Today's Trucking June 2018 by Annex Business Media

Lessons to Learn

Waste Race PG. 57

Humboldt leads to training review PG. 12

Freightlinerâ&#x20AC;&#x2122;s EconicSD

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The Business Magazine of Canadaâ&#x20AC;&#x2122;s Trucking Industry

FUEL SAVERS

Doug McGowan of Westcan Bulk Transport is Highway Star of the Year

Run more, burn less

Military Might Highway Star sees the promise in second careers

June 2018

www.todaystrucking.com

Ever notice that the well-connected always seem to get ahead?

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Contents June 2018 | VOLUME 32, NO.6

7 9 11 25 27

Letters John G. Smith

Rolf Lockwood Carole McAfee Wallace Mike McCarron

NEWS & NOTES

Dispatches 12 Lessons to Learn Prairie provinces review training standards after Humboldt crash

18 19 20 21 22 23 24 62

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

In Gear

Features 28 Military Might Doug McGowan, Highway Star of the Year, sees trucking as a second career path for veterans

By John G. Smith

34 A Truck World of Stuff There was plenty to buy at Truck World, but what about all that SWAG?

52 Duty Calls Transforming mediumduty trucks for work

57 Waste Race Freightliner unveils low-COE EconicSD

59 Product Watch 60 Guess the Location, Win a Hat

By Elizabeth Bate

44 Fuel for Thought Promises of fuel economy abound, but what will actually work for you?

By John G. Smith

49 Part of the Pack A firsthand account of what itâ&#x20AC;&#x2122;s like to travel in a platoon

By Eric Berard

For more visit www.todaystrucking.com JUNE 2018

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Letters Warning lights would help 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: Eric Berard, Steve Bouchard, 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

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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

Re: Honoring Humboldt (May 2018) I was in Washington State yesterday, on a secondary highway between Sumas and Blaine, and they have stop signs with flashing LED lights on them that are solarpowered. These are so bright there is no way to miss it from a long distance off. I think these should be installed in all locations, like the one where this accident happened, where there is a visibility issue such as the trees on the left side of the road. — Ron Hutton By email

Training standards should be national Re: Prairie provinces look to mandate training (online) We need to have drivers trained to handle every kind of situation that can happen on the highway. Better-trained drivers are safer drivers, and training standards should be the same across the country. I know if I were going to get my licence all over again, for the first time, I would want the best training and the most johng@newcom.ca hours of training I could find. This training would show me how to get out of bad situations and teach me skills that could save my life.

Email:

— Guy Broderick By email

Retain the copies of records Re: Mind the Paper Trail (March 2018)

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

Like many times before, I went for my medical, and like in previous years also passed my medical. As I was leaving the doctor’s office, I was reminded that they don’t keep records of medicals – and that I should take a photocopy. Thankfully, I did. I mailed a copy of my medical to the [Ontario Ministry of Transportation], and forgot about it until I received a notice that I needed to renew my sticker for my personal vehicle. The lady at the counter informed me that my licence had been downgraded because they didn’t receive my medical. Even though I said it had been mailed out, and that I had a copy, she informed me that she wasn’t able to help me out. Even though [I was eventually issued an AZ], it definitely wasn’t without a lot of grief. My takeaway from this experience is to always retain copies. If I hadn’t done this, I would have most definitely lost my job ... 22 years of driving down the drain. — Paul Kasmetis Toronto

Drivers responsible for safety Re: Dear Sask. Truck Driver (May 2018) We are professional commercial drivers. We have a responsibility to do everything to deliver our cargo or passengers in the safest possible way. We need to drive as safely and defensively as possible. [Now] we will once again be labeled as a menace to other drivers. — Peter Strassle By email JUNE 2018

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Editorial By John G. Smith

Don’t Waste Time We should learn from the troubled U.S. rollout of ELDs

t first glance, the Canadian Trucking Alliance seems to be getting ahead of itself with its call for a “graduated education” period before electronic logging devices (ELDs) are mandated. The federal government has yet to finalize such rules, or even say if it will embrace an accelerated December 2019 deadline that the alliance wants. Other than Ontario, most provinces have been silent on a mandate, too. But the troubled rollout of ELDs in the U.S. has shown us that time is our most valuable commodity before regulations take hold. South of the border, a hard line on enforcement had to be pushed from Dec. 18 to April 1. The so-called final rule had to be amended with a patchwork of waivers covering everything from livestock haulers to specific types of devices. Enforcement teams and fleets alike were confused about what was expected and when. In one recent about-face, the U.S. Federal Motor Carrier Safety Administration announced that those already using automatic on-board recording device (AOBRD) software prior to Dec. 18, 2017, no longer had to use ELD software on trucks that were part of an expanding operation. Had the rule not changed, the growing fleets would have been penalized and required to run two separate systems until December 2019, when a grandfather period ends. The months leading up to Canada’s regulatory mandate offer the perfect opportunity to ensure things are done properly – or at least more effectively than we saw in the U.S. Enter the Canadian Trucking Alliance’s proposal for an education period. It begins with the idea of distributing information pamphlets during June’s Roadcheck inspection blitz, which is already set to include a focus on hours of service. The next step would include adding messages to International Registration Plan (IRP) and International Fuel Tax Agreement (IFTA) renewal packages. When the calendar turns to 2019, the alliance would have enforcement teams begin documenting whether drivers have automatic on-board recording devices or ELDs, and ease into the deadline by issuing official warnings. But the need to spread information about a mandate is only the beginning. Regulators here still have the opportunity to avoid many other pitfalls that occurred in the U.S.

A procedure that has suppliers self-certifying their devices with the U.S. Federal Motor Carrier Safety Administration has shown itself to be nothing short of a paper-shuffling exercise. Fleets and owner-operators could find themselves investing in equipment that is ultimately rejected after a regulator actually takes the time to look at it. Canada would be better served if we had a third party approve ELDs, perhaps relying on an organization like PIT Group. “They [regulators] certify airplanes. They certify all sorts of things,” says Isaac Instruments president Jacques DeLarochellière. “There’s no reason for it not to be done.” Suppliers, meanwhile, currently have an opportunity to ensure specific equipment is ready to roll when a Canadian mandate takes hold, complete with any national nuances that might emerge. PeopleNet, for example, is already migrating hardware and software platforms. “We’re ahead of the curve now,” PeopleNet Canada president Bill Wright told me during Truck World. The tight timelines in the U.S. were a challenge, though. Those using PeopleNet devices south of the border were initially given a 90-day waiver from regulations because of issues that involved integrating the company’s ELD software into legacy fleet management systems. All that was required were tweaks to AOBRD software such as eliminating a skip feature, setting a threshold for an on-duty driving status change, and limiting the size of a geofence to track yard moves. But such things take time. “We’re confident we’re going to be ready,” Wright said, when asked about preparations for a Canadian rule. Let’s take the time to ensure everyone is ready. TT

“Canada would be better served if we had a third party approve such devices.”

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

Lockwood By Rolf Lockwood

Training? What Training? Provincial governments have dropped the ball on driver training, but we haven’t picked it up

ault has not yet been assigned in the stunningly horrible crash that stole the lives of 16 Humboldt Broncos hockey club members, and while I have ideas, I won’t engage in conjecture as to what went wrong on April 6. Inevitably the discussion has turned to driver training and the shameful fact that only Ontario has made it mandatory, though not until last year. The public is outraged, and I can’t blame them. Many driving instructors are also angry about the reality of inadequate training. They’re right to be critical. Hell, it wasn’t so long ago that you could take the road test for your Ontario Class A licence with a pickup truck pulling a fifth-wheel horse trailer out back. Ludicrous. Saskatchewan Government Insurance has been talking about a minimum 70-hour training course in an unspecified mix of classroom and on-the-road instruction. Not enough, I’d say. Over the years we’ve seen course curricula that went into the hundreds of hours but were ultimately judged impractical. Way too expensive, and who would pay? But I want 120 hours regardless. I go back almost 40 years to the plight of my trucking mentor, Merv Orr, who ran a very good driving school and offered a three-week course that wasn’t cheap but could be managed. He was undercut by other schools doing it for less and in less time, and ultimately he got out, essentially defeated by everyone from students to carriers who didn’t want anything more than the licence itself. Among his chief frustrations was the Ontario government’s unwillingness to take truck driver training seriously. Merv lobbied endlessly to create a real curriculum and to have real standards applied to the schools. He lost, but four decades later the province finally saw the light. Quite incredibly, it’s alone. Provincial governments should be comprehensively ashamed of themselves for leaving it to the industry to create an adequate training regime, but I think we should be equally ashamed for not having picked up the cudgel. Yes, there are many, many excellent in-house training programs, and some fleets have even invested in driving simulators. Few can afford that sort of outlay, however,

and so they do the best they can with driving school graduates. But what does anyone learn in a week or two of instruction? The onus is then on the employer to finish the job. Trouble is, too often they don’t. A few years back my own nephew decided he would become a truck driver, took the best course he could find, and quickly found himself a job with a sizeable and very reputable carrier. He was the ideal candidate – a gearhead, a very capable driver, smart and eager and ready to work. A trainer rode shotgun on his first two trips and then he was on his own. Two weeks in, and massively unprepared, he was pulling heavy B-train flats through the hilliest parts of two-lane Quebec. He shouldn’t have been anywhere near such a rig on such roads, would still have been driving a local straight truck in an ideal world. He was good at it, thankfully, but that carrier clearly just needed a warm body in the seat and never considered the calamity quotient of having a rookie on that run. The frustrations grew from there and the kid left trucking within two years. Sadly typical, I’m afraid. The thing about proper training is that it makes the driving job legitimate, makes it seem like something worth doing. Our ability to attract new recruits will only increase if a strong training regime is in place. But then we have to follow up and insert the newbies onto the dispatch board intelligently while we ensure their training continues. Governments alone can’t fix this. TT

What does anyone learn in a week or two of instruction? The onus is then on the employer to finish the job.

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

Lessons to Learn Prairie provinces review driver training standards in wake of Humboldt Broncos crash By John G. Smith Sukmander Singh, the owner of Adesh Deol Trucking, revealed little about his driver involved in the Tisdale, Sask. truck-and-bus collision that killed 16. The man he knew through common friends had been licensed for a year. The month working for Singh’s two-truck operation reportedly included about 15 days of additional training.

TODAY’S TRUCKING

The cause of the April 6 crash that killed so many members of the Humboldt Broncos has yet to be determined. No charges have been laid, although Adesh Deol’s second truck was taken off the road pending an investigation. But the collision – and the driver’s relatively limited experience – has spurred discussions about

driver training standards in Canada’s prairie provinces and beyond. The scramble by regulators looking to take some sort of action became evident April 27, when Saskatchewan Government Insurance (SGI) hastily reversed a memo that just days earlier had promised to mandate entry-level driver training. Ontario is

currently the only province to require that. “No decision has been made regarding Class 1 training,” wrote Kwei Quaye, vice-president, traffic safety, driver and support services, in the second memo. “To be clear, mandatory Class 1 training is an option that has not been ruled out. Along with the government of Saskatchewan, we continue to work with the industry and other stakeholders to determine the exact content of the new curriculum, including the number of hours of training.” In the original memo to the province’s driving instructors, SGI’s auto funds division had clearly announced plans to require a minimum of 70 hours of training before securing a licence. A plan to be in place no later than 2019 was to be implemented “shortly thereafter”. “As you know, a lot has been in the media following the Humboldt tragedy and there is a spotlight on Class 1 testing and Class 1 driver training and that’s OK,” SGI said at the time. “Mandatory means just that: a driver will no longer be able to challenge the road test to become a Class 1 driver unless they have completed the mandatory training at a recognized school first.” “The training will produce

Speedee Buys PG. 15

‘Reverse Onus’ PG. 17

Driver Gets Life PG. 17

qualified and skilled drivers and it will eliminate inconsistencies between how people are getting their training and the content of that training,” the original memo added. The reversal surprised industry representatives including Susan Ewart, executive director of the Saskatchewan Trucking Association. But it wasn’t the first time they had heard a 70-hour limit proposed. The timeline had already been included in a government bid to update voluntary driver training curricula, Ewart said, referring to discussions that began last July. If anything, the proposed limit was seen by the industry group as falling short of what is actually needed. By way of comparison, Ontario’s mandatory regime requires 103.5 hours of training, although schools in that province have an option to credit trainees with “advanced standing” for experience linked to a lower licence class. The SGI’s proposed training standard included 18 hours in a classroom, but the Saskatchewan Trucking Association suggested 37.5 hours would be more effective, Ewert offered as an example.

“Even if [students] do take driver training from a driver training school, they’re still not coming out with an understanding of how to be a professional truck driver,” she said, referring to knowledge needed around topics such as weights and dimensions and hours of service. But the 70 hours was still seen as a step in the right direction, and was expected to be defined this year for a rollout in 2019. As for the on-again-offagain discussion of mandating those hours? “We’d been receiving a lot of questions and inquiries from driver instructors and driving schools regarding the discussion that’s been

happening in the media,” explained Tyler McMurchy, manager of media relations for Saskatchewan Government Insurance, referring to how the original memo came about. But the internal bulletin to driver development areas “was not clearly written,” he added, suggesting it was “interpreted in a way that anybody could have.” “There is going to be something stronger put in place, but exactly what that will look like has not been determined,” he said. “Mandatory training has not been ruled out, but it’s just that the decisions haven’t been made yet. We do intend to have something different in place in early 2019.”

“Even the number of hours has not been determined yet,” McMurchy said. “Seventy [hours] is something we had been looking at. It may have been something different.” “The work SGI was already doing suggested that the training will consist of classroom hours, hard hours [where a driver is learning about the rig and how to inspect it], and then behind-the-wheel hours with practical hands-on driving,” Quaye writes about SGI’s current position. “The written, pre-trip, and road tests would be updated to reflect the enhanced curriculum once it’s developed.” Manitoba and Alberta,

ADESH DEOL TRUCKING REMAINS GROUNDED The company that owns the truck involved in a fatal truck-bus crash involving the Humboldt Broncos remains grounded by Alberta Transportation as a police investigation continues. Calgary-based Adesh Deol Trucking has just one other truck, but its safety fitness certificate was suspended following the April 6 collision that killed 16. “Alberta Transportation’s investigation of the commercial carrier involved in the Humboldt incident is ongoing,” said a ministry spokesman, adding that an assessment of National Safety Code (NSC) compliance has concluded. “Our next step is to provide the NSC report and associated information to the RCMP. The RCMP will determine which details of the overall investigation to release, and when,” he said. “At present the carrier’s Safety Fitness Certificate remains suspended. Alberta Transportation will not lift the suspension or take further enforcement action until all active investigations involving the carrier are concluded.”

JUNE 2018

Dispatches meanwhile, continued on paths of their own. Alberta Transport Minister Brian Mason said during a meeting of the Alberta Motor Transport Association that training is now on the “front burner” for his government. Manitoba is also consulting on a plan to standardize training and certification for commercial drivers –

TODAY’S TRUCKING

meeting National Occupational Standards. “This is something the trucking industry has asked for and we want to work together in a collaborative way to see how this would work in Manitoba,” said Manitoba Infrastructure Minister Ron Schuler. “It is clear that Manitoba needs to start this work to ensure that all

provinces are moving together on a standardized system,” he said. “There’s work to be done, but I think it’s work headed in a positive direction,” said Terry Shaw, executive director of the Manitoba Trucking Association. “What we didn’t get from our minister is any commitment to what a standard is.” Manitoba currently has a 244-hour voluntary training standard, but it’s followed by just four of the 18 private vocational institutes registered for driver training, Shaw said. Those four schools have curricula that aligns with National Occupational Standards established by Trucking HR Canada, defining the knowledge, skills, and abilities needed to be a truck driver for equipment with gross vehicle weights up to 100,000 pounds. Operating a B-train, such as the vehicle involved in the Humboldt crash, is identified as a specialty. “Making it mandatory is just, quite frankly, as simple as the minister saying, ‘Thou shalt,’” Shaw said. And his group is promoting the idea of mandatory entry-level training to meet the national standard. “We’re quite pleased with where everything is going,” said Angela Splinter, executive director of Trucking HR Canada, noting how her group is supporting provincial trucking associations in the such efforts. While it doesn’t define a specific number of training hours, the National Occupational Standard informs the end goal that trainees are expected to reach. It also was the foundation of Ontario’s training requirements. “The Canadian Trucking Alliance (CTA) would like to commend the provinces of Alberta, Saskatchewan, and Manitoba for their recent acknowledgement of the importance of introducing mandatory entry level training for our sector,” said Scott Smith, chairman. “As an industry, we have confidence our government partners in all provinces currently without mandatory entry level training will continue to work with CTA member provincial trucking associations to introduce similar requirements that raises the bar as it relates to commercial truck driver training.” TT

Dispatches News Briefs

Speedee buys Russell Freightways

Speedee Rolls Right has purchased Russell Freightways, a company that provided LTL and TL services to Vancouver Island and Calgary. The deal adds 40 units to Speedee’s fleet, and the Vancouver-based company was able to integrate Russell Freightways into its electronic platform.

Reefer secures North Am. trophy

20 service bays, an expansive parts operation, and a new training center.

Reefer Sales and Service has been named Carrier Transicold’s 2017 North American Dealer of the Year. The Ontario location has 130 employees and recently consolidated several operations into a new 46,000 sq.-ft. facility with

Hiway leads to Eskimo Hiway Refrigeration is acquiring Calgary-based Eskimo Refrigeration, which offers sales and aftermarket

“THE RESULTS WE HAVE SEEN ARE REMARKABLE – IT DOESN’T GET BETTER THAN THIS!” LARRY SLAVENS, OPERATIONS MANAGER, DLM TRUCKING, SUNNYSIDE, WASHINGTON, USA

Rocky Mountain acquires Western Star dealer Rocky Mountain Diesel (RMD), a Western Star dealer since 1991, has acquired Dunlop Western Star Centre. And now the focus is to bring the businesses together, building on a brand for southern Alberta and B.C. “We are proud of our history and look forward to a bright future with the Dunlop brand and the people who make this company great,” said RMD president Chris Thom.

Tallman opens used truck center

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Tallman Group has opened a used truck center in Mississauga, Ont., at 1715 Britannia Rd. E. The location will offer all makes of used medium-, heavy-, and severe-duty trucks, as well as related warranties and financing. JUNE 2018

Dispatches support in refrigeration, air conditioning, and heating. Eskimo sells and services Carrier Transicold truck and trailer refrigeration and heating units, Red Dot’s product line, Webasto diesel-fired heaters, Proheat coolant heaters, and Arctic Fox fluid warmers. In addition to Calgary, the company has locations in Edmonton and Lethbridge, as well as associate dealers throughout Alberta, B.C., and Saskatchewan. Hiway Refrigeration has been in business since 1968.

Driver sentenced to life for 10 deaths James Matthew Bradley Jr., a Texas truck driver, will serve life in prison for the deaths of 10 people who were trapped inside his sweltering trailer on July 23. Forty people tried to illegally immigrate into the U.S. in the trailer, which had been parked at a San Antonio Walmart. Eight of them were found dead, and two died later in hospital. The trailer was discovered when one man escaped and approached a Walmart employee for water.

TFI earnings up ‘substantially’ TFI International’s $1.2 billion in revenue was flat in the first quarter of the year, when compared to the same period in 2017, but that is said to be because of currency exchange rates and shedding less-profitable business. Operating income rose 56% yearover-year to $65.9 million, while truckload operating margin nearly doubled. The company posted net income of $48.2 million, up from $14.1 million during the same quarter in 2017. “Earnings increased substantially at all four of our reportable segments, most sharply in truckload,” said Alain Bédard, chairman, president, and chief executive officer. “We also enhanced transparency with the creation of a logistics and last-mile operating segment, which is now our second-largest segment by revenue.

‘Reverse onus’ policy grounding carriers Alberta Transportation has suspended 57 carrier Safety Fitness Certificates, and canceled eight altogether, under a new “reverse onus” policy enacted March 1. The policy requires carriers to prove to the government that they are complying with related rules, said assistant deputy minister Shaun Hammond, during a presentation to the Alberta Motor Transport Association. Those who can’t prove they are compliant are given 90 days to 15 months to turn things around, depending on the size of the operation.

SAVINGS S AVINGS EVERY MILE. MILE

Could legal pot thicken the border? The Canadian Trucking Alliance (CTA) says there’s no need to increase scrutiny around border-crossing commercial vehicles and drivers once marijuana is legalized in Canada. Appearing before the federal Committee on National Security and Defence, director of policy and public affairs Jonathan Blackham explained that Canadian commercial drivers operating in the U.S. are already subject to the U.S. Federal Motor Carrier Safety Administration’s rules on drug and alcohol use. Cannabis is listed in those rules as a Schedule 1 substance. Still, there have been concerns around a potential “thickening” of the border that could lengthen crossing times if officials increase scrutiny around commercial or passenger drivers. “Anything that negatively impacts, slows down, or restricts access to the U.S. market for Canadian carriers will ultimately flow through in its consequences to the wider Canadian economy,” Blackham said. JUNE 2018

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Dispatches

Heard Street on the

Tingley named president of Day & Ross Freight Day & Ross has promoted Doug Tingley, vice-president of operations, to president of Day & Ross Freight. He will continue to represent Day & Ross on the Atlantic Provinces Trucking Association board, where he serves as vice-chairman. Tingley says his focus will be on setting the company’s strategic direction while supporting sustainable growth.

Mark Doughty

Help Inc. names new president Help Inc., the business behind the PrePass scale bypass service, has promoted Mark Doughty to president on top of his current title of chief operating officer. Doughty is replacing Karen Rasmussen, who will continue to serve as CEO. Doughty joined Help in March 2013.

Carlsson named acting president of Volvo Trucks North America Per Carlsson has been appointed acting president of Volvo Trucks North America on an interim basis after Goran Nyberg vacated the role to become MAN Group’s executive board member for sales and marketing. Carlsson, the global senior vice-president of strategy and transportation, served as president of Volvo Trucks North America from 2008-09, and as COO of the Group’s North American truck operations from 2010-11. The recruitment process to identify a new North American president is underway.

Axel Gros

Per Carlsson

Jim Stevenson

Alberta association announces honors The Alberta Motor Transport Association (AMTA) handed out several honors during its recent annual meeting. Lawrence Reichert of Bushell Transport was named Volvo Trucks Professional Driver of the Year in Alberta – making him the first heavy-haul driver to win the award. Stan Weber, a busing company pioneer, was recognized with the association’s Historical Award. Associate Trades Person of the Year was Sherry Barge, vice-president, client executive and national transportation leader with BFL Insurance, and a former AMTA board chairwoman. David Cousins of Bison Transport was named Safety Person of the Year, and the Service to the Industry honors went to Grant Mitchell of Westcan Bulk Transport, who also held the position of AMTA board chairman.

Polaris appoints new CTO Dave Brajkovich has been appointed to Polaris Transportation Group’s newly created position of chief technology officer. In the role, Brajkovich is to align current technology with plans to support scalable growth. The ultimate goal is to enhance digital capabilities involving automation, artificial intelligence, and blockchain.

TODAY’S TRUCKING

Dave Brajkovich

Great Dane hires new vice-presidents Great Dane has named Axel Gros and Jim Stevenson its new vice-presidents of manufacturing. In their new roles, Gros and Stevenson will focus on continual improvement and lean manufacturing initiatives. Gros has been with Great Dane for five years, serving as director of manufacturing. Stevenson previously worked with Great Dane in a consulting capacity and will now be responsible for four trailer manufacturing facilities.

Dispatches

L g book 2018

29-30

ONTARIO TRUCKING ASSOCIATION’S COUNCIL SUMMIT Toronto, Ont. www.ontruck.org

GREAT LAKES TRUCKS CLUB’S ANTIQUE AND CLASSIC TRUCK SHOW Clifford Rotary Park Clifford, Ont. www.greatlakestruckclub.com

JUNE 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

9-10 TRUCKING FOR KIDS Ilderton, Ont. www.truckingforkids.ca

14-15 PRIVATE MOTOR TRUCK COUNCIL OF CANADA’S ANNUAL CONVENTION Crowne Plaza Fallsview Niagara Falls, Ont. www.pmtc.ca

16 MANITOBA PROVINCIAL TRUCK DRIVING CHAMPIONSHIPS Winnipeg, Man. www.trucking.mb.ca JUNE 2018

Dispatches

‘Market is rocking’: Kudla Paul Kudla, Volvo’s regional vice-president in Canada, is clearly enthusiastic about the state of truck sales. “The Class 8 market is rocking,” he told an audience at the Truck World trade show, projecting an “unheard of” demand for as many as 30,000 units this year. The longhaul segment in particular is “flying”, he said, adding that regional and private fleets are creating demand of their own. One of the few limitations on sales has been in the form of a large order backlog, requiring buyers to wait. Volvo accounted for 570 of the 3,006 Class 8 trucks sold in Canada in March, with Freightliner leading those sales at 948 units. International topped the 354 Class 7 units with 80 trucks. In Class 6, Hino led the way with 43 of 100 units sold overall. And in Class 5, Ford remained the sales leader with 480 out of 881 sales.

Canada – March 2018 SALES CLASS 8

U.S. – March 2018

MARKET SHARES

SALES

Mar.

YTD

Mar. %

YTD %

CLASS 8

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

948 444 570 326 355 219 144 0 3,006 Mar.

2,145 1,122 941 805 787 575 296 0 6,671 YTD

31.5 14.8 19.0 10.8 11.8 7.3 4.8 0.0 100.0 Mar. %

32.2 16.8 14.1 12.1 11.8 8.6 4.4 0.0 100.0 YTD %

International Freightliner Hino Kenworth Peterbilt Ford Total CLASS 6

80 66 76 49 74 9 354 Mar.

392 341 262 133 130 14 1,272 YTD

22.6 18.6 21.5 13.8 20.9 2.5 100.0 Mar. %

Hino Freightliner International Ford Isuzu Kenworth Peterbilt GM Total CLASS 5

43 17 29 7 2 2 0 0 100 Mar.

118 111 95 10 5 5 3 0 347 YTD

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

480 165 116 117 2 0 1 0 0 0 881

918 333 277 269 5 1 1 0 2 0 1,806

TODAY’S TRUCKING

www.total-canada.ca

MARKET SHARES

Mar.

YTD

Mar. %

YTD %

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

7,508 2,824 2,908 2,143 2,185 1,368 448 0 19,384 Mar.

19,046 7,814 6,701 6,546 5,424 3,790 1,199 9 50,529 YTD

38.7 14.6 15.0 11.1 11.3 7.1 2.3 0.0 100.0 Mar. %

37.7 15.5 13.3 13.0 10.7 7.5 2.4 0.0 100.0 YTD %

30.8 26.8 20.6 10.5 10.2 1.1 100.0 YTD %

Freightliner International Peterbilt Kenworth Ford Hino Total CLASS 6

2,635 997 772 316 157 169 5,046 Mar.

7,230 2,929 1,980 941 478 438 13,996 YTD

52.2 19.8 15.3 6.3 3.1 3.3 100.0 Mar. %

51.7 20.9 14.1 6.7 3.4 3.1 100.0 YTD %

43.0 17.0 29.0 7.0 2.0 2.0 0.0 0.0 100.0 Mar. %

34.0 32.0 27.4 2.9 1.4 1.4 0.9 0.0 100.0 YTD %

Freightliner International Ford Hino Kenworth Isuzu Peterbilt GM Total CLASS 5

1,860 1,945 2,168 867 231 111 12 3 7,197 Mar.

6,415 4,808 4,648 1,956 624 230 27 12 18,720 YTD

25.8 27.0 30.1 12.0 3.2 1.5 0.2 0.0 100.0 Mar. %

34.3 25.7 24.8 10.4 3.3 1.2 0.1 0.0 100.0 YTD %

54.5 18.7 13.2 13.3 0.2 0.0 0.1 0.0 0.0 0.0 100.0

50.8 18.4 15.3 14.9 0.3 0.1 0.1 0.0 0.0 0.0 100.0

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

4,828 1,229 452 330 425 20 18 0 0 0 7,302

12,312 3,483 1,074 659 647 67 23 8 1 0 18,274

66.1 16.8 6.2 4.5 5.8 0.3 0.2 0.0 0.0 0.0 100.0

67.4 19.1 5.9 3.6 3.5 0.4 0.1 0.0 0.0 0.0 100.0

Source: WardsAuto

Dispatches

Pu se Reader Survey Tell us your thoughts on ... Fuel Economy Every penny counts as you’re rolling down the road, but how much can you really squeeze out of your fuel tank? This month we’re talking fuel economy, and we wanted your thoughts on every last drop.

Do you believe that governments should further tighten fuel economy standards?

Do you believe a carbon tax will drive changes in fuel economy?

How soon do you think 10 mpg trucks will be commonplace?

YES

25 %

YES

10 mpg

28 %

75 %

72 % 11% 31% 22% 36%

Within 2 years 2-5 years 5 years+ Not anytime soon in Canada

Which of the following do you think make a real substantive difference in fuel economy?

Which of the following fuel economy tools do you use at your fleet? (select all that apply)

77% 75% 62% 55% 43% 43% 40% 38% 32% 28% 28% 23% 15%

77% 56% 54% 44% 35% 31% 25% 23% 17% 10% 6% 6% 2%

Idle reduction Tractor aerodynamics Automated transmissions Trailer side skirts Downspeeding Low-viscosity engine lubricants Predictive cruise control Low Rolling Resistance tires Trailer boat tails Lightweighting Other Alternative fuels/ hybrids Super singles

“We had trucks attaining 10 mpg, and more, in the late 90s and early 2000s, until the big push for emissions controls started to severely, negatively, impact fuel economy.”

Idle reduction Tractor aerodynamics Automated transmissions Downspeeding Low-viscosity engine lubricants Trailer side skirts Low Rolling Resistance tires Predictive cruise control Lightweighting Other Alternative fuels/ hybrids Super singles Results are rounded to the nearest 1/10th percent. Trailer boat tails

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: Driver Training JUNE 2018

Dispatches

StatPack

1.9% PRICE INCREASE Canadian shippers paid 1.9% more for ground transportation in February, as compared to January results, according to results published by the Canadian General Freight Index (CGFI). The base rate index, which excludes the impact of accessorial charges assessed by carriers, increased by 1.2% in February. But average fuel surcharges decreased for the month. Fuel was 17.94% of base rates in February versus 17.97% in January.

13 LIFE-SAVING TRUCKERS

$207-million AUCTION Ritchie Bros. Auctioneers held its largest Canadian auction of the year from April 24-28. More than $207 million in equipment was sold at the Nisku., Alta., event. The auction attracted more than 14,000 bidders from 59 countries – including over 9,750 bidders.

Thirteen tractor-trailers lined up under a Highway 696 overpass in Michigan on April 24, when a man threatened to jump in a suicide attempt. Michigan State Police called on the trucks for help, to shorten the distance the man would fall if he had jumped.

16,600 lb. OF DONATED FOOD

Atlas Canada has renewed its partnership with Move for Hunger, a national non-profit organization that fights hunger and reduces food waste. Thirty-three of the company’s agents collect non-perishable food from customers who are moving, and then deliver it to local food banks. “Atlas Canada agents have already delivered more than 16,600 lb. of food to food banks and pantries in the communities they serve,” said Adam Lowy, executive director and founder of Move for Hunger.

TODAY’S TRUCKING

41 WOMEN DRIVERS Canada’s third Salute to Women Behind the Wheel took place at Truck World on April 21, bringing together 41 female drivers with a combined 600 years of driving experience. A hallmark event of the gathering included a group photo of all those who hold commercial drivers’ licences. “Female drivers make up only a fraction of the driver population in Canada, but their numbers are growing,” said event organizer Joanne Ritchie.

Dispatches

Trendingg on Did you see the Muffin Man? Peter Maltais says sauces were his downfall. The Kitchener, Ont. owner-operator made his television debut on Season 5 of MasterChef Canada and was promptly eliminated because his sauces just weren’t strong enough. “That’s what got me the boot, I guess.” The 56-year-old attended his second audition for the CTV cooking show last year, making it through to the final 21 contestants on the strength of his mini-muffins. The seven morsels that won him a coveted spot in the competition were made from tortillas cut into small circles and fashioned into tiny pockets containing everything from appetizers to desserts, and even included a small lemonflavored palate cleanser. The show was shot over several days last fall in a studio just north of Toronto, but didn’t air until April 3. Maltais said everyone on set was wonderful, but the competition wasn’t without its trying moments. “It was pretty stressful watching that clock tick down.” Contestants on the cooking show have just an hour to create a

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dish for three judges using provided ingredients. The overall winner at the end of each season gets a prize of $100,000 and a new kitchen. Maltais has plans for that kitchen redesign – with visions of adding a built-in double oven, new gas cooktop, and a new range hood to his space – and he plans to get there with his third audition for next season. “It’d be kind of nice to have a little [online] show, too,” he says. “I tried it a little bit with my granddaughters, making cookies and stuff out in the backyard. It kinda’ worked.” “They were here the day Chef Michael came and gave me my cooler with my invitation attached to it, which was really quite the surprise,” he says. “They really enjoy it.” He says he’s briefly considered giving up his day job as a regional hauler to make the tiny treats full time, but he knows the pursuit wouldn’t be as lucrative, and he enjoys his time on the road. Maltais took up trucking more than 12 years ago after losing his job at a BF Goodrich plant, which closed in 2006. “I like driving. I’ll drive anything,” he says. “I’ll never retire.”

23.8K 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 @todaystrucking .@VolvoTrucksNA is showcasing the versatility of its #VNR at #WasteExpo with an automatic side loader and rear packer.

Wondering how to spec’ equipment while balancing price and performance? #Maintenance executives with @Drive4Bison, @ChallengerMF, and #Titanium Transportation Group described their processes at #CFMS2018

@todaystrucking Dave Carroll: #UnitedBreaksGuitars video demonstrates companies no longer control their brand exclusively. #TruckWorld2018 @DaveCarroll

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JUNE 2018

Dispatches Gary Ries of Hastings, Mn., took the Rat Rod concept to the next level. His 1950 Peterbilt was better decorated that others in the competition, and that earned the scorn of some of the traditional entries.

Trucks of the Month

Rats Ruled MATS This year’s Paul K. Young Truck Beauty Championship was an odd one. As much as eight inches of snow fell on the site of the Mid-America Trucking Show the day before it opened. The competitors shoveled out and the spectators waded through snowbanks to get a close look at this year’s field, which included the usual assortment of poked and stoked custom trucks, the classics, several antiques, and for the first time ever, Rat Rods. Rat Rods are sometimes defined as an overdone conglomeration of spare parts cobbled together to look somewhat like a hot rod semi. The display drew lots of attention for their over-the-top customization, such as Gary Ries’ highly modified 1950 Peterbilt. There’s no requirement that these rods be street-legal, so imagination rules. On top the six Rat Rods, 116 closer-to-earth trucks competed this year, including the Chromeshop Mafia crowd with its highly customized limitedmileage rigs, and the working owner-operator and company trucks that are meticulously maintained and polished to within inches of diamond status.

Tim and Cessilee Blair’s 1987 Peterbilt 359 Classic and its matching Tremcar bulk tank took second place in the Limited Mileage Combo category. They work with First Class Services in Lewisport, Ky.

Best of Show Working Bobtail: Dave Baker, 2016 Kenworth W900L Working Combo: Theresa S DeSantis, 1985 Peterbilt 356/2016 East Beast II Limited Mileage Bobtail: Jonathan Eilen, 1990 Peterbilt 379EXHD Limited Mileage Combo: Joe Hertel, 2018 Kenworth W900/2019 Mac Flatbed People’s Choice: David McKinney, 1994 Peterbilt 379

Best ... Working Bobtail: Dave Baker, 2016 Kenworth W900L Working Combo: Eric Turner, 2015 Peterbilt 389/2018 Wallymo Car Hauler Antique Original: William Hall, 1974 Peterbilt 352 Rat Rod: Danny Autullo, 1993 Petrebilt 379

What do you think the anti-Jake-brake crowd would say about Gary Ries’ 1960-vintage Pete and its 12-cylinder, full-headered Detroit?

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

Are they Independent Enough? By Carole McAfee Wallace

ndependent contractor relationships are common in the trucking industry. They are particularly attractive in the case of owneroperators who supply a truck and driver to a carrier, or for sales agents who want to set their own schedule and be paid based on the sales they bring in. Recent amendments to the Ontario Employment Standards Act, 2000 (ESA) serve as a good reminder of the importance of ensuring that the workers you identify as independent contractors are truly independent, because the consequences of misclassification can be significant. Federally and provincially regulated employers have always been at risk if they misclassify an employee as an independent contractor – with potential liability for unpaid overtime, statutory holiday pay, vacation pay, termination/severance pay, and the provision of jobprotected leaves of absence. In addition, the employer may face penalties and interest on unpaid income tax, employment insurance and Canada Pension Plan premiums, as well as workers’ compensation premiums, fines, and interest. Ontario’s Employment Standards Act now includes a statutory prohibition against misclassifying an employee as an independent contractor, and places the burden on the employer to prove that the contractor is not an employee, which may be difficult to do,

since the employer will not have access to the contractor’s financial or operational records. If an independent contractor is misclassified, the act allows penalties of $350, $700, and $1,500 for first, second, or subsequent infractions. This is in addition to prosecutions for violating the act, where fines range between

just cause or a lack of work/ discontinuance of function. In other words, the independent contractor may actually be an employee who is then very difficult to fire. It’s important to understand how courts and tribunals analyze workplace relationships. It is not enough to have a written contract in

$50,000 and $500,000, depending on whether a company or individual is charged, and depending on whether it is a first or subsequent conviction. While federally regulated carriers are not subject to the ESA, the Canada Labour Code creates its own unique consequences for misclassification. Unjust dismissal provisions may apply if an independent contractor is determined to be a federally regulated carrier’s employee, and a non-managerial employee who has worked for 12 months or more can’t be terminated unless there is

which the parties agree that the relationship is one of independent contractor, or to have the independent contractor incorporate as a business. When determining if someone is performing services as a person in business on their own account, an adjudicator will examine: ■ the degree of control that the company has over the performance of the contractor’s work; ■ whether the contractor provides his or her own equipment; ■ whether the contractor

hires or can hire his or her own helpers; ■ the degree of financial risk taken by the contractor; ■ the contractor’s opportunity for profit in the performance of the services. There is also an emerging category of worker that falls somewhere between an independent contractor and employee – the dependent contractor. Canadian courts have found that a worker may be a dependent contractor if the individual is economically dependent on a company because of complete or nearly complete exclusivity, usually over a significant period of time. To date the only consequence of such a finding is that the dependent contractor is entitled to termination pay, equal to what an employee would be paid. It’s clearly important to regularly review the language used in independent contractor agreements, to ensure that they comply with current law. So too should you evaluate how an independent contractor carries out duties and performs services. Courts consider these facts when analyzing these relationships and deciding if a contractor is truly independent or misclassified. TT Carole McAfee Wallace is counsel at Fernandes Hearn LLP, and can be reached at 416-203-9551. This column is intended for information purposes only and does not constitute legal advice.

JUNE 2018

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Open Mike

It’s Our Fault By Mike McCarron

ike many of you, I was devastated when my two passions – hockey and trucking – collided tragically on April 7 outside of Tisdale, Sask. I was also embarrassed and angry. Embarrassed because the trucking industry I’ve defended at every dinner party for 35 years was somehow responsible for the senseless loss of 16 lives. Angry that the same industry has the gall to classify truck driving as an unskilled job. There is nothing “unskilled” about hauling a load of peat moss on a twolane highway in the middle of a prairie winter night. In this country, hairdresser is considered more of a skilled profession than truck driver. Cutting hair is so difficult it’s classified as a “designated trade” and has a journeyperson certificate examination process in every province. In fact, trimming sideburns is so friggin’ dangerous it requires more apprenticeship training hours than the voluntary driver programs in Ontario and Manitoba. No wonder I feel safer getting my hair cut than driving on a Canadian highway. A formal driver training process that’s consistently applied across the country is the only solution. It’s time to recognize driving a truck as a skilled trade in Canada. No different than plumbers, electricians, and hairdressers.

Together for Humboldt We need to take ownership of this “unskilled labor” problem because the government (rightly) has zero interest in fixing it for us. Personally, it drives me nuts when I hear trucking executives gripe and lay blame on elected officials. The industry associations that work on our behalf need to step up, and their members – us – need to check their bottom lines at the door and commit to the greater good of public safety.

Classified ads It may sound nutty, but the wording of driver job postings is part of our problem. In determining the National Occupation Classification (NOC) code the bureaucrats scan the job ads to see what employers are looking for in terms of skill. Carriers are sending a strong and consistent message: No experience necessary. We’ll train you and get you on the road. We advertise for unskilled labor because we want to pay for unskilled labor. In my town, driver pay is barely above the poverty line – on par with burger flippers and grass cutters. The difference is those guys are home every night and get paid for the actual amount of time they spend on the job.

Look beyond costs The thought of “journeymen” truck drivers sends shivers

down the spines of owners. They’re convinced it will increase training costs and salaries. Maybe they won’t be able to renovate their winter home in Scottsdale this year. Better-trained, moreexperienced drivers do cost more. But I am confident these costs can be passed on to customers by carriers who understand the power of their new-found leverage. No drivers equals no bottom line and no Scottsdale.

Tools do exist The National Occupational Standard (NOS) provides the foundation for mandatory entry-level training (MELT) in Ontario, and entry-level training in Manitoba. This is a good start. If the industry starts requiring drivers to “prove” they have been training to the NOS, we can begin the process of getting the occupation recognized as “skilled”.

Carriers, at the end of the day, can make the decision to only hire drivers trained to the NOS, and insist on a formalized documentation of training to that effect. Not until we have some sort of certification or accreditation process in place will the occupation get the skill recognition it needs. Lots of carriers get it. Too many don’t. But collectively this is our problem and it’s time we fix it. We owe it to the families whose dreams were destroyed in the intersection of highways 35 and 335. #HumboldtStrong 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.

JUNE 2018

Military Might

Doug McGowan of Westcan Bulk Transport is Highway Star of the Year.

HIGHWAY STAR OF THE YEAR promotes driving as second career for vets By John G. Smith Doug McGowan submitted no fewer than 101 resumes, but not one fleet had called him back. It just didn’t make any sense. During his time in the military he drove everything from armored vehicles to military pattern trucks, and learned how to work tire chains in punishing environments north of the Arctic Circle. Shouldn’t that count for something? The sign promising jobs for “propane seasonal drivers, Class 5 with air” screamed out like an insult. He submitted his resume and clean abstract to that very business two weeks earlier, and hadn’t heard a thing. But McGowan went back again. And again. And again. Four times in all. The job that emerged became his first stop in a second career. Training for a Class 1 licence came next, as did the

TODAY’S TRUCKING

time learning from a mentor. The trucks became ever bigger, leading to work with the B-trains he now drives for Westcan Bulk Transport. Last month he was also recognized as one of Canada’s top truckers – earning the Highway Star of the Year Award presented by Today’s Trucking and Truck News magazines. “There are a lot of excellent drivers out there,” McGowan says, reflecting on the honor. He hopes other retiring military personnel might draw something from his story and consider driving as a career. Maybe it will convince more recruiters to consider this labor pool as well. “He’s the sort of guy that gets picked for special projects,” says Nick Martin, training supervisor with Westcan Bulk Transport in Calgary, offering examples like shipments to Norman Wells in the Northwest Territories. “He has a great

Military Might Climbing the switchbacks through Bella Coola.

McGowan took the controls of a wide array of equipment during his time in the Canadian military.

attitude, and a safe and analytical approach to the job.” The loads of fuel or asphalt can certainly be challenging. The mountainous terrain McGowan drives is often so steep that he’s left with a view of truck rooftops rather than taillights. But he leans on military training for a mindset that always puts safety first. The secret to avoiding distractions and meeting expectations boils down to three words, he says: think, taught, task. Think to prepare yourself and equipment, plan the route, and use phones before moving. Taught involves remembering training, what you’ve learned since, and the importance of asking for guidance when in doubt. Task is a mindset, using a mental walkthrough, mitigating change, and minimizing distractions. All the lessons have been neatly printed in a notepad as a reminder. He’s quick to share such lessons as well. When coming across the seasonal workers who accept his loads of asphalt, McGowan is quick to encourage them to wear coveralls and lower shields on their helmets, no matter how hot it is. One time, after his propane tanker passed a roadside check, he took the time to teach the inspector about the nuances of such equipment. “They’re just guys like we are, trying to do their job,” he explains. “If this safety equipment doesn’t work and a guy’s hauling propane, they should be shut down.”

Pete Handler, a friend, recalls McGowan’s first reaction to hearing about a driver from another fleet who had been badly burned on the job. McGowan didn’t just share the story at a truck stop counter. He took the

time to gather all the related facts that he could, sharing them with fellow drivers, law enforcement agencies, and fire departments, looking for ways to prevent future tragedies.

Love of the job McGowan says he enjoys the freedom and responsibility that comes with being a driver. “You can make six figures, and you’re left alone, and you’re expected to do the job, and expected to do it properly. You’re not babysat. The phone is not ringing all the time,” he says. Above all, the industry offers a sense of camaraderie that reminds him of military life. He offers an example from last winter, when he and another driver nosed up to a stranded Western Star in the Northwest Territories. The cold was brutal, but they took turns on the repair as their hands were soaked in coolant. Other drivers began rolling in with jugs of the all-important fluid, after hearing a call for help on the radio. “This is what I love,” the driver of the Western Star told McGowan, explaining why he had returned to the job after fighting cancer. “I bought this little truck as soon as I could get back on the road, and I’m out here with you guys. This is all I want to do again. This is living.” McGowan agrees. “Every example is a nice reminder to all of us, of the kindness, of the teamwork,” he says. Whether it’s a welcome voice on the radio or some help with a repair, they’re all part of a larger team. He knows routes in areas like the Mackenzie Valley are not for everyone, especially when temperatures drop below -40, where Celsius and

The secrets of safety recorded for posterity. JUNE 2018

Military Might

MANAGE THE WESTERN RUN

A big honor comes with a big cheque – for $10,000.

Fahrenheit temperature scales align. (“You’ve got to creep around for the first 20 minutes to let the bearings warm up,” he says.) But the experience is not unlike what he knew in his first career. His driving in the army began with a four-track amphibious articulating vehicle on the ice roads of Norway, 200 to 400 km north of the Arctic Circle, and dealing with all the steering challenges that come with rubber tracks on scored ice. “We were the first vehicle in to many of these places in Norway or Scandinavia,” he says. “We took the vehicle over a saddle and it was just a sheer drop off for hundreds of feet on either side ... These valleys up there, they’re very tight. They’re very narrow.” It wasn’t the only harsh driving environment. After Sept. 11, 2001, he spent months driving VIPs along the Middle East’s Gaza Strip. The training there involved identifying safe spots to stop if he was ever hit, and how to drive through obstacles if blocked. McGowan served with the infantry, air force, navy, and army engineers before being discharged. And he later worked in geomatic intelligence, offering the mapping support for bombing missions in Libya and recovery operations in an earthquake-ravaged Haiti. But driving offered a close fit to what he looked for in a new career.

Encouraging recruiters “I always had this urge to explore. I never wanted to pick rocks and run harrows on the farm,” he explains.

TODAY’S TRUCKING

Still, he wonders why industry recruiters aren’t lining up to hire people with his background. “Maybe they think that ex-military people, they’re going to hire some by-the-book nut, or like the Tasmanian devil.” When issuing those resumes many years ago, he even got to the point that he removed military service from his resume, and changed the reference to federal public service. He now encourages industry human resources teams to attend military Second Career Assistance Network (SCAN) seminars, to show veterans that driving jobs are not like they remember from TV shows and movies like BJ and the Bear or Smokey and the Bandit. Open houses and swamper programs could also expose the potential recruits to the realities of trucking, the Highway Star says. With the financial support of pensions, these drivers may even be more open to seasonal work. “They will most likely have lots of driving experience that won’t even show on your abstracts. I’ll tell you, you’ll get top-notch, excellent, dedicated people, fully committed to the mission you assign them,” he says. “I don’t think I was such a bad hire.” TT The Highway Star of the Year Award is sponsored by Freightliner, Eberspaecher, and OBAC. The winner receives $10,000, travel to Truck World and accommodations for two, a computer tablet and one-year OBAC membership, and special-edition leather jacket.

Pot Talk

Legal marijuana won’t mean end to legal challenges By John G. Smith On a day that has become known as 4/20, celebrating the use of marijuana, lawyers from Fernandes Hearn were explaining the many challenges of cannabis in the workplace. Medical marijuana is already approved under regulations in force since Aug. 24, 2016, and the legalization of the drug for recreational use is expected later this year under what’s become known as the Cannabis Act. While users of medical marijuana need a prescription, recreational users will soon have access through government-controlled dispensaries. A third reading of the federal rules that will control the production, distribution, sale, import, export, and possession of marijuana is to take place on or before June 7, said counsel Carole McAfee Wallace, during a presentation at the Truck World trade show. It would likely be legal eight to 12 weeks after that. “It cannot be consumed in a public place, in a workplace, in a vehicle, or boat,” she said. But it will present some unique challenges for industry employers. There are differences of opinion around how long users should wait before driving, said associate lawyer Jaclyne Reive. The Canadian Council of Motor Transport Administrators and Health Canada recommend people shouldn’t drive for five hours. The College of Family Physicians sets a range of four to eight hours, depending on the way it’s ingested and the effects. To compound matters, current tests don’t reliably measure impairment. “There really is no clear guidance with respect to how much is too much,” she said, noting how traces of the drug can stay in someone’s system for up to 30 days. That presents a challenge for commercial drivers who use legalized marijuana during a day off, but work in a jurisCarole McAfee Wallace and Jaclyne Reive, of Fernandes Hearn, prepare for their presentation. diction like Ontario that won’t allow any trace at all. Cross-border drivers already face zero tolerance and testing regimes. In Ontario, penalties will include a licence suspension of up to three days for each offence, and fines of $250 to $450 on top of $200 licence reinstatement fees. Employers then face the push and pull between a duty to accommodate those addicted to the drug, and the responsibility to protect workers and the general public, said McAfee Wallace. She stresses the need for a clear and detailed “fit for duty” workplace policy. “We should all have this anyway. You don’t want people coming to work under the influence of alcohol or prescription drugs.” Still, the policies can’t be so broad as to ban “illegal drugs”. Because marijuana will no longer be illegal. Even if someone breaks the rules, however, employers have a duty to accommodate. And there are limits here as well. “You’re going to accommodate a disability to the point of undue hardship,” McAfee Wallace said. For a large company, that may mean moving the employee to another job. Small workplaces might simply need to offer a leave of absence while a worker is treated for an addiction. It’s where a lawyer can define the difference. TT JUNE 2018

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A Truck World of Stuff

SWAG is a staple at every trade show, but how much could our writer collect? By Elizabeth Bate Gratuit. Livre. Zadarmo. However you say it, it’s free. At conventions and trade shows, it’s the Stuff We All Get – SWAG. Nearly every booth features some kind of giveaway, and Truck World 2018 was no different. With more than 500 exhibitors – including more than 75 fleets in the two-day recruiting pavilion – my mission was clear. Hit every booth and come away with as much free stuff as possible. There was one simple rule: I could only take things that were available to everyone. I didn’t include draws where only one prize was awarded at the end of the day, but did include gifts that required something in return, as long as it was a simple ask and there were enough prizes for most people who completed the task. I also included prizes available only to children, although I didn’t take them home with me. (Neither goods nor the kids.) After walking the 390,000 squarefoot showroom floor, I came away with enough SWAG to fill more than 42 square feet of space – roughly the surface of a king-sized bed – and the sore shoulders from hauling it all around.

Show time Among the crowd on opening day were students from Bramalea Secondary School’s Truck and Coach Engineering and Technology program, attending the show to learn more about the industry and meet perspective employers. Vince Tesoro, 15, and Nav Dhaliwal, 15, were spotted near the Continental Tires trailer, struggling to carry their overly full bags. They too were collecting giveaways. When asked to name their best gets, the students held up model trucks given away at the Hino booth, and modeled Western Star trucking caps. We traded tips for getting the best stuff and they directed me to the hockey pucks Continental was giving away

TODAY’S TRUCKING

Students from Bramalea Secondary School’s Truck and Coach Engineering and Technology program show off their Western Star hats and Hino trucks.

before returning to the hunt. As I approached each booth at the beginning of the day, company representatives were happy to speak and eager to hand me whatever branded products they were giving away, but as the day wore on you could sense the exhaustion and resignation in their voices as they realized I was just there for the free goods. They were already tired of people grabbing and running. One vendor, who asked to remain anonymous, said her booth was combating some of that by leaving

the most coveted products under the counter, forcing patrons to have a conversation with company reps before collecting the SWAG. She described an encounter with an attendee who approached the booth, leaned over a table, and in one sweeping motion dumped all its pens into her bag. When confronted, she reportedly said “everything’s free today,” before disappearing into the crowd. Whether the story is true or embellished, by the end of the first day I could understand a fraction of what’s behind

A Truck World of Stuff the action. Moving from booth to booth, keeping my eyes on the prizes, searching for something that appears to be free, a kind of mania takes over. Will I ever use that cheap lapel pin? Not a chance. But the kind gentleman in the booth says “take two” and suddenly I’m delighted. Our consumer-trained lizard brains are taught from birth that the only thing better than one free thing is two free things. So, of course, I have to have them. There’s a real cost to that tiny thing I will eventually discard, however. Each promotional pin might cost an exhibitor 25 cents or more. Then there’s the cost to ship the goods, hauling them from show to show. A sudden flash of where this duplicate thing will end up, and I change my mind. Back it goes. But I keep one pin. For journalistic reasons. As Day 1 came to a close, rumors circulated. Had I heard that a booth was giving away packages of baking potatoes? Yes, actual baking potatoes. The company in question, Trout River Industries, also had hockey legend and Toronto Maple Leafs alum Wendel Clark visit the booth on Thursday afternoon, offering a second giveaway of free selfies and personalized signed glossy photos. Trout River’s marketing coordinator, Allan Clark, said the buzz generated between the celebrity sighting and the potatoes was just what the company was aiming for. Hailing from Prince Edward Island, a province known for its potatoes, the company decided it would embrace the stereotype a few years ago and created a YouTube video featuring CEO Darrin Mitchell being pelted with spuds. Carrying that into a Truck World giveaway seemed like a natural fit. “You know, you get the question, ‘Oh you guys are from PEI, all you guys do is potatoes,’” Clark said. “We knew one of two things was going to happen. Either people were going to love it, or people were just going to laugh at it and walk away. The people have been fantastic here.” Trout River gave away more than 500 packages containing three potatoes each over the course of the weekend.

The good, the bad, and the pens The potatoes were definitely the weirdest gift, but what else was on offer? Conference attendees expect pens. Writing instruments have a trifecta of being useful and used, inexpensive, and easily branded, making them a staple at any show. My journey through the land of

exhibitors generated a mountain of pens. The definition of a good gift is different for every person, but in general, a good gift is something of fair-to-good quality that will be used on a regular basis. Using this standard, a good pen is a decent giveaway, but might fall short of making a lasting impression. Among the pens, candy, highlighters,

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A Truck World of Stuff phone accessories, and stress balls, four companies gave away six items that stood out to me. Drive Star had attendees play a Minute To Win It-style game that won players a pair of branded plastic, reusable Red Solo cups with to-go lids. In addition to being a completely unique giveaway, the cups matched the theme of the game and are

a genuinely useful item. Husky and Volvo each gave away stuffed animals, although Volvo’s tiny moose was reserved for the playground set. The two companies were the only ones to give away stuffed animals. In addition to being adorable, the toys make great gifts for kids left behind while parents are on business trips. “Minute To Win It” game at the Drive Star booth.

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A moose giveaway from Volvo Trucks.

Promoting their new fuel, Synergy Diesel Efficient, Esso gave away stainless steel travel mugs and gas cards. The cards get users five cents off every liter of gas, up to 80 liters, for a cash value of $4 each. Husky also gave users gas cards that had between $2 and $10 off a fill-up.

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A few booths strategically saved items for Saturday, the day Truck World bills as family day. When exhibitors told me their plans to reserve SWAG for the last day, I knew I’d have to visit every booth twice. I waded into the crowds once again, but in addition to Volvo’s moose there were some items I just couldn’t get. Rumors and small children led me to Hall 1 in search of a wooden meter stick and beach balls, but they were nowhere to be found. And then there was the Western Star hat. With a camo green logo on a beige cap, the hats had been gone since Day 1. Product manager Alex Lee said more than 4,000 of them were given away in the first two hours of the show. “We were happy to provide hats and they were very popular,” he said. The hats went home on 4,000 happy heads, but mine wasn’t one of them. TT

Giving Nature Charities reach out to industry through Truck World presence By Elizabeth Bate Maxine Shantz was quickly hooked on supporting Special Olympics. The Home Hardware employee began volunteering for the cause’s Torontoarea branch six years ago, and has been involved ever since – including a day at Truck World to recruit drivers, sell raffle tickets, and raise awareness. It was just one of several charities that participated in the show, raising awareness around causes from the Canadian Red Cross to the fight against cancer. Trucks for Change used its presence as an opportunity to showcase the Canadian Red Cross, as it signed on new carriers who haul items for similar groups free of charge, or at a reduced rate. The savings on shipping and transportation costs go a long way toward helping charities focus on delivering services, said Trucks for Change president Pete Dalmazzi. For its part, the Prostate Canada Cancer Network (PCCN) was on site to promote its annual Cruisin’ for a Cure car show held each September in Brampton, Ont. Volunteer and cancer survivor Paul Henshall said the fall show n’ shine featuring trucks and cars of all kinds is just a tool to get men to take a simple blood test to help diagnose prostate cancer early. The event features a tent with nurses administering the pinprick test on site – and there is always a line. About 370 men were tested there last year. Henshall says having the booth at shows like Truck World help those conversations to reduce the stigma surrounding prostate cancer. Often men are afraid to be tested because the cancer and its treatment can have side effects that feel emasculating. Joanne Mackenzie of Trucking for a Cure said her booth was busier than she’s seen in years. The organizer of the breast cancer charity was selling T-shirts to raise money and awareness for her cause. “It gets us out there, it gets people remembering we’re here. Being

able to come in here and the generosity we receive… is amazing.” In addition to selling the SWAG, Mackenzie used the weekend as a chance to reunite with drivers and remind them the Convoy for a Cure is coming in September. Charity-focused booths weren’t the only ones raising money for a good cause, though. Newcom Media president Joe Glionna opened the show with a pledge of $5,000 toward industry fundraising efforts to support first responders involved in a fatal truck-bus collision in Saskatchewan. Wounded Warriors Canada also had a presence with a newly wrapped trailer, showcasing its own support for first responders.

Joanne Mackenzie was reconnecting with fellow drivers in a cancer fight.

Firefighters and paramedics responding to incidents in small communities are often trained volunteers who don’t have the same resources as their fulltime counterparts, adds Susan Ewart, executive director of the Saskatchewan Trucking Association. Those who rushed to the scene in the Saskatchewan crash have an entire budget of no more than $10,000 for psychological help. “There just is nothing for them,” she said. “They have a real, immediate need.” TT

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Day & Ross Runners Executives lace up for Boston Marathon Most drivers wouldn’t call the trip from New Brunswick to Boston extensive, but it can be a long haul for runners getting there. The world’s oldest annual marathon played host this year to two executives from Day & Ross – president of Day & Ross Freight Doug Tingley, and director of operations Day & Ross supply chain and trade networks Joel Clarke-Ames. Tingley said he never set out to run the race when he began jogging 10 years ago. It wasn’t until a friend suggested he try running a marathon in 2016 that he challenged himself to be a Boston qualifier. For Clarke-Ames, meanwhile, this was his second time at the late-April event.

of qualifying time. If spots fill up in a particular age category, even runners with a valid qualifying time may not be approved.

Both executives say running a race is a lot like running a business. “Often times, in the later stages of a race, things can feel very difficult, which also happens in business,” Clarke-Ames says. “It’s important to stay the course and trust that your plans are well thought out and will guide you to the results you are looking for.” TT

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Prime Competition Amazon re-shaping the â&#x20AC;&#x2DC;final mileâ&#x20AC;&#x2122; and beyond Amazon â&#x20AC;&#x201C; the bookseller that evolved into the worldâ&#x20AC;&#x2122;s largest online retailer â&#x20AC;&#x201C; has been transforming the way goods are trucked to market. And not just the freight that rolls through its distribution centers. Thank (or blame) the need for speed. Amazon Prime began offering two-day shipping in 2005, at a time when most online retailers were focused on shipping in four to six days. Today, Prime members in more than 1,000 cities receive free same-day deliveries on more than a million items. The recently acquired Whole Foods business will ship within two hours in some locales, and the Prime Now service launched in 2014 will deliver products around select areas withinÂ an hour.

The commitment to ever-faster distribution has led the company to amass 32 planes and 6,000 trailers of its own, and itâ&#x20AC;&#x2122;s even begun to build a private fleet of trucks and drivers. â&#x20AC;&#x153;They fully intend to make a run at UPS and FedEx,â&#x20AC;? said Cyndi Brandt, Omnitracsâ&#x20AC;&#x2122; senior director of product marketing and strategic alliances, during her companyâ&#x20AC;&#x2122;s recent user conference. â&#x20AC;&#x153;Theyâ&#x20AC;&#x2122;re going to move upstream, from boxes, to pallets, to truckload. Itâ&#x20AC;&#x2122;s going to happen. Theyâ&#x20AC;&#x2122;re building that infrastructure,â&#x20AC;? she warned, adding that wholesale goods like building materials and industrial supplies will move through the online channel. Amazon Flex is already mobilizing a network of contractors to move small freight, tapping into a shared app and related services; Amazon Fresh is moving groceries; the Fulfillment by Amazon service stores products in fulfillment centers and handles everything from shipments to customer service. â&#x20AC;&#x153;You can be an expert retailer and never have a ware-

house anymore,â&#x20AC;? Brandt said. But as Amazon reworks its own warehousing and distribution models, itâ&#x20AC;&#x2122;s also changing customer expectations

elsewhere, she said. Amazonâ&#x20AC;&#x2122;s speed and convenience are seen as the norm. Investments are changing the way shippers view the costs of warehousing and shipping. Shipments are becoming smaller and more frequent, and those in the trucking industry have to innovate to prepare, Brandt said. â&#x20AC;&#x153;How many of your customers want more information?â&#x20AC;&#x2122;â&#x20AC;? TT

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Power Shift Battery electric vehicles making gains, but mixed fleets expected for decades Commercial battery electric vehicles (CBEVs) will play an increasing role in moving freight, but mixed fleets will likely be the norm through 2050, the North American Council for Freight Efficiency (NACFE) concludes. The finding is part of an extensive “guidance report” on the evolving technologies for Class 3-8 versions of the vehicles. “The transition in specific market segments will be drawn out over decades, sharing space with traditional gasoline, diesel, and other alternative-fuel powertrains, and also competing with other emerging technologies like fuel cells and hybrids,” says Electric Trucks: Where They Make Sense. Early adopters are expected to include Class 3-6 delivery vehicles where operations include stable routes of 80 to 160 km per day, loads that tend to cube out before hitting maximum weights, and vehicles that run one shift per day before returning to a home base, the council says. But the option may not yet be viable for Class 7 and 8 vehicles requiring longer ranges and heavier weights. Long-haul segments are expected to be the most challenging of all. “There are many predictions about electrification. The reality is, for the foreseeable future, we will need a range of power solutions to provide fleets with the best opportunity for meeting their needs,” observes Julie Furber, executive director of electrified power at Cummins. “NACFE sheds light on many of the complexities that will impact the rate of electrified power adoption in commercial trucks.” But gains in electrification are clearly being realized. Parity between battery-electric and diesel Class 3-6 vehicles has already been achieved in terms of factors like 10-year-service life, in-yard “fueling”, and safety. Net costs are expected to reach parity by 2020, once all factors are considered, the report predicts. Tare weight, maximum freight weight, and service center

maintenance are expected to reach common ground by 2025. But initial costs, residual value in the used market, and maximum daily ranges are not expected to equalize until 2030. Things are seen to be more complex when it comes to comparing battery-electric and diesel Class 7 and 8 vehicles. Parity in their freight weight, remote diagnostics, safety, and environmental factors is not expected until 2020. Comparable net costs, operating costs, 10-year service life, typical daily range, and in-yard “fueling” are not expected until 2025. Parity in tare weights, maximum freight weight, residual values, and maximum daily ranges are not expected until 2030. And initial purchase costs are not expected to equalize until after that. “A diesel-fueled truck may have 30, 60, or more [US] gallons in its fuel tank, meaning a potential daily range of hundreds of miles. While that truck only drives [40-160 km] per day, it could go much farther,” the report explains, offering an example of how parity should be considered. “Parity here requires advances in battery technology [e.g., energy density improvement and weight reduction].” While preliminary findings suggest maintenance costs for battery-electric vehicles are average or slightly better than a typical truck with an internal combustion engine, they could eventually prove to offer bigger savings because of simpler designs. “Feedback from medium-duty electric truck operators is that after separating out early failures, these vehicles over the long run do have lower maintenance costs versus diesel,” the report notes. Operating costs could be lower because electric drives are more efficient than diesel engines, and there are fewer “friction-sensitive” mechanical systems such as pumps, valves, transmissions, and belts. The council also expects vehicle batteries will likely last longer than the seven-to-10-year service life of the electric trucks themselves. “Class 3 through 6 vehicles may not typically have a second life, as the first owner may run them until they are scrapped. However, the value of electric motors and batteries in salvage may prove an advantage as they can be re-purposed for nonvehicle uses and may have significant life left,” the report says. A guidance report on medium-duty battery electric trucks is scheduled to be released this fall. TT JUNE 2018

Fuel for Thought Promises of fuel economy abound, but what will actually work for you? By John G. Smith Adam Wolk understands the relationship between aerodynamics and fuel economy. But spec’ing decisions by the director of maintenance and procurement at SLH Transport and CAT involve far more than slapping on a trailer skirt or boat tail. They have to. “You get the best gains out of the largest skirt, closest to the ground, with reduced ground clearance,” he explained as an example, during a panel presentation at the recent Canadian Fleet Maintenance Summit. “But the lower it is to the ground, the more you’re going to damage.” Some yards and routes present bigger challenges than others. When his fleet first explored trailer tails, meanwhile, shunt drivers often forgot to stow the panels before backing into loading docks, requiring repairs that cost more than any realized fuel savings. “It you put them in the right lane, they’ll pay back,” Wolk told fleet managers in the crowd. They just weren’t a fit for his operation. He’s not the only fleet manager to find that promises of fuel economy gains are not always cut and dry. Chris Iveson, director of maintenance with Challenger Motor Freight, refers to unexpected problems that emerged

TODAY’S TRUCKING

when working with an early generation of wheel covers. While delivering better fuel economy, the covers blocked drivers from checking fasteners and tire pressures. “The second thing we found was the retention of dirt, creating other issues that were far-ranging [like] tire wear from imbalance conditions, rims that were being eroded by dirt collection,” he said. Choices in the name of fuel economy can even affect recruiting and retention costs. Owner-operators might take services elsewhere if they are regularly delayed by repairs to aerodynamic devices on a fleet’s trailers. And drivers don’t always welcome in-cab systems that track and encourage fuel-efficient habits.

“If it causes driver turnover because they don’t like the device browbeating them into turning them into a better driver, that’s going to cost you money,” Wolk says. “We’ve lost some drivers because they didn’t like [one] device, and that cost us money in the back end.”

Unbiased information It’s why sound equipment choices look beyond any fuel economy claims expressed as percentages alone. “How do you put that into a real-world

The goal is to limit frequent visits to the pumps, but equipment also has to be spec’d to last.

Fuel Savers A recent demonstration run in the U.S. showed that 10.1 mpg (23.3 L/100 km) is possible using technology on the road today.

whole case, the pros and the cons, and get as much different test data as we can.” The final documents offer support for maintenance teams who are thinking about changes to equipment spec’s. Schaller refers to one fleet manager who wanted to prepare for a meeting with a tough chief financial officer, known to grill them during two-hour meetings. One of the Confidence Reports was attached to a recommendation for 6x2 tractors. No further questions were asked. Everything was covered. The council has also shown just what kind of fuel economy gains can be

GAS ATTACK context that you can live with – from a terminal standpoint, a lane standpoint, a spec’ standpoint, a mechanic standpoint, a driver procurement and retention standpoint?” Wolk asks, referring to considerations behind effective fuel-saving spec’s. “I need to know whether or not [a device is] going to cause me grief about halfway between Sioux Lookout and Kapuskasing in January, and -40 C, and whether it’s going to fall off.” Dave Schaller, director of industry engagement with the North American Council for Freight Efficiency (NACFE), says that’s why fleet managers tend to hold the opinions of their peers in such high regard. The council’s Confidence Reports look to capture this very thing when exploring different fuel-saving technologies and strategies. “We’re closing in on 100 different technologies that we’ve got listed on there. We’ve got trailer aerodynamics, tractor aerodynamics, testing for efficiencies, tires, inflation systems, transmissions, engines, operational practices,” he said. “We want to present the

Trucks falling short of greenhouse gas targets The latest trucks produce lower levels of greenhouse gases than their predecessors. As for Canada meeting a 2030 target to generate emissions that are 30% lower than those seen in 2005? Don’t be so sure. The findings were included in a report during the inaugural meeting of the Conference Board of Canada’s Centre on the Low-Carbon Growth Economy. Heavy-duty vehicles emitted 21 megatonnes (Mt) of carbon dioxide in 1990, 49 Mt in 2005, and 63 Mt in 2015, the report concludes. Even if the trucking industry aggressively adopts emerging technologies, the greenhouse gas emissions are expected only to fall to 42 Mt by 2030 (20% below 2005), and 27 Mt by 2050 (49% below 2005). While equipment is evolving, the emissions from road freight have been growing in line with an expanding population and economy. Road transportation accounts for more than ¼ of Canada’s greenhouse gas emissions. And that share appears to be growing, too. “Canada needs to accelerate its efforts to improve technologies, adopt them more rapidly, and embrace innovative technologies aggressively in the trucking industry in order to make headway towards achieving its GHG reduction targets,” said senior fellow Glen Hodgson. “However, technology alone cannot get us there. Changes to the way we use freight services will also be required.” Technologies that are expected to help include long combination vehicles, platooning, traffic optimization applications, natural gas engines, and electrification. Noting that fleets don’t tend to trust fuel-savings claims by manufacturers, the Conference Board says there’s an opportunity for the government to support the independent verification of fuel savings, to help increase confidence. The report was funded by Natural Resources Canada.

JUNE 2018

Fuel Savers realized with the equipment of today. Its Run on Less demonstration monitored trucks from six fleets and an owneroperator over 17 days of real-world runs, and proved an average of 10.1 mpg (23.3 L/100 km) was possible. “We were looking for some of the best of the best. We wanted to know what the benchmark was today,” he said. Each vehicle in the demonstration had automated manual transmissions, trailer skirts, and boat tails. But there were differences, too, with engine sizes alone ranging from 11 to 15 liters. As valuable as independent opinions about different equipment offerings will be, Jan Michaelsen – research advisor for FPInnovations’ – also stresses the need to demand testing protocols like those followed by PIT Group, whether established by the Society of Automotive Engineers (SAE) or Technology and Maintenance Council (TMC). “And you have to know how to apply it to your operations.”

ONE MORE THING … Here are questions that these experts would ask before making a change in the name of fuel economy. ■ Dave Schaller, North American Council for Freight Efficiency – Which comparable fleet has found success with this equipment, and what are the pros and cons of what they discovered? ■

Jan Michaelsen, FP Innovations – Does the supplier guarantee results? If he’s not ready to put money on the table, you say, ‘Well, there’s the door, buddy.’

■ Lloyd Palum, Vnomics – Can you trust the data or information, regardless of the source? If the data is coming from a purveyor of devices, treat it with some healthy skepticism. And what’s the size of the sample? If it was one truck in a specific application, then the argument is based on a best-case scenario. Ask for corroborating data as well.

Consider a test on a track that shows a fuel economy improvement of 5% at 100 km/h. “You’re not going to get 5% in your operation. You’re not going 100 km/h 100% of the time,” he says. Eighty percent of the “gizmos” tested

by FP Innovations don’t even work as promised, he adds. “Trust your instincts … If [it sounds] too good to be true, it probably is.” And, of course, there’s the matter of gathering data that can be acted upon.

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TODAY’S TRUCKING

Fuel Savers Telling telematics “Many telematics systems are not able to garner the data that you’re going to need to get to the bottom of a lot of this stuff,” says Lloyd Palum, the chief technology officer at Vnomics. And the level of required data can be surprising. Reports from the Run on Less demonstration, for example, illustrated how factors like wind and elevation make a difference. “We’re seeing a lot of programmability in vehicles these days. Where do I set that up to be best for my operations?” he asks. Changes like that require a higher “fidelity” of information, something more than a simple reading from an odometer. “There’s a layer of intelligence that’s going to have to be built on top of all that information,” Palum adds, referring to the way driving habits need to be separated from the changes realized through something like a new aerodynamic component. “You become frustrated because you can’t see the result. It’s muddied and you give up.” The deeper level of information should play a role in fuel bonuses as well, separating equipment and environmental factors from decisions made behind the wheel. “They’ve got to try to incentivise their drivers around fuel economy, but it becomes a debacle because it’s not really fair,” Palum says, referring to programs that rely on rudimentary data. Drivers quickly realize that their peers hauling potato chips through Saskatchewan will always demonstrate better fuel economy than those hauling bricks through the mountains. “It becomes counterproductive if the drivers become demotivated. “The technology has to provide a fair and normalized measure that everybody believes in. So a lot of what we’re doing is educating people about how to get that, how to go about landing on a square where you have that normalized and fair measure,” he says. “Drivers do play such an important role within the whole process here. If they understand what their impact is, they now have a tool that they can use to professionally meet their potential in that truck.” TT

“There’s a layer of intelligence that’s going to have to be built on top of all that information.”

Fuel

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Fuel Savers

The platooning test saw following distances range from four to 43 meters.

boredom will make it difficult to recruit candidates for real-world platoons. Maybe, he says, occasionally rotating the trucks within a platoon would help. The tests during 2017 involved following distances between four and 43 meters, at highway speeds, says Dominique-Pierre Dion, Transport Canada project manager and head of fleet operations. And each of the Volvo VNL 670s pulling Utility trailers shared common spec’s such as automated manual transmissions, to ensure consistent shifting. “There were tons of data made available to us,” Houle says, referring to the test runs. A team from University of California, Berkeley, for example, fed him information about distances between himself and the truck in front. Such information came in handy when the radar-based system had a momentary glitch, allowing his truck to close in tighter than expected. “Even though acceleration and braking once the group was formed and stabilized. were automated, I always kept my foot It’s the lack of visibility that was particnear the brake pedal, just in case,” he says. ularly unnerving. Sensors mounted on the hood of each He was startled when a parked pickup truck tracked the turbulence generated truck suddenly appeared in his field of at the rear of trailers equipped with boat vision. Other personnel on the track tails. And a small turbine eventually began to radio in the grilles measured air in warnings about service entering the radiator, to vehicles that were parked see how the tight following nearby. distances might affect Another time, testing engine cooling. had to come to a halt “The temperature gauge when a moose wandered showed numbers a little onto the track. “Luckily, higher than usual when the lead driver had noticed the outside weather was it enough in advance to warmer,” he says, noting alert us that he might have how the frequently engagto slow down and even ing cooling fans would brake to avoid the animal,” Houle: Staring at the trailer is mind-numbing. likely have added to parHoule said. asitic loads, cutting into They were the types of some of the potential fuel economy gains. encounters that reinforced the need for Houle also points to the challenge of lead trucks to communicate with those at road debris kicked up by trucks up ahead. the rear of a platoon. “In my opinion, trucks running on “After a certain number of laps, lanes such as Montréal-Toronto on a regstaring at the back of a trailer becomes ular basis will have their grille and radiamind-numbing. It’s boring. There’s no tor damaged and stuffed with dirt after scenery to look at. After a while, we six months. The windshields will probagot used to the platooning routine and bly get spotted, too, because of the dust tended to lower our guard against our that stays between the trucks with the own will,” he says. drafting effect.” TT Houle actually wonders if that

Part of the Pack

Test driver describes the experience of platooning By Eric Berard Denis Houle couldn’t see much more than the back of the trailer in front of him. “The only time I could see something in front of me was in curves,” the experienced driving instructor recalls. Then again, he was drafting just four meters behind the vehicle in front, at speeds around 105 km/h. Houle’s hands were on the wheel as usual, but acceleration and braking were electronically controlled as part of a Transport Canada “platooning” demonstration on a 6.5-km track in Blainville, Que. And he was in the midst of it all, the second truck in a three-truck pack showing how fuel-economy gains could be realized through tight following distances. Only a fourth truck, well to the rear, was driven in a usual manner to gather comparison data. To put the four-meter following distance into perspective, the Ontario Ministry of Transportation recommends a minimum following distance of 60 meters at any speeds above 60 km/h. “When I had the lead truck at four meters in front of me, and the tail truck four meters behind me at 105 km/h, I felt a push – like a bubble of thrust coming from the truck behind me,” he says, describing what it’s like as a platoon is formed. Although, that sensation eased

JUNE 2018

In Gear

52 55 57 59

Built to Work Waste Expo Freightliner’s EconicSD Product Watch

EQUIPMENT NEWS, REVIEWS, AND MAINTENANCE TIPS

A typical diesel pump will fill at a rate of 100-140 liters per minute.

Think Tanks There’s a right way to fill tanks on both sides of a truck By Eric Berard Some components have been around for so long that they rarely receive a second thought, and dual fuel tanks are a perfect example. Introduced to extend the range of trucks between refills, the tanks are typically mounted on opposite sides of the frame rails. But this also introduces hazards that emerge with two separate filling points. Any employer or owner of a truck with dual tanks should have a safe work practice for fill ups, based on manufacturer specifications, says Mark Elias, a spokesman for Ontario’s Infrastructure Health and Safety Association. Major truck stops and commercial fueling stations often have double fuel pumps – including the “satellite” pump used to fill the tank on the passenger’s

TODAY’S TRUCKING

side of the vehicle. And that’s where the fueling should begin. “Once complete, the driver returns to the main side and fills, then returns the nozzle to the pump and proceeds to collect his receipt at the card reader,” says Patrick Ritchie, general manager of wholesale sales and site operations at Petro-Canada. “We recommend drivers take the time to check that both hoses are disengaged and returned to the dispenser before printing their receipt and exiting the fueling island.” When filling, engines should be shut off and pump nozzles should be attended at all times, to prevent any spills if a pump malfunctions. It’s an open secret that some drivers tamper with the nozzle so that both pumps fill both tanks simultaneously. The problem is that an unattended

nozzle could fall out of the tank while filling, leading to spills, slip and fall hazards, or even fire risks. The average flow rate of a commercial diesel pump is around 100 liters per minute and can go as high as 140. At a flow rate of 100 liters per minute, more than 1.5 liters per second will pour through the spout. That’s a lot of fuel, and the spills can lead to fines in addition to the hazards. Not every operator with dual tanks fuel up at locations with dual pumps. In these cases, drivers should first fill the tank closest to the pump, and then turn the truck around to fill the second tank. That’s exactly what drivers are instructed to do at Transport EconoNord, in St-Jérôme, Que. “Sometimes we don’t have access to a secondary pump while on the road, and that’s where it can get tricky. For example, in northern Ontario, where we don’t always get the same facilities [seen] on the 401 headed for Toronto,” says fleet president Patrice Ouimet. It can be tempting to extend the hose under a straight truck or behind a tractor, but that’s definitely a “no-no” for Francois Daly, national director, pipeline commercial network at Parkland Fuel Corporation (Ultramar). “Never drag the nozzle under the truck or between the tractor and trailer.” Petro-Canada’s Ritchie agrees that should be avoided. “Throwing or sliding the hose and nozzle often leads to damage, which could, over time, lead to failure of the equipment,” he notes, referring to the risk of tearing the hose or damaging Magna Steyr Fuel Systems supplies to various OEMs.

In Gear: Fuel Savers the couplings. Besides, leaving a pressurized hose next to a hot exhaust system can’t be a great idea. There’s one simple way to dodge the problem, according to Ouimet. Simply fill up one of the tanks if it will hold enough to reach a destination. “The level will equalize between the two tanks by gravity once on the road.” Freightliner’s EquiFlo system offers an example of equipment that will do that. Besides that, the fleet discourages any unnecessary fill-ups on the road because it buys fuel in bulk. Denis Houle, an instructor at Centre de formation du transport routier (CFTR) in Mirabel, Que., advises against dragging hoses around the front of trucks as well – and not just in the name of safety. “It could damage the hood or other components located in the front. Sometimes, these hoses can also be dirty or greasy and contaminate the windshield,” he says. Houle, a former driver, understands the temptation of trying not to turn a truck around. Some pumps automatically shut down after being inactive, requiring a second transaction. But procedures are developed for a reason. Still, couldn’t trucks use systems like those found on aircraft, which include pumps and hoses to transfer fuel from one wing to another, without requiring each to be filled individually? Thorsten Franz, general manager of Magna Steyr Fuel Systems – which supplies fuel tanks and systems to various OEMs – thinks it’s possible. “Right now we don’t deliver a pump system like this but it wouldn’t be a problem if it was requested,” he says. “We have two options: One is a pump system within the fuel tank, and the other one is a pump system outside the fuel tanks, which would be the best solution because it would be easier to service.” There are no legal barriers, either. “There are no Canadian federal regulatory requirements for the specific components used in liquid fuel systems on vehicles that weigh more than 4,536 kilograms,” Transport Canada said, responding to a question from Today’s Trucking. “It would be easier to fuel and it could also be a time-saver,” says Steffen Zannek, engineering manager, commercial

vehicles at Magna Steyr Fuel Systems. Although, challenges like mounting, and temperatures during the pumping process, would need to be overcome. Jim Nachtman, a product marketing director – displays at Navistar, is skeptical that issues like the added cost, weight, and potential pump failures would be overcome.

“Those are some of the reasons why we stick with a simple, low-cost, and efficient design. We have offered dual fuel tanks for many, many years on a lot of our products, and that design has proven to be the design that the marketplace purchases and what the voice of the customer tells us that the market wants,” he says. TT

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JUNE 2018

In Gear

Installing a plow can be more involved than you might think.

Duty Calls Body and equipment choices play a big role in spec’ing the medium-duty truck you need By Jim Park There’s no such thing as one-size-fits-all in the medium-duty truck domain. You can install a body of any description on just about any chassis, provided it is compatible and engineered for the purpose. Users of the equipment range from landscapers with dump boxes to mobile heavy-duty service technicians with service bodies, and tow truck operators with flatbeds or cradle snatcher bodies, or utility companies with cranes and booms. We probably missed a few hundred applications in there, too. It’s a busy sector. In that crowd you’ll find a huge spread in the level of knowledge and understanding of the mechanics and physics of truck spec’ing and bodybuilding. The process of spec’ing a body for any application needs begin with the truck, though. Steve Kinnunen, president of SK Power Drive in Sudbury, Ont. gets lots of calls from potential customers looking to install snow plows on pickup trucks. “It’s not as simple as it sounds,” he cau-

TODAY’S TRUCKING

tions. “A customer will buy a truck that he or she really likes and come in here asking us to install a big V-blade plow. It might be a 3/4-ton or even a one-ton with a diesel. Then I have to explain to them that the diesel engine makes the front end too heavy for the plow. A gasoline engine would have been fine for the job and we could have installed the heavier plow.” Kinnunen says a customer first needs to identify the work they want to do with the truck, and be very specific about it. A common mistake in spec’ing dump bodies, for example, is ordering a truck with single rear wheels, when the job requires duals. You need to know how much weight you’ll be hauling – there’s a big difference between a load of leaves with an aluminum body, and a load of gravel in a steel body. “We have three dump bodies sitting out back right now that were ordered incorrectly by a customer,” he says. “My rule of thumb now is not to order any-

thing, especially a custom-build body, until I have the chassis dealer’s build sheet in hand.” Andy MacDonald of Nobel Truck Bodies in Shallow Lake, Ont. has had similar experiences. He recalls a customer who spec’d a job for a Dodge chassis, but the order was canceled and replaced by an Isuzu chassis. They’re different animals. “It wouldn’t have made a really big difference if the customer has switched from Dodge to Ford, for example, but they switched to something completely different,” he says. “The cab heights are higher, and the frames are different as well.” The cab-to-axle (CA) measurement is critical, too. Typically, these are 60 or 84 inches for service bodies, and obviously the chassis builder and bodybuilder need to be on the same page. This where the customer has to do a little footwork. “I find that most buyers do not know all the details of what they are buying, or even some of the optional equipment that’s available.” Kinnenun says. “When it comes to auxiliary equipment like tool boxes or generators, I have to talk them through all of that. And then we have to talk to the truck dealer about the technical spec’s of the chassis to make sure it will all fit and sit in right location on the chassis.

In Gear There are a number of standard configurations that will work in most instances, but if we don’t ask, we can get stung.” Those are just a few of the things that can go wrong with a fairly uncomplicated installation. Imagine what can go wrong when you’re adding power take-offs or even a crane. Over at Wilcox Bodies in Milton, Ont., the process begins with a conversation to determine what a customer wants, or if there’s any special equipment involved. Sales manager Albert Ribeiro has drawings on hand to illustrate the placement of things like shelves, attachment points, places for additional storage, and clearance for cabling. “Once the body is approved, I can recommend a chassis, and send them out shopping for a truck,” Ribeiro says. “If the customer wants something like a crane or a liftgate, we’ll need to think about a PTO, or access to the battery, or additional batteries for the device.” Chassis real estate can be a problem on some of the bigger jobs, particularly where frame-mounted equipment is concerned. Additional fuel tanks are sometimes

Plant tours can generate ideas.

requested, as are storage boxes, but there’s a finite amount of space. “The more equipment you have on the truck, the more complex it gets,” Ribeiro says. “Those extra items have to be engineered before they are built, so we make 3-D drawings of everything to be sure it will all fit.” Occasionally, upfitters get orders for trucks with alternate fuels such as

WEIGHTS AND DIMENSIONS

ver heard the story of the architect who designed a library but forgot to account for the weight of the books? The story has been debunked as an urban legend, says Snopes.com, but there is a current example of just such a thing happening. The 500-year old Vatican Library is sinking unto the ground under the 1.5 million volumes in its collection. Its architect probably never imaged the building would house that many books, or survive 500 years. She can probably be forgiven. Various transportation departments may not be so forgiving if you’re caught at a scale overloaded or improperly loaded because you thought your truck could handle the weight. Steve Kinnunen, president of SK Power Drive of Sudbury, Ont., recalls a customer asking to have a 1,000-pound V-blade snow plow mounted on an older 1/2-ton pickup. “You can’t do that,” he says with a hearty chuckle. “The truck might be good for 800 pounds, but not 1,000. It’s disturbing to say, though, there are installers who would do that without asking any questions if they could get it to fit.” The same thinking applies to a landscaper who plans to haul mulch or grass clippings in a dump body. The same truck is probably not rated to haul a load of gravel, but it happens a lot. Vehicle length and axle space are important considerations, too, and an expert upfitter can help with that. When installing a flatbed towing body, for example, you’ll need a frame long enough to accommodate the cargo, but the rear axle has to be far enough from the cab that an appropriate amount of weight stays on the steering axle. If you spec’ too short a truck for the length of bed, you’ll have way too much afterframe overhang,” says Albert Ribeiro, sales manager at Wilcox Bodies of Milton, Ont. “That will put too much weight on the back axle, and the front end would be too light and compromise the steering.” There’s a lot to think about when spec’ing a medium-duty chassis for some specialty applications, and it would be easy to get into trouble without expert guidance. Cautions Kinnenun: “A shop that will give you anything you ask for might not be the kind of shop you want to deal with.”

propane, so placement of the tanks and the fill points have to be considered, but that’s all in a day’s work for a quality upfitter. “We have done electric and propane conversion and it doesn’t change much on the body other than the fuel fill points,” he says. There’s one final word to the wise for truck buyers – understand the power requirements for the truck you’re building, and check the warranties. “The truck dealer will always advise you on any special engine or powertrain requirements if you’re planning to haul heavy, or run off-road or something unusual,” says MacDonald. “If you’re bringing your own truck in or a used truck, make sure it’s up to the task, and make sure installing any equipment won’t void any of your warranties. Many of the snow plow makers have compat-

ibility charts so you know in advance what will work.” Ribeiro tries to get his customers to visit the plant in Milton before a purchase. Often it leads to new ideas. “Bringing the customer to the facility gives them an idea of what others are doing with their projects,” he says. “That can be an education in itself. It leads ultimately to smarter buyers, and that’s good for everyone.” When you’re playing with a $60,000$70,000 chassis – and a piece of equipment that can be that much again – it pays to approach the spec’ing process with eyes wide open. You can buy a snow plow or dump body anywhere, but some expert advice from a reputable upfitter will go a long way to making the business venture successful. TT JUNE 2018

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In Gear

Mack updates refuse trucks Mack unveiled a series of new features for its LR refuse trucks during the 2018 edition of Waste Expo. The model is getting a sliding glass window on the passenger side of the vehicle, an exterior stainless steel sun visor, and a Sears Seating C2 Plus seat cushion. Mack has also extended its 315 Series tire coverage to include the Hendrickson Haulmaax suspension. The new sliding window improves cab ventilation and access to the mirror during right-hand stand-up or sit-down operation, the company says, adding that it will be a standard feature available for order in the second quarter.

TerraPro models for the Lytx DriveCam safety program and Lytx Video Services enhancement will first be offered this fall. The DriveCam safety program offers video-based coaching and predictive analytics. Lytx Video services offers

SET YOUR SIGHTS WITH

! * N I W O T ENTER The exterior sun visor, meanwhile, reduces glare and better deflects heat. It’s already available. The C2 Plus seat cushion, available with Sears air suspension seats, provides even more comfort on the job, Mack adds. The seat offers multiple-positions for right-hand operation, allowing greater adjustability and comfort, whether seated or standing. The seat back and seat base both are adjustable. The C2 Plus seat cushion and multi-position seat will be standard and available for order in the second quarter as well. An ability to spec’ Mack Granite, TerraPro, and LR models with 315 Series tires in all wheel positions will also be made available. The updates won’t end there, though. The company’s refuse vehicles are also going to be pre-wired for video telematics equipment from Lytx. The option of pre-wiring LR and

on-demand continually recorded video, optional live streaming, and support for multiple cameras. That option builds on a Memorandum of Understanding signed between the two companies in October 2017. TT

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JUNE 2018

In Gear

Refuse truck makers reveal electric dreams Mack and Peterbilt each offered sneak peeks at their electric visions during the Waste Expo show in Las Vegas, Nev., announcing and showcasing prototypes that will soon be put to work – at least in the context of tests. For its part, Mack announced plans to have a fully electric Mack LR refuse model with an integrated Mack electric drivetrain operating in 2019, through a demonstration with the New York City Department of Sanitation. “It’s clear that electromobility will be a part of the trucking industry’s future, and Mack is well-positioned to offer integrated, fully electric solutions for the North American market,” said Jonathan Randall, senior vice-president of sales and marketing for Mack. Peterbilt took its demonstration vehicle to the show floor, in the form of a Model 520 equipped with a 300 kW (400 hp)

Autocar gets first Cummins X12s Autocar Trucks will be the first North American OEM to offer the Cummins X12 engine. The 11.8-liter diesel design will be available in ACX refuse vehicles beginning in October, when Cummins begins full production of the X12 in Jamestown, N.Y. Autocar will begin accepting orders in June. The X12 will net customers an additional 733 lb. of payload compared to its predecessor, the ISX12. The weight savings are achieved through a sculpted block, as well as the lighter aftertreatment system, power take-off, and other components. At a dry weight of 2,050 lb., the X12 is the lightest engine in the market when compared to existing 11-, 13-, and 15-liter designs. The engine also offers improved low-speed torque. Integrating the X12 promises lower operating costs through extended maintenance intervals, 25% fewer parts, and a 6% improvement in fuel economy, the engine maker says. At current diesel prices, the fuel savings alone equate to US $10,800 over the life of a typical garbage truck. Cummins introduced the X12 to North America in August 2016, but development work began in 2013 in close collaboration with China’s Foton Motor Co. There the engine is known as the ISG. The version of the engine to be available here has been substantially re-engineered to meet North American

TODAY’S TRUCKING

Peterbilt Model 520

Transpower Electric Drive System and 315 kW/h energy storage using lithium-ion phosphate batteries. That’s enough power to complete 130 km and pick up 900 cans on a single charge, the company says. Batteries on this Model 520 can be recharged in two to four hours. When put into service, the energy storage will be upgraded to 352 kW/h, a Peterbilt spokesman adds. TT

Autocar will be the first to bring the Cummins X12 engine to market.

emissions rules and customer expectations. “We are excited to continue our partnership with Autocar through the introduction of Cummins’ next generation X12 diesel engine in Autocar’s ACX chassis,” said Brett Merritt, vice-president of Cummins’ on-highway engine business. “Autocar is a key player in the North America refuse market, and this introduction will further our current collaboration across natural gas and diesel platforms.” Autocar will offer the X12 across all Class 8 severe-duty vocational applications. TT — Jim Park

In Gear

Mercedes-Benz Econic becomes Freightliner’s EconicSD.

Econic SD in the waste race Freightliner brings low-COE to North America By John G. Smith Freightliner has unveiled the EconicSD waste collection truck to North America in a bid to secure a share of the 2,400 to 2,600 trucks sold in its category per year. Available in 6×4, high-cab and lowcab, and rear- and side-loader configurations, the low-entry COE features panoramic windows and an optional pneumatic bi-fold door on the passenger’s side. The vehicle will even kneel like a transit bus to ease access in and out of the cab. There’s only one 19-inch step to enter, and one more step to reach the driving platform. In contrast, the steps into conventional trucks are anywhere from 39 to 52 inches high, said Richard Saward, general manager of vocational and government sales, when the truck was revealed at Waste Expo in Las Vegas. In the high-cab version of the EconicSD, drivers and passengers can walk straight through from one door to the other. There’s no doghouse in the way.

The truck is known elsewhere in the world as the Mercedes-Benz Econic, first unveiled in 1998 and updated in 2013. But while the EconicSD will be manufactured in Germany, the related kits will be assembled by Freightliner Custom Chassis Corporation in Gaffney, S.C. Engineers had to complete 128 related projects to ensure it could be sold here, changing things such as seat belt mounts. “This truck is an absolute game changer for our industry and the waste collection industry,” Saward says, referring to the importance of having a low-COE in the portfolio. Many waste collection fleets are looking to consolidate suppliers, working with one or two sources of equipment, he adds. “You have to be a full-on player to be able to attract the big boys.” Several safety systems build on the view provided by windshields and mirrors alone. Like its on-highway sibling,

the Freightliner Cascadia, the EconicSD comes with Detroit Assurance and its active brake assist, adaptive cruise control, and lane departure warnings. The brake assist is always on, watching for metallic objects, while the adaptive cruise control needs to be engaged by drivers. An optional radar-based side guard assist will flash lights and sound warnings if pedestrians or cyclists are tucked in too close to the passenger side of the truck, and 360-degree views are displayed through a flat screen in the dash. In addition to an air-suspended driver’s seat, additional single seats can accommodate up to three passengers in the high-cab model. The dash itself includes a digitized instrument cluster and an axle load indicator system. Saward says that Heil Environmental and McNeilus Truck and Manufacturing were both engaged to ensure the platform could support the equipment they offer – covering front, rear and side loaders – although bodybuilder support is available to other suppliers as well. “Most of the hard work in this business takes place with the body, a well-designed body solution,” Saward says. “It’s absolutely a safety-laden truck,” adds Matt McLeish, vice-president of refuse sales at McNeilus. “It says ‘get in’, and that’s what we’re all about.” It’s all powered by a Detroit DD8 engine delivering 350 hp and 1,050 lb-ft of torque, and controlled with a six-speed Allison 3000 automatic transmission with PTO capacity. The engine’s variable exhaust cam phasing optimizes exhaust temperatures under low loads, to support aftertreatment systems. And the engine brake offers 402 hp of stopping power. The condition of equipment is monitored through Freightliner’s Virtual Technician telematics system, too. Alternatives to diesel power, such as natural gas or electrification, would need to be explored in the future, Saward said, suggesting no power system is ever off the table. Orders will begin in June, with production to begin in October. The first trucks will be available in April 2019. TT JUNE 2018

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BOAT TAIL

Stemco TrailerTail automatically deploys Stemco has unveiled an aerodynamic TrailerTail that automatically deploys when a trailer reaches 55 km/h, and automatically stows away when the vehicle slows or shifts into reverse. The feature is available on the SmartWay-certified TrailerTail Trident system â&#x20AC;&#x201C; which consists of a trio of three-foot-wide panels â&#x20AC;&#x201C; and the capabilities can also be retrofitted on existing equipment. Itâ&#x20AC;&#x2122;s all activated by an air cylinder, and closed with a spring. On the lower right side thereâ&#x20AC;&#x2122;s also a damper to ensure the TrailerTail will stay closed in high winds. Speed and direction are determined using Stemcoâ&#x20AC;&#x2122;s wheel-mounted TracBat Aero speed sensor, which is based on electronic hubometers. And the all-important data is transmitted by an RF signal. www.stemco.com

E-SMART LINKS SPEEDS TO TRUCK LOCATIONS

Transtex has unveiled a new generation of speed limiter with E-smart, a GPSpowered device that sets maximum speeds based on vehicle locations. Available for Class 4-8 trucks, the system pulls information about posted speeds from the companyâ&#x20AC;&#x2122;s server, or uses map data thatâ&#x20AC;&#x2122;s uploaded to the truck in case a cellular connection is lost. Users also have the option of establishing allowable speeds above posted limits. Using geofencing, fleets can even limit speeds in specific areas, such as around a clientâ&#x20AC;&#x2122;s yard or school zone, or immobilize a truck when it shouldnâ&#x20AC;&#x2122;t move at all. Those features are currently programmed by calling a toll-free number. As a power management tool, E-smart will also limit horsepower based on payloads. It all connects to the truck and engine through a J1939 interface, Bluetooth connection, and throttle position sensor. And a web portal can be used to track factors such as fuel consumption. www.transtex-llc.com ELECTRIC VEHICLES

WORKHORSE DELIVERY TRUCK TO FEATURE DANA SPICER AXLE Dana and Workhorse Group have joined forces to develop a city delivery JUNE 2018

Product Watch vehicle featuring Dana Spicer’s electrified integrated e-Drive axle. The axle comes in an optimized package that allows for more battery space inside the frame rails and accommodates features such as side steps, the companies say. The eS5700r model for Class 3 vehicles is designed to drop in to existing suspensions, and has a nominal voltage of 380 VAC and peak power of 130 kW.

It features a water-glycol-cooled motor and inverter, and integrated electronically controlled parking feature. With disc brakes it weighs in at 673 lb. Its larger counterpart – the eS9000r for Class 4, 5 and 6 vehicles – has 237 kW of maximum power and 400-650 VAC of nominal voltage, and weighs 816 lb. with disc brakes. www.dana.com

HEATER

SOLARA UNITS GIVEN NEW CONTROLLERS Carrier Transicold’s Solara heating unit now features an APX controller with a dashboard-style display. The new controller is preloaded with the company’s programmable IntelliSet software to help create heating parameters for different commodities. An integrated DataLink data recorder and USB port makes for easy downloads and uploads, Carrier Transicold adds. And troubleshooting is supported through built-in diagnostics. Options include DataTrak telematics software, flush- and surface-mount control panels, fuel-level sensors, an open-door indicator, and shutdown switches. www.transicold.carrier.com

YOU CAN’T GET THERE FROM HERE Oki means hello

DO YOU KNOW WHERE THIS IS?

Last month, keen observers knew the world’s largest teepee is located on Treaty 7 lands in Medicine Hat, Alta., home to descendants of the Blackfoot and Algonquin First Nations. The Teepee was built for the 1988 Calgary Olympics and moved to its current location in 1991. For those portaging east this month, be one of the first 10 people to identify the location seen here and we’ll send you a Today’s Trucking cap. Make sure to include your address when you email elizabeth@newcom.ca. May Answer:

World’s largest teepee is located on Treaty 7 lands in Medicine Hat, Alta.

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 Continental Tire 51 www.continental-truck.com DDC FPO Solutions 60 www.ddcfpo.com Detroit Diesel Engines 32-33 demanddetroit.com/engines/DD8 Eaton 46 eatoncumminsjv.com/endurant Freightliner 2-3 www.freightliner.com Hino 10 www.hinocanada.com Howes Lubricator 39 www.howeslube.com Husky 30, 31 HuskyRoadSolutions.com/fuel Imperial Oil 26 www.mobildelvac.ca ISAAC Instruments 19 www.isaac.ca Isuzu 41 www.isuzutruck.ca

Mann+Hummel Filtration (Wix Filters) 42 www.wixfilters.com Meritor 4 www.meritor.com Meritor 54 www.meritor.com/brakes Michelin Tires 8 www.michelintruck.com Omnitracs 14 www.omnitracs.com Peterbilt back cover www.peterbilt.com Peterson 48 www.pmlights.com Petro-Canada 15 duronchallenge.com Prolam 63 www.prolamfloors.com SAF Holland 35 www.safholland.ca

Sirius 47 siriusxm.ca/fleet Surface Transportation Summit 40 www.surfacetransportationsummit.com Todayâ&#x20AC;&#x2122;s Trucking 38 www.todaystrucking.com Total Canada 20 www.total-canada.ca Traction 37 www.traction.com Trailcon Leasing 36 www.trailcon.com TruckForce 55 www.TruckForceService.com Truck & Trailer 58 www.truckandtrailer.ca Volvo Trucks North America 6 www.volvotrucks.ca Western Star/ Detroit Diesel Engines 16, 17 www.westernstar.com

COMPANIES IN THE NEWS A Adesh Deol Trucking . . . . . . . . . . . . . . . . . . . .12 Amazon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41 Arctic Fox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 Atlas Canada . . . . . . . . . . . . . . . . . . . . . . . . . . .22 Autocar Trucks. . . . . . . . . . . . . . . . . . . . . . . . . .56 B BF Goodrich . . . . . . . . . . . . . . . . . . . . . . . . . . . .23 BFL Insurance . . . . . . . . . . . . . . . . . . . . . . . . . . .18 Bison Transport . . . . . . . . . . . . . . . . . . . . . . . . .18 Bushell Transport . . . . . . . . . . . . . . . . . . . . . . .18 C Carrier Transicold . . . . . . . . . . . . . . . 15, 17, 60 CAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44 Challenger Motor Freight . . . . . . . . . . . . . . .44 Continental Tires. . . . . . . . . . . . . . . . . . . . . . . .34 Cummins . . . . . . . . . . . . . . . . . . . . . . . . . . . 43, 56 D Dana . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59 Day & Ross. . . . . . . . . . . . . . . . . . . . . . . . . . 18, 39 Drive Star . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36 Dunlop Western Star Centre. . . . . . . . . . . . .15 E Eskimo Refrigeration . . . . . . . . . . . . . . . . . . . .15 Esso . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36 F FedEx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41 Fernandes Hearn . . . . . . . . . . . . . . . . . . . . . . .31 Ford . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20, 52 FP Innovations . . . . . . . . . . . . . . . . . . . . . . . . . .46 Freightliner . . . . . . . . . . . . . . . . . . . . . . . . . 20, 57

G GLB Transport . . . . . . . . . . . . . . . . . . . . . . . . . .62 Great Dane . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18 H Heil Environmental . . . . . . . . . . . . . . . . . . . . .57 Help Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18 Hendrickson . . . . . . . . . . . . . . . . . . . . . . . . . . . .55 Hino . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20 Hiway Refrigeration . . . . . . . . . . . . . . . . . . . . .15 Home Hardware . . . . . . . . . . . . . . . . . . . . . . . .37 Husky . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36 I International. . . . . . . . . . . . . . . . . . . . . . . . . . . .20 Isaac Instruments . . . . . . . . . . . . . . . . . . . . . . . .9 Isuzu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52 L Lytx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55 M Mack Trucks . . . . . . . . . . . . . . . . . . . . . . . . 55, 56 McNeilus Truck and Manufacturing . . . . . .57 Mercedes-Benz . . . . . . . . . . . . . . . . . . . . . . . . .57 N Nobel Truck Bodies . . . . . . . . . . . . . . . . . . . . .52 O Omnitracs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41 P Parkland Fuel (Ultramar) . . . . . . . . . . . . . . . .50 PeopleNet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 Peterbilt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56 Petro-Canada . . . . . . . . . . . . . . . . . . . . . . . . . . .50 Polaris Transportation Group. . . . . . . . . . . .18 Proheat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17

R Red Dot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 Reefer Sales and Service . . . . . . . . . . . . . . . .15 Ritchie Bros. Auctioneers . . . . . . . . . . . . . . . .22 Rocky Mountain Diesel . . . . . . . . . . . . . . . . . .15 Russell Freightways . . . . . . . . . . . . . . . . . . . . .15 S Saskatchewan Government Insurance . . .12 SK Power Drive . . . . . . . . . . . . . . . . . . . . . . . . .52 SLH Transport . . . . . . . . . . . . . . . . . . . . . . . . . .44 Speedee Rolls Right . . . . . . . . . . . . . . . . . . . . .15 Stemco . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59 T Tallman Group . . . . . . . . . . . . . . . . . . . . . . . . . .15 TFI International . . . . . . . . . . . . . . . . . . . . . . . .17 Transport Econo-Nord . . . . . . . . . . . . . . . . . .50 Transpower . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56 Transtex . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59 Trans-West Group. . . . . . . . . . . . . . . . . . . . . . .62 Trout River Industries . . . . . . . . . . . . . . . . . . .35 U UPS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41 V Vnomics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46 Volvo Trucks North America . . . . . 18, 20, 36 W Walmart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 Webasto . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 Westcan Bulk Transport . . . . . . . . . . . . . 18, 28 Western Star . . . . . . . . . . . . . . . . . . . . . . . . 15, 34 Wilcox Bodies . . . . . . . . . . . . . . . . . . . . . . . . . . .53 Workhorse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59

JUNE 2018

Faces Eric Lucas (Photo by Annie Bigras, Pure Perception)

Ring Road Boxing champ Eric Lucas drops the gloves and grabs the wheel By Steve Bouchard Eric Lucas first raised the WBC world middleweight championship belt over his head in July 2001, and managed to hold on to the boxing title for two years. But when his time as a professional fighter came to an end in 2010, it was time to look for a new career. At first, he ran a dairy. Then a café in Estrie. The idea of entering the trucking industry came after that. “I have always loved driving. I often drove to Florida for family vacations.

TODAY’S TRUCKING

When I lived in Drummondville, I loved taking to the road to train in Montreal. I thought that trucking must be fun,” he recalls. The thought of spending months at school made him hesitate at first. Rather than training at CFTR – the government-run training school – he obtained a learner’s permit and went to work for a friend at GLB Transport and Logistics in Granby, Que. And for three months, he joined an experienced

driver making LTL deliveries to communities like Sherbrooke, Cookshire, and Coaticook in the Eastern Townships. It taught him that he didn’t want to handle partial loads. “I wanted to go a long way and not be stopped everywhere,” he says. “But it was a great way to learn, with a very experienced person from the trucking industry.” “I immediately loved driving a truck,” he adds. “I waited far too long for nothing. I should have gone into trucking much faster.” Once Lucas had a licence in hand, he wrote a letter to three longhaul companies including Trans-West Group, where he has worked for the last few months. “I saw the president, Real Gagnon, explain his business model on a TV show and it really interested me,” he explains, referring to one of the deciding factors. “The strength of Trans-West is that you make your schedule.” The only requirement is to do a minimum of two trips per month. “That’s one of the things that attracted me to Trans-West – flexible schedules for truckers. You do your business, you say when you want to leave. For a guy like me it’s perfect. With boxing, I only had a schedule in the morning. I have never really had schedules for 25 years, from eight to five. It’s impossible for me to do that.” The work began with training in town, and this January he finally had the chance to live his dream of a longhaul trip. “I saw myself going the long way, and that’s exactly what I imagined,” he says. “We take to the road. My team driver sleeps behind, and I feel great.” His goal now is to run at least 200 days per year since his children are grown. Besides, his wife was used to him traveling throughout his boxing career. That eased the transition. “I’m only 46. I’m in great shape and I want to enjoy it. My goal of semi-retirement in five or six years is to continue driving for a long time. Everyone is in a good place at home. It’s time for me to do it.” TT

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