Today's Trucking May 2018 by Annex Business Media

Living in the Aftermath

VNX Factor PG. 46

The struggles of post-crash PTSD PG. 30

Volvo’s new heavy hauler

The Business Magazine of Canada’s Trucking Industry

Canadian Mail Sales Product Agreement #40063170. Return postage guaranteed. Newcom Media Inc., 5353 Dundas Street West, Suite 400, Toronto, Ontario M9B 6H8.

Finders, Keepers

HERE COMES THE SUN IS SOLAR POWER THE NEXT ALTERNATIVE FUEL IN TRUCKING?

May 2018

Surveys, rewards, scheduling – and pay – have roles in recruiting

Second Time Around Retreading benefits fleets of all sizes

www.todaystrucking.com

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Contents May 2018 | VOLUME 32, NO.5

5 7 9 29

Letters John G. Smith

Rolf Lockwood Mike McCarron

NEWS & NOTES

Dispatches 14 Humboldt’s Horror Social campaigns reach out to truck driver in wake of bus crash

20 21 22 23 24 25 26 54

Heard on the Street Logbook Truck Sales Pulse Survey Stat Pack Trending Truck of the Month Faces

In Gear 43 Second Time Around It’s time for smaller fleets to realize the benefits of retreading By Jim Park

46 VNX Factor Volvo rounds out portfolio with heavy-hauling VNX By John G. Smith

Features 10 Shock Gap Modern reefers can be deadly, but training for techs can also be lacking.

30 Living in the Aftermath Post-traumatic stress disorder is a reality for many drivers after major collisions.

By Elizabeth Bate

34 Finders, Keepers Surveys, rewards, scheduling – and pay – play roles in recruiting and retention.

50 Product Watch

39 Here Comes the Sun

52 Guess the Location,

Is there a place for solar power in trucking? Seems to be.

Win a Hat

By John G. Smith

By Elizabeth Bate

By Rolf Lockwood

For more visit www.todaystrucking.com MAY 2018

Letters Propane has a fan 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, James Manson, Mike McCarron, Jim Park, 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

Kenneth R. Wilson Award Winner

Re: The Propane Option (April 2018) I operated my 1978 Dodge MB300 for 20 years on propane. Mileage total was near 300,000 km. We ran from the Arctic Circle to the Mexican border, and Vancouver to Montreal. It was just imperative, to ensure fuel ratios didn’t change, to protect valves. — James Cooper By email

Drivers knew how to pace their trips Re: Time Trials (April 2018) I like the e-log, but it has taken the fun out of trucking. While there are drivers who are just unsafe and disregard the rules of the road, there are many more drivers that would pace their trips, leaving time to stop, relax, and visit (within reason). If they ran over their minutes, they would adjust the book without any safety concerns. — Ian Bingham By email

There’s no driver shortage Re: Driver shortage leads to Wiersma sale There isn’t a driver shortage. There’s a shortage of drivers willing to be away from home for extended periods of time for pay that’s marginally better than what a clerk at 7-Eleven makes. It comes down to the paycheque. Then there’s management who allow accountants to spec’ their equipment. It all adds up to a driver shortage because drivers aren’t paid what they’re worth and are treated like stupid, unskilled labor. — Doug Geil By email

NEWCOM MEDIA INC. 5353 Dundas Street West, Suite 400, Toronto, Ontario M9B 6H8 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., 5353 Dundas Street West, Suite 400, Toronto, Ontario M9B 6H8. 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 or in poor taste. Postmaster: Address changes to Today’s Trucking, 5353 Dundas Street West, Suite 400, Toronto, Ont., M9B 6H8. Postage paid Canadian Publications Mail Sales Agreement No.40063170. ISSN No. 0837-1512. Printed in Canada.

Member

Email: johng@newcom.ca

Pay structures are the issue

SEND YOUR LETTERS TO: Newcom Media Inc., 5353 Dundas Street West, Suite 400, Toronto, Ontario M9B 6H8

There isn’t a shortage of drivers. It’s a shortage of decent pay to attract people to the industry. After 14 years on the road earning $75,000-$100,000 a year as a company driver specializing in heavy oversized loads, it is barely worth being on the road, living an unhealthy lifestyle in trucking – not to mention not having relationships or friends from never being around. Sign up, make 46 cents a PC mile, sit in traffic all day, or wait to be loaded/unloaded for no pay. Not to mention having to pay $50-$60 a day for meals that you can only get back once a year on income tax. Where do I sign up? — Jeff Mitchell By email

Parking prices rise with ELD crush Re: Time Trials (April 2018) One thing you forgot to mention is how the truck stops have ramped up their paid-for/ reserved parking spaces, thus taking more out of the driver’s pockets. — Michael Gower By email

Lack of parking is an issue I can just see Ontario and the feds scrambling to deal with major rest areas while they run off at the mouth saying, “Oh yes, ELDs are great. Let’s get it done.” — Mark Richardson Toronto

MAY 2018

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Editorial By John G. Smith

Honoring Humboldt Our best way to honor the Humboldt Broncos is to learn the lessons of the collision

he only thing we really know about the collision at the intersection of Saskatchewan highways 35 and 335 is the extent of the tragedy. Sixteen members of the Humboldt Broncos family, all too young, were lost in early April when a bus and truck collided. Thirteen more were injured. The scars, both physical and emotional, remain. We Canadians have honored them in the days that have followed. Hockey sticks remain on porches throughout my neighborhood, a show of support, an unanswered invitation for the boys to play. When the first of the funerals was held, many marked the occasion by wearing hockey jerseys to school and work. They’re subtle ways of showing that we’re all members of the same team. We mourn. We ache. We all, at this time, are Broncos. But the nature of that collision between bus and truck still needs to be examined. The very fact that RCMP are rightfully protecting the name of the truck driver, and the lack of charges, prove questions remain. The truck clearly had a stop sign, but did the driver heed the warning? Was his visibility obstructed by surrounding farms or the glare of a late-afternoon sun? Limited damage to the front end of the truck suggest that the bus hit the truck or the corner of its trailer, but we are left to wonder why. How fast, how far, how long: they are factors to be determined by tape measures and records. Reconstruction experts are left to examine scars on the road and wreckage itself, trying to determine what vehicle was where. The answers to such questions will ultimately decide how RCMP respond. But if we are truly to honor the memory of these lost boys, their coach, athletic therapist, play-by-play announcer, and bus driver, we must focus on broader issues and commit to steps that will make a lasting difference. Some people have been all too quick in efforts to distance themselves from the tragedy. They point to the two-truck owner-operator, Calgary’s Adesh Deol Trucking, and refer to it as a “rogue” operator. But a company is not rogue because it is new, small, or independent. Hateful comments, the ones that are often whispered and don’t deserve to be repeated, focus on the

owner’s name, Sukhmander Singh. Such rants refer to “them” as the real problem. Not one of us. But this company is one of us – a business bound by the same rules and operating pressures as others. It doesn’t matter if the truck was owned by a fleet, owner-operator, or farm. It involved a truck, and this industry has a responsibility to step back and learn the lessons that emerge. The site itself, the location of another fatal collision, might benefit from additional warnings, whether in the form of rumble strips or extra lighting. Both concepts have already been put forward by local elected officials. Early comments from Singh, noting that his driver had been licensed for just over a year, suggest there may be opportunities to require further training for new drivers. Alberta had already been discussing mandatory entry-level training like the regime now in place in Ontario. B-trains, such as the one involved in this crash, are slower to accelerate, slower to brake. Perhaps their operators deserve a separate licence endorsement, reflecting the experience and additional training that could make a difference. Such changes will not prevent every tragedy, though. With every step forward, new challenges emerge. Even after introducing mandatory training, Ontario continues to struggle to eliminate loopholes of “advanced standing” that allow schools to shortcut training. There are no limits on handing new drivers the keys to equipment they’ve never seen or handled in the past. No matter what training or technology is introduced, there will always be gaps, the openings that we didn’t foresee. But we have to do something. We have to continue trying. That’s how we will honor the team from Humboldt. TT

“We must focus on broader issues and commit to steps that will make a lasting difference.”

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

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Lockwood By Rolf Lockwood

What’s the Rush? Are we moving too fast in trying to get autonomous vehicles on the road?

erspective is what prevents us from making lousy decisions and watching our stress levels rise as we try to cope with the fallout from those mistakes and misperceptions. Never before, I would argue, has perspective been as necessary as it is now. In life at large and certainly in this industry of ours. Fear of change is largely built on a failing of perspective, and we’re obviously in the midst of massive changes. We can’t afford to be afraid of them. We also can’t afford to be cavalier. Which brings me to the testing and occasional use of autonomous and semi-autonomous vehicles on public roads. So far it’s been mostly cars, but heavy trucks have been out there pretty often, too. And in a couple of recent cases, mayhem ensued. First we had the Arizona fatality involving an Uber taxi in autonomous mode. The facts are a bit sketchy, but in a sense they don’t matter. It’s about the optics. The vehicle was an SUV traveling at 65 km/h, apparently in Level 4 autonomous mode, and simply failed to “see” a woman suddenly step onto the roadway, at night. A driver was present, though not actively driving. Confusing the issue somewhat, the SUV’s native collision-avoidance system had apparently been turned off in favor of Uber’s own technology. I’d venture a guess that autonomy actually has little to do with this; that nothing could have prevented the woman’s death. There simply wasn’t time for any reaction, human or otherwise. More recently a California man in a Tesla X running in Autopilot mode died when the car struck one of those awful concrete lane dividers. The man’s hands had apparently been off the wheel for at least six seconds despite warnings from the car. Did its systems fail? Or is this essentially a new variation on the theme of driver error? Nothing is clear. Regardless, whatever trust had been built up around the idea of vehicular automation has now been severely damaged by these incidents. That was bound to happen at some point, but Uber was probably right to suspend its autonomous testing after the Arizona tragedy, even though I don’t think its autonomous technology failed. Optics again. The public seems

to have little confidence in the autonomous idea in cars, and a lot less when it comes to trucks. It will take time to restore the average person’s willingness to entertain the concept of vehicles driving themselves. There’s no surprise there, and this really isn’t a setback for proponents of automation, because it was never seen as any kind of slam dunk. The technology is well-advanced, though clearly imperfect, but the social and legal aspects of this were always going to be the bigger challenges by a very wide margin. In a sense, then, nothing has changed. Not surprisingly, there are calls for more rigorous testing of autonomous technology before such vehicles are let loose on public roads. Even less surprisingly, one of those calls comes from the American Center for Mobility in Willow Run, Mich. It’s a non-profit testing and product development facility designed, in its own words, “to enable safe validation of connected and automated vehicle technology, and accelerate the development of voluntary standards.” California, on the other hand, is steadily making on-the-road testing easier. So who’s right? Should we be more cautious than we’ve been so far? I tend to think so, not because of the recent fatalities. I simply think we’re moving too fast. I’m certainly not afraid of change, and not of the autonomous one in particular, but I really do think we’re being cavalier. It forces me to ask, what’s the rush? TT

“I’d guess that autonomy has little to do with this; that nothing could have prevented the woman’s death.”

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

Karl Ritzmann offers voluntary training at Conestoga College.

Shock Gap Modern reefers can be deadly, but training for techs can also be lacking By John G. Smith Modern reefer units are clearly more efficient than their belt-driven predecessors. Compressors and electric motors are now combined, and there are no alternators to be found. Noise has dropped; reliability has improved. Then again, today’s systems could kill a technician who makes a mistake. While shop personnel have long worked on equipment

TODAY’S TRUCKING

without the benefit of recognized training, the systems have evolved to generate a heart-stopping 460 volts of power. It’s one of the main reasons that industry representatives are now asking Ontario’s College of Trades’ Motive Power Divisional Board to recognize the training that will help to keep techs safe – and actually identify reefer technicians as a trade.

Reefer-specific training is available through equipment manufacturers and Guelphbased Conestoga College, but that’s all voluntary, says Conestoga instructor Karl Ritzmann of Alltrade Industrial Contractors. This has created an unusual gap between those who are officially allowed to do the work and those who tend to conduct the repairs. The 310-J truck and trailer technicians or 310-T truck and coach technicians who are legally cleared to work on reefers don’t need to complete the product-specific training. Personnel who complete the training typically lack the formal trade designations.

Only nine of the questions on the exam to earn a 310-J designation refer to refrigeration, observes Jim Pinder, Erb Transport’s corporate fleet director. “So there’s not a high focus on that training.” “You’ve got this whole element on it where people can get fried,” he says, stressing the legislation, training, and certification have not kept pace with equipment changes. He’s personally seen fried multimeters and burn marks caused by the systems, too. The electrical issues are just one of the considerations, he adds. “I’ve always felt it was very specialized in the amount of Freon. There’s more Freon in a reefer trailer than there is in a lot of homes.” There are clearly safety lessons to learn, not the least of which is the red color of high-voltage wires. Personal protective apparel in the form of arc-flash gloves and suits are a must. There are unique maintenance challenges as well. Voltages that are too low or high can lead to premature equipment failures, Ritzmann says. “With the mechanical units, if it was off 100 rpm or 200 rpm, it wasn’t a big deal.” The proposal to update the training requirements has secured widespread support.

Humboldt’s Horror PG. 14

Check Date PG. 15

Guiding Star PG. 19

“Over the years we have contributed both time and equipment to Conestoga College to help drive some focused training,” said Brad Otsuka, general manager of Reefer Sales and Service, in a written submission to the Ontario College of Trades. “The demand in this industry is high, making it very challenging to keep good individuals without a recognized designation.” John O’Dwyer, CEO of Thermo King Eastern Canada, offered a letter of his own, referring to previous governments which “lost the political will” after committing to an apprenticeship program for the trade. “The safety hazards alone should immediately justify regulating the trade,” he said. Ritzmann himself was left to learn the trade through a combination of trial and error, frequent calls to electricians in the family, and voluntary training available through the Southern Alberta Institute of Technology. The proposal now being considered in Ontario would even require experienced workers to take a two-week course before becoming a journeyman. But this would lead to formal recognition that doesn’t exist today. “You can work in the industry five to 10 years and have nothing under your belt,” Ritzmann says of today’s reality. TT

WIERSMA TRUCKING SOLD TO CHALLENGER ‘Only the big guys are going to survive’ CHALLENGER MOTOR FREIGHT is acquiring the assets of ED WIERSMA TRUCKING in a deal expected to close at the end of March, expanding Challenger’s Special Commodities Division. The 16-truck, family-run fleet specialized in flatbed truckload freight moving between southern Ontario and the U.S. But while it had up-to-date equipment and freight to haul, it was no longer able to attract the drivers it needed. “We struggled with the driver shortage for two years now,” founder Ed Wiersma told Today’s Trucking, noting that as older drivers retired, many of their younger replacements didn’t adapt to the lifestyle of trucking. Last year, 30% of the trucks sat idle, he said. “It’s no longer financially feasible.” But the operation is a fit for Challenger. “This allows Challenger to more quickly expand our already large flatbed service coverage. We have relationships with a significant number of premium shippers across North America, and an acquisition like this gives us more opportunity to enhance our leadership position,” said Lynda Crickmore, vice-president of the Challenger Special Commodities Division, in a related press release. Ed Wiersma Trucking, like Challenger itself, has been in business for more than 40 years. Wiersma took the wheel of his first truck in 1971, and worked as an owner-operator for various companies. A turning point came in 1978 when he was leased to a lumber company that backed him for an ICC Authority and Ontario PCV Authority, creating Wiersma Trucking. His son, Nic, joined the fleet in 2007, and was being groomed to take over the business. The younger Wiersma, a dispatcher, and 11 drivers are now going to Challenger. Ed and his wife Grace are retiring. “It was a hard one,” Ed said of the ultimate decision to sell. “I made it especially for Nic. He would have to borrow some big coin [to buy the business], and the driver situation isn’t getting any better.” “I know some of my peers are sitting on the fence,” he added, referring to other carriers in the region that are thinking about selling. “Only the big guys are going to survive this.” TT

MAY 2018

Dispatches

A Banner Year Daimler focusing on expansion, connectivity in 2018 By Elizabeth Bate Capturing nearly 40% of North America’s Class 6-8 truck market in 2017, Daimler Trucks North America enjoyed a banner year, and according to president and chief executive officer Roger Nielsen, the company isn’t done yet. Daimler sold more than 470,000 trucks worldwide last year to the tune of more than US $57.7 billion in revenue. Nielsen credits the strong year on sales of Freightliner’s New Cascadia, with 46,000 orders for the truck in its first year. That number is a significant boost over the first-year sales of the original

proving more popular for the company, with 75% of engines in all new trucks having them. The automated share jumps to 93% when looking at the New Cascadia alone. In addition to a surge in orders for Freightliner trucks, Nielsen said it was a strong year for both Western Star and Thomas Built Bus brands. Daimler is already delivering on its predictions for a strong 2018, with the first month of the year closing at a 42.3% market share compared to 39% from the month before. Roger Nielsen

model, which sold about 25,000 units in its debut year. The strong sales for the new truck helped to put the company nearly three quarters behind in production, though, with all orders placed before January 2018 projected to be filled sometime in the first half of this year. That pressure, in addition to order projections akin to 2015 numbers that soared to 420,000 units worldwide, means the company has plans to expand its production lines in 2018. Nielsen was quick to point out that 96% of orders for the New Cascadia were spec’d with Detroit engines. Automated transmissions are also

TODAY’S TRUCKING

Nielsen says many of the orders can be attributed to fleets needing replacement vehicles. While he’s not seeing trucks parked against the fence, and freight demand is high enough to see some expansion, for many fleets the tight labor market doesn’t support it.

Improving uptime Looking forward, the truck maker is focusing on improving customer uptime and is making investments in related technology, including fuel efficiency in the form of electrification, and automation through its Detroit Assurance 4.0 program – a feature spec’d with 66% of New Cascadias.

In 2017, Daimler repair shops reduced customer downtime to an average of 24 hours, but Nielsen says the company is hearing that still falls short of the mark for some. The CEO said requests have been coming in for downtime to be reduced to an average of just 10 hours. The company now has nine parts distribution centers in the U.S. and Canada, with 1,100 service centers and 600 fullservice dealer locations across the two countries. Most dealers are now within 550 km of parts distribution centers – placing needed items within a day’s drive.

The future of trucking Adding to its technology base, Daimler said it will spend more than US $615 million in 2018-19 on research and development in electric mobility, connectivity, and automated driving technologies. Appointed to the newly created position of general manager of connectivity for Daimler Trucks North America, Sanjiv Khurana’s work will focus on providing opportunities for customers to use the data coming off trucks more efficiently. Expanding the reach of the Detroit Assurance 4.0 program, managers are now able to do things like update the cruise control setting for an entire fleet in minutes instead of taking days or weeks to pull trucks off the road for manual updates, said Nielsen. Partnering with three yet-to-be-named telematics companies, Daimler trucks will begin to offer electronic logging devices and other telematics systems for interested customers, reducing the number of devices and SIM cards. Khurana will also be pairing with those focused on automation, to work on features like platooning and pairing. Testing facilities in Oregon and on desert test tracks have been using 35 different braking scenarios with 54 different real-world driving maneuvers at varying following distances to make sure the trucks can handle driving conditions. The company says it will testing the paired trucks on public highways where the technology is legal in a matter of weeks. Details for the live testing are being finalized with an unnamed customer that will use the trucks to carry real loads. TT

Dispatches

Kyle Quinn

For Pete’s Sake Strong economy, $60 oil driving truck sales By John G. Smith Peterbilt is projecting sales of Class 8 trucks in Canada and the U.S. to reach between 235,000 and 265,000 units this year, with another 85,000 medium-duty trucks to be sold on top of that. Several economic conditions back the healthy projections. During a recent media briefing, general manager Kyle Quinn referred to the U.S. Gross Domestic Product expanding by more than 2.5%, business investment that’s up 4% since 2016, a strong manufacturing environment, and growing motor vehicle sales. Unemployment is low, and recent changes in U.S. tax laws will create new opportunities for customers, he said. “All in all, a very healthy environment.” Specific to trucking, freight tonnage is at record levels, driven by multiple industries and e-commerce activity, he added. Crude oil prices above US $60 per barrel are making a difference of their own. “We’ve seen strength return in the Canadian oil patch, the Midwest oil patch, and even some in Pennsylvania,” Quinn said. It has led smaller oil service fleets to begin adding trucks as they prepare for idled production to return. “Anything north of $60 per barrel is healthy,” he said of the economic conditions that drive truck sales. “Many of our energy custom-

ers are getting ready for growth, but some of that growth has already arrived.” Last year was already “great” for Peterbilt itself, which produced more than 43,000 vehicles, and for the fourth year in a row added 25 new dealer locations, said Quinn. The company says its share of the Class 8 heavy-duty market reached a record 15.3% in 2017, up from a previous record of 14%. Meanwhile, Peterbilt notes that it also holds 20% of the market for vocational trucks and 30% of refuse vehicles. Still, recent truck sales have focused more on updating existing fleets rather than adding capacity. “The majority of what we’ve seen recently, say in the last two quarters, have been focused on replacements,” Quinn said, noting how a driver shortage is “keeping a lid” on outright expansion. “If [fleets] could acquire new drivers and bring them in, they would expand. Some are expanding, but it’s a small percentage of their total fleet.” Among the trucks being sold, an increasing share of buyers is also opting for proprietary power. Paccar MX engines are now found in 43% of the new trucks that roll off the Peterbilt assembly line. Quinn also referred to 2017 as “the year of the Paccar transmission,” referring to the

recently introduced 12-speed automated design, which boasts features such as 1.2-million-kilometer oil change intervals. “We’ve seen steady growth of adoption through 2017, and we expect that momentum to continue to grow this year,” he said of the proprietary powertrain. The company itself has completed a $100-million expansion at its manufacturing facility in Denton, Texas, adding features such as 17 new dock doors, an automated storage and retrieval system for painted parts, and 100,000 square feet to prepare vehicles for delivery. That location recently produced Peterbilt’s millionth truck – a model that was presented to a Super Fan during the Mid-America Trucking Show. “This will be a powerful moment for the red oval,” Quinn said before the event, noting how the company’s presence at the annual trade show focused on appealing to owner-operators and brand enthusiasts. Meanwhile, medium-duty models continue to be produced in Ste. Therese, Que., while a Mexicali plant builds Model 220 and 520 trucks. Paccar’s engine plant in Columbus, Miss., handles machining and assembly alike. There’s clearly new technology to come. Peterbilt’s demonstrations of autonomous docking and platooning are already underway, and chief engineer Scott Newhouse expects customer trials in the next couple of years. Looking to the future, a Paccar innovation center in California’s famed Silicon Valley is working on advanced driver assistance systems ranging from adaptive cruise control, to lane departure warnings, blind spot monitoring, platooning, autonomous docking, and autonomous driving. Sixteen electric trucks are currently being tested in LA County, including the M520 refuse vehicle and M579 drayage vehicle. Just don’t expect all of it right away. “It’ll be a while ... but I do think there’s a tremendous opportunity in the near term,” Quinn says, referring to autonomous features that can improve safety. Adaptive cruise systems to handle stop-and-go traffic is a year away, and lane-keeping assistance should come next year, he said. TT MAY 2018

Dispatches

Humboldt’s Horror Online letter supports truck driver “Dear Saskatchewan Truck Driver.” So begins a note penned to the driver of the truck involved in a horrific April 6 collision – one that involved a bus carrying

TODAY’S TRUCKING

the Humboldt Broncos, a Saskatchewan Junior Hockey League team on their way to a playoff game. Sixteen passengers were killed, and 13 more were hospitalized.

Alberta Transport temporarily suspended Calgary-based Adesh Deol Trucking from operating its only other truck, pending an investigation. And the unnamed driver, who had no physical injuries, reportedly received treatment that focused on mental health and wellness. The letter offering support for the driver first appeared on the social media platform Reddit on April 8, posted by user bonnepatate, and was then adapted for Facebook by Deanna Cummings, where it’s been shared more than 139,000 times. The Facebook post reads: “Dear Saskatchewan Truck Driver, As we all sit back and contemplate everything that has occurred since the collision and start to process the massive emotional impact of the death of 15 people, I want you to know you are in our minds too. Please know that some of us are thinking of you as well. Although the exact cause of the collision and the events leading up to it remain unknown to us, we do know that you didn’t set out to do harm as you turned the ignition that fateful day. You survived. You need help to overcome this tragic incident that is also taking a significant toll on your and your family’s wellbeing. I sincerely hope you will be able to heal, and I know that other Canadians wish the same. From the heart, A fellow Canadian.” Cummings, a university student and Edmonton native, said she hoped that in sharing it, eventually the driver and his family would see the words and know people hadn’t turned their backs on them. “In times of tragedy people are so quick to point fingers, but we must remember that he was just working,” she said. “The accident could have happened to anyone. If it was me, I would be feeling so immensely guilty, and I hope that my post shows him that he is not alone and that Canadians are standing beside him.” Cummings says the responses she’s received have been overwhelming, with messages pouring in from across Canada, and even from other countries. The investigation into the crash was ongoing at press time. TT

Dispatches

Check Date Roadcheck blitz June 5-7, to highlight hours of service The annual Roadcheck inspection blitz coordinated by the Commercial Vehicle Safety Alliance (CVSA) is set to run from June 5 to 7 this year, and hours of service will be a particular focus. Thirty-two percent of the drivers placed out of service during last year’s 72-hour blitz were grounded because of hours of service violations, says alliance president Christopher Turner. While the underlying rules remain unchanged, this will also be the first Roadcheck since electronic logging devices (ELDs) were mandated in the U.S. About 17 trucks and buses are inspected every minute during the annual blitzes that cover Canada, the U.S., and Mexico. Last year in Canada that amounted to 7,713 roadside inspections.

Enforcement teams focus on far more than hours of service, too. They will largely be conducting North American Standard Level 1 inspections, which involve a 37-step procedure looking at drivers and vehicle fitness alike. They conducted more than 62,000 driver and vehicle inspections during the 2017 event, placing 23% of vehicles and 4.2% of drivers out of service. Level 1 inspections include brake systems, cargo securement, coupling devices, driveline/driveshaft components, exhaust systems, frames, fuel systems, lighting devices, steering mechanisms, suspensions, tires, van and open-top trailer bodies, wheels, rims and hubs, and windshield wipers. Issues such as seat belt use and impairment by drugs or alcohol are also included. During Roadcheck 2017, brake systems accounted for 26.9% of vehicle

out of service violations, followed by cargo securement (15.7%), and tires and wheels (15.1%). While Roadcheck was once meant to

be a random look at commercial vehicles, jurisdictions are more likely to target equipment they expect to fail, CVSA executive director Collin Mooney said in a recent interview with Today’s Trucking. “We’ve conditioned people to think we were in pursuit of zero. It’s a great goal,” he said. “We should be in pursuit of 100%.”. TT

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MAY 2018

Dispatches News Briefs

TFI acquires Normandin Transit TFI International has purchased Normandin Transit, one of the highestprofile fleets in Quebec.

The Napierville operation had grown to 300 tractors and 1,000 trailers since being founded in 1988, and offered LTL and truckload services across North America. It will now run as a unit within TFI’s LTL operating segment but will continue to be led by siblings Danielle and André Normandin.

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TODAY’S TRUCKING

Remorques Lewis owner acquires BWS Hugo St-Cyr, the owner of Remorques Lewis, has acquired BWS Manufacturing – a trailer maker in Centerville, N.B. Randy MacDougall, former president of BWS, will become chief of operations and retain 25% of company shares. The company has acquired 26 new employees since the deal closed in February. The combined businesses plan to net $40 million in sales and hire 130 employees this year. A live-bottom trailer was scheduled to emerge this April as one of the company’s first new products.

Gallagher purchases Palmer Atlantic

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Danielle Normandin says the decision to sell was “personal”, but not brought about by any specific market forces. She also said TFI was a good fit for the business, which now enjoys broader leadership support than ever before. “The organization won’t depend on two people,” the vice-president said, referring to herself and her brother. “We brought the company to maturity. Now it’s time to take it to the next level.” “Danielle and André have built an impressive company,” Alain Bédard, chairman, president, and chief executive officer of TFI International said in a related press release. “The acquisition of Normandin strengthens our position in the important cross-border market and will allow us to even better serve our customers.”

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Gallagher has purchased Palmer Atlantic, a specialized commercial insurance broker based in Hartland, N.B. Palmer Atlantic’s services are tailored for risk management and commercial insurance, specializing in long-haul transportation and logistics. “Palmer Atlantic is a fantastic fit with our strategic vision of building national industry practices with a best-in-class risk-managed approach, alongside continued geographic diversification,” said Phillip Gaunce, Atlantic region president and chief operating officer for Gallagher in Canada.

Dispatches

Smith named chairman of CTA Scott Smith, the president and CEO of JD Smith, has been named chairman of the Canadian Trucking Alliance (CTA). Smith served as chairman of the Ontario Trucking Association from 2004 to 2006, and credits his father and grandfather for instilling the importance of industry associations. “They were insistent that, in an industry as fragmented as trucking, it needs to find a common voice, and that any efforts you expend in participating in your industry advocacy is a responsibility to be taken very seriously,” he said.

Class D holders will also be required to complete a medical report every five years if they are under the age of 46, every three years from ages 46-65, and annually for drivers aged 65 and older. Under the old regulations, medical and vision tests were not required for Class D licenses until drivers turned 80. Those drivers who fail to provide the

proper medical documentation to the Ministry of Transportation could see a Class D licence downgraded to a Class G, the ministry said. Road tests will still only be required if drivers accumulate three demerit points or have an at-fault collision until they reach the age of 80, when a road test becomes an annual requirement.

Paccar’s Quebec plant honored Paccar’s Ste-Therese, Que., medium-duty truck plant has won a Frost & Sullivan award for manufacturing leadership. The award recognizes production technology advancements, and honored the plant’s frame transfer efficiency improvement project. Paccar says the project takes advantage of automated guided vehicle (AGV) technology to increase frame assembly capacity, efficiency, safety, and flexibility. The replacement of an above-ground conveyor by an AGV conveyance system created more space for assembly tasks; enhanced ergonomics; reduced downtime; and optimized the flow of operations. The system is designed to accommodate a broad variety of station content, and is easily adaptable to different production requirements.

Ontario Class D holders face new requirements Class D licence holders in Ontario will face new requirements beginning July 1, aligning with the holders of other commercial licences. Those up to the age 80 will be required to complete a knowledge test and vision test every five years when renewing their licences. Previously no knowledge and vision tests were required for Class D drivers under the age of 65. MAY 2018

Dispatches

No ELD means OOS in the U.S. Those driving trucks in the U.S. without electronic logging devices (ELDs) or grandfathered automatic on-board recording devices (AOBRDs) will now risk 10 hours out of service. Soft enforcement of a related mandate, which began on Dec. 18, came to an end on April 1. Passenger-carrying commercial vehicle drivers will face penalties of their own, but be placed out of service for eight hours. Violations will be recorded on a roadside inspection report, and the driver may be issued a ticket or civil penalty, the Commercial Vehicle Safety Alliance reports. Once the time out of service is completed, drivers will be allowed to continue to final destinations if they accurately document hours of service using

a paper logbook and have a copy of the inspection report or citation. If stopped before the final destination, the drivers will be expected to provide a copy of the inspection report and evidence like a bill of lading that proves they are continuing the original trip. If drivers are re-dispatched without getting a compliant ELD, they will face the out of service penalties unless traveling empty back to the principle place of business or terminal to get an ELD, the alliance adds.

Obituary: Berry and Smith co-founder Stu Berry, the co-founder of Berry and Smith Trucking, died of natural causes in Penticton, B.C., on March 21. He was 87. Berry started the trucking company with Ted Smith in 1954, running the operation for 44 years before retiring and

passing the reins to Matt and Mark Berry in 1997. The business was launched with fruit trucks and a school bus, and by the early 1970s had a tractor-trailer serving the Okanagan area and Vancouver. Today the head office is in Penticton, with satellite offices in Delta, B.C., and Calgary.

Consider trucking nominees, OTA says The Ontario Trucking Association (OTA) is asking its provincial government to remember truck drivers as it reviews occupations under the Ontario Immigrant Nominee Program (OINP). Historically, Ontario has restricted the use of OINP – which can award immigrants a permanent resident status – to occupations classified as Skill Level A, B and 0 under National Occupational Classifications. With truck drivers being classified Skill Level C, the Ontario trucking industry has had very limited access to this program. However, the government has launched a limited trial pilot being conducted with a few select occupations in the construction and agriculture sectors. The association has asked if trucking can be included since the industry faces an acute driver shortage.

Workplace policy to address marijuana

Swedish Prime Minister visits Volvo plant Swedish Prime Minister Stefan Lofven recently visited Volvo Group’s Hagerstown, Md., powertrain plant, as part of a delegation with president and CEO Martin Lundstedt. “Some people say, ‘Manufacturing is on its way somewhere else. We cannot produce goods cheaply enough in the Western world.’ That is not true. Because we can,” Löfven told employees. “Production is about raising knowledge. And the more knowledge we put into the products, the stronger also the workers, the employees, will become.” The prime minister also drove a new Mack Anthem truck during his visit to the U.S.

TODAY’S TRUCKING

Federal Transport Minister Marc Garneau says a policy is in the works to address marijuana in the workplace – responding to concerns by groups including the Canadian Trucking Alliance. An official date has yet to be announced, but cannabis is set to be legalized nationwide this summer. Garneau said policy analysis will look at the scope of the problem, considering how often transportation workers are impaired while on the job, and the impact of the impairment. Any analysis will also consider the approaches of other countries to impairment, privacy issues, human rights issues that may be raised by the Charter of Rights and Freedoms, and occupational health and safety standards. TT

Dispatches

Shelley Uvanile-Hesch shows off her new Western Star with a message.

A guiding Star, and Shelley’s Destiny By John G. Smith Shelley Uvanile-Hesch is beaming like anyone who receives the keys to a brand new truck. But the Sharp Transportation driver is particularly proud of the message her Western Star 5700XE carries back and forth to the U.S. The truck is wrapped with pictures of women who have found a place in Canada’s trucking industry, and promotes the Women’s Trucking Federation of Canada, a grassroots organization that Uvanile-Hesch serves as chief executive officer. “The women represented on the side of this truck are all in the industry and they are trendsetters all in their own right,” she told a crowd at the truck’s unveiling at Promotional Graphics Group in Ayr, Ont. “We have a professional driver – me, an operations manager, a technician, a sales and PR specialist, and a teacher.”

Funding for the wrap came through Western Star, after Uvanile-Hesch reached out to Kelley Platt, who until recently was the manufacturer’s president and the chief diversity and inclusion officer for Daimler Trucks North America. Highway Western Star, a dealership with its main branch in Ayr, has also been a supporter of the group. Uvanile-Hesch has dubbed the truck Miss Destiny Star, turning in the keys for her 2016 model that enjoyed the same name. The Women’s Trucking Federation has gradually grown to include about 260 people in a mentorship program, supported by 19 corporate partners. And Challenger Motor Freight recently boosted the ranks by covering the membership costs for every woman in its fleet. “We deal with everyone at the grass-

Kimberly Biback, a marketing and PR specialist, tries out the driver’s seat in a truck that features her image.

roots,” Uvanile-Hesch says, stressing the federation’s commitment to guiding careers in the driver’s seat and beyond. “We have to get more out there and showcase this.” “Women don’t have to support other women,” she told the crowd, reading a quote to recognize the occasion. “But so many of us choose to because we know we’re better together.” TT MAY 2018

Dispatches

Heard Street on the

Two Canadians are stars at Western Star Two Canadian dealer sales professionals have been recognized as part of Western Star’s Star Performer Class of 2017. Pascal Lariviere of Centre du Camion in Mont-Laurier, Que., and Dave Woolley of B&I’s Complete Truck Centre in Barrie, Ont., were among the brand’s five top-selling sales professionals for the year.

Huayi says hello to Vetter Huayi Tire Canada (HTC) named Robert Vetter as its

Belanger joins Thermo King Eastern Canada

new regional sales manager for Eastern Canada. Vetter brings close to 50 years of experience in the Canadian tire industry to his new position. He began as a tire specialist for trucks and buses, and held many positions including territory manager, general manager, and director of sales.

Thermo King Eastern Canada has added Guylain Belanger to its sales team as an account manager. Before getting into sales, Belanger was a practicing lawyer. He has more than 25 years of experience as an entrepreneur, account manager, and customer service associate. Most recently, he was at Belanger Ventes Consiels, where he was training and coaching sales teams.

Robert Vetter

Guylain Belanger

Smith becomes Fontaine VP Fontaine Heavy-Haul has named Greg D. Smith its vice-president of marketing and business development, a newly created position. He has most recently worked for Travis Body and Trailer as vice-president of sales and marketing, and at Talbert Manufacturing as the vice-president of sales and marketing.

Steve Gardonyi

Talbert names Canadian sales manager

Wabco appoints two officers

Talbert Manufacturing has named Steve Gardonyi as

Christian Brenneke has been promoted to chief technology officer at Wabco, succeeding Christian Wiehen who is retiring after a career of almost 30 years. Brenneke will combine his current responsibilities as vice-president – engineering with that of chief technology officer. Robert Fioroni, meanwhile, was named chief financial officer, joining the business following financial management roles at Goodyear and General Electric.

Canadian sales manager, in a role that will have him helping Canadian dealers with Talbert trailer sales, marketing, and customization. Gardonyi has nearly 30 years of experience, including operations management, quality control, sales, and customer service. He also carries a Red Seal certification in trailer maintenance.

TODAY’S TRUCKING

Christian Brenneke

Dispatches

L gbook2018 APRIL 29 - May 1 NATIONAL PRIVATE TRUCK COUNCIL EDUCATIONAL MANAGEMENT CONFERENCE AND EXHIBITION Cincinnati, Ohio www.nptc.org

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

5- 9 MATERIAL HANDLING EQUIPMENT DISTRIBUTORS ASSOCIATION’S ANNUAL CONVENTION AND EXHIBITOR SHOWCASE Loews Miami Beach Hotel, Miami, Fla. www.mheda.org

6- 9 WAREHOUSING EDUCATION AND RESEARCH COUNCIL’S ANNUAL CONFERENCE Charlotte, N.C. www.werc.org

10 WESTERN WOMEN WITH DRIVE LEADERSHIP CONFERENCE

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

3- 5 QUEBEC TRUCKING ASSOCIATION’S 67TH ANNUAL MEETING

Delta Calgary Airport In-Terminal Hotel Calgary, Alta. www.truckinghr.com

11-12 TRUXPO 2018 Tradex Centre, Abbotsford, B.C. www.truxpo.com

17 TORONTO TRANSPORTATION CLUB SPRING GOLF TOURNAMENT The Country Club, Woodbridge, Ont. www.torontotransportationclub.com

26 Fairmont Le Manoir Richelieu La Malbaie, Que. www.carrefour-acq.org

TORONTO REGIONAL TRUCK DRIVING CHAMPIONSHIPS Powerade Centre Brampton, Ont. www.facebook.com/toronto.rtdc

26 ROAD TODAY TRUCK SHOW Brampton Soccer Center Brampton, Ont. www.roadtodaytruckshow.com

26 - 27 WOODSTOCK TRUCK SHOW Woodstock, Ont. www.woodstocktruckshow.ca

31 PRIVATE MOTOR TRUCK COUNCIL OF CANADA’S SPRING GOLF TOURNAMENT Ancaster, Ont. www.pmtc.ca

31 DRIVING FOR PROFIT Mississauga, Ont. www.drivingforprofit.com

JUNE 3- 6 CANADIAN TRANSPORTATION RESEARCH FORUM’S ANNUAL CONFERENCE Crowne Plaza Gatineau-Ottawa Gatineau, Que. www.ctrf.ca

3- 6 CANADIAN COUNCIL OF MOTOR TRANSPORT Administrators’ Annual Meeting Quebec City, Que. www.ccmta.ca

8-10 BRITISH COLUMBIA TRUCKING ASSOCIATION’S ANNUAL GENERAL MEETING AND MANAGEMENT CONFERENCE Fairmont Chateau Whistler Resort Whistler, B.C. www.bctrucking.com MAY 2018

Dispatches

Highway demand surging Jonathan Randall, Mack’s senior vice-president for North America, points to factors like strong freight volumes, tight capacity, and rising rates that should support 280,000 Class 8 truck sales this year. “I will tell you, there’s significant upward pressure on that number, based on our order intake. When you look at a 280,000-truck market, it’s not all replacement. Some of that is growth,” he said during the Mid-America Trucking Show. Much of that growth is based on the highway market making a comeback. During the first half of 2016, deliveries of highway trucks represented about 40-41% of Mack’s volume. But in a rolling five-month period from mid-2017 until February 2018, highway orders accounted for 48% of Mack’s order intake. Looking at the Canadian market, Freightliner led the way with 521 Class 8 sales in February, with International in the top spots for Class 7 at 211 trucks and Class 6 at 56 units. In Class 5, Ford topped the monthly sales figures with 282 trucks.

Canada – February 2018 SALES CLASS 8

U.S. – February 2018

MARKET SHARES

SALES

Feb.

YTD

Feb. %

YTD %

CLASS 8

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

521 350 274 213 243 182 79 0 1,862 Feb.

1,197 678 479 432 371 356 152 0 3,665 YTD

28.0 18.8 14.7 11.4 13.1 9.8 4.2 0.0 100.0 Feb. %

32.7 18.5 13.1 11.8 10.1 9.7 4.1 0.0 100.0 YTD %

International Freightliner Hino Kenworth Peterbilt Ford Total CLASS 6

211 63 104 37 27 2 444 Feb.

312 275 186 84 56 5 918 YTD

47.5 14.2 23.4 8.3 6.1 0.5 100.0 Feb. %

Freightliner Hino International Ford Isuzu Kenworth Peterbilt GM Total CLASS 5

14 39 56 2 2 0 0 0 113 Feb.

94 75 66 3 3 3 3 0 247 YTD

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

282 75 99 86 1 1 0 0 0 0 544

438 168 161 152 3 2 1 0 0 0 925

TODAY’S TRUCKING

www.total-canada.ca

MARKET SHARES

Feb.

YTD

Feb. %

YTD %

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

6,310 2,487 2,244 2,100 1,973 1,194 379 0 16,687 Feb.

11,538 4,990 4,403 3,793 3,239 2,422 751 9 31,145 YTD

37.8 14.9 13.4 12.6 11.8 7.2 2.3 0.0 100.0 Feb. %

37.0 16.0 14.1 12.2 10.4 7.8 2.4 0.0 100.0 YTD %

34.0 30.0 20.3 9.2 6.1 0.5 100.0 YTD %

Freightliner International Peterbilt Kenworth Hino Ford Total CLASS 6

2,262 902 594 312 154 148 4,372 Feb.

4,595 1932 1208 625 269 321 8,950 YTD

51.7 20.6 13.6 7.1 3.5 3.4 100.0 Feb. %

51.3 21.6 13.5 7.0 3.0 3.6 100.0 YTD %

12.4 34.5 49.6 1.8 1.8 0.0 0.0 0.0 100.0 Feb. %

38.1 30.4 26.7 1.2 1.2 1.2 1.2 0.0 100.0 YTD %

Freightliner International Ford Hino Kenworth Isuzu Peterbilt GM Total CLASS 5

2,276 1,528 1,281 632 196 77 11 4 6,005 Feb.

4,555 2,863 2,480 1,089 393 119 15 9 11,523 YTD

37.9 25.4 21.3 10.5 3.3 1.3 0.2 0.0 100.0 Feb. %

39.5 24.8 21.5 9.5 3.4 1.0 0.1 0.0 100.0 YTD %

51.8 13.8 18.2 15.8 0.2 0.2 0.0 0.0 0.0 0.0 100.0

47.4 18.2 17.4 16.4 0.3 0.2 0.1 0.0 0.0 0.0 100.0

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

3,928 1,347 385 190 139 16 2 1 0 0 6,008

7,484 2,254 622 329 222 47 8 5 1 0 10,972

65.4 22.4 6.4 3.2 2.3 0.3 0.0 0.0 0.0 0.0 100.0

68.2 20.5 5.7 3.0 2.0 0.4 0.1 0.0 0.0 0.0 100.0

Source: WardsAuto

Dispatches

Pu se Reader Survey Tell us your thoughts on ... Mental Health Spring is at hand, but for some the added daylight and longer days won’t bring an end to the darkness. This month we asked you about mental health. (Please note: If you are experiencing distress and would like to speak to someone, you can find a crisis hotline in your province through https://suicideprevention.ca/need-help/)

Do you feel your job causes or exacerbates mental health issues for you?

YES

42 YES

My job causes me help! ▼ % mental distress

YES

84 % 16 %

My job makes existing i % mental health issues worse

Do you think mental health issues are a concern that should be addressed by the trucking industry?

My job doesn’t negatively affect my mental health

Do you feel your mental health is supported through any of the following? (Check all that apply) 39% 34% 27% 27% 23% 20% 11% 9% 7%

An employee assistance program A boss you can discuss mental health issues with Paid stress or other medical leave Unpaid stress or other medical leave An understanding human resources department Health benefits that cover a psychologist or mental health professional Company-sponsored activities to reduce stress and improve wellbeing Addiction counselling covered by your company Other company resources like a website or talk help line

“All I was given was a 1-800” 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.

Next month: Fuel economy

Do you feel you could speak to a supervisor about mental health concerns?

YES

42 % NO

I can talk to my supervisor I can’t talk to a supervisor, but I’m comfortable talking to another co-worker There is no one at work I can discuss

% my mental health concerns with

Do you feel you experience any of the following? (Check all that apply) 53% 43% 35% 35% 35% 27% 24% 22% 16%

Anxiety Extended periods of frustration Depression Lack of motivation Loneliness Racing thoughts Rage Extended periods of sadness Addiction issues (Food/ gambling/ drugs/ alcohol) 6% Feeling like the world is out to get you 4% Thoughts of suicide 0% Bipolar affective or Schizoaffective disorder Results are rounded to the nearest 1/10th percent.

MAY 2018

Dispatches

StatPack

US $53,000 PER YEAR The median salary for a truckload driver working a national, irregular route has reached more than $53,000 per year in the U.S., the American Trucking Associations says, citing data from more than 100,000 drivers. That’s $7,000 more than 2013, when a previous survey was completed. Private fleets saw driver pay rise to more than $86,000 from $73,000.

3 CONSECUTIVE TROPHIES For the third year in a row, Bison Transport has been named the best overall large carrier in the Best Fleets To Drive For program. The North American competition has been run by CarriersEdge for 10 years, and is open to any for-hire fleet operating 10 trucks or more. Fleets are nominated by drivers or owner-operators and then scored on HR programs and best practices.

15,000 CONTAINER CHASSIS Schneider announced it has completed its plan to bring all chassis ownership in house, with the purchase of more than 15,000 intermodal container chassis over the last four years. Shared chassis had been identified as a source of delays. “When there isn’t an available chassis, the container is grounded. When one becomes available from the pool, they are often older, heavier, and fraught with mechanical problems,” added Jim Filter, senior vice-president and general manager of Schneider’s intermodal division.

6 SERVICE BAYS IN LA SARRE

Kenworth La Sarre has moved into a new 12,000 sq.-ft. facility to support customers

SERVICE BAYS IN SHERBROOKE

in Northwestern Quebec. The dealership sits on 5.7 acres, about 6 km southeast of its previous site. It offers customers a six-bay service department, 5,200 sq.-ft. parts warehouse, and 800 sq.-ft. display of parts. The dealership is located at 745 Route 111 East in La Sarre, Que.

15,000 SQ.-FT. FOR TRANSCORE TransCore Link Logistics has moved to a new office in Mississauga, Ont., on the 9th floor of 2 Robert Speck Parkway. It had been in its previous location for 28 years. Close to 60 employees moved into the new space in July 2017, but a related open house was hosted on March 20.

TODAY’S TRUCKING

Kenworth Maska has opened a new 28,000 sq.-ft. parts and service facility in Sherbrooke, Que., featuring 10 service bays, a 2,000 sq.-ft. parts display, and 9,000 sq.-ft. warehouse. There is also a lounge with recliners, satellite TV, work spaces and vending machines. It’s situated on 5.4 acres about 130 km east of Montreal, at 8850 Boulevard Bourque.

Dispatches

Trendingg on Canadian named 35th Highway Hero What does someone say after saving one life and preventing severe injury to another? “I’m just happy I was in the right place at the right time,” said Frank Vieira of Ancaster, Ont., who drives for Connell Transport. Vieira was chosen from three North American finalists for the 35th Goodyear Highway Hero Award, accepting it during a special event held Louisville, Ky. Vieira was driving over a bridge on a rural highway near Toronto when he heard a loud crash, looked over his shoulder, and noticed that a car on the other side of the road had slammed into the back of a stationary roll-off truck. The force of the impact threw the driver forcefully against the steering wheel. The steering wheel broke, with a piece of it embedding in the driver’s neck. Vieira got out to see if he could do anything to help and found the driver bleeding profusely. He applied pressure to the wound to staunch the bleeding and proceeded to call 9-1-1 with his free hand. Then things got a bit more complicated. The driver of the roll-off truck had come back to see what

@todaystrucking Your go-to social media source

.com

was happening. Seeing the badly wounded driver of the SUV he promptly fainted, dropping to the pavement and partially onto the open lane beside the crash. One leg was exposed to oncoming traffic. “I hooked my right leg over his leg and pulled it closer to me and clear of the lane of traffic, while I was holding the Frank Vieira other driver’s neck and talking on the phone with the fire department,” Vieira says. Emergency personnel arrived and transported both men to the hospital. They survived. “Since 1983, the Goodyear Highway Hero Award has honored truck drivers who have rescued children from drowning, pulled injured people from burning vehicles, saved law enforcement officials from attackers, and more,” said Gary Medalis, marketing director for Goodyear. “Every truck driver we’ve met through the Goodyear Highway Hero Award program has been just that: a hero. And today, we are proud to add Frank Vieira to that list.” As the Goodyear Highway Hero Award winner, Vieira receives a special Highway Hero ring, a cash prize and other items.

23.5K 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 POSTED BY TODAY’S TRUCKING THIS MONTH

KEEP IN TOUCH facebook.com/ TodaysTrucking

@todaystrucking .@cantruck, @privatefleets, @TeamstersCanada join together in call for Canadian mandate of #ELDs by December 2019. “ELDs will end the supply chain encouraging and turning a blind-eye to companies and drivers breaking HOS rules to meet shipment needs,” statement says.

@todaystrucking @todaystrucking .@FMCSA initiates 90-day #ELD waiver for agricultural haulers. During that period it will issue final guidance on 150-mile agricultural exemption and personal conveyance.

@Waymo is rolling through the streets of Atlanta with semi-autonomous trucks this week. The ATA (@TRUCKINGdotORG) says it’s excited by the technology and isn’t concerned about job losses. Read about it here and tell us what you think. https://buff.ly/2Hu48Te

@todaystrucking

TodaysTrucking1

MAY 2018

Dispatches Originally built as a work truck, the modified cabover has been re-imagined as a dragster.

Before

After

Truck of the Month

The Quarter-Mile Cabover MONTREAL, Que. – The 1954 GMC cabover was not originally built for speed. It was a work truck. This particular model even hauled grain during its working days in Arizona. But after finding its way into Canada, it was transformed into a tube-framed dragster. That’s when the truck caught Bob Massey’s attention. The owner of a Montreal-based flatbed towing service, and drag-racing enthusiast, believes it’s the only “big rig drag racer” of its kind. Like many work trucks, it has been customized for a specific task. In this case, meeting a need for speed. Powered by a 486-cubic-inch, 600-hp GM big block engine, the 2,400-pound machine launches down a quarter-mile track in 9.6 seconds, reaching a top speed of 220 km/h. It runs an eighth mile in 6.1 seconds, reaching speeds of 209 km/h. The one change he made involved installing a carburetor so the machine could run on racing fuel rather than alcohol. “It goes down the track straight,” Massey adds, referring to how it handles. “You stick it in gear and you floor it.” Admittedly, the cabover is a bit slower than the traditional dragster he drives, because it’s almost double the weight. But there’s a distinct advantage to having an engine behind him instead of up front. “You’re not worrying about the motor blowing up,” he says.

THE SPEC’S TRUCK: 1954 GMC COE ENGINE: 486-cubic-inch GM HORSEPOWER: 600 WEIGHT: 2,400 lb.

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, 5353 Dundas Street West, Suite 400, Toronto, Ont., M9B 6H8

TODAY’S TRUCKING

Legal

Damage Control 5 steps to minimize cargo claims By James Manson

\ Track notices

o, you just delivered a shipment of bananas, and the consignee claims they arrived overripe. Or maybe an intermodal container nicked the top of a highway overpass, and the receiver says the load of computer parts inside the container was damaged. It sounds like a cargo claim is in the works. The good news is that most cargo claims can be settled with little fuss, but there are some common mistakes that can make it difficult for a lawyer to defend you. Consider these five things when cargo claims arise:

X Preserve the evidence Failing to preserve relevant evidence is easily the worst mistake that a prospective defendant can make. Plaintiffs simply need to demonstrate that cargo was in good condition when loaded, but somehow damaged in transit. It’s up to carriers to show the cargo was in poor condition at the point of origin, or that it was badly packaged. Try to ensure the cargo is preserved – or at least well-documented – when complaints arise. Insist that nobody sells or discards damaged goods until everyone has a chance to inspect, photograph, and test them. And make sure the shipper keeps the packaging. If the customer refuses, document all the requests and responses in writing.

Just remember that retaining legal counsel is also particularly important when dealing with a cargo claim that has taken place in a different jurisdiction.

as they arrive

Y Notify all potentially responsible parties Err on the side of caution. If you think that a company or person might be responsible for the loss, tell them, and do it as soon as possible. This way, no one can later claim they were prejudiced in a lawsuit because nobody notified them of the loss.

Z Mitigate the loss The “duty to mitigate” means that a wronged shipper is entitled to recover damages, but also that they must act reasonably in minimizing those damages. When it comes to a cargo claim, this means taking reasonable steps to avoid further losses, perhaps by salvaging part of a load. When it comes to a load of food, however, someone might insist on

everything being destroyed. But not all food loss cases are created equal. Consider a situation where thieves break into a trailer and steal a couple of cases of frozen vegetables, and a consignee who then rejects every case because the trailer was compromised. A carrier’s lawyer could counter that not all cases were pulped, making the argument that there was no reason to reject the entire load.

[ Retain counsel

and a surveyor as soon as possible

A surveyor will understand the processes that apply to different jurisdictions, and will be able to assist with salvage operations, testing, taking photographs, and otherwise coordinating an investigation.

In Canada, prospective plaintiffs must consider the Uniform Conditions of Carriage, usually enacted through a province’s highway traffic legislation. One of the “uniform conditions” is Condition 12, which sets up a statutory defence for a carrier. This can lead to an outright dismissal of a cargo claim if a plaintiff fails within specific timelines to notify carriers about a claim. Written notice of the claim must be sent to the carrier no later than 60 days after goods are delivered; no later than nine months after a shipment date if goods are not delivered. A final statement of the claim, with a copy of the paid freight invoice, must also be filed within nine months of the shipment date. The notice periods in Condition 12 are to be taken seriously. Canadian courts often dismiss claims due to a plaintiff’s complete failure to provide a carrier with proper notice. Be sure to track all notice letters or demand letters from a customer – especially if they are sent after the applicable deadline. TT James Manson of Fernandes Hearn LLP can be reached at 416-203-9820, or jmanson@fernandeshearn.com. This column is intended for information purposes only and does not constitute legal advice.

MAY 2018

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Open Mike

Everything is Negotiable By Mike McCarron will appreciate it. You might even lure a few away from competitors who aren’t prepared or creative enough to do the same.

Time is money The shipper plays a role in how much money your driver earns, and therefore how likely the driver will stick with you. Tell the shipper how he can ensure your driver can get in and out of the yard fast so he can spend his time logging paid miles – or be compensated when he can’t.

Convenience factors

or years, I’ve been chuckling under my breath at transportation conferences whenever I hear shippers speak about how important it is to be “good business partners” with their carriers. Experience has shown me that once they walk off the stage, their actions tell another story. The “win-win” rhetoric gives way to “we win, you lose” when it comes time to work on a contract. That’s starting to change. The end of the “soft enforcement” period for electronic logging devices (ELDs) on April 1 put a few more balls in your hopper. It’s estimated that some 27,000 ELD violations were recorded from the start of the mandate on Dec. 18 through the end of February. There’s no reason to think that pace hasn’t continued. Now that ELD penalties are in force, the

cost of violations is rising. What does that mean for carriers and shippers? First, drivers and owner-operators who are already put off by ELDs are more annoyed than ever, and the carriers I talk to are totally preoccupied with keeping them around, while at the same time attracting new drivers from a limited pool of candidates. Second, shippers are friggin’ desperate right now. I don’t own trucks anymore, but I recall that one way to make drivers happy is to pay them more. And it seems to me the way to do it is to get customers to pick up the tab. If you’re telling shippers that you can provide capacity while at the same you’re worried that your drivers are going to walk, you’re missing out on a huge opportunity to help your drivers, your customers, and yourself.

HERE’S HOW TO DO IT: Put it on the table Shippers know it takes more than a good rate to attract a great carrier. So put everything on the table: rates and accessorial charges, payment terms, bidding opportunities, transit times that stay within hours of service rules, and other things that can improve your business relationship and your cash flow. Everything is negotiable.

Get creative Priority pricing is everywhere these days. You’re going to pay more for the same seats to see a Leafs-Habs tilt compared to when the Coyotes come to town on a Tuesday. So here’s an idea: negotiate a premium paid by the shipper that would go straight to the driver and guarantee his availability. Or work out a deal to pay the driver hourly for a particular customer or lane. Your drivers

Safe and secure parking, drop-and-hook capabilities, electrical hookups, and access to washrooms and wi-fi aren’t high-cost items for shippers, but they might have huge value to your drivers. What can your shipper do about it? I’m not blind to think that price won’t be a factor in every contract. But the truth is, with shippers so desperate, carriers have an opportunity to negotiate a better deal for themselves, their drivers, and their customers. It’s a winwin-win. 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.

MAY 2018

POST-TRAUMATIC STRESS DISORDER isn’t limited to soldiers. Drivers can face it after collisions as well. By Elizabeth Bate Normand Lavoie is now serving three years in prison, but also being treated for PTSD. (The Canadian Press/Jennifer Graham)

Living in the

Aftermath

Normand Lavoie begins his day much like he used to when he was driving. He gets up before 7 a.m., has breakfast, checks in with his supervisor, and then heads to work. His job at a Department of Defence scrap yard, tearing down old military vehicles for their parts, isn’t much different than when he was working in a truck shop, either. It gives him a chance to use skills he developed years ago and helps keep his mind off other things. Lavoie began the new job this year as part of his duties while serving a three-year prison sentence in Winnipeg’s Stoney Mountain Institution for the 2015 deaths of three teenagers and another injury. He was behind the wheel when his truck plowed into a construction zone at 84 km/h, hitting a flagman from B.C. and a car with the three Saskatchewan teens. Lavoie pled guilty, saying that he was running on “autopilot” at the time, and has no memory of the moments before the crash. But he remembers what came next. It was just like the aftermath of a different truck crash that killed his mother and grandmother when he was just 21 years old. The anger, the nightmares, and the tendency to isolate himself from others followed. According to Dr. Megan McElheran, a clinical psychologist and owner of WGM psychological services in Alberta, those are

TODAY’S TRUCKING

just some of the symptoms that could accompany a diagnosis of post-traumatic stress disorder (PTSD). McElheran says the disorder is no longer thought of as a mysterious set of mental health symptoms, but treated as an operational stress injury, which can be acquired while on the job – and not just by those in the military. “To have PTSD you have to be exposed to an external traumatic agent. It’s not something like depression necessarily, or an anxiety disorder that can develop in the absence of that,” she says. “You must be exposed to something external to you.” For commercial drivers, that “something” could involve a collision, and not necessarily one involving a fatality.

New resources Against a backdrop of challenges like that, Trucking HR Canada recently launched a two-year project with the province of Ontario to educate industry employers about mental health issues like PTSD, loneliness, and depression – and provide resources to support other occupational health and safety initiatives. The group is using the funding to tailor resources to meet the trucking industry’s specific needs by providing webinars and seminars, compiling available tools and best practices for

Living in the Aftermath that can lead to feelings of loneliness or isolation at the best of employers into one location, and raise awareness about the issue. times. McElheran says this is one of the worst things when navi“What we are hearing from employers is that this is a growgating a process akin to grieving. ing need, and that they need to address it within their human “We have to shift our cultural reaction to [trauma] and say, resources policies,” says Angela Splinter, Trucking HR Canada’s ‘Of course they’re going to be having a reaction to that,’ and we CEO. “It is still a challenging issue all around.” have to give them some time and space to go through whatever While there is no information about the prevalence of PTSD in process they have to go through,” she says. the trucking industry, a Canadian Forces survey estimated just Today Lavoie takes medication for the sleeplessness and over 11% of service members had had the injury, while a 2016 depression, along with a mix of traditional Métis healing methfederal study says up to 36% of corrections officers reported a ods and Christian prayer. Every two to three weeks he meets with PTSD diagnosis. While many cases of PTSD can be relieved in a psychologist. But even with that help, there are still times when three to six months if treated early enough, a 2008 Canadian the collision haunts him. study estimated about 9% of the general population will face it Even before his collision he frequently found himself exhaustin their lifetime. ed on the road, pushing to make deadlines and being kept awake McElheran says a stress reaction is normal after a traumatic by thoughts racing through his mind. The lonely nights, comevent. It can include feelings of sadness or regret, irritable moods bined with a mild case of sleep apnea, continued to pile up. or a change in behavior, shortness of breath, sleeplessness, and “A lot of ‘what ifs’ and ‘had I nots’ and you know, it’s a lot of racing thoughts. But PTSD is diagnosed when those symptoms hindsight stuff. You think of the families every once in awhile,” don’t go away after four to six weeks or longer. Treatment may be he says. “The boys you know, and there’s days where it’s kinda’ needed when stress-related symptoms continue. tough. I just kinda’ wanna’ hole up in my room for the night and After a trauma, sufferers will often look to avoid situations like not really talk to anybody.” the one that led to the event, or even remind them of it. While this “It’s my fault it happened.” might seem like a good idea to reduce other symptoms, avoiding The best he can do now is learn to live with it. TT the situation might actually prolong recovery time. “Symptoms that develop following exposure to that kind of [traumatic] event are actually very natural. they are the only ones expeThey’re a natural response to threatriencing it. The best way to ening and dangerous events that we While PTSD is just one “We need our social combat that stereotype may all have,” she said. “What we need to example of the mental connections. The cost to also be the best cure itself – be able to do is kind of let that thing health challenges faced by somebody in an industry talking about it. happen because the body is going to those in trucking, the induswhere they spend a lot of McElheran says tending be inclined to try to naturally process try has recently garnered time by themselves with no to the social relationships the experience.” attention from the likes of other input… there’s actuyou have and making new First responders or those serving The Atlantic and New York ally changes with the level friends helps to relieve the in the military may not be given time Times for the challenges of neurochemistry that can loneliness and puts sufferers or space to process the traumatic of loneliness, depression, happen,” she says. in a position to realize that events because they are required to and anxiety – issues that The chemical she’s referothers are going through return to work immediately following have long been discussed ring to is oxytocin, also the same experiences. an incident. Drivers can suffer in the through online trucking known as “the attachment The doctor recommends same way if they have to hit the road forums. chemical” or even “the reaching out to others in too soon after a collision. Long days alone in a cab love chemical”. Contrary to public, even if it’s chatting When patients with PTSD are can create an internal monopopular belief, oxytocin is to a fellow driver during a allowed to process the anxiety and logue that can be hard to released in your brain every brief visit to a truck stop. trauma through therapy, stress escape, and has the potentime you have a positive She also recommends maksymptoms will slowly recede. The tial to reinforce negative interaction with someone ing time for phone calls or body begins to process that there is beliefs about ourselves, says else, and not just when video chats with loved ones, no longer any immediate danger. Dr. Megan McElheran, a clinyou’re in love. That chemand exercise, which may

THE LONELY ROAD

Finding support McElheran says the support of friends and family, coworkers, and a therapist are important to navigating the recovery process. Of course, over-the-road drivers face the added challenge of spending a lot of time alone, creating a setting

ical psychologist and owner of WGM psychological services in Alberta. That negative thinking, also called a negative feedback loop, can cause depression, sleeplessness, and hopelessness, among other things.

ical contributes to making you happy. When you lack human interaction, the chemical dwindles. McElheran says that loneliness is a common condition for humans, but sufferers of extreme loneliness or depression can also feel like

help relieve potential anxiety, racing thoughts, and sleeplessness. There are also online and phone therapy options for those that think they could benefit from speaking to a professional, but don’t have the time for in-person visits. MAY 2018

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Wounded Warriors

Wtap promotes the message of #InThisTogether

TOTAL Support Trailers spread the word about Wounded Warriors Canada A pair of trailers hauled by Total Transportation will soon be showing support for Wounded Warriors Canada, and sharing the all-important message of #InThisTogether. Representatives of the charity – which supports ill and injured members of the Canadian Armed Forces, veterans, and first responders – gathered last month with members of those very groups to watch the first of the trailers roll through the bay doors at Sign Design. The graphics house has shown support for the military in the past, with a tribute to troops serving in Afghanistan. That unit was on display during Truck World in 2008. And when company owner Chris McGregor learned about the new messages being developed for the national charity based in his community, he jumped forward with the offer of the free wrap. McGregor offers a charitable trailer wrap every year, but rather than leaving this one to a random draw, he pitched the idea to Scott Pustai, the owner of Total Transportation and a customer since 1996.

“Our fleet will run throughout Canada and the United States, so this is going to get wide coverage,” Pustai said. “Everyone is going to see this.” That included visitors to the recent Truck World trade show in Toronto, where the trailer was on display. The trailers will also help to support fundraising Highway of Heroes bike rides in Ontario and B.C. “I’ve already got my drivers fighting over it,” Pustai said, adding that he has a

personal connection to the cause because of family who serve in the military. “I didn’t realize how personal it was to him,” McGregor admits. He just knew the fleet ran high-quality equipment, and would provide a fitting canvas. “We’re stronger when we’re working together, and we’re stronger when we’re in this together,” said Scott Maxwell, executive director of Wounded Warriors Canada. The message is also helping to explain the support the charity provides. “It’s making a big difference in our work in terms of how much revenue we’re raising and programs we’re able to deliver.” “Seeing that go across the highway is really going to put into perspective … how much we’re in this together,” said Whitby MP Celina Caesar-Chavannes. “It’s larger than life.” TT

Scott Maxwell, executive director of Wounded Warriors Canada, addresses first responders on hand for the unveiling of the trailer. MAY 2018

Finders, Keepers

SURVEYS, REWARDS, SCHEDULING – AND YES, PAY – PLAY BIG ROLES IN RETAINING DRIVERS By Elizabeth Bate This year’s Truckload Carriers Association was buzzing with talk of recruiting and retention amidst a tight labor market and a driver shortage that threatens to increase exponentially. No fewer than five panel sessions over the three-day convention were devoted to human resources issues, offering advice to managers and fleet owners who were looking for tips on how to attract new talent or just hang onto the people they have. Panels featuring fleet managers and owners, human resources experts, and statisticians with fingers on the pulse of industry labor trends, agreed that retention is just as important as recruiting in the fight against the labor shortage. Perhaps more so. Nearly 60% of new hire drivers will be job shopping inside of six months, according to Tim Hindes, CEO and co-founder of Stay Metrics. That number gets even worse when you consider that 35% of new hires leave within the first three months on the job. Being unable to keep workers can mean big dents in a company’s bottom line, as the costs of advertising, hiring, and training mount. Finding workers isn’t as easy as it used to be, either. Driver IQ co-president Lana Batts called conditions in the trucking industry undesirable, and said recruiting is becoming tougher and costlier at a time when overall unemployment is so low. These days, the broader U.S. workforce is essentially fully employed. “Everyone who wants to work is working,” she said. “There are no new rocks, no new places to turn over… It is much better to retain.”

The value of feedback Seeking driver feedback, and taking that feedback seriously, was touted as a key factor in retaining employees. Surveys offer a way to engage with staff and keep an eye on potential sources of frustration. They also offer employees the opportunity to stay invested in the company – something that will lead to them staying around for a longer period of time.

TODAY’S TRUCKING

Hindes says surveys should come at the time of hiring, and then after a few months on the job, to better gauge how new employees are adjusting, but it’s not enough to just collect the data. Trevor Kurtz, general manager of Brian Kurtz Trucking in Breslau, Ont., said it’s what fleets do with the information that counts. Implementing the changes drivers want to see can bring big results. And sometimes those changes are as simple as adding a coffee machine to the drivers room, or putting more garbage cans in the parking lot. Kurtz says he’s also taken to carrying gift cards in his pocket so he can spontaneously show drivers his appreciation when he feels they deserve it. Nussbaum Transportation Services CEO Brent Nussbaum says his company has had great feedback when offering food. Managers are allowed to order food for employees at any time, for any reason, and the company will cover it. To ensure all employees are included in the bonus, Nussbaum keeps food containers on site so drivers or those working on a swing shift can pick up a meal and take it with them. He says the move was an easy way not only to make employees feel valued, but to create comradery in the workplace. “Food brings them all together,” he explains.

Flexible schedules While demands for flexible schedules have often been associated with younger workers, panelists agreed that requests for shorter routes and more time at home are coming from all age groups. Wendell Erb, president and CEO of the Ontario-based Erb Group of Companies, says the request for flexibility could reflect driver safety concerns, making it important to consider the asks carefully. “Drivers are aging and they’re coming to me and saying, ‘Wendell, I just can’t drive at night like I used to,’” he said as an example. Erb adds that, when it comes to retention, sometimes it may be less costly and easier to get rid of some business instead of trying to replace drivers who quit because they don’t like a shipper.

Finders, Keepers terms of compensation, but miss that drivers are still looking for more money. Batts is betting that if fleets can hit the right number, they’ll lessen their driver shortage, even without introducing flexible schedules or other benefits. “People were willing to work on the north slope, in really horrible conditions, because it was a lot of money,” she said. “We do have a pay problem.” Karen Smerchek, president of Veriha Trucking, told one session her company has tried to solve the problem not just through pay raises, but by taking the stress and uncertainty out of drivers’ paycheques by offering TCA panelists from guaranteed minimum pay. left to right: Wendell Offering a basic minimum pay took some trial Erb, Greer Woodruff, and error. When each driver was offered the and Brian Fielkow same guaranteed minimum, there was a drop in some drivers’ productivity. Smerchek said when the company tied the guaranteed minimum to mileage, with no two drivers having the same guaranteed amount, it solved the issue. The pay problem may extend beyond recent or perspective hires. Wage wars may lure away longterm employees who feel undervalued, Hindes suggests. It makes checking in with them just as important as surveying new employees. If frustrated with small things, they may go where the money is, or at least where they believe they will be heard.

“Drivers want to go to the most desirable [place] to work for. You don’t want to go to a shipper that’s loading you up at 5 p.m. to let you out into rush hour traffic,” he said. Listening to employee feedback about schedules, benefits, or relationships with shippers and dispatchers may no longer be an optional, nice-to-have feature in a fleet. Batts says drivers are realizing they can be picky about where they take their careers, and Kurtz says he’s spoken with fleet managers who can’t keep drivers for any amount of money. “I’ve never seen the environment we’re in now,” Kurtz said.

Don’t over-sell

Don’t forget the pay Batts agrees that a better work-life balance is at the top of drivers’ wish lists, but her panel insisted that money is still a factor. Drivers in 1980 made an average of about US $38,000 a year in the U.S. Adjusted for inflation, that figure today would be more than $111,000 per year. Batts stumped her audience by asking them to come up with a fleet that consistently pays drivers that wage today. (All figures in this story are in U.S. dollars.) While some fleets will pay up to $75,000 per year, that figure may no longer be enough for drivers who feel like they are trading time away from their children for too little in return, she said. With signing and referral bonuses, and increases in per diems and mileage rates, fleets may feel they are doing enough in

While adding pay, flexibility, and benefits may help attract and retain employees, Hindes says overselling by recruiters can be just as harmful to a fleet’s long-term outcomes. Many of the drivers walking out the door before the six-month-mark are leaving because they’ve been disappointed by the reality of the working environment versus what they were promised during the hiring process, Hindes has found. Over-selling and over-promising by recruiters disappoints and frustrates new hires early on, and can cause them to look for greener pastures elsewhere. But setting reasonable expectations won’t always scare potential hires away. Instead, companies build trust when they tell prospective workers about the negatives of a working environment. Whether adding more money to salaries, or offering added value in the way of benefits and flexibility, employers may also need to change the way they market jobs. Batts said most fleets have become extremely inclusive in who they’ll hire, adding more women, visible minorities, and non-English speakers to their rosters, but haven’t changed job postings to reflect those hiring practices. The lack of job advertisements aimed at women – or written in languages like French, Spanish, Hindi, or Punjabi – leaves several potential labor pools untapped. “Our mindset says one thing,” she said. “Our ads say something else.” TT MAY 2018

Scott Smith, president of JD Smith, is the new chairman of the Canadian Trucking Alliance.

Smith’s System

New CTA chairman looks to raise regional voices By John G. Smith This isn’t the first time Scott Smith has occupied a seat at the head of a boardroom table. The president and chief executive officer of Ontario-based JD Smith led the Ontario Trucking Association from 2004-06. Now, just a little over a decade later, he has been handed the gavel for the Canadian Trucking Alliance (CTA). As familiar as the role might appear, this is a time of significant change among some of Canada’s largest trucking associations. Stephen Laskowski is entering

TODAY’S TRUCKING

his first full year as chief executive officer of the Canadian Trucking Alliance itself. Recent months have seen changes to senior staff at the British Columbia Trucking Association and Alberta Motor Transport Association, too. Smith stresses that they can all count on his support. “My feeling, as a chair, is to support the staff and understand the issues, and also understand the issues from the members’ perspective,” he says, suggesting the alliance of provincial trucking associations has evolved to a point where

“common sense and business principles rule the day.” The ultimate goal is to promote ways to level the “playing field” for Canada’s trucking companies, whether the issues involve compliance, labor, taxation, or the environment, he explains, offering the example of efforts to require electronic logging devices in Canada. Openly supported by the alliance, the framework for such a mandate has now been published in Canada Gazette: Part 1, which is the first step in the federal rulemaking process. The CTA wants a

Smith’s System rule in place no later than the end of 2019, which would replace the logbooks of federally regulated carriers in the midst of Smith’s two-year mandate. But that’s just one example. “There is a feeling that the industry is getting stronger, that industry safety in general is improving, safety of equipment is improving,” Smith says. “The benefit or rewards for compliance, those still seem to be somewhat absent.” That’s where a strong industry voice would have a role to play, and Smith believes a strong association and healthy industry go hand in hand. Like father, like son. Smith’s father, Doug, served as chairman of the Ontario Trucking Association (OTA) from 1985-86. Sketches in the JD Smith boardroom recognize Service to Industry Awards that each executive earned in different decades. “I grew up watching my father participate, meeting the iconic figures in the industry at a young age,” Smith recalls. When his dad was named chairman of OTA, committee work seemed like a natural thing to do. And the younger Smith says he’s gleaned as much from the association experience as he has put into it, whether serving on the board of directors or in senior roles with membership and convention committees. He remembers attending a golf tournament with a friend from the economic

sector who was taken aback by all the competitors who had come together. “He found it remarkable, the number of industry people in the same room, and collegial attitude.” Then again, it’s an environment Smith has known his entire life. Employees remember a young Scott “terrorizing the office” during Saturday-morning visits with his dad. Like other children

tions. I could see and touch the impact we were having.” There were the jobs in over, short, and damage claims; work with the operations manager; various sales-related roles. Ultimately the career path led to where he sits today. Smith hopes that his lifelong connection to a regional carrier will help other fleet managers to see CTA as more than a club for the largest cross-border operators. One of his goals over the next two years is to increase the voices of those outside of Ontario, further strengthening the national nature of the alliance. Like other member-driven organizations, there’s also the ever-present challenge of attracting businesses that are not yet involved, especially against a backdrop of industry consolidation, and a younger generation of managers who may not be as quick to join associations of any type. “One of the challenges I’d like to look at is the aspect of how do we get the next generation interested in participating, and what are the things that drive them or make them join,” Smith says. “Consolidation makes the industry less fragmented, but it’s still an industry dominated by small companies.” They all need a voice. TT

“The beneﬁt or rewards for compliance, those still seem to be somewhat absent.” — Scott Smith, president of JD Smith in family-owned businesses throughout the industry, his first jobs were in trucking as well. At first that involved repacking cookbooks in the warehouse, or unloading boxcars of Dole pineapple. When studying economics in university, he spent his summers at the wheel of a medium-duty truck. There were a few years outside of trucking, but he returned by his mid-20s. “There was always the feeling that this is where I wanted to go,” he says. “I loved the people aspect of the business. I liked the diversity of the customer interac-

MAY 2018

Falls are a leading cause of injury for truck drivers Reduce your risk 1 Always use 3 points of contact 2 Face the truck and climb slowly 3 Wear proper footwear

For more safety resources visit worksafebc.com/transportation

In Gear

43 46 49 50

Second Time Around Volvo’s VNX Trucks Unplugged Product Watch

EQUIPMENT NEWS, REVIEWS, AND MAINTENANCE TIPS

About 200 Robert tractors have 100-watt panels to charge APU batteries.

Here Comes the Sun Harnessing the sun’s power makes sense in many trucking applications By Rolf Lockwood In some corners of North America, the idea of adding solar power to a truck or trailer is a no-brainer. You’d be forgiven for thinking that none of those corners are in Canada. That’s mostly true, but it doesn’t necessarily mean that solar has no place here. Just that you must be careful in assessing manufacturer claims about what their solar gizmo can actually do. Almost all of Canada gets an average of 4.2 hours of solar sunlight a day. Two areas – a small stretch of the southern prairies, and a little ribbon of central B.C. – crank that number up to 4.5 hours. Compare that to as many six hours in Arizona, New Mexico, and a patch of southeast California. Doesn’t sound like much of a difference, but it’s a big deal. A 300-watt solar setup that can help to run a tractor’s electric APU in that part of the

U.S. would probably have to be a 600- or 800-watt setup for a rig running, say, a Toronto-Montreal-Halifax route. It also means that manufacturer claims can be rather idealistic if calculations were based on experience in warm and sunny parts of our world. There’s no subterfuge involved here, but “your mileage may vary,” as they say. According to retired Cummins engineer Kevin Otto, who’s now researching solar options for the North American Council for Freight Efficiency (NACFE), there’s nothing simple about calculating the payback of a solar system on a truck, tractor, or trailer. The only real no-brainer may be the idea of using a small solar panel to keep the batteries on a van trailer’s telematics or tracking system charged. Otto says

that small and simple use of solar is pretty much a given these days, and it’s expanding all the time, no matter your location. The advantages are obvious, given that trailers can sometimes get “lost” for a week or three, more than enough time for batteries to run down with a little assistance. One provider of asset tracking, Skybitz, has seen its Falcon GXT5000 solar-powered system take off. It recently introduced the next-generation Falcon GXT5002C with built-in cargo sensors and service life lasting the life of the trailer. “Bottom line,” says company president Henry Popplewell, “solar power is the future of asset management.” Using a small solar panel to keep a reefer unit’s battery topped up is in the same category, especially if the trailer might sit still for long periods. Both Carrier Transicold and Thermo King offer small panels to serve this purpose. Thermo King’s ThermoLite solar panels come in three different wattage options (26, 36, and 100 watts) and provide an alternative power source to refrigerated and dry van fleets while MAY 2018

In Gear

Today’s panels are flexible, installed with adhesives.

Bergstrom Nite Phoenix APU

300-watt eNow panel

Carrier’s Thin Film solar panels can be load-savers.

offsetting battery drains from parasitic loads. It allows the company’s TracKing or other telematics systems to monitor assets over long periods, even when the refrigeration unit is off and the trailer’s untethered from the tractor. The company says they “work great, even in low-light conditions.” Carrier Transicold’s Thin Film flexible solar panels maintain the refrigeration unit’s battery charge. They can offset the draw from accessory electrical devices,

TODAY’S TRUCKING

reducing callout charges related to the battery. Solar panels can also help save fuel by minimizing the need to run a reefer engine to charge the battery. We’ve heard of a fleet using one of these small panels to keep the refrigerator humming in the bunk, even if the truck’s been shut down, which obviates the need for drivers to empty their fridge at the end of a run. Powering a liftgate is also a common use of solar panels, and for some fleets it

can be an easy decision to go that way. But in this case, the payback calculation isn’t always straightforward because there are so many variables. Assume nothing. There are many options for this application, but one of the most interesting comes from Purkeys, the well-respected electrical specialist in Arizona. Its Solar Bolt liftgate charging system is a solar-powered battery charger that works with a vehicle’s native electrical system to help keep liftgate and auxiliary batteries charged. It’s a supplemental charging system that keeps batteries charged – whether the vehicle is on or off – by way of a unique, patented controller. Charging the battery while the vehicle is running reduces the electrical load on the alternator, which reduces the mechanical load on the engine, slightly reducing fuel costs over time. It comes with a standard 90-watt, roof-mounted panel, but up to three more panels can be added to increase power to 360 watts. Then there’s the one that can really save you money on the tractor side – an electric APU running HVAC systems, backed up by solar panels. The Canadian fleet with the most experience in using such a system seems to be Quebec’s Groupe Robert, though its solar journey began with another purpose. It outfitted its fleet of LNG-fueled tractors with a small solar panel to keep batteries charged on methane detectors. That soon morphed into the replacement of its Thermo King TriPac diesel-fired APUs with Bergstrom NITE Phoenix AC electric units backed up by solar panels to keep drivers comfortable without idling and to keep batteries charged in cold weather. The system is entirely separate from the tractor’s electrical circuits. At first Robert used one rigid panel, but soon switched to the less-damageprone flexible type and ended up spec’ing six flexible solar panels on the roof fairing and the hood for 600 watts in total. With four deep-cycle batteries in addition to the standard set of four, drivers now get a full 10-hour rest period of noiseless sleep. The fleet has this arrangement on nearly 200 units and is equipping all new sleeper tractors this way. Cost wise, it’s a wash in terms of initial purchase price – both the diesel-powered

In Gear and solar systems are worth $14,000 or so. But the fuel savings start right away. “By replacing our diesel gen sets with a battery pack located behind the cab, and solar panels to power the fully electrical air conditioning unit and in-cab accessories, the purchase cost is comparable, but the elimination of fuel use will result in a 3.5-year return on investment,” says Daniel St-Germain, Robert’s vice-president - material resources. “The real payback is that solar panels can generate approximately two to four hours more power and help to recharge the battery pack quicker, so the driver can still do everything he’s used to while using no diesel.” While Robert needs 600 watts out of six solar panels to run its electric HVAC system, New Mexico’s Mesilla Valley Transportation needs only 300 watts from three panels. That’s the difference geography makes, as Mesilla

runs mostly southwest routes. The technologically adventuresome truckload fleet now has several hundred of its Navistar trucks running with eNow’s auxiliary solar system. The result is less idling, longer battery and alternator life, and increased driver satisfaction. Based in Rhode Island, eNow is arguably the leader in solar panels for trucking use. The International Catalist Super Truck’s trailer roof was festooned with the company’s solar panels, and before you read this article eNow will have introduced a new product. In concert with Great Dane, Carrier, and customer C&S Wholesale Grocers, it will unveil a solarbased all-electric trailer refrigeration system at the ACT Expo in Long Beach, Calif., running April 30 through May 3. Back with Mesilla Valley, the carrier’s president and CEO Royal Jones is not so clear about payback on its electric/solar APUs as Robert’s St-Germain.

“The big savings for me is getting more hours on your APU,” says Jones, as quoted in Heavy Duty Trucking magazine. “It’s hard to figure the ROI, because it’s not an exact science. But if you save two jump starts a year, that’s $600. If your driver comfort is better, how do you put a price on that? And we used to replace all eight batteries every year, but the trucks with the solar panels have had them for four years.” As it happens, all those calculations are about to get easier, because Otto is in the midst of helping to prepare a new “confidence report” on solar power for NACFE. Due to be published in May, it will include a payback calculator applicable to several potential solar applications. Broadly, says Otto, the report aims to bring clarity to a niche technology that’s not always well understood – but likely to become much more widespread. TT

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PRIVATE MOTOR TRUCK COUNCIL OF CANADA

ASSOCIATION CANADIENNE DU CAMIONNAGE D’ENTREPRISE MAY 2018

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In Gear

Retreaded tires can be customized to a fleet’s tread and casing spec’s.

Second Time Around Big fleets know retreading makes sense, but some smaller fleets need convincing By Jim Park What do big fleets know about tires that many smaller fleets have yet to figure out? It’s that retreading works. The money that can be saved through retreading is staggering, yet many small fleets and owner-operators are not yet onboard with a retreading program. To be fair, there are a few hurdles smaller fleets need to overcome before a program can work as smoothly as it might for a large fleet, but questions can be answered by working closely with a dealer. There’s also the lingering negative perception about retreads, and of course there’s the cost. It’s not hard to find a new tire from some offshore suppliers selling products for less than the price of a retread. It’s difficult to get an exact count of the number of retreaded tires sold in Canada, but Gerard Antle, business development manager at Atlantic Oliver Retread, in Dieppe, N.B., says about 160,000 retreads are sold each year in Atlantic Canada alone. Colin Rafferty, a corporate account manager at KalTire in Vernon, B.C., says his nine retread dealers across Canada produce about 350,000 retreads a year. And there are many more dealers produc-

ing many more retreads not accounted for in those numbers. In 2015, Heavy Duty Trucking and Modern Tire Dealer magazines produced a report based on fleet surveys that showed U.S. fleets of 100 trucks or more buy twice as many retreaded tires as new tires. The operational case for retreading is easy to make. The tires are no different than new versions. They don’t require

additional care or attention, and their life expectancy is the same – depending on the tread type and wheel position. There are even a couple of advantages to retreads over new tires. For one, you can customize them. You can order premium treads for premium casings for something like a long-haul operation, or take an older casing and retread it for regional or local use. As the tire ages, the casing value remains in its ability to be “downgraded” to less-demanding service in later life. “We can put any tread on any casing,” says John Howland, director of retreading at Fountain Tire in Edmonton. “Our dealers carry an inventory of commonly used retreads, or you can order retreaded tires on your casings, or specify one of our casings with whichever tread you want.” Larger fleets may have an advantage over small fleets in the ability to maintain tires over their life, which can help extend the life of the casing. Fleets with sophisticated tire programs and possibly automatic inflation systems installed on their trailers might be less likely to suffer casing damage due to under-inflation. They may also have a larger selection of tires in inventory, which might reduce the chances of installing mismatched sets of dual tires. Even small differences in tire diameter across duals will affect the tread wear on both tires. “I think larger fleets are typically a bit more knowledgeable when it comes to tires, and they understand that there are enormous savings to be had with

Casings are inspected for damage, and repaired when necessary, before continuing with the retreading process.

MAY 2018

In Gear

GET THE MOST FROM YOUR RETREAD PROGRAM

ormer Goodyear engineer-turned-consultant Asa Sharp says the best way to extend the useful life of your casings is to retread virgin drive tires for trailer positions, and virgin trailer tires for drive positions. Tires get old, like everything else. But for tires, calendar age isn’t as much of a concern as mile-based age. “A tire with 600,000 km on it is older than a tire with 400,000 km,” he says. “Tires experience fatigue cycling as they roll through the contact patch. On top of that, engine torque transfers through the sidewall of a drive tire, which also contributes to a tire’s aging process. After a year in service, which tires – drive or trailer – will be technically older?” He recommends starting with premium drive and trailer tires with interchangeable casings. When the drive tire treads wear out, retread it for a trailer position, since those casings have been subject to torque transfer fatigue and are effectively “older” than the trailer casings. Then, take the trailer casings and recap them with drive treads. “When you think about it, virgin trailer casings are still pretty fresh even after a few hundred thousand kilometers because they haven’t experienced torque,” Sharp says. “If it hasn’t been run underinflated, it’s now a prime casing for a drive tire. And chances are, even at three or four years of age, it has fewer miles on it than a drive tire of the same calendar age.” Sharp points out that the right-outside trailer tires are often subject to curbing, but he says fleets can reasonably expect to pull at least six tires from any tandem-axle trailer and use them as drive tires in the next life – and possibly as a trailer tire again in its third life.

retreading [and a good maintenance program],” says Rafferty. “Some of the smaller fleets and independents may not have that knowledge quite so readily available. They spend much of their time driving their trucks or just running their businesses.” Without a cradle-to-grave picture of how best to spend a tire budget, Rafferty says some fleets mistakenly believe a new low-cost tire is a better choice than a retread or premium tire.

How much do tires cost? With the retail cost of a premium Tier 1 tire now around $600-$700, it’s easy to see why some buyers would be attracted to the new breed of offshore tires, which sometimes cost 1/3 the price of a premium tire. Nobody would argue that some of the higher-quality imports are good tires with casings suitable for retreading, but the lowest-tier tires are throwaways. Most retreaders won’t even consider them.

“The tendency can be to make purchasing decisions based on acquisition cost rather than lifecycle cost,” says Rafferty. “That’s false economy. If you buy a lowcost tire you typically get what you pay for. Those tires don’t last as long, and the casings aren’t conducive to retreading.” For the small fleet and owner-operator, it can be a matter of buying what they can afford, but even here, retreaded tires can be a better value. “I’ve seen imported tires selling for less than a good retreaded tire,” says Antle. “For $50 or $75 more I can get them into a tire with a premium tread that can be retreaded again at least once. That alone will lower their tire cost per mile and deliver better value than the imported tire.” Retreads are a cost-effective alternative to the top-tier tires. In many cases, you’re buying a Tier 1 casing (Bridgestone, Goodyear, Michelin, etc.) and installing a tread made by the same manufacturer. Fountain Tire, for example, will take orders from fleets for specific casings and treads that will match the rest of the tires in the fleet. For fleets well-versed in the science of tire management – understanding lifecycle costs and the necessity of proactive maintenance – retreads are a no-brainer. Others, possibly with a more seat-of-thepants approach to tire management, may be hamstrung by age-old perceptions about retreads. Today’s retreads are not your Uncle Floyd’s retreads. “There are a lot of negative perceptions about retreaded tires, and I underscore perceptions,” says David Stevens,

THE MILLION-MILE RETREAD Who says retreads don’t last? At this year’s Technology & Maintenance Council (TMC) meeting and exhibition in Atlanta, Bridgestone showcased a commercial truck tire driven 1 million miles (1.65 million km) by a customer using one Bridgestone casing and two Bandag retreads. “Fleets are increasingly looking at ways to optimize their assets with strategies such as retreading,” says Eric Higgs, vice-president of commercial tire marketing, Bridgestone Americas Tire Operations. “Premium retreads, such as Bandag, perform comparable to premium new tires and provide a lower cost-per-mile solution over time.” In general, Higgs says, fleets that use retreaded tires typically do a better job of proactively caring for their tire casings to ensure they can be retreaded. “Greater attention to good tire care practices helps to maximize performance and improve profitability.”

TODAY’S TRUCKING

In Gear ▼

years, the best ratio we have ever had was 17%. That speaks volumes on how participants view these tires.” Stevens says they look first at the sidewall to see where the tire has been buffed and pre-cure tread has been applied. “They are surprised when they can’t find the seam between the casing and the tread. That’s an indication of the quality of

managing director of the Tire Retread and Repair Information Bureau (TRIB). “Each year we set up a display in our booth at the Mid-America Trucking Show with 10 tires, seven of which are retreads. Visitors are asked to determine which of the tires are new and which are retreads. This year just 13% were able to identify which tires were which. Over the

Retreads are no different than a new tire. They do not require any additional care or attention, and their life expectancy is the same – depending on the tread type and wheel position.

the process the tire goes through,” he says. “Negative perceptions are long held, and once you start probing a little deeper, I always find the negative perceptions stem from some experience they had 20 or 30 years ago. The inspection and manufacturing process has changed, of course. Today’s retread is much different from your father’s or your grandfather’s retread.” If you’re buying from a reputable dealer or retreader, you’ll probably get a warranty. Advanced inspection processes allow the retreader to be confident in the product. In many cases you’ll get nearly the equivalent of a new tire for somewhere close to half the price – depending on factors like the make, model, and tread. Big fleets already know that. That’s why they retread. TT

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FAST-TURNING INVENTORY OF USED TRAILERS

Great Dane High Cube Tandem Reefers Drum and Disc Brakes with Tire Inflation/Deflation

MAY 2018

In Gear

Volvo’s heavy-hauling VNX will be a fit for many demanding applications in Canada.

VNX Factor Volvo rounds out portfolio with heavy-hauling VNX By John G. Smith Volvo Trucks has unveiled the heavy hauler of its product lineup in the form of the new VNX – a hybrid of highway and vocational tractor ready to support applications like long combination vehicles, B-trains, and lowboys. The model is for gross combination weight ratings of 125,000 to 160,000 pounds and, in approved applications, as much as 225,000 pounds when ordered with specific components such as a Cummins X15 Performance Series engine. Optional steer axles, lift axles, tandem drives, and longer fifth-wheel slides prove that it is ready for bigger, heavier hauls often found across Canada and the U.S. northeast. It fills a gap in the product lineup that has existed for more than a year, since Volvo ceased production on the D16 engine that had been the exclusive

TODAY’S TRUCKING

power offering for the previous version of the VNX. “The brutal truth, we didn’t sell enough of the D16s,” says Magnus Koeck, vice-president of marketing and brand management. “We think we have bridged that gap.” While a smaller business segment than over-the-road tractors, heavy haulers account for about 8-9% of Class 8 truck sales in the U.S. and Canada. Volvo doesn’t split up the figures for the two countries but acknowledges that such work represents a larger share of applications in our land of B-trains and heavier weights. “It’s a high-profile segment,” Koeck said. “We are taking a further step into that segment, which will strengthen our position as a brand.” The company is certainly no stranger

to heavy hauls around the world, with models such as the FH16 750 available elsewhere. “We are born and raised in the cold climate of Sweden and we know how to do these trucks … for rough conditions, for harsh conditions,” added Koeck. Three available models include the VNX 300 day cab, the VNX 400 with a 42-inch sleeper, and the VNX 740 that offers all the comforts of a 70-inch sleeper, including amenities like an optional reclining bunk. The truck comes as a 6×4, 8×4, or 8×6 axle configuration, too. Front axles range from 16,000 to 20,000 pounds with parabolic springs, and 445 tires match the front axle load. Rear axles range from 46,000 to 55,000 pounds, while premium heavy-haul rear suspensions support up to 52,000 pounds.

Proprietary power While the Cummins engine is needed for the heaviest hauls, Volvo clearly remains committed to its proprietary power. The VNX’s standard powertrain includes a D13 engine delivering 500 hp

In Gear and 1,850 lb-ft of torque, coupled with a 12- or 14-speed I-Shift automated manual transmission with crawler gears. The Cummins X15 Performance Series engine offers up to 605 hp and 2,050 lb-ft of torque with an Eaton Ultra Shift Plus or manual transmission. “Integrated drivelines also work exceptionally well with heavy-haul,” said product marketing manager John Moore, referring to challenges such as an approaching grade. “We need to know when to downshift, how to downshift, when to hold gears.” The D13 itself included several upgrades with its GHG17 rollout, improving fuel efficiency by 2.5% when compared to 2014 models. Injection pressures range from a high of 35,000 psi down to 6,000 psi when lightly loaded and idling, lessening stress on the injectors and allowing for an assembled camshaft that shed 27 pounds. Wave piston designs and their fuel economy gains emerged through work with the U.S. Department of Energy’s SuperTruck program. A 500-hp version of the D13 offers 1,850 to 1,550 lb-ft of torque, while the 455-hp model offers 1,750 to 1,450 lb-ft. The highest torques are delivered in the first three gears, while lower torques kick in after that to improve fuel economy. That said, the higher torques return within half a second if needed on a grade, Moore said. The choice of a manual transmission would most likely be driven by driver

preference, he added, stressing that drivers would be hard-pressed to beat the shift logic of an automated manual transmission. “But you might feel more comfortable having the control.” The I-Shift fits the heavier applications thanks to features including a hardened main box and gears, and high-viscosity oil to support frequent shifting. The clutch itself features a large damper, as well as bigger springs to absorb more vibrations from the driveline. “The slower you can go, the better off you are,” Moore said, referring to the crawler gears that will move the truck at less than 1 km/h, helping to ensure traction in tricky settings. Reverse speeds can be manipulated with buttons on the shifter, adding to the controls that are needed to protect sensitive trailers, which sometimes cost more than the tractors themselves.

There are brains to go along with the brawn, too. The I-Shift transmission draws on heavy-haul software that has already been proven on the road, as well as new software controlling the heavier driveline torque output, stretching the D13’s performance in lower gears. The truck even comes with its own Rogers cell plan, delivering the telematics data needed to support features such as over-the-air engine programming.

On the job The VNX will face some demanding applications, sometimes even in off-road settings. “We’re not saying it’ll go deep into the woods,” said Chris Stadler, the product marketing manager responsible for the VNR and VNX, referring to logging applications. But the newest truck will roll far

The VNX has an approved gross combination weight rating of 125,000 to 160,000 lb. Up to 225,000 lb. are available in approved applications, with the appropriate components.

MAY 2018

In Gear enough off road to be loaded with timber. So, too, can it haul 140,000-pound tanker operations that stray into oil fields, 125,000-pound B-trains heading into quarries, or the heavy-haul flatbeds that occasionally need to handle mushy conditions. “This is perfect for those types of operations,” he said. When it comes to moving through the challenging settings, there’s a 40-degree wheel cut with 425 tires, and a 25-degree front angle approach to handle dips and ruts that are going to be a reality around many jobs sites and quarries. The truck also has a 12-inch ground clearance, compared to the eight inches of highway models. Extended fenders stretch over the bigger wide-base tires, helping to control the related spray. Splash shields, meanwhile, are now made with a more durable plastic that can withstand temperatures as cold as -40 Celsius

Tow pin has a 60,000-lb. capacity.

without becoming brittle, Volvo says. There’s also a heavy-duty kingpin with a tapered design, while the fifth wheel has a loaded capacity of 55,000 lb. or more, and a pulling capacity of at least 150,000 pounds. Stopping power comes in the form of heavy-haul disc brakes, which feature 17-inch rotors and corrosion-resistant calipers.

NOTICE OF A CLASS ACTION AUTHORIZED BY THE SUPERIOR COURT OF QUÉBEC

Did you purchase a parking heater for commercial vehicle or did you purchase, lease or sublease a vehicle equipped with such parking heater? If so, you might be a member of this class action This notice concerns a class action filed by Transport TFI 6, S.E.C. (“TFI 6”) against Webasto and Espar, manufacturers and sellers of parking heaters for commercial vehicles (“Parking heaters”). TFI 6 alleges that these manufacturers and sellers have formed a cartel and conspired to restrict competition and to unreasonably raise the price of Parking heaters and vehicles in which they are installed. Parking heaters are used in various types of commercial vehicles, such as tractors semi-trailers, vans for transportation of goods, buses, agricultural vehicles, dump trucks and ambulances. The class action seeks in particular to reimburse class members for the portion of the price that they have overpaid for Parking heaters or vehicles because of the cartel. On December 20, 2017, the Superior Court authorized TFI 6, on behalf of all class members, to file the class action explained in this notice. This judgment may affect your rights, whether you act or not. Please read this notice carefully. Who is a member? You are a member of the class action if, between September 13, 2001 and December 31, 2012: • You purchased, in Québec, one or more Parking heaters.

OR • You purchased, leased or subleased, in Québec, one or more vehicles equipped with one or more Parking heaters.

What should I do if I want to participate in this class action? If you are a class member and agree with the purpose of this class action, you have nothing to do to participate.

You may exclude yourself (“Opt Out”) if you do not wish to be bound by the class action explained in this notice. How can you exclude yourself from the class action? Read the Detailed Notice. To learn more about this class action Read the Detailed Notice on the following website: www.recourscollectif.info/en/cases/appareils_chauffage/ or call Belleau Lapointe LLP at 514 987-6700

TODAY’S TRUCKING

Those aren’t the only updates in the name of safety. Volvo has incorporated features including Volvo Enhanced Stability Technology electronic stability control system, helping to maintain control and prevent jackknifes or rollovers. It automatically reduces engine torque and selectively applies brakes when required. And recognizing there are times when any truck can be stranded in punishing operating environments, the VNX comes with a heavy-duty tow pin that has a 60,000-lb. towing capacity. A ¼-inch high-strength aluminum bumper shields the urethane-painted 100-ksi steel crossmember behind it. The .44-inch heat-treated steel alloy frame rails found in the vocational VHD model have also made their way into the VNX. “It gives you that cleanness with one frame rail,” Stadler says. Several combinations of heights, thicknesses, and liners are available. Like the vocational VHD, the VNX interior also includes a removable engine cover that offers quick access thanks to removable floor inserts, rather than earlier models that included a one-piece floor with the seats bolted on top. There’s LED lighting inside and out, and increased visibility, while the hood offers improved aerodynamics during highway travel. Controls on the steering wheel will configure the five-inch color driver information display. And a dash-top tray with USB and 12-volt connectors offer a place for electronic gadgets that can also by sync’d to an optional in-dash infotainment system. Production of the VNX begins this month. TT

In Gear is engaged. Even battery ratings are confirmed through telematics and the driver before the process begins. Volvo representatives are included in their updates as well. “It’s not just about technology. It’s combining the human element in the process to make sure we get the best outcome for our customers,” said Deedy. “We want a human there to support them.” TT

Trucks Unplugged Mack, Volvo push forward with over-the-air updates The days of needing to roll into a service bay to update engine software are clearly numbered. Mack and Volvo were each highlighting new over-the-air update capabilities during the recent annual meeting of the Technology and Maintenance Council, and had individually performed about 1,300 updates at that time. In addition to powertrain software updates, the technology supports parameter updates such as road speed configurations, and modes centered around fuel economy, performance, or a blend of both.

human touch. Mack One Call agents contact customers before new software is transmitted to a truck with a bulldog on the hood, passing the data when the key is in the on position and parking brake

CONFERENCE

Owners of trucks with 2017-or-later Model Year engines will annually be eligible for two changes to parameter packages per VIN. And the services are provided at no charge during two-year base engine warranties. Customers have the option of extending it beyond that, too. Thousands of trucks are expected to have access to the services this spring. “We are adding customers as we go, and talking to them and explaining what the service is, and making sure they understand it before we bring them into the program,” said Conal Deedy, Volvo’s director of connected vehicle services. “Over the next four to five months we will get all the customers into the service.” The technology clearly offers far more flexibility than would be possible using service bays alone. “It could be in a warehouse and they’re getting loaded or unloaded. It could be at a grain bin,” said David Pardue, Mack’s vice-president of connected vehicles and uptime services, referring to the quick, flexible nature of the work. Still, the process always involves a

WŚŽƚŽƐ ďǇ &ƌĞĞƉŝŬ ͬ ǀĞŶŝŶŐͲƚĂŽ

JUNE 14 & 15, 2018

CROWNE PLAZA FALLSVIEW ĎĆČĆėĆ ĆđđĘǡ ēęĆėĎĔ

FOR MORE INFORMATION EMAIL: info@pmtc.ca

NETWORKING TRAINING EXHIBITS

AWARDS MAY 2018

PRODUCTWATCH WHATâ&#x20AC;&#x2122;S NEW AND NEWS FROM SUPPLIERS

For more new product items, visit PRODUCT WATCH on the web at todaystrucking.com Dana D172

Trailer telematics Peterson Pulse tracks trailer data in real time Peterson is tapping into trailer data with the new PetersonPulse intelligent trailer system, combining CAN-Bus technology and telematics capabilities. In addition to tracking the real-time status of things like lights, ABS brakes, tire pressure monitoring systems, and cargo temperature, the system will alert drivers via Bluetooth and cellular communications. It means a driver with a smart phone will be able to conduct a pre-trip inspection of all related systems. And alerts can be sent to fleet managers over a cellular network, too. Signals from trailer sensors are delivered to the front controller in a nose box using 6-mm twisted-pair communication wires, compared to traditional 10-mm wiring, and all components are sealed and tested against vibrations, Peterson says. Battery backups ensure the monitoring continues when equipment is untethered, and the system will integrate with existing telematics systems. www.pmlights.com

LIGHTER AXLES

DANA S172 AND D172 REPLACE 170 SERIES Dana has unveiled two lighter-weight axles in its portfolio. The Spicer S172 single drive axle and D172 tandem axle will replace the 170 Series, reducing weights by up to 60 lb. in the process. Both axles come with broad ratio coverage from 3.07 to 6.14.

TODAYâ&#x20AC;&#x2122;S TRUCKING

The S172 is aimed at Class 7 and 8 applications with a gross axle weight rating of 25,000 lb. and a gross combination weight rating of 100,000 lb. The D172 tandem axle also reduces weight by up to 60 lb., and is well-suited for Canadian linehaul applications or heavy-haul work, with a gross combination weight rating of 160,000 lb.

Features include Dana Spicer AdvanTek gearing design, with wider-face gearing; a 20-mm hypoid offset to improve efficiency without compromising strength; a highstrength pinion bearing system; an integrated one-piece carrier design; and a fully autonomous lubrication management system. www.dana.com TIRE PRESSURE MANAGEMENT

TIRE PILOT PLUS TOPS UP OR RELEASES AIR SAF-Holland has unveiled the Tire Pilot Plus tire pressure management system for CBX and ULX suspension systems â&#x20AC;&#x201C; providing an option that tops up or even releases air to ensure proper tire pressures across a trailer. A status light mounted on the front wall of the trailer shines only when pressures drop 20 psi below a set point, rather than triggering every time a small pressure adjustment is made. And the relief valve only works when a supply line is attached and the system is turned on. Double redundancies ensure tires will not deflate because of heavy brake applications.

Product Watch It’s all built around several robust features. A braided stainless steel hose has been used instead of thermoplastic tubes found in competing systems, and knurled brass fittings at the hubcap and tire ends will tighten by hand. The hubcap incorporates fins to protect air fitting connections from damage, and has a guide lip that supports easy alignments and seals the surface to keep oil from escaping. A vented axle spindle plug helps to keep the system’s air clean and dry, SAF-Holland adds, noting how this can help prevent wheel-end failures due to contamination or blown bearing seals. www.safholland.com PRE-ADJUSTED HUB

STEMCO TRIFECTA ROLLS OUT SEVERAL FEATURES

Stemco has introduced the Trifecta pre-adjusted hub assembly with promises of added safety and performance. On the safety front, the zip torq wheelend fastener features an integrated locking mechanism. The Discover XR seal with GlideTech technology requires no pre-lube and reduces installation force by 50%, minimizing failure modes. A new spacer design allows lubricant to flow where it’s needed, maximizing spindle, bearing, and seal life. It prevents the problem of metal wearing when the wheel travels down the road, which is said to be an issue with traditional spacers. Original equipment suppliers will benefit from easier installation, and reduced installation force – only 200 lb-ft compared to 500 lb-ft. www.stemco.com AFTERMARKET CLUTCH

EATON ENHANCES EVERTOUGH CLUTCHES Eaton has enhanced its aftermarket line of EverTough Self-Adjust and ManualAdjust clutches.

Eaton’s EverTough

The release bearing has been upgraded with wider thrust pads to improve the interface with the release fork. That, the company says, increases the contact area for the fork and results in less wear. A third grease zerk fitting has also been added to support routine lubrication. EverTough clutches include genuine Eaton components and are designed for older vehicles. They’re available in seven-, eight-, nine-, and 10-spring designs, with torque ratings from 1,400 to 2,050 lb-ft, and include premium dampers to reduce driveline vibration. They come with a one-year warranty with unlimited mileage. A two yearwarranty comes with the Genuine Eaton Clutch Installation Kit. www.eaton.com/roadranger WINDSHIELD WASHER HEATER

SEEVA SYSTEM HELPS CLEAN, DE-ICE, DEFROST

Seeva Technologies has developed a windshield washer heating system that can provide better windshield cleaning, de-icing, and defrosting. The small tubular system uses waste heat generated by the engine to heat the windshield washer fluid to up to 140 Fahrenheit. The unit can be installed in about 15 minutes. www.seeva.tech.com

ELECTRICAL TROUBLESHOOTING

MULTI-PROBE ULTRA HAS TESTER, MULTIMETER

Snap-on’s new EECT900 Multi-Probe Ultra features a circuit tester and digital multimeter in one handheld device for testing AC and DC voltage, resistance, and amperage. A rear-facing LCD navigation screen offers a color-coded menu. Data is displayed by unique colors to make it easier to recall. AC voltage is purple, DC voltage is orange, amperage is yellow, and ohms are white. Single-function buttons make for quicker scrolling, muting, or light activation. And an AC meter simultaneously displays peak-to-peak, pulse width, duty cycle, frequency, and TRMS. The unit comes with a 23-foot cable to connect to the vehicle battery and check distant circuits, while there’s also a circuit-breaker-protected power-up and built-in vehicle battery status check to inform technicians before they diagnose circuits. www.snapon.com MAY 2018

Product Watch PACCAR AXLES

PETERBILT ROLLS OUT 20K, 22K AXLE OPTIONS Peterbilt will make standard track configurations of Paccar’s 20k and 22k steer axles available beginning this month. Paccar’s heavy-duty steer axles are available on Models 567, 520, 389, 367, 365 and 348, and are ideal for vocational applications such as heavy-haul, refuse, and construction, the company says. The steer axles are available with disc or drum brakes and allow a turning radius of up to 50 degrees. There’s a standard five-year, 1.2-million-km warranty. www.peterbilt.com TIRES

CROSS CONTROL TIRES FOR GRUELING TERRAIN BF Goodrich has two new all-terrain tires to help handle the grueling conditions faced by equipment in the construction, logging, and energy sectors. The Cross Control tire line includes thick sidewalls to resist impact damage;

The BFGoodrich Cross Control D, an all-terrain drive tire, is available in 11R22.5 and 11R24.5 sizes (Load Range H). www.bfgoodrichtrucktires.com

BF Goodrich Cross Control

TESTER

QUIK-CHECK OFFERS QUICK POWER CHECK heat-resistant compounds to help reduce internal casing temperatures; a full-protector ply to combat penetrations and road hazards, even past the outer grooves; and resistance to cuts and chips. The wide-base version of the Cross Control S, an all-terrain steer/all-position tire, promises 20% more mileage than a BF Goodrich ST565 wide-base tire. Features of the Cross Control S include a serrated shoulder and staggered rib blocks to help roll through soft soils and snow. Wider lug spacing also ensures traction even as the tires wear. It comes in sizes 11R22.5 and 11R24.5 (Load Range H), 315/80R22.5 (Load Range L), and sizes 385/65R22.5 (Load Range J) and 425/65R22.5 (Load Range L).

Phillips Industries’ new Qwik-Check offers, well, a quick way to check that power is running through the seven-way connector between a tractor and trailer. Integrated into a trailer’s nose box, the unit eliminates the need for a continuity tester. When the tractor is turned on and power is supplied to the connector, color-coded LEDs illuminate as each circuit receives power. If a light is out, there is a problem with the associated circuit. Qwik-Check can be installed on any nose box, or as a replacement for units already installed on the i-Box or VoltBox nose boxes. The universal unit comes with 12-inch blunt-cut wires and installed ring terminals. www.phillipsind.com

YOU CAN’T GET THERE FROM HERE DO YOU KNOW WHERE THIS IS?

London Calling Little red phone booths reminiscent of Britain’s iconic telephone boxes dot the landscape calling to faraway towns, and congratulations to those that spotted last month’s booth on Highway 10 outside of Markdale, Ont. Headed out west? Then you might recognize the spot we’ve got to your right. If you’re one of the first 10 correct guesses you get a Today’s Trucking cap. Make sure to send your address

with your guess to elizabeth@newom.ca. April Answer:

Little red phone booths on Highway 10 outside of Markdale, Ont.

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!

TODAY’S TRUCKING

National Advertisers Belleau Lapointe LLP www.recourscollectif.info/en/cases/ appareils_chauffage Cat Scale www.catscale.com Eberspaecher www.eberspaecher-na.com Glasvan www.glasvangreatdane.com Hino www.hinocanada.com Howes Lubricator www.howeslube.com

15 14 45 4 16

Huayi Tire Canada 6 www.huayitirecanada.com Isaac Instruments 17 www.isaac.ca Mack Trucks 55 www.macktrucks.com/NewAnthem Manac 8 www.manac.com Meritor 2 www.meritor.com/brakes Peterbilt back cover www.peterbilt.com PMTC 41, 49 www.pmtc.ca

Surface Transportation Summit 28 www.surfacetransportationsummit.com Todayâ&#x20AC;&#x2122;s Trucking 38, 42 www.todaystrucking.com Total Canada 22 www.total-canada.ca Truck & Trailer 32 www.truckandtrailer.ca TruckPro 37 www.truckpro.ca WorksafeBC 38 (split ad) www.worksafebc.com/transportation

COMPANIES IN THE NEWS A Adesh Deol Trucking . . . . . . . . . . . . . . . 7, 14 Alltrade Industrial Contractors . . . . . . . 10 Atlantic Oliver Retread . . . . . . . . . . . . . . . 43 B B&I Complete Truck Centre. . . . . . . . . . . 20 Bandag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 Belanger Ventes Consiels . . . . . . . . . . . . 20 Bergstrom . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Berry and Smith Trucking . . . . . . . . . . . . 18 BF Goodrich . . . . . . . . . . . . . . . . . . . . . . . . . 52 Bison Transport . . . . . . . . . . . . . . . . . . . . . . 24 Brian Kurtz Trucking . . . . . . . . . . . . . . . . . 34 Bridgestone Americas . . . . . . . . . . . . . . . . 44 BWS Manufacturing . . . . . . . . . . . . . . . . . . 16 C C&S Wholesale Grocers . . . . . . . . . . . . . . 41 Carrier Transicold . . . . . . . . . . . . . . . . . 39, 41 CarriersEdge . . . . . . . . . . . . . . . . . . . . . . . . . 24 Centre du Camion . . . . . . . . . . . . . . . . . . . 20 Challenger Motor Freight . . . . . 11, 19, 54 Connell Transport. . . . . . . . . . . . . . . . . . . . 25 Cummins . . . . . . . . . . . . . . . . . . . . . . . . . 39, 46 D Daimler Trucks North America. . . . . 12, 19 Dana . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 Driver IQ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 E Eaton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 eNow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Erb Group of Companies . . . . . . . . . . . . . 34 Erb Transport . . . . . . . . . . . . . . . . . . . . . . . . 10 F Fontaine Heavy-Haul. . . . . . . . . . . . . . . . . 20 Ford . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Fountain Tire . . . . . . . . . . . . . . . . . . . . . . . . 43 Freightliner . . . . . . . . . . . . . . . . . . . . . . . . . . 22

G Gallagher . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 General Electric . . . . . . . . . . . . . . . . . . . . . . 20 GM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Goodyear . . . . . . . . . . . . . . . . . . . . . 20, 25, 44 Great Dane . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Groupe Robert . . . . . . . . . . . . . . . . . . . . . . . 40 H Highway Western Star . . . . . . . . . . . . . . . 19 Huayi Tire Canada . . . . . . . . . . . . . . . . . . . 20 I International. . . . . . . . . . . . . . . . . . . . . . 22, 41 J JD Smith . . . . . . . . . . . . . . . . . . . . . . . . . . 17, 36 K KalTire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Kenworth La Sarre . . . . . . . . . . . . . . . . . . . 24 Kenworth Maska . . . . . . . . . . . . . . . . . . . . . 24 M Mack Trucks . . . . . . . . . . . . . . . . . . . . . . 22, 49 Mesilla Valley Transportation. . . . . . . . . 41 Michelin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 N Normandin Transit . . . . . . . . . . . . . . . . . . . 16 Nussbaum Transportation Services . . . 34 P Paccar . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13, 17 Palmer Atlantic . . . . . . . . . . . . . . . . . . . . . . 16 Peterbilt . . . . . . . . . . . . . . . . . . . . . . . . . . 13, 52 Peterson . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 Promotional Graphics Group . . . . . . . . . 19 Purkeys . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 R Reefer Sales and Service . . . . . . . . . . . . . 10 Remorques Lewis . . . . . . . . . . . . . . . . . . . . 16

S SAF-Holland . . . . . . . . . . . . . . . . . . . . . . . . . 50 Schneider. . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Seeva. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Sharp Transportation . . . . . . . . . . . . . . . . 19 Sign Design . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Skybitz . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Snap-on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Stay Metrics . . . . . . . . . . . . . . . . . . . . . . . . . 34 Stemco . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 T Talbert Manufacturing . . . . . . . . . . . . . . . 20 Tesla . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 TFI International . . . . . . . . . . . . . . . . . . . . . 16 Thermo King . . . . . . . . . . . . . . . . . . . . . . . . . 39 Thermo King Eastern Canada . . . . . . 10, 20 Thomas Built Buses . . . . . . . . . . . . . . . . . . 12 Total Transportation . . . . . . . . . . . . . . . . . 33 TransCore Link Logistics . . . . . . . . . . . . . 24 Travis Body and Trailer . . . . . . . . . . . . . . . 20 U Uber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 V Veriha Trucking . . . . . . . . . . . . . . . . . . . . . . 35 Volvo Group . . . . . . . . . . . . . . . . . . . . . . . . . 18 Volvo Trucks North America . . . . . . . 46, 49 W Wabco . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Waymo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Western Star . . . . . . . . . . . . . . . . . . 12, 19, 20 WGM Psychological Services . . . . . . . . . 30 Wiersma Trucking. . . . . . . . . . . . . . . . . . . . 11 Wounded Warriors Canada . . . . . . . . . . . 33

MAY 2018

Faces John Weston

Caught in a Heroic Act Challenger’s John Weston named 2017 Highway Angel of the Year Challenger Motor Freight’s John Weston simply says he “got caught” when describing how he came to be named the Truckload Carriers Association (TCA) 2017 Highway Angel of the Year. “When you arrive at accidents or do good deeds for people, you’re there and you’re gone,” he explains. But sometimes other people see you. There’s no quietly sneaking away. “You’ve got caught, and that’s why it’s been highlighted.” In his 10-year career with the Cambridge, Ont.-based fleet, the British transplant says he’s had a few occasions to help people in trouble on the road, but stresses it isn’t a unique behavior among fellow drivers who step forward to help every day.

TODAY’S TRUCKING

“Who’s changed tires? Who’s jumpstarted a car? They think it’s nothing … but it’s got somebody home, right? It’s helped somebody,” he says. “Being recognized, we stand for everybody – the ones that are recognized, and the ones that are not.” This time he was recognized for actions taken last October, while heading eastbound on Ontario’s Highway 401. Weston says he knew a tractor-trailer must have jackknifed up ahead because the taillights of the cars in front of him suddenly disappeared in the dim light of the early morning. He slowed his truck and pulled carefully to the side when he came upon the scene – one truck having rear-ended another; two shaken but

unharmed drivers standing at the side of the road. Running around the side of an overturned truck, he found a third driver trapped inside and severely injured. “He kept trying to look up. All you could see was his head and neck and he was pinned in there. I asked him if he wanted my hand on his head, then he knows I’m here, [to] save him trying to look up, trying to struggle.” The trapped driver was covered with so much debris that first responders needed Weston’s help to spot him. And the Challenger driver never moved his hand until the man drew his last breath. Weston has pulled cars and their passengers out of precarious situations in places like Saskatchewan and Michigan, and helped a woman in England who had been hit by a truck. He even rescued a woman who was in an overturned car with two children in the summer of 2017. “You couldn’t see the car in the ditch. It’s just that I noticed there was headlight in the ditch. I thought, ‘There’s got to be somebody there,’” he recalls. That time he got in, got them out, and stayed until help arrived, before leaving quietly. Weston says the traumatic scenes he’s come across haven’t affected him too negatively. He’s learned how to file the images away in his head. But he doesn’t like to “close the file” because he knows that it will come back to him later and “bite” him. “The one in England, I filed it [away]. A year later I heard roadworks. A digger bucket slammed on the floor, scraped, sounded exactly the same as the truck. That brought it all back. Then I was done for a couple of weeks.” Weston froze just before going on stage to receive his award at the TCA’s annual convention, too. The lights and the video retelling his story triggered a flashback. But with deep breaths and encouraging words, he stepped out of the shadows. Although he hasn’t spoken with a professional about the incident, Challenger has made that available to him if he decides he needs it. “I’ve had lots of support from friends and family, and Challenger,” he says. “I’ve been over the moon with support and everything.” 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