It’s totally quiet except for the cooling fans, the compressors and the various pumps on board, as well as a soft whine from the gear train. The torque at launch is something to behold, and I suspect engineers will have to find some way to limit that, lest the drivers peel the treads off their tires. The truck was loaded to 79,980 pounds, and at launch it felt as though it was a quarter of that weight. You have absolutely no sense of the weight of the load when you have that much torque under foot. So, other than the immense torque and the total lack of engine noise, there was no fundamental difference between this truck and one equipped with a 500-horsepower diesel. The transmission was a modified Eaton 18-speed automated manual transmission. It used just the high/low splitter and the range splitters from the back of the 18-speed. Other than that, the gear box was empty; modified actually, to mount to the motor and the standard

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In Gear

Hino lineup expands with XL New XL Series includes Class 7 and 8. Canada to get the XL8 tandem straight truck. By Rolf Lockwood After 10 years of requests from dealers and customers for heavier trucks and tandem axles, Hino Trucks has answered the call with the all-new XL Series of Class 7 and 8 vehicles. The XL7 and XL8 models are powered by the company’s A09 8.9-liter inline six-cylinder diesel with a B10 life of 1.6 million kilometers, representing a point where 90% of models are expected to still be running. Outputs include 300, 330, and 360 hp, with torques from 900 to 1150 lb-ft. It’s the only engine on offer. Only the XL8 tandem straight truck will be offered in Canada, not the XL7 4×2 tractor. Orders for the new trucks will be taken in the fourth quarter of this year in the U.S., with production of the XL7 starting in the first quarter of 2019. The XL8 production begins in the second quarter. All

TODAY’S TRUCKING

models will be built in the company’s new plant in Mineral Wells, W.Va. That facility and development of the new trucks has a price tag of US$350 million, including the hiring of “dozens and dozens” of engineers, according to Hino Trucks North America president and CEO Yoshinori Noguchi. He said the time was right for the company to enter the Class 8 market in North America. “Considering our remarkable success in Class 4-7 in North America, and our growing global presence in the Class 8 market, entering the North American heavy-duty segment makes for the next logical step,” said Noguchi. Timing of the Canadian launch at this point is unclear, though the truck will be on display at Hino’s booth at Newcom and Deutsche Messe’s Truck World show

running April 19-21 at the International Centre near Toronto’s Pearson Airport. Yasuhiko Ichihashi, chairman of Hino Motors, said during the unveiling that both models were extensively tested in both Canada and the U.S. They also represent more than 500,000 engineering hours. Hino’s XL Series will be available in a variety of straight truck and tractor configurations, including gross vehicle weight ratings of of 33,000 to 60,000 lb., and a gross combination weight rating up to 66,000 lb. Wheelbase selections will run up to 304 inches. The engine will be mated to the Allison 3000RDS transmission as standard equipment, with two other Allisons and two Eaton gearboxes as options. One of the latter is the Eaton RTLO16913A. Hendrickson suspensions are used exclusively, including Comfort Air, along with Dana axles (rear-end ratios on the XL8 from 3.07 to 5.57) and Bendix brakes, rear discs being optional on the straight truck. Optional on all straight trucks are Wabco stability control, collision mitigation, and lane-departure warning systems. For driver comfort, Hino XL Series trucks also come with an air-ride cab and driver’s seat, hands-free Bluetooth, steering wheel controls, cruise control, and air conditioning. TT

In Gear

Fuso goes with gas By Rolf Lockwood Recognizing that diesel still owns something like 60% of the medium-duty market, Mitsubishi Fuso thinks that there’s a sizeable group of users who simply want the simplicity of gas engines. Just “turn it on and go” is what they want, having no wish to fool with diesel exhaust fluid (DEF) and the like. To that end, the company used the Work Truck Show to introduce its gasoline-powered 2019 Class 4 and 5 FE cabovers. The new trucks feature not only the General Motors 6-liter V8 engine and an Allison automatic transmission, but also a new cab interior designed to improve driver comfort and efficiency. The Daimler AG business unit also showed a production-ready model of its battery-electric eCanter, built in the company’s plant in Portugal. It’s now available for sale in Japan and will be soon in the U.S. Canada remains a

question mark. In the next few months 50 eCanters will be deployed in American fleets, including several at UPS. The gas and electric trucks will be sold alongside diesel models, giving Fuso the broadest product offering in the category. Class 4 gasoline models will include the FE140 (14,500 lb GVWR) and the FE160 (15,995 lb GVWR). Later this year, Fuso will offer the Class 5 FE180 (17,995 lb GVWR), which would be the first gasoline-powered cabover in that weight class. In all models, the GM V-8 engine will make 297 hp and 361 lb-ft of torque. Fuso will eventually offer a gaseous-prep package from the factory to allow buyers to use compressed natural gas or propane autogas. The trucks come equipped with a 40-US-gallon rear-mounted fuel tank. The gasoline engine will be paired with

International goes to work with MV International Truck has unveiled the MV Series vocational truck, with the promise of a model that will “work harder all day, every day.” Features include new cab doors with lower bottom glass edges and removed vent windows for better visibility, reshaped doors and side glass, a new premium gauge cluster with digital driver display, and up to 15 customizable digital gauges. Jeff Sass, senior vice-president of sales and marketing, said one thing drivers really wanted was the wider dash switches that can be operated while wearing gloves. Now they have it. “The new International MV Series reflects our vision for the future of commercial vehicles with a host of advancements that support improved

driver safety and productivity,” said Sass. “We challenged ourselves to make the best even better and this new vehicle was designed to provide the best driver environment in the industry and we exceeded all of our targets.”

an Allison 1000 automatic transmission with Fuel Sense 2.0 transmission management software, including adaptive shifting technology that improves fuel economy by as much as 6%. The software uses a Neutral-at-Stop feature that further reduces fuel consumption. The FE gasoline trucks will also arrive with enhancements in the cab’s interior, including improved driver seat bolstering. Fuso will assemble the gas models at the Freightliner Customer Chassis plant in Gaffney, S.C., a first. TT

Other features include an improved HVAC system, which includes a highperformance max-defrost system. Diamond Logic, an electrical system that streamlines the integration of chassis and body equipment, also permits programmable automated tasks. “Our Diamond Logic electrical system is known for its ability to provide control and communication between trucks and body equipment,” said Sass. “We were a pioneer in custom programmable chassis electronics and multiplexing and we continue to partner with end users and body builders to further increase productivity and make it easy to integrate with our system.” “We have designed the MV Series to seamlessly integrate with any body solution,” he said. “This truck can be easily configurable for any application.” The truck is also linked to the OnCommand Connection platform, featuring advanced remote diagnostics. The new MV Series truck will be available this spring, with orders now being accepted. TT APRIL 2018

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In Gear

Lofty Ideals UltraLoft takes 579 to new heights By John G. Smith Peterbilt has unveiled a new 80-inch integral sleeper known as the UltraLoft, adding an array of features to the Model 579 that improve comfort for team drivers and enhance aerodynamics in the process. “It has that distinctive Peterbilt style,” said Scott Newhouse, chief engineer, also referring to added storage, lower and upper bunk space, and the widest mattress in the industry. “The driver experience starts when you’re in the cab. It’s a big, open space with plenty of headroom.” The upper mattress itself measures 82 x 36 inches, while the lower bunk is an expansive 85 x 42 inches. “The lower bunk can actually handle a seven-foot-tall person,” Newhouse said. An extruded aluminum ladder to access the upper reaches of the cab tucks into the upper bunk’s frame, releasing with the push of a handle, unfolding, and locking in place on the passenger side of the vehicle. Drivers above six feet tall can also sit on the lower bunk without hitting their head on the frame above. The double-bunk configuration features 64 cubic feet of storage space, while that increases to 70 cubic feet in the single-bunk model. The front half of a split upper bunk folds vertically, creating 14 cubic feet of storage behind it, securing supplies in place during a drive. The wardrobe cabinet offers 42 inches of hanging space to support long shirts and jackets, while storage space in the upper cabinets can store two CPAP machines. Power comes in the form of 12-volt, 110-volt, and USB ports next to the control panel for sleeper amenities like a new HVAC system. And those in the upper bunk have power ports of their own. “Now that upper bunk operator has that same power without having to run extension cords,” he says. The cabinet on the driver’s side of the cab features a slide-out work surface, and

can also accommodate a 1.1-cubic-foot microwave that’s said to be large enough to hold a Hungry Man dinner or rotisserie chicken. LED bulbs illuminate the space throughout, and there’s also space for a 32-inch TV in the lower bunk. Meanwhile, an aerofoil-shaped sun visor, roof, and side wall have been structured to enhance fuel efficiency and reduce cab noise. The end result is a 2% boost in aerodynamics and 1% better fuel economy when compared to an 80-inch discrete sleeper with roof fairing. The added features are particularly important when looking to secure a

share of the market for team drivers that Peterbilt expects to remain strong. “One solution to the driver shortage is to attract less-experienced drivers and put them in training programs,” said Kyle Quinn, general manager. “We’ll continue to see large numbers of team drivers because there’s a lot of freight that has to go a long distance.” “Peterbilt’s customers have been asking for a product that maximizes the space available in the cab, and the UltraLoft delivers on that request. This makes it an ideal truck for team drivers, training scenarios and customers that want to maximize aerodynamic performance and driver comfort,” said Robert Woodall, assistant general manager – sales and marketing. “The first customers to see and test the UltraLoft have provided overwhelming excitement and requested the first available production models.” TT

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In Gear

Clear the Air Don’t be sidelined by a failing air compressor and the braking-related trouble it can cause By Jim Park Admit it. A truck’s air system probably isn’t your most pressing maintenance concern. The systems are pretty reliable, and beyond changing the air-dryer desiccant cartridge every couple of years, you probably don’t give the rest of the system any more attention than it absolutely needs. While its primary function is supplying air for the brake system – an important task in its own right – other components on the truck need air, too. Automated transmissions, for example, and certain emissions system components. Most brake valves are fairly tolerant of oil contamination, but equipment like automated manual transmissions (AMTs) often have air-operated solenoid valves, which are very sensitive to both oil and water contamination. “Over the past three to five years we have a seen a shift in OEM requirements from simply needing dry air to needing a higher quality of air,” says Richard Nagel, director of marketing and customer solutions – air charging, at Bendix. “The oil contamination issue is becoming more pressing because of the high adoption rates of AMTs. With more of them on the market, the contamination problems are becoming more apparent.” This will probably drive fleets to pay closer attention to air system components, particularly the compressor and the air dryer. There will always be some oil in the compressor discharge air, and moisture. The idea is to trap it before it travels too far downstream, where it might do some damage. “The first place it goes is into the air dryer, contaminating the desiccant material,” says Nagel. “That’s why air dryers

PROBLEMS, SIGNS & SYMPTOMS If you know what to look for, air systems usually telegraph all sorts of warnings before they up and quit on you. Often drivers are more likely to see these symptoms before the shop does, so it’s good to get them into the maintenance loop to help forestall a breakdown. Here are a few things to watch for that could be warning of an impending problem.

AIR COMPRESSORS

lose efficiency. The desiccant does not expire or get used up, but it can become saturated with oil and it will no longer be capable of removing moisture.” Even though the compressor might be the problem, fleets are more likely to change the cartridge and service the air drier more frequently because that’s much less expensive than replacing the compressor. That can be a six-to-eight-hour job, plus the cost of the compressor. “It might be cheaper to replace the desiccant cartridge more often, but the desiccant won’t remove oil from the air,” warns Nagel. “Air dryers are available with oil coalescing cartridges designed to remove oil from air systems, but they will need to be changed more often, too, if you have an oily compressor.” For linehaul applications, most OEMs and air dryer manufacturers recommend

It all starts here, including much of what can go wrong with the system. Here’s what to watch for: ■ excessive oil in the discharge air, often seen as black sludge running from the air tank drain valves. This could be a sign that the compressor has had it, but there are other causes of oily discharge. ■ air intake restrictions. Check the intake plumbing for kinks or blockages. The pipe might be too small if using a high-volume compressor. The inside diameter should be at least 5/8 inch for a typical highway truck. ■ Knocking or other unfamiliar sound could indicate a mechanical problem, but it could also be warning you of a restricted inlet line from a dirty air filter.

AIR LEAKS Air brake performance regulations allow for small air leaks (4 psi/minute for a tractortrailer and 6 psi/minute for a tractor and two or more trailers). Severe leaks could result in an out-of-service violation, but keeping up with those leaks will also tax your compressor. Another possible cause of excessive compressor cycling could be insufficient capacity, such as a compressor spec’d for a five-axle combo pulling an eight-axle Super-B. Excessive cycling might also indicate a brake stroke problem – too much air drawn for each application.

SLOW PRESSURE BUILDUP If it takes an abnormally long time to build system pressure, check for restrictions in the intake or discharge lines, watching for other symptoms. Check for system leaks, an inadequately sized compressor for the application, air-dryer purge valve stuck open, or a defective compressor unloader mechanism and/or governor. APRIL 2018

In Gear replacing the air dryer cartridge every two to three years. The air dryer cartridge on vocational vehicles such as garbage trucks should be changed much more frequently, says Abe Aon, director of sales, Wabco North American aftermarket. “It’s critical to use the correct type of replacement cartridge, which is either standard or oil coalescing, depending on the air dryer’s specifications.” Some fleets can go longer or shorter between cartridge changes than others due to the climate they run in, the amount of air they use, or the age of the vehicle, Aon says. “Older vehicles tend to have more air leaks and compressors that pass more oil.”

Telltale signs Any sludge produced by a slobbery compressor will eventually wind up in tractor air tanks, so that’s where the inspections should begin. In humid conditions, it’s not unusual to see as much as a cup of water collected in a tractor’s wet tank if the air dryer isn’t working or is contaminated with oil. Drivers should monitro how much water and oily sludge comes from the tank when it’s drained. “We don’t recommend completely draining all reservoirs every day,” says Aon. “Pulling on the drain cord or opening the drain cock for just a few seconds is a good indicator of the overall health of the air system.” With a good dryer, premium desiccant, and proper air temperature going into the air dryer, most daily checks will result in nothing coming out of the reservoirs. However, if water or a water-and-oil mix are noticed on a regular basis, then check the system for air leaks. The Technology and Maintenance Council’s Recommended Practices 619B is a great resource for recommended checks, requirements, and troubleshooting hints Too much oil passing through an air when something is “not compressor can lead to component failure due to contamination, as right.” seen in this purge valve. Operators should also monitor the frequency with which the compressor cuts in and out, or the air dryer purges, whichever their ear is tuned to. At idle with no brake applied, most compressors and dryers shouldn’t cycle more than once every two or three minutes. If the compressor cycles more frequently – known as short-cycling – conduct a vehicle walkaround and listen for air leaks. Repair any leaks that are found. If releasing the spring brakes or holding a brake application significantly increases the frequency of the cycling, there may be a seal leak or brake chamber diaphragm leak that is wasting air while driving or at every brake application. Fix these as soon as possible or as required to avoid any possible violations, Wabco’s Aon advises. “A tuned-in driver is the best defense to keep a small problem from becoming a big one,” he says. “The driver is with the vehicle

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In Gear all day, every day, while the mechanic may only see the vehicle for a few minutes. The sooner the driver reports that something is not right or misbehaving, the sooner the maintenance technicians can correct a problem before it becomes an issue on the road.”

Trailer air systems Often left neglected in off-site drop yards, trailer air systems may be the most vulnerable to winter freeze-ups. It doesn’t matter how hot the load is, if the trailer brakes are frozen in minus-40 temperatures, the truck isn’t going anywhere. Trent Siemens, general manager of Oak Point Service, a division of Winnipeg-based Paul’s Hauling, gets the entire company involved with maintaining trailer air systems. “Our shops perform annual air drier services on all trucks in the fall – replacing desiccant cartridges, testing heater

elements, servicing purge valves – and we also purge the trailer air system,” he says. “We drain the air tanks and run a vaporizer on the emergency side to push vaporized air-line antifreeze through the system. We also make sure that the trailer gladhand rubbers have the closed grommets in place to help keep water and snow out.” Siemens cautions that only an approved airline antifreeze should be used – no coolant, rubbing alcohol, methyl hydrate, or anything else that could potentially contaminate the air system. “Our goal is to keep the air system as dry as possible, and not flush away any OE grease/lubricants in the valves,” he says. Should you find yourself with an unresponsive, frozen trailer air system, Siemens suggests pouring two ounces of airline antifreeze at a time into the supply (red) side. Build the truck air pressure to 100-120 psi and apply service brakes sev-

eral times with the park brakes released. Wait 15 minutes, and if air system is still frozen, try again. Open the petcock on the trailer air tanks to drain excess airline antifreeze. But only do this when you are experiencing problems and not as a daily preventive measure. “Do not add airline antifreeze to the control [blue] line. The liquid can get trapped in the line as it does not circulate through the air system. The airline antifreeze will only go as far as the signal side of the spring brake valve, and the signal side of the ABS valve, but no further, he adds. If you’re stuck with a trailer where the wheels won’t turn when you release the parking brake, the brake linings could be frozen to the drum. In this case, use a hammer to tap the top and bottom of the drum – but not the linings – several times. The vibration should break the ice holding the lining surface to the drum. TT

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In Gear

Powerful Demands ‘Final mile’ is introducing new equipment, and new requirements in the shop By John G. Smith Evolving delivery models are leading to a new generation of vehicles as fleets look for new ways to serve the all-important final mile of e-commerce orders. Against the backdrop of dense urban centers that are demanding an end to emissions, the trucks and vans are also more likely than ever to be electric. “The economics of those are starting to become positive in some applications,” said Thomas Dollmeyer, Cummins’ director of electrification technology, during a panel at the annual meeting of the Technology and Maintenance Council. Electric urban buses are already economically viable, while the same could be said about electric Class 4-7 distribution vehicles as early as 2020, he said. But changes like that will lead to new challenges on the shop floor. “We’ve got to actually charge these things, and it’s going to have a big and varied impact on our ability to deploy these things,” Dollmeyer said as an example. While commercial vehicles consume between 0.8 and 2.5 kWh per mile, their batteries are expected to store between 50 and 500 kWh. “Fast chargers” may promise to quickly restore depleted energy levels, but they could come with limits on the duration or number of charging cycles. So too could they require three-phase power in the shops that support them. “This is actually pretty big power,” Dollmeyer said of the charging infrastructure. “You don’t need to get very high in the kilowatt charging space in order to need some pretty capable service for the shop.” High-voltage systems certainly introduce the demand for new safety procedures and equipment. Anything above 60 volts changes how repairs need to be addressed, observed Duane Lippincott, director of learning and development for UPS automotive engineering and maintenance. “We have become much better

and more effective in electric, diagnostic, and computer control,” he said. “We’re also going to have to become experts in high voltage.” The charging needs alone will affect the layouts of shops and fleet yards. “The vehicles actually need to sit by the charger, and quite often the electricity and the available charging isn’t in the

adding another layer of components on those already found in a diesel engine. “Many of the hybrids that have been deployed in the past have had maintenance headaches with the fact they were under-engineered,” Dollmeyer said. Manufacturers will need to do a better job of supporting products through investments in technology, and drive down costs along the way, said Mike Hasinec, vice-president of maintenance support for Penske. “Governments also need to look at financial support,” he said, noting how available grants also run out of money in a few months. “All levels of government need to invest in the infrastructure to make these technologies viable solutions.”

Electric vehicles are introducing new systems that shops will need to support. But the final mile could also introduce new equipment in the form of robotics. (Photo: Mercedes-Benz Vans)

same spot,” Dollmeyer explained. To compound matters, there are already four different styles of connectors for the vehicles, and they are not all compatible with one another. Of course, there are maintenance gains to be realized with electric vehicles. They require fewer fluids, and have fewer moving, sliding, and slipping parts to break, leak, or loosen, he said as an example. Onboard data opens the door to predictive maintenance or, in some cases, even self-healing powertrain capabilities. But not every vehicle option will be fully electric. Hybrids might be required to support longer ranges, switching to internal combustion engines when traveling to distribution centers outside urban cores. That equipment will be

The new equipment won’t end there. Concept vehicles are using racks and robotics to redefine how cargo is sorted and stored, while tools from drones to robots that look like rolling coolers have been envisioned as ways to deliver goods to the doorstep. One concept from Mercedes-Benz Vans includes an autonomous platform that pushes the entire payload into the back of a van before it drives away. “A lot of vehicles are hauling around a lot of air,” observed Nick Tempelhoff, head of Mercedes-Benz Vans’ future transportation – North America. “A lot of the efficiencies are to be gained on these last yards to the customer’s doorstop.” And there will be plenty of new vehicle features to maintain along the way. TT APRIL 2018

In Gear

UPS executive challenges industry to define excellence Carlton Rose, president, global fleet maintenance and engineering at UPS, is challenging the trucking industry to

define the excellence needed to realize cleaner cities, safer vehicles, and underlying technical knowledge.

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TODAY’S TRUCKING

“If you’re the one who defines excellence, then you’re the one who shapes expertise to achieve it,” Rose said during the Technology and Maintenance Council’s (TMC) annual meeting, noting the journey begins with understanding “mediocrity”. When it comes to trucking, that involves challenges such as air pollution, 97,000 annual crashes, or standing still as technology evolves. In terms of the call for cleaner cities, “carbon is where we can get it right or wrong,” he said. Since about 23% of greenhouse gas emissions can be traced

▲ Carlton Rose of UPS addresses a crowd of fleet managers and executives during the annual meeting of the Technology and Maintenance Council.

to medium- and heavy-duty trucks, that means exploring options in alternative fuels like renewable natural gas. With 330,000 pieces of equipment and 116,000 powered vehicles, UPS certainly has the opportunity to explore emerging technologies. “Decades of cheap oil got in our way,” Rose said. But electrification is coming back. In the past decade the global carrier has introduced 122 electric package cars in the U.S., and 172 of them in other parts of the world. Two years ago it invested in 125 electric hybrids from Workhorse, and more than doubled down last year with an order for 200 more. It has also ordered 125 Tesla semis, representing that company’s biggest single order. TT

In Gear

Eaton taps into electric, connected expertise Eaton’s commercial vehicle group is leveraging broader automotive and electric expertise as it prepares for a future that is increasingly electrified and connected. A newly launched e-mobility business segment – combining elements of the company’s vehicle group and electrical business – is one of the latest signs. “There’s going to be a requirement for more power electronics on board,” observed Larry Bennett, director of vehicle technology and innovation, referring to the possibility of three-voltage systems on commercial vehicles. Eaton Electrical, currently responsible for 60% of company revenues, will help to apply lessons from buildings, leading to new smart power management tools and power distribution strategies, he said. The comments were made during a briefing at the Technology and Maintenance Council’s annual meeting. There’s already been an increase in electric powertrains for buses and lighter vehicles, of course. Eaton expects fully electric valvetrain actuation to be a reality within a decade. Hydraulic lash adjustments, now used in passenger cars, could soon manage intakes and exhaust in heavy vehicles as well. Electrical power also needs to be maintained as OEMs look at ways to turn off engines and allow coasting on downhill routes, he added, referring to one emissions-reducing strategy. Eaton sees the promise of using the rear wheels to drive a generator mounted on the back side of the transmission, providing power while in an engine-off coast mode. It isn’t the only way the company believes it will play a role in lowering emissions. With allowable NOx levels expected to be reduced 90% by 2024, an electric motor-driven fixed-displacement exhaust gas recirculation pump could work independently of engine speed, he said. Deactivating selected cylinders, and maximizing the power of others, could generate temperatures above 250 Celsius needed to treat NOx.

Expect more from the Eaton-Cummins Automated Transmission Technologies joint venture, too. There are now more

than 3,500 Endurant automated transmissions on the road. And this year the venture expects to unveil new applications for the Procision dual clutch transmission, supporting medium-duty and recreational vehicles. “It’s all about powertrain integration,” said Scott Davis, general manager of that joint venture. TT

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Vocational Engine

Detroit DD8 at work The new Detroit DD8 engine â&#x20AC;&#x201C; first hinted about in 2015 and formally introduced a year ago â&#x20AC;&#x201C; has for the first time been installed in a production truck. But itâ&#x20AC;&#x2122;s more of a proven power offering than the timeline might suggest. The engine, for the medium-duty and vocational market, has actually been offered in Europe and beyond for more than five years. Unlike its DD5 counterpart, which was built in Germany before migrating to North America, the DD8 has always been produced in Redford, Mich. Among other features, variable exhaust cam phasing will be especially pleasing to vocational customers. Designed with the vocational market in mind, it alters the timing of the exhaust stroke at low engine speeds, when maximum power isnâ&#x20AC;&#x2122;t required, increasing engine heat and exhaust temperatures. That reduces the need for manual aftertreatment regens. Itâ&#x20AC;&#x2122;s the first time this technology has been used in a commercial diesel engine, though it has seen some use in the passenger-car world. The engine comes with a three-year/400,000-kilometer warranty, which can be extended to seven years. Maintenance intervals are said to be three times longer than

TODAYâ&#x20AC;&#x2122;S TRUCKING

competing engines, going out as far as 70,000 kilometers. Both oil and fuel filters are easily accessed, sitting above the frame rails. Power ratings range from 260 hp and 66 lb-ft of torque up to 300 hp /860 lb-ft in single-stage turbocharger models. Three higher ratings with dual-stage turbos go as high as 375 hp/1050 lb-ft in fire engine applications. The DD8 is available in Freightliner M2 106, 108SD and 114SD trucks. www.demanddetroit.com

TRAILER AERODYNAMICS

MICHELIN ENERGY GUARD STREAMLINES TRAILERS Michelin has unveiled a series of products to improve fuel economy â&#x20AC;&#x201C; and the latest offering goes beyond tires alone, in the form of the Energy Guard aerodynamic system for trailers. The system includes a trailer side skirt that is fully flexible, and can bend over objects and snap back in place, aerodynamic flow-through mudflaps,

Product Watch Michelin Energy Guard aerodynamic system for trailers

The I-933 Winter Drive tire has an open shoulder and a three-peak mountain snowflake (3PMSF) designation. Its biting edges offer traction on slippery roads, while liberal siping enhances grip, and a special compound balances tread life and mileage, the company says. It is available in 11R22.5/16 148/145L and 11R24.5/ 16 149/146L sizes. OIL MONITOR

a wake reducer to increase pressure on the back of the trailer and reduce drag, and drag-reducing trailer end fairings. None of the features need to be engaged by drivers. Michelin says the kit provides a 7.4% improvement in fuel efficiency, which has been validated through fleet testing. It will be available June 1 as a complete kit. Individual components won’t be offered. www.michelintruck.com PORTABLE FUELING STATION

PORTABLE UNITS COME IN OR OUT OF CABINETS

HERCULES EXPANDS I-SERIES IN CANADA

FLEETGUARDFIT TRACKS OIL LIFE IN REAL TIME

Hercules Tire and Rubber has expanded the Ironman I-Series tire lineup for the Canadian market. The Ironman I-302 Deep Drive tire is for on/off-road environments like logging and mining. It features large tread blocks and 32/32nd tread depths, a strong casing, and special compound that resists cuts and chips, the company says. It’s available in 11R22.5/16 148/145J and 11R24.5/16 149/146J sizes.

Cummins Filtration’s new FleetguardFIT uses sensors, a control module, and existing telematics services to monitor fuel, lube, and air filters – as well as oil life – in real time. The underlying data can be communicated through a portal or mobile app, making it possible to optimize service intervals based on actual equipment use and remaining oil and filter life. www.cumminsfiltration.com

ON/OFF-ROAD TIRES

Western Global’s new few island offers a portable fueling station for those who pump diesel in their own yards. Unlike a conventional island that is built on site, these units arrive ready to

CANADIAN LEADER in Aftermarket Parts for Heavy Duty Vehicles

use, and can be configured in or out of a cabinet. Cloud-based remote monitoring equipment keeps a watchful eye over consumed fuel. Each pre-assembled package includes a fuel tank on a skid mount, dispensing equipment, fuel inventory monitoring system, cardlock equipment, electric panel, and all the related plumbing and wiring. The TransTank P-Series of double-walled tanks – with available capacities that range from 11,828 to 67,119 liters – are built to contain spills, while a lockable cabinet offers extra security. www.western-global.com

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Canadian Fleet Maintenance Summit Get equipment insights and stay ahead

APRIL 18, 2018 International Centre Q Mississauga, ON

Designed for fleet maintenance professionals, this summit provides industry leading information and networking to help you stay ahead of the competition and keep your fleets running efficiently.

CFMS registration includes complimentary access to Truck World and the VIP Kickoff Breakfast, an $80 value!

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Product Watch SAFETY SYSTEMS

CASCADIA GETS STANDARD COLLISION MITIGATION, DISCS

means the plow can be installed without needing to move fuel tanks and exhaust aftertreatment systems. Also, the new configurations offer a shorter wheelbase to improve maneuverability and shed weight. There’s up to 21 inches of ground clearance overall, while the first step into the cab is a maximum of 24 inches. www.macktrucks.com

Daimler Trucks North America has made the Detroit Assurance 4.0 collision mitigation system and Meritor EX+ L air disc brakes standard on all new Freightliner Cascadia trucks. Detroit Assurance 4.0 safety systems includes adaptive cruise control and active brake assist 4.0. The active cruise can set following distances between 2.4 and 3.6 seconds, while the radarbased collision mitigation system is always on. When a truck gets too close to another vehicle, the driver first receives an audible alarm with visual warning, followed by partial braking, and finally full active braking using the transmission, engine brake, and service brakes. Meritor EX+ L air disc brakes, standard on all wheel positions for the new Cascadia starting in spring 2018, further enhances performance and safety. www.freightliner.com

TIRE MANAGEMENT

GOODYEAR TIRE OPTIX TRACKS TIRE DATA Goodyear’s new Tire Optix tire management program is promising to boost the productivity of tire technicians by 20-25%. The program provides Goodyear truck tire technicians with a special scanning

with Available ly Fees th n o No M www.vdoroadlog.com

Make sure you have the right ELD. VDO RoadLog™ is still the only ELD with a built-in printer, and now it’s the first ELD to successfully pass the FMCSA USB data transfer test. With VDO RoadLog ELD you can: • Transmit log data electronically to FMCSA’s monitoring software (eRODS) via Web services or Bluetooth • Hand off your data via USB • Provide inspectors with a complete paper log printout.

GRANITE UPGRADES

Mack has increased the ground clearance on axle-forward models of its Granite underbody scrapers by six inches. The higher chassis ride height allows the scraper to move 45 degrees in both directions, offering a more versatile truck in winter and summer applications. It

Includes VDO RoadLog Office – online tools for compliance and advanced fleet management. VDO and RoadLog – Trademarks of the Continental Corporation

MACK TAKES HIGHER GROUND WITH SCRAPERS

• 100% FMCSA ELD mandate compliance. • Free software updates to maintain compliance in the future. • 24/ 7 US-based phone support. Talk to a VDO RoadLog ELD specialist: (855) ROADLOG roadlog-sales@vdo.com www.vdoroadlog.com

APRIL 2018

Product Watch device, which allows them to electronically record air pressure and tread depth. That information is automatically uploaded via Bluetooth to a cloud-based platform. The data can be viewed in real-time by the fleet. If a problem is identified on a tire, a picture can be taken and uploaded for

analysis by the fleet. A note can also be made in the app by the tire inspector. Once completed, the details are sync’d to the tire performance database that crunches the numbers and sends back actionable reports. The new program is available now through Goodyear dealers. www.goodyeartrucktires.com

Link Manufacturing

MULTI-USE OIL

VALVOLINE FORMULA FOR NATURAL GAS, DIESEL, GAS Valvoline’s latest engine oil comes in a single bottle, but it’s designed to meet the needs of engines burning any one of three fuels – natural gas, diesel, or gasoline. Valvoline Premium Blue One Solution 9200, developed with Cummins Westport, meets CK-4 standards for diesel and SN standards for gasoline, and also addresses the demands of natural gas. It’s available as a 10W-30 and 15W-40. Such formulas were difficult to offer in the past because of higher soot loads in diesel engines, says technical director Roger England. While those were addressed, high idle times can also generate unwanted water – and that contaminant is also familiar to those with natural gas engines. Hd.valvoline.com SELF-STEER REDESIGN

LINK REDESIGNS 8K, 13.5K SUSPENSIONS, ADDS 10K Link Manufacturing has redesigned

its self-steer auxiliary suspensions, now available in 8K and 13.5K capacities – as well as the company’s first 10K option. A 20 K model will be unveiled this year. Installation times are three to five hours quicker thanks to interchangeable ride height brackets and integrated air kits, the company says. There’s no longer to keep four sets of the brackets in inventory. A “stepped edge” design also helps to center the suspension on the frame, ensuring quicker alignments. And optional fender bracket attachments eliminate the need to remove the hub during installation. The new 8K and 10K auxiliary suspensions include heavy duty bearings as well as proprietary brakes and drums. The 13.5K suspension can be fitted with disc or drum brakes. www.linkmfg.com

YOU CAN’T GET THERE FROM HERE Feels good to be Badlands Congratulations to the many, many people that recognized last month’s picture as the World’s Largest T-Rex from Canada’s

▼

very own dinosaur graveyard. The giant beast stands 86 feet

DO YOU KNOW WHERE THIS IS?

(26 meters) tall in Drumheller, Alta. where visitors can climb 106 stairs to see the world from his point view. This month’s pick is a little closer to the ground. If you know where the location seen here is, send an email to elizabeth@newcom.ca and we’ll get the first 10 correct responses a Today’s Trucking cap. March Answer:

World’s Largest T-Rex from Canada’s very own dinosaur graveyard in Drumheller, Alta

TODAY’S TRUCKING

YOU CAN’T GET THERE FROM HERE c/o Today’s Trucking Magazine 451 Attwell Drive, Toronto, ON M9W 5C4 Phone: 416-614-5812 • Fax: 416-614-8861 Or email: elizabeth@newcom.ca P.S. If you call your answer in, don’t forget to leave your contact details!

National Advertisers BF Goodrich www.bfgoodrichtires.ca CFMS www.trucksummit.com Chevron www.ChevronDelo.com Continental Tire www.continental-truck.com Detroit Diesel Engines www.DemandDetroit.com/Assurance Eberspaecher www.eberspaecher-na.com Fleet Engineers www.fleetengineers.com Freightliner www.freightlinertrucks.com Great Dane Trailers www.greatdametrailers.com Haldex www.haldex.com Hendrickson www.hendrickson-intl.com HighwayStar of the Year www.todaystrucking.com/hsoy Hino www.hinocanada.com

50 74 4 70 40-41 14 71 2-3 8 20 44 66-67 10

Howes Lubricator 15 www.howeslube.com Husky 38, 39 www.HuskyRoadResolutions.com/fuel Imperial Oil 58 www.mobildelvac.ca Isaac Instruments 21 www.isaac.ca Mack Trucks 79 www.macktrucks.com/NewAnthem Manac 60 www.manac.com Mann+Hummel Filtration (Wix Filters) 54 www.wixfilters.com Meritor 30 www.meritor.com/brakes Meritor 62 www.MeritorPartsXpress.com Omnitracs 45 www.eldfacts.ca Peterbilt back cover www.peterbilt.com PMTC 65 www.pmtc.ca Prolam 36 www.prolamfloors.com

SAF Holland 19 www.safholland.ca Serti 68 dms.serti.com/dtna Shell 18 www.shell.ca/rotella Sirius 64 www.fleet.siriusxm.ca Tenneco Monroe 48-49 www.monroeheavyduty.com TMW 63 www.tmwsystems.com Total Canada 26, 53 www.total-canada.ca Traction 73 www.traction.com Trailcon Leasing 16 www.trailcon.com Trailer Wizards 55 www.trailerwizards.com VDO Roadlog 75 www.vdoroadlog.com Volvo Trucks North America 6 www.volvotrucks.ca Western Star/Detroit Diesel Engines 34-35 www.westernstar.com/engines

COMPANIES IN THE NEWS A ACT Research . . . . . . . . . . . . . . . . . . . . . . . . . . 24, 26 AirFlow Truck Company . . . . . . . . . . . . . . . . . . . 28 Allison . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 B BAE Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Ballard Power Systems . . . . . . . . . . . . . . . . . . . . 53 Bendix Commercial Vehicle Systems . . .9, 56, 61 BigRoad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 C Challenger Motor Freight . . . . . . . . . . . . . . . . . 33 Cummins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28, 69 Cummins Filtration . . . . . . . . . . . . . . . . . . . . . . . 73 D Daimler AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Daimler Trucks North America. . . . . . . . . . 22, 75 Dayton Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Detroit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 Deutsche Messe . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Drivewyze . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 E Eaton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55, 56, 71 F Ford . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Freightliner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 FTR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 G General Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Goodyear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75 Grimm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

H Hendrickson . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 Hercules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 Hino . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 I I-Care Office Solutions . . . . . . . . . . . . . . . . . . . . 20 International. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 irdeto . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 K Kenworth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51, 52 Kriska Transportation Group . . . . . . . . . . . 22, 24 L Link Manufacturing . . . . . . . . . . . . . . . . . . . . . . . 75 M Mack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75 Manitoulin Group . . . . . . . . . . . . . . . . . . . . . . . . . 20 Matco Moving Solutions . . . . . . . . . . . . . . . . . . 20 Mercedes-Benz Vans . . . . . . . . . . . . . . . . . . . . . . 69 Michelin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 Mitsubishi Fuso . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 N Newcom Media . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Nikola Motor Company . . . . . . . . . . . . . . . . . . . 22 Nulogx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 O Omnitracs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19, 32 P P&B Transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Paulâ&#x20AC;&#x2122;s Hauling . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 Peloton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

Penske . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 PeopleNet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Peterbilt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 PMKC Transport . . . . . . . . . . . . . . . . . . . . . . . . . . 12 R Ryder Logistics and Transportation Solutions . . . . . . . . . . . . . . . . . . 47 S Sharpe Transportation . . . . . . . . . . . . . . . . . . . . 13 Shell Rotella . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Suddath . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 T TFI International . . . . . . . . . . . . . . . . . . . . . . . . . . 21 TransCore Link Logistics . . . . . . . . . . . . . . . . . . 21 Trimble Transportation . . . . . . . . . . . . . . . . . . . 22 TruckPro. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 U UPS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69, 70 V Valvoline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75 W Wabco . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 Western Global . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 Z Zonar Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

APRIL 2018

Faces

Angela Splinter

Angela’s Journey Splinter reflects on cancer, industry HR issues By John G. Smith Angela Splinter, the chief executive officer of Trucking HR Canada, didn’t begin by talking about cancer. When she took to the podium of the organization’s annual Women with Drive leadership summit this March, she focused specifically on human resources challenges. The labor shortage in trucking is real, she said, referring to an intensifying capacity crunch. “There is a limited supply of quality talent available.” But where 48% of Canada’s workforce includes women, they represent around 3% of drivers and technicians. Across the entire transportation sector, including every mode of transportation, women account for just 27% of workers, and just 18% of those are senior managers. In trucking and logistics, just 11% of women are in management roles. The ultimate goal is gender equality, she

TODAY’S TRUCKING

said. A day when it’s normal for a young girl to say she wants to be a truck driver when she grows up, or the chief executive officer of a fleet. But returning to her role after monthslong treatment for Hodgkin’s lymphoma, Splinter sees related lessons that apply to the human resources challenge – especially when it comes to themes of working together, and realizing how cancer itself will affect many workplaces. Splinter’s doctor had offered 65% odds that they could get all the cancer through 12 treatments of aggressive chemotherapy. Half way through, however, she stopped looking at cancer as a fight or battle, and found the change in mindset made the treatment more tolerable. “It is not a fight or a battle, but a journey. It’s not an us-versus-them situation. It’s everyone working towards the same

goal, understanding there will be bumps along the way,” she said. Colleagues stepped forward to guide Trucking HR Canada in her absence. Family and friends stocked her fridge and freezer. Medical teams, including guidance from “less conventional practitioners” worked together on treatments and managing side effects. “They were not trying to say big pharma is out to get me,” she said of the naturopath and acupuncturist. Her doctor was open to it, and they all had full access to her file. They all checked egos at the door. “Just like here today. This is not an us-and-them issue. It’s not women versus men, or women versus employers. It certainly should not be women versus women. Everyone needs to be a part of this journey, whether they are men, women, employers, or employees. Because, at the end of the day, getting more women to choose the trucking and logistics industry is not only the right thing to do. It is a business imperative,” she said. “I know I am not the first person to get cancer. I am also not the only person in this room to have gone through cancer treatment. Cancer has affected everyone in this room in some way,” Splinter added. She wasn’t even in a risk group for Hodgkin’s lymphoma, and lived a healthy lifestyle. But it happens. “Nearly one in two Canadians will be diagnosed with cancer in their lifetime. That is significant. And it makes me think that cancer in the workplace is an evolving reality,” she told the crowd. “Chances are high that your employees can be diagnosed, or one of their loved ones. Survivor rates are going up, too. How employers manage this will become increasingly important – from employees taking leave to impacts on workplace productivity, to transitioning back to work. “In an industry where the average worker is aging at a higher rate than the average Canadian worker, and where talent is scarce, managing cancer, other illnesses, and disabilities in the workplace will become more of a concern for employers.” She’s back on the job to help address challenges like that. TT

A deal for the long haul. Lease Mack Anthem 70-inch Stand Up Sleepers for as low as $2,188* CAD per month with Mack Financial Services. ®

Qualiﬁed Fleet Customers Only

The all-new Mack Anthem 70-inch Stand Up Sleeper delivers plenty of headroom, storage, and comfort—truly a home away from home. With the Let’s Haul deal from Mack Financial Services, qualified fleet customers can get on the road for as little as $2,188 CAD per month. Visit MackTrucks.com/ca/LetsHaulLease for more information on Anthem. Act now. Let’s Haul Offer valid until June 30, 2018. *Sa *Sample Sample mp lea ase payme yment nt only on base b sed d on 60-month term, 160, 0,,000 0 kilometerss per year, year, Basse 70” 70 single ng bun ngle unk k specifi specificati ation o lease ased d with Mack M ck k Fina Financia Fin nciall Servic ncia S rvic Se ces. es. $6,3 $6,350 5 cust stomer omer dow omer o d n paymen paymentt or trade equityy is req pa r uired. Month t ly payments nts do not not inclu include de fees es and d taxe x s may vary. Mont xe Mo hly leas ea e pa paymen ymen e t subjec en sub bjec j t to cha h nge nge with with any spec mod odific od ifica ification fic tion fi t s that that affec affects list price or residual value. Offer avail vailable able to qual qualifi ified Fle Fleet et custo c stomers rs only. Fleet cus stome tomer is defi fined as s a com company co pany op o rati ope at ng 10 10 or mor more o Cla Cl ss 8 uni nits ts s of simila sim r applic lication. The e lease l as of a ssingle gle (on (one) e) unit unit as a “se “seed” unit may be avai a lable e for qualifi qu ified e Fleet e cus ee stome tomers. rs. Maxim Maximum of 25 25 u units per p r cus cust us omer er wil will be be alllowed wed ed under the he terms ms s of this thi program pro ogram.. This This progr program am canno canno a t be com combine b d with bine with anyy other ot off ffers er orr prog progr ro ams. Mac Mack k Financ F nanc ncial cial Serv Services ices e res es re erve erves the righ rightt to ame amend nd d or cancel cance ce e thiss p progra r ma at anyy tim me withou withou h t notice notice and at its ts own disc i reti retion on. Fina Final approv proved ed trans t sacti ac on terms erm m inc n luding ng g initi nit al renta al p paym ymen m ta men are subject subj ect c to stand stand andard nd rd Mack M Financi Fin anci cial all Servi a Servi erv ces es cred cre it under derwr writing guid guidelin elines es and a advan dvance ce polic cy.. Appro Ap ppro provals s wil willl state sttate the h prog pr ram m te term erms a e an nd any any other other er cond con onditio ons deem emed ed appro p pria priate te by by Mack Mack Finan Financial cial ia a Ser Se vice c ss.. Not all a custo ustomers mers wil mer w l qu qualif al y. This alif This s offe offerr is ava vaila ailab lable le to to Canadi Canad d an n resid esidents onlly. This is s offer offe fe er expir pire r s Ju June ne 30 0,, 2018. 0