Today's Trucking November 2018 by Annex Business Media

Monitoring Mack

Emotional Appeal

Testing fuel economy tech PG. 44

Kenworth unveils the W990 PG. 50

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November 2018

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Contents

November 2018 | VOLUME 32, NO.11 10 13 27 29

John G. Smith Rolf Lockwood Heather Ness Mike McCarron

NEWS & NOTES

Dispatches 14 NAFTA 2.0 Industry looks for implications of new USMCA trade deal

19 20 21 23 24 25 26 54

Truck Sales

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

In Gear 40 Cool Runnings Cooling systems have evolved, and so have maintenance needs By Eric Berard

Features 30 Euro Zone By John G. Smith

Your future may be hiding under IAA’s cabovers

35 Trucking by Degree Canada’s truck drivers more formally educated than ever

50 Emotional Appeal Kenworth W990 builds on W900’s legacy

44 Pushing 10 Road testing Mack’s fuel economy tech By Jim Park

52 Product Watch

By John G. Smith

54 Clearing his Mind Morris Bellus’ long road for mental health

By Elizabeth Bate

For more visit www.todaystrucking.com NOVEMBER 2018

Letters 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 CONTRIBUTORS: Eric Berard, Steve Bouchard, Heather Ness, Mike McCarron, Jim Park, Nicolas Trepanier DESIGN / LAYOUT Tim Norton, Frank Scatozza production@todaystrucking.com • 416/614-5818 SALES AND MARKETING CONSULTANT Anthony Buttino anthonyb@newcom.ca • 514/292-2297 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 Kimberly Collins kim@newcom.ca • 416/510-6779

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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 that 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

The ‘driver shortage’ hides the truth Re: Temporary Measures (October 2018) The “shortage of drivers” is a fabrication to hide the truth. There are countless experienced professional drivers who have decided to leave the industry simply because of ongoing disrespect, and by that I mean low pay, no pension, nickel and diming, unsafe equipment, forced to run illegal, unreasonable expectations, and personal safety. If you want to retain professional drivers, then the carriers must address the above or more will leave. A good start would be paying professional drivers an hourly wage for every hour on the job, full benefits, and matching johng@newcom.ca contributions to a pension. It’s pretty sad that many professional drivers have been forced to job jump looking for greener pastures with the results being the same, and there’s no pension when they do eventually retire. SEND YOUR It’s convenient for the carriers, but means a retirement LETTERS TO: in poverty. Immigration may help, but the exploitation and Newcom disrespect will continue. Media Inc., “The definition of insanity is doing the same thing over and 5353 Dundas over again but expecting different results.” It’s an overused Street West, quote, but applicable.

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— Gary J de Montigny Chilliwack, B.C.

Humboldt bus driver did nothing wrong Re: Bus driver’s actions should be scrutinized (October letters) Bryan, the reason no one talks about the bus driver’s actions in the Humboldt Broncos accident is because he did nothing wrong. He had no indication that a truck was going to fail to stop at a stop sign until it was too late. He did try to stop, but nothing could be done. I live not far from that location, and have been by it since the horrible accident took place. You trying to question his actions based on a photograph is an insult to that individual. — Dave Stianson Porcupine Plain, Sask.

Is this enforcement or filling a quota? I work with many qualified paralegals who are retired Ontario Ministry of Transportation (MTO) officers. They feel like I do – that out-of-service violations and charges have gotten completely out of hand. Police agencies are much too quick to lay charges, while the MTO often finds defects that may be very questionable. A few months back, for example, I received a call from a new client asking for my assistance. This family-owned marina had three commercial pickup trucks with boats attached. During an OPP training blitz, the police decided to lay 26 charges. After talking to the officer involved, I realized he had no clue what 26 convictions would do to a Commercial Vehicle Operators Registration (CVOR). I know we can’t have unsafe vehicles on the road. All vehicles must be clean when inspected or defects will be noted on the reports. But the system is broken. Enforcement officers are laying charges and indicating defects with little understanding of the CVOR system. No one wants to call this for what it is – a quota system. — Mark Richardson Ontario NOVEMBER 2018

Introducing the Kenworth W990. When the open road called, we answered.

Editorial By John G. Smith

Sing it Now It’s easy to sing praises of the USMCA ... isn’t it? Let’s hope the deal leads to changes on the ground.

t appears somewhat easy to sing praises of the new United States – Mexico – Canada Agreement (USMCA) from a trucking perspective. For more than a year, we were left to wonder if Canada would be included in a trade deal at all. U.S. President Donald Trump argued that his country faced a raw deal under NAFTA, which had been governing cross-border trade since 1994. At different times he blustered that he was scrapping the deal, angered by the supply management system used by dairy farmers, and imposing tariffs on the all-important automotive sector. That all changed at the 11th hour on Oct. 1, when a new deal with an unpronounceable name was established. (Is it “youzemecka” or “usmucka”? No matter.) We now seem unlikely to plunge into the economic chaos that would have been created in the absence of a deal. Two of the world’s biggest trading partners remain relatively free to do business together. Without further ado, let me offer a musical interlude to discuss a few thoughts about what we have in place. It should be sung, of course, to the tune of YMCA by Victor Willis and Jacques Morali and performed by the Village People. Verse: Young man, there’s no reason to feel down I said, young man, a new deal is in town I said, young man, we have USMCA It will guide trade with U.S. of A. Verse: Young man, there’s a place you can drive It’s a market, where our fleets they can thrive $580 billion, crosses 49th line Trucks haul more than half and that’s fine. Do-Do-Do-Do-Do

TODAY’S TRUCKING

Chorus: It’s fun to truck with the USMCA A missing deal would have blocked us on the way. They promise streamlined crossings, for all the trucks to enjoy Could reduced de-lays be our joy? It’s fun to truck with the USMCA And fun to ship with USMCA. It’s time to get down to work, let’s wade deep into the weeds Can we just get things moving please. Verse: Driver, you know just what I say I said driver, you shouldn’t see the delays I said driver, will they shred some red tape? You have got to hope for that thing. Driver, you shouldn’t pay for delays I said, driver, they make for frustrating days. Let’s push harder, for the promises made Please help us CBP and CBSA. I’ll spare you the extra verses and the ear worm that a reference to the Village People may have induced. But for all the promise that comes with a free trade deal by any name, the most meaningful changes on the ground will involve efforts to streamline crossings. This deal promises commitments to using technology that will expedite procedures when releasing goods, coordinating procedures at adjacent ports of entry, and establishing a “single window” for electronic document and data submissions. Those are just a few examples. Individual sectors will face challenges and opportunities relating to the specific goods they trade. We won’t know the true impact of those for months or years to come. But is it too much to hope that the promises of smoother crossings were more than political posturing? Life could be better with USMCA. TT

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

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Lockwood By Rolf Lockwood

Charging Standards are on the Way New electric coupler has put us on the right path for electric vehicles

lectric, electric, electric. The hoopla about electric trucks has been literally inescapable. You’d be forgiven for thinking that they’re about to take over the trucking world, but it may be quite a few years before everything is in place to make them fly. Among all the hurdles yet to be leaped over, one practical aspect has been given short shrift: charging standards, of which there are none. And by the way, “shrift” is an archaic noun that originally referred to the confession uttered before an execution. A short one was a good idea, lest the man with the beheading axe get too impatient. But boy, do I ever digress. Anyway, let’s look at those standards. It’s an important issue, and very quietly progress is being made. Penske Truck Leasing has joined the Charging Interface Initiative, a group oddly known as CharIn, focused on promoting the Combined Charging System (CCS) as a global standard for charging electric vehicles. Penske’s not alone. Giant electric truck and battery maker BYD joined the group in the summer, with other members including companies such as BMW, FCA, Ford, GM, Porsche, and Renault. Earlier this year the Society of Automotive Engineers (SAE) published a recommended practice for the plug-in charging of heavy-duty electric vehicles. The new standard was designed to offer a single-vehicle charging coupler solution for three-phase and single-phase AC and DC charging. SAE approved a new three-phase coupler for the plug-in charging of electric vehicles, along with the organization’s recommended practice for plug-in charging of such vehicles. Dubbed the J3068 Electric Vehicle Power Transfer System, the new coupler was developed from existing international standards, which were extended to cover higher North American grid voltages and higher power levels. According to SAE, J3068 allows vehicles to fully utilize threephase AC power where it’s available and preferred, such as at commercial and industrial locations. (For more information about J3068: Electric Vehicle Power Transfer System Using a Three-Phase Capable Coupler, or to purchase the standard, go to https://tinyurl.com/ycy8mcgk.) Penske will focus its attention on promoting charging standards for commercial vehicles by participating in the group’s

High Power Charging for Commercial Vehicles Task Force. “As a leading services provider to commercial fleets, we feel standardization around electric vehicle charging and charging stations will help accelerate the use of electric vehicles within the transportation industry,” said Brian Hard, president and CEO of Penske Truck Leasing. “The interoperability of vehicle charging stations over the road is essential for commercial fleet uptime, efficiency, maintenance, and general ease of use for the industry.” Electric vehicle charging standards could reduce the complexity of the technology for fleets and drivers as well as for maintenance providers and vehicle recharging companies. “Our goal is to extend CCS capabilities to meet the requirements for commercial EV charging,” said Oleg Logvinov, the spokesperson for CharIn in North America and president and CEO of IoTecha. “The input from end users is the key to our success. Penske is the first fleet operator to join our team and this brings this important work one step closer to successful completion.” BYD is bringing its clean energy expertise and experience to the coalition as it develops the CCS. The company also notes that standardization eliminates the need for customers to invest in multiple charging systems. “CCS is currently the world’s only charging system that covers all charging scenarios with a single product, and our support of CCS will help pave the way for more efficient transportation solutions,” said Bobby Hill, vice-president of BYD North America – coach and bus. This is very encouraging stuff because no new technology can thrive until standards exist and allow it to expand unfettered. Better yet is when end users participate in the development of those standards. We’re on the right path. TT

“No new technology can thrive until standards exist and allow it to expand unfettered.”

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

NAFTA 2.0 Industry looks for implications of new USMCA trade deal By John G. Smith Whether you call it USMCA or the unofficial brand of NAFTA 2.0, North America’s new trade agreement is being greeted with a sigh of relief by transportation industry lobbyists and analysts alike. “We were surprised that we were actually able to get the agreement since we heard there were issues,” says Jed Mandel, president of the Truck and Engine Manufacturers Association. “It was pretty last-minute.” Trade negotiators had been at the bargaining table

TODAY’S TRUCKING

since August 2017, but it was only at the 11th hour before a U.S.-imposed deadline that a deal including Canada was secured. Now the details of the U.S.-Canada-Mexico Agreement (USMCA) need to be ratified by the governments involved. Chris Brady, a New-York based analyst and the principal for Commercial Motor Vehicle Consulting, says NAFTA’s outright cancellation – threatened on occasion by U.S. President Donald Trump – would have been disastrous.

“It’s not substantially different from the current deal,” he says of the USMCA, referring to the way the three economies have been integrating themselves since 1994. “It’s not a major restructuring of NAFTA, which is good.” But there are differences. Business groups continue to dig into the details and participate in conference calls with Global Affairs Canada to determine exactly what has changed in terms of the supply chain. “The government of Canada delivered the best deal possible. Now it’s up to the supply chain to take some time to understand what this deal means to our businesses,” said Canadian Trucking Alliance (CTA) president Stephen Laskowski. There’s no question that free trade makes a difference in the business of cross-border trucking, affecting everything from freight volumes to the sourcing of components for the trucks themselves. The freight rolling between Canada and the U.S. was valued at $582.4 billion between 2016 and 2017, according to the U.S. Department of Transportation. In 2017, trucks carried half the $300 billion of goods traveling to the U.S. from Canada, and

65.7% of the $282.5 billion of goods that were bound for this side of the border. “This deal will introduce changes to our customer base and possibly our cross-border operations. Identifying all the changes will take time to unravel,” Laskowski said.

Commitments to streamline The USMCA text includes commitments to streamline the way goods are moved across the border. Each country, for example, commits to using information technology that expedites procedures followed when releasing goods. There’s also the pledge to coordinate procedures at adjacent ports of entry where specific facilities or examinations are needed to process the freight. An initial review by the Canadian Trucking Alliance has identified potential revisions to the temporary admission of goods as it relates to in-transit moves, changes to promote electronic submissions, and potential shifts in warehousing rules. Each country is committing to establishing a “single window” for electronic submissions of documents and data, it adds. There may even be changes to the administration of customs penalties – includ-

Fire Fight PG. 17

Drive Clean PG. 18

Humboldt Charges PG. 18

The Ambassador Bridge linking Detroit, Mich., and Windsor, Ont., remains one of the busiest truck crossings in North America.

ing how they are imposed, or the way “clerical” or “minor” errors are treated. Text in the agreement further commits to facilitate trade using programs that are designed to improve the movement of goods through a port of entry – and if possible aligning hours of service, joint customs inspections, and shared facilities,

the alliance says. “The previous NAFTA, nearly 25 years old, was due for modernization while ensuring the open and free market our members rely upon to remain globally competitive,” the Motor and Equipment Manufacturers Association (MEMA) said in a statement. It’s still looking to see how provisions and rules

will affect the manufacturing of motor vehicle parts. “The potential strength and longevity of this agreement will be in the details.” But the automotive sector that accounts for much of the trade flowing across the Canada-U.S. border has been spared the threat of U.S. 232 national security tariffs, although Trump has since

admitted the threat was a bargaining tactic. “The United StatesMexico-Canada Agreement will continue to provide our members, which have a footprint in all three countries, with preferential access to the U.S. market,” said David Adams, president of Global Automakers of Canada. ... continued on page 16

NOVEMBER 2018

Dispatches Tariffs remain Still, 25% tariffs on steel and 10% tariffs on aluminum remain, and those have been pushing the price of things like specialty trailers higher. “The steel and aluminum tariffs are still in effect and apparently are under negotiations. This is still a very troublesome issue and we are very concerned

as we have indicated in the past,” says Don Moore, director – government and industry relations for the Canadian Transportation Equipment Association, whose members include Canadian manufacturers. “We need the tariffs to be removed as soon as possible, particularly with our membership being largely smalland medium-sized entities who are large

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TODAY’S TRUCKING

users of steel and aluminum.” Brady expects the steel tariffs to remain for awhile yet. “The reason for that is President Trump thinks trade deficits are due to unfair trade practices and not other economic issues,” he says. Other changes could affect freight volumes and lanes, depending on the type of business being secured. Those who deal with express shipments, for example, could benefit from higher “de minimis” standards that allow Canadians to spend $150 online before any duties are applied. The limit had been sitting at a mere $20. “The general feeling was any increase in de minimis values would drive e-commerce,” says Ruth Snowden, executive director of the Canadian International Freight Forwarders Association (CIFFA), also noting how HST doesn’t apply until a $40 limit is reached. “I think it’s going to increase e-commerce.” To her, the most important factor is the stability that comes with an actual deal. “Who can operate a business, make investment, in a climate where you’re getting bullied and you don’t know what the future is going to be?” she asks. “Anything that I think reduces the barriers to transportation, freight transportation, is good, and there doesn’t seem to be anything in this new agreement that raises any problems,” says Robert Ballantyne, president of the Freight Management Association of Canada. From what he’s seen so far, many changes affect things like intellectual property and the rights for those who hold drug patents. Those are unlikely to affect freight volumes. “The fact there is an agreement in place, that is good. And that means things will continue pretty much as they have under NAFTA,” he says, “and I think NAFTA’s been a huge success in terms of the growth of trade, which has been a pretty widespread benefit.” Commercial Motor Vehicle Consulting’s Brady simply stresses that USMCA’s affects won’t be realized overnight. “Anything in the supply chain, it’s very difficult to change in the short term,” he says. TT

▲

Dispatches

Fire Fight Institute proposes tanker training for firefighters By John G. Smith Every tanker involved in a highway collision looks like it’s ready to add fuel to a fire. In some cases the loads can do this very thing. That’s why David Clarke wants to offer first responders the practical training to keep bad situations from getting worse. He’s relying on industry experts – those who pull such trailers for a living – to make the training a reality. Carriers such as Tandet Logistics already helped the Fire and Emergency Training Institute (FESTI) instructor deliver hands-on training sessions through regional fire halls in Burlington and Mississauga, Ont. Building on that successful experience, however, the institute is now developing a formal tanker-related training program for technician-level firefighters. It would be the first of its kind in Canada. To date, such training programs have been limited to U.S. locations at the Security Emergency Response Training Center in Colorado, and the fire school at Texas A&M University. Some of the FESTI training will

be offered in the institute’s modern classrooms, located on the outskirts of Pearson Airport, but Clarke’s vision has more of a practical edge. Driving past a series of wrecked planes, buses and trucks used for disaster training scenarios, he pulls up to a fenced yard tucked off an access road. At the moment it’s overgrown with weeds and littered with decommissioned trailers that create a post-apocalyptic feel. His plan is to clear all this away, establishing a permanent area where carriers can roll in with examples of the typical equipment that firefighters might come across, giving trainees the chance to see and touch every piece. “Firefighters and police officers are very tactile and visual-style learners. They’ve got to see it, and touch it to kind of figure it out,” he says. The industry involvement is key, though. Outright equipment donations can be costly and quickly become outdated. By relying on fleets to loan equipment and personnel to deliver expertise, everything will be as current as possible.

David Clarke of the Fire and Emergency Services Training Institute, and Jeff Younger of Tandet Logistics, have already demonstrated how hands-on training can make a difference.

“You’re best to learn it from somebody who’s current and who’s a subject matter expert,” Clarke says. “If I was to go and look for a textbook, I can get one on gasoline tank truck emergencies. But if I get into the other specialty [trailers], there’s nothing specific to those for firefighters and first responders.” When with the City of Mississauga’s fire department, Clarke approached the Ontario Trucking Association and Canadian Trucking Alliance with a three-page wish list of equipment that would cost hundreds of thousands of dollars to purchase. Their members delivered, arriving with the clean rigs that allowed trainees to get up close and personal with specialty equipment such as MC 406 trailers. “I try to think of the things that you’d want to know if you walked up to an accident scene,” says Jeff Younger, a Tandet Logistics driver-trainer who helped with the previous training. Arriving with a DOT 407 trailer, for example, he actually breaks an emergency shut-off valve found on these workhorses of the chemical industry, showing exactly how the devices work. Knowing how a frangible breaks off and releases pressure, ensuring that any valves for recovering vapor or unloading products are closed, can certainly make a difference at the scene of a collision. “The trailer’s sealed after that. If you have leaks beyond that, then you’re into puncturing of the tank, and then you got a much bigger problem. But it’s a quick way to know if it’s a small leak that you can fix on site right away,” Younger says. “I learned because my dad did it,” the driver-trainer adds, describing how he gained his own experience. He was driving in a yard at 16, and when licensed drove with his dad for nine months as he learned to load and unload. “Most guys don’t get that opportunity.” This is about adding another layer to the training that firefighters already receive. TT NOVEMBER 2018

Dispatches

Drive Clean dead – but not for trucks Ontario is scrapping its Drive Clean emissions tests for passenger vehicles effective April 1 – but a replacement program will focus exclusively on commercial vehicles. The province said the change is pos-

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sible because auto industry standards have improved since the program was created in 1999. Total vehicle emissions decreased by more than 50% between 1998 and 2010. “Emissions from heavy-duty vehicles have not decreased as rapidly, in part due to less-stringent vehicle emission standards and a slower replacement rate

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of older, higher-emission vehicles,” the province added.

Navistar realizes buying benefits Navistar is already realizing the benefits of extra purchasing power made possible through a 17% equity stake secured by Volkswagen Truck and Bus – recently rebranded as Traton Group. A related joint venture for procurement activities offered the business access to a bigger scale, Navistar president CEO Troy Clarke said during the IAA truck show in Germany. There have also been opportunities to licence technology and participate in related research and development. A Traton-developed powertrain is in the works for use in Navistar trucks, and is expected in 2021.

Andy expands maintenance service Quebec-based Andy Transport is expanding its maintenance and repair services through a new venture known as Tristan Fleet Management. Tristan already counts nearly 200 clients relying on its preventive maintenance and repair activities.

Adesh Deol owner faces eight charges

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TODAY’S TRUCKING

The owner of the trucking company involved in the Humboldt Broncos bus collision that killed 16 has been charged with eight counts of failing to comply with safety regulations. Sukhmander Singh, owner of Calgarybased Adesh Deol Trucking, faces seven federal charges, including two counts of failing to maintain hours of service logs, three counts of failing to monitor the compliance of a driver, and two counts of having more than one log for a given day. The final charge is under provincial regulations for failing to possess or follow a written safety program. The driver of the truck, Jaskirat Singh Sidhu, was charged in July with 29 counts of dangerous operation of a motor vehicle causing death and bodily injury.

Dispatches

Are retail sales about to spike? Four of the top five months for truck orders have all occurred this year, FTR vicepresident Don Ake said in an update during his company’s recent transportation conference. Numbers have been consistently above the 2011-17 average and even the strong numbers experienced in 2015. While retail sales have lagged, it’s because the suppliers to truck manufacturers have struggled to keep pace, he said. “That’s been alleviated some in the last two months.” And he expects retail sales to spike in the near future. August was clearly a strong month for retail sales in its own right, WardsAuto reports. Freightliner led Canada’s Class 8 market with 26.8% of the 2,790 monthly sales. But International holds the top position in Class 7, with 40.7% of the 747 units sold. Hino topped Class 6 sales for the month, with 45.7% of the 92 August sales, while Ford topped the Class 5 rankings for the month with 44.5% of the 564 sales.

Canada – August 2018 SALES CLASS 8

U.S. – August 2018

MARKET SHARES

SALES

Aug.

YTD

Aug. %

YTD %

CLASS 8

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

748 439 377 371 363 292 200 0 2,790 Aug.

6,912 3,462 3,229 2,740 2,622 2,029 1,307 0 22,301 YTD

26.8 15.7 13.5 13.3 13.0 10.5 7.2 0.0 100.0 Aug. %

31.0 15.5 14.5 12.3 11.8 9.1 5.9 0.0 100.0 YTD %

International Peterbilt Freightliner Hino Kenworth Ford Total CLASS 6

304 229 90 71 41 12 747 Aug.

1,330 950 889 746 383 73 4,371 YTD

40.7 30.7 12.0 9.5 5.5 1.6 100.0 Aug. %

Freightliner Hino International Peterbilt Ford Isuzu Kenworth GM Total CLASS 5

30 42 13 0 5 0 2 0 92 Aug.

344 340 206 70 36 16 12 0 1,024 YTD

251 116 97 95 4 0 1 0 0 0 564

2,755 1,020 817 801 23 21 9 0 2 2 5,450

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

Source: WardsAuto

www.total-canada.ca

MARKET SHARES

Aug.

YTD

Aug. %

YTD %

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

9,564 2,966 3,429 3,667 2,315 1,475 497 0 23,913 Aug.

56,159 22,967 22,460 20,663 17,085 11,380 3,828 9 154,551 YTD

40.0 12.4 14.3 15.3 9.7 6.2 2.1 0.0 100.0 Aug. %

36.3 14.9 14.5 13.4 11.1 7.4 2.5 0.0 100.0 YTD %

30.4 21.7 20.3 17.1 8.8 1.7 100.0 YTD %

Freightliner International Peterbilt Kenworth Hino Ford Total CLASS 6

2,774 2,644 666 437 194 191 6,906 Aug.

20,184 11,390 5,154 2,998 1,319 1,229 42,274 YTD

40.2 38.3 9.6 6.3 2.8 2.8 100.0 Aug. %

47.7 26.9 12.2 7.1 3.1 2.9 100.0 YTD %

32.6 45.7 14.1 0.0 5.4 0.0 2.2 0.0 100.0 Aug. %

33.6 33.2 20.1 6.8 3.5 1.6 1.2 0.0 100.0 YTD %

Freightliner Ford International Hino Kenworth Isuzu Peterbilt GM Total CLASS 5

2,140 1,302 1,044 588 244 159 1 12 5,490 Aug.

15,892 13,317 11,090 5,200 1,767 808 83 41 48,198 YTD

39.0 23.7 19.0 10.7 4.4 2.9 0.0 0.0 100.0 Aug. %

33.0 27.6 23.0 10.8 3.7 1.7 0.2 0.0 100.0 YTD %

44.5 20.6 17.2 16.8 0.7 0.0 0.2 0.0 0.0 0.0 100.0

50.6 18.7 15.0 14.7 0.4 0.4 0.2 0.0 0.0 0.0 100.0

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

4,425 1,530 592 454 195 24 19 6 0 2 7,247

34,253 10,399 3,831 2,948 1,598 199 117 26 15 8 53,394

61.1 21.1 8.2 6.3 2.7 0.3 0.3 0.1 0.0 0.0 100.0

64.2 19.5 7.2 5.5 3.0 0.4 0.2 0.0 0.0 0.0 100.0

NOVEMBER 2018

Dispatches

Heard Street on the

Yves Provencher

Rogers takes on leading Transcourt role Shawn Rogers has been named Transcourt Tank Leasing’s vice-president of business development for North America. The veteran of senior sales roles has most recently served as Train Trailer’s commercial leader for Canada. In his new role he will lead business development and marketing teams, and be based at Transcourt’s head office in Oakville, Ont.

Provencher leaves FP Innovations Shawn Rogers

Jerry Brown named Trailcon GM Jerry Brown has assumed the role of senior vicepresident and general manager at Trailcon Leasing.

Jerry Brown

The 30-year industry veteran comes from Ryder, where he served as vice-president and general manager, responsible for the Canadian Fleet Management Solutions (FMS) division. That division provides truck leasing, rental and maintenance services across Canada.

Yves Provencher has left FPInnovations – widely known for its studies of truck-related technologies – after 34 years with the organization, most recently as industrial sector leader for emerging markets. He has been named senior director – business development at La Compagnie Électrique Lion, an electric vehicle manufacturer.

Vadim Kornev

Hrechuk to replace Ambrock at Trailcon Edmonton branch Dave Ambrock, who will retire as Trailcon’s Edmonton branch manager at the end of this year, already knows who will fill his shoes as of Jan. 1. Laine Hrechuk – who previously served as a transport division manager and transport sales manager for Edmonton’s Thermo King Western – is shadowing Ambrock in the role before assuming the position. Ambrock has been with Trailcon Edmonton for 11 years.

Kornev to support Eastern Canada Dave Ambrock

Snowden to retire by mid-2019 Canadian International Freight Forwarders Association (CIFFA) executive director Ruth Snowden will retire from the association by mid-2019. The process is already underway to name a successor. “It was an item in LinkedIn last January announcing my 10th anniversary at CIFFA that made me stop for a moment and look up,” said Snowden. “When I joined the association in 2008 I promised myself that it would be for only five years. Imagine my surprise when I realized that 10 years had flown by.”

TODAY’S TRUCKING

Vadim Kornev will become Mitsubishi Fuso Truck of America’s new product support manager for Eastern Canada. He comes to the role from Mitsubishi Motor Sales of Canada, where he had a similar position in technical support/product support. Originally from Ukraine, Vadim has a BA from York University and lives in Thornhill, Ont.

Dispatches

L gbook2018 NOVEMBER 2

Atlantic Provinces Trucking Association Annual Awards Dinner Delta Beausejour Hotel, Moncton, N.B. www.apta.ca

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Ontario Trucking Associationâ&#x20AC;&#x2122;s Annual Convention and Executive Conference Ritz-Carlton Hotel Toronto, Ont. www.otaconvention.ca

Toronto Transportation Club 105th Annual Dinner Metro Toronto Convention Centre Toronto, Ont. www.torontotransportationclub.com

12-14

Manitoba Trucking Association Annual Fall Awards Gala The Metropolitan Theatre Winnipeg, Man. www.trucking.mb.ca

Women in Trucking Accelerate! Conference and Expo Embassy Suites by Hilton Dallas (Frisco), Texas www.womenintrucking.org

British Columbia Trucking Associationâ&#x20AC;&#x2122;s Christmas Party Sheraton Vancouver Guildford Hotel Surrey, B.C. www.bctrucking.com

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Independentt tests prove Internat International ernattional LT SERIES POWERED BY A26 BEATS THE COMPETITION BY OVER 4% ON average* ®

International Truck commissioned the PIT Group to conduct industry-recognized TMC Type IV fuel economy tests comparing the International LT Series powered by A26 with competitive 12-13L powered tractors of similar speciﬁcations. All vehicles were tested on a 300+ mile route with hills and ﬂatlands. In the end, International beat all others in the test, proving that LT Series delivers tangible fuel savings over the competition. VISIT INTERNATIONALTRUCKS.COM TO READ THE COMPLETE REPORT.

* Based on averaging the third-party testing results for fuel economy comparing the International LT with A26 engine against the (a) 2018 Freightliner Cascadia CA126SLP with DD13, (b) 2018 Kenworth T680 with Paccar MX-13 and (c) 2018 Volvo VNL670 with Volvo D13. Actual customer results for fuel economy may vary. The “category” tested consisted of Class 8 trucks with North American 12-13L engines.

Dispatches

The Peterbilt 379’s paint scheme matches his race cars.

Trucks of the Month

Stand Out Ed Vanderkooi loved his 2007 Peterbilt 379. He put 2 million kilometers on the truck without a major overhaul. But it was time for a change, and he decided it was also an opportunity to step back in time. Enter this 1996 Peterbilt 379. “I worked on the truck for a year to get any little things that were wrong repaired,” says Vanderkooi, the proprietor of Vanderkooi Trucking. The Cummins N14 had been rebuilt, but there was still work to do. “Repairs were tedious and mostly just small things.” By Christmas 2016 it was in a welding shop to have the frame stretched, while new tanks and frame step boxes were added. The following July it went to the LF Truck Centre in Fort MacLeod, Alta., for a “beautification overhaul”. The 63-inch stand-up sleeper was replaced with a studio sleeper from a 2013 model, and since it was a flat-top cab, the front of the bunk was made to fit. There has been a long list of modifications including the fiberglass visor, a 22-inch tip-up bumper, and custom cab and bunk skirts. A small side window was deleted and a daylight window installed. And there are now more than 200 LED lights to set it apart. Inside, the laminated floor for the cab and bunk is actually heated. ks that are The paint scheme reflects a few race cars that he owns. “There are so many trucks black, red, white, blue and all look similar, “ he said. “I wanted a Peterbilt truck thatt would stand out in a parking lot full of Peterbilts.” He succeeded. he A year after emerging from the shop, it earned best in class among Peterbilts at the Lesco Distributors pro truck show and shine at the Castrol Raceway in Edmonton. “There were many nice working trucks there,” he said. “It feels good to receive that acknowledgement.” TT

THE SPEC’S TRUCK: 1996 Peterbilt 379 ENGINE: Cummins N14 TRANSMISSION: 18-speed Eaton RATIO: 4.10:1 SLEEPER: 2013 Studio Model

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 NOVEMBER 2018

Dispatches

Pu se Reader Survey Tell us your thoughts on ... The Economy Business conditions appear to be strong this year, with reports of rising rates, increasing driver pay, and hot equipment markets in the news. In this month’s Pulse Survey, we asked for your thoughts and predictions.

How would you rate the current economic conditions that affect your business? (5 = strongest)

n o p q r

2% 6% 35% 42%

TODAY’S TRUCKING

29% 41% 17%

Business is steady, and we’re staying the course. We’re in growth mode. The business keeps coming. We’re under pressure and making cuts. This place is doomed. Are you hiring?

What do you think will happen to freight rates in the coming year?

“Cash flow.”

44% 42% 12% 2%

Rates will increase Rates will remain relatively the same Rates will be under pressure Rates will be cut

“Harassment by local government.”

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

12%

Which of the following statements best describe business conditions where you work? 64% 21% 14% 1%

Driver shortage NAFTA negotiations General economy – Canada Equipment costs Fuel costs Tariffs General economy – U.S. Wage costs Shipper demands

“Equipment breaks down due to emissions controls.”

15%

Which of the following represents the biggest economic threat to your business? 33% 16% 13% 10% 10% 4% 3% 2% 1%

How would you rate the current economic state of the overall trucking industry? (5 = strongest)

Next month: Trucker Treatment

StatPack

Dispatches

TIRE PRICE INCREASE

Dayton truck and bus tires sold in the U.S. and Canada are being priced 10% higher, Bridgestone Americas Tire Operations reports. The company blames increased business costs and other market dynamics. The price increase affects Dayton tires shipped on or after Sept. 24.

53,069

FREIGHTLINER’S

CLASS 8 ORDERS

78,000-sq.ft. FACILITY Freightliner Manitoba plans to build a new 78,000-square-foot facility at CentrePort Canada’s Brookside Industrial Park. Expected to open early in 2020, the building will sit on 13.5 acres and boast 35 service bays, an indoor showroom, warehousing space, and an enhanced service and parts department.

Class 8 truck orders broke records this August, reaching 53,069 units on the month, ACT Research reports. It’s the sixth time in eight months in which industry orders surpassed 40,000 units.

$63,000 COLLISION COSTS An average collision involving property damage will cost a carrier US $63,000, while one involving an injury is US $438,000, says CJ Meurell, co-founder of Motion Intelligence. Collisions involving a fatality see the average costs soar to US $10.9 million. His findings were presented during the PeopleNet in.sight User Conference in Houston. “The last thing you want is to have your company vehicle on the six o’clock news after rear-ending a school bus,” he said.

MORE MILES

Fleets surveyed by FleetNet America reported 12% more miles between roadside breakdowns in the second quarter of this year. Tire failures rose 25%, largely because of hot weather. The benchmarking survey is completed with the Technology and Maintenance Council of the American Trucking Associations.

57,405 CITATIONS Enforcement teams issued 57,405 citations and 87,907 warnings during Operation Safe Driver Week, held July 15-21 and coordinated by the Commercial Vehicle Safety Alliance (CVSA). About 51,000 officers interacted with 113,000 drivers of commercial vehicles and cars alike. Commercial drivers collected 10,709 citations and 29,908 warnings. Their fourwheeled counterparts on the road collected 46,696 citations and 57,999 warnings. The top citations for commercial vehicle operators included violating state or local laws (6,008 citations), speeding (1,908), failing to wear a seatbelt (1,169), failing to obey a traffic control device (754), and using a handheld phone (262). NOVEMBER 2018

Dispatches

Trendingg on ‘Perfect Storm’ Shippers caught off guard by rising freight costs Bruce Ridley, the Packaging Corp. of America vice-president in charge of transportation, said his company prepared for a storm when it was time to project 2018 freight costs – just not the perfect storm that materialized. “I think most of us that are shipping knew if the economy took off at 2%, our capacity Mike Regan was going to be stretched. We didn’t see it hitting the numbers we are seeing today, and we had no idea all modes were going to be as stretched as they are,” Ridley said at the recent FTR Transportation Conference. “We had budgeted 5-8% [cost increases] and thought that was high but realistic. We kind of saw it coming but not anywhere near the levels we’re at today.” “We are living in unprecedented times,” added Mike Regan, co-founder of TranzAct Technologies, which helps to manage transportation spending. He said C-level executives who have

@todaystrucking Your go-to social media source

.com

ignored transportation for years are now facing a rude awakening. In one April survey, 148 of the S&P 500 CEOs said transportation costs are having a negative impact on their profitability. To navigate the perfect storm, Ridley said his company is focused on relationships and keeping carriers happy. “We have regular carrier meetings at each one of our mills, and we thank them,” he explained. “It’s day-to-day communication. Their lives change, too. What lanes fit them and what lanes don’t? By having our own fleet, that has helped us significantly by doing the hard-to-do stuff. If we have a hard-to-do lane we have to fill, our fleet will do that and we will reward the driver. That keeps our core carriers on the lanes they want.” Ridley is aware carriers are now calling the shots, and says his company has taken steps to turn trailers around within 15 minutes at drop-and-hook lots. “One carrier owner told me, ‘I’ll turn down a high-margin lane for a driver-friendly lane because it’s too hard to get drivers and it costs me too much money.’ That has resonated with me. That’s the way it is out there today,” he said.

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HERE ARE A FEW EXAMPLES OF TWEETS POSTED BY TODAY’S TRUCKING THIS MONTH

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@todaystrucking #NAFTA No More: Here comes the #USMCA. But what does it mean for trucking? https://www.todaystrucking. com/nafta-no-more-here-comesthe-usmca/ …

TODAY’S TRUCKING

@todaystrucking The demographic profile of Canada’s #truckdrivers is in the midst of a massive shift. Read the first in our series about #TheChangingFaceofTrucking at https:// www.todaystrucking.com/the-changingface-of-trucking-a-demographic-shift/ …

Kathy Koras @ Kathykkoras Great Convoy For A Cure Event today! 78 Trucks. Thanks Joanne & Jim for my ride along. Congrats Joanne McKenzie & Team!

@todaystrucking

TodaysTrucking1

Compliance

It’s not 4:20 everywhere By Heather Ness

eed, pot, Mary Jane, marijuana, cannabis, grass, herb, bud. Whatever you want to call it, it’s legal in Canada on Oct. 17. Canada’s Cannabis Act will allow individuals to have, share and purchase certain amounts of marijuana in its various forms. Legally, individuals will be able possess or share up to 30 grams of dried marijuana and purchase dried or fresh marijuana or cannabis oil from licensed sellers. Individuals will be permitted to grow marijuana plants in their homes and produce certain types of products, under specific circumstances. But these provisions are not legal everywhere just yet, and marijuana is not legal in the U.S. at the federal level. Because marijuana isn’t legal everywhere, it’s sure to pose issues for Canada-based motor carriers with drivers who operate into the United States. Canadian-based carriers with drivers staying solely in Canada will have their own sets of challenges, too.

Preparing for the new rule to hit, officers received training to detect drugimpaired driving and administer standard field sobriety tests. A drug recognition expert evaluation, which may include a series of tests and a blood or urine sample for toxicology, is also an option for Canadian police. If officers suspect an offense, they can request an oral fluid sample or blood sample. Additionally, motor carriers may have workplace policies surrounding drug use during work hours. These policies will likely need to be updated to accommodate the legalization of recreational marijuana and clearly state that impairment of any sort is prohibited during work hours. Assistance from an attorney may be needed to ensure that all angles of workplace drug use are addressed, particularly in the areas of employee privacy and disability accommodations for those who are addicted.

Operating in the U.S. Operating in Canada Motor carriers with commercial drivers who operate solely in Canada are not mandated to perform drug screens. This doesn’t mean that driving under the influence is without consequence, though. Law enforcement personnel realize that impaired driving, for the motoring public in general, may be an issue long after the Cannabis Act is in effect.

Marijuana-related legalization may pose additional problems for Canadian-based carriers operating into the United States and subject to the U.S. motor carrier drug and alcohol testing requirements, especially if drivers aren’t aware of U.S. rules. U.S. DOT-regulated carriers are subject to the U.S. commercial vehicle drug and alcohol testing requirements. So carriers must ensure

that drivers adhere to the Federal Motor Carrier Safety Regulations (FMCSRs), including prohibitions against any use of a Schedule I drug – including marijuana. Under 49 CFR Section 40.137 a medical review officer can’t view marijuana as having any legitimate use when it comes to determining an official result for a DOTrequired test, even if the sub-

Crossing the border Attempting to cross international borders with marijuana is a major no-no. Both U.S. Customs and Border Protection (CBP) and Canada Border Services Agency (CBSA) have issued information detailing their cross-border prohibitions. The CBSA’s motto: Don’t bring it in; don’t take it out. Even if a driver attempted to enter the United States into states like Vermont, Maine, or Washington – where marijuana is legal – U.S. Customs will deny entry because marijuana is illegal under federal law, CBP says. Attempting to cross the border with marijuana can result in seizure, fines or arrests, and may affect a driver’s admissibility into the U.S.

Awareness is key

stance is legally obtained in Canada. A positive test result is simply a positive test. Commercial drivers operating in the U.S. simply cannot use or possess a Schedule 1 drug. If marijuana is found during a roadside inspection, the driver and carrier will be cited with an outof-service order. Drivers will also be placed out of service for 24 hours. Drivers will also be disqualified from operating a commercial motor vehicle, although the length of time will depend on whether the driver has any previous disqualifying traffic convictions.

The legal status of marijuana in Canada and the United States should be clearly communicated to drivers. Are they subject to U.S. drug and alcohol testing and using marijuana while a “tourist”? That’s a violation. Using marijuana on the job? No way. Attempting to cross the border with it? Not allowed. Operating under the influence? Nope. The circumstances surrounding the use don’t change the fact that using marijuana isn’t allowed, even if it’s legal in the jurisdiction where it’s being used or possessed. TT Heather Ness is the editor of Transport Operations at JJ Keller and Associates. Contact her at transporteditors@jjkeller.com.

NOVEMBER 2018

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Open Mike

Driver Inc. business model finally gets some attention By Mike McCarron

rom all accounts coming out of last month’s Canadian Trucking Alliance (CTA) board meeting, the driver contractor issue is finally getting the attention it deserves. With “Driver Inc.” on the agenda, the alliance brought the Canada Revenue Agency (CRA) to the table and the government said it’s serious about nailing culprits who are not paying their fair share of taxes or forming sham companies for drivers who have no clue what they are signing up for. In spite of what many believe, I applaud the work of the CTA. Getting clarity from CRA on Driver Inc. is good for the industry. Contract drivers should not be an all-or-nothing proposition. In fact, a cleaned-up Driver Inc. might just be the answer to our chronic driver shortage.

Legal Driver Inc. Driver Inc. is a model in which drivers who do not own, lease or operate their own vehicle become incorporated and work for carriers as independent contractors. The driver sets up a PSB (Personal Service Business) and is issued a T4A tax slip. Some carriers get this right, with a contract that’s fair and establishes the independence of the driver. Others use it as a device to rip off the taxman or take advantage of drivers who don’t know what it means to be an independent contractor.

independent contractors. They can offer a legal, responsible Driver Inc. option alongside having salaried employees. It makes sense to me.

Salaried drivers

Industry leaders and the CRA have an opportunity to crack down on bad operators and educate drivers and carriers about a legal and responsible approach to Driver Inc. In the process, I believe we can fill some seats.

It’s cultural The math indicates that contracted drivers may take home a bigger paycheque (no tax, EI, or CPP withheld) but net less after expenses, taxes, and no access to benefits. Makes you wonder why anyone in their right mind would agree to or insist on such a structure. It can be a cultural issue. Drivers who come from entrepreneurial cultures look at their peers who started with one truck and now own hundreds. They want that stature within their communities as well. The paycheque is secondary to the chance to strut forward as their own boss.

Fleets that can appeal to this cultural effect – and adjust their driver policies accordingly – might have fewer empty seats than carriers that don’t.

Hybrid Driver Inc. How times change. Back in the mid-1990s, you were either a carrier or a freight broker. Fast forward and today it’s hard to find a carrier that doesn’t broker freight. The way carriers perceived freight brokers 22 years ago is comparable to their thinking around Driver Inc. today. They don’t like it, don’t understand it, and don’t want to miss the boat if it can help their business. I’ve spoken with many (including some of CTA folks) who think that having a pool of self-employed drivers makes sense as long as they meet the CRA’s definition of

One of the concerns that fleets have with using contracted drivers is the impact it will have on their current company drivers. My guess is a big fat zero. Not one employee driver is going to cross over and give up access to employment insurance, workers comp, or disability insurance. All you have to do is show them how their take-home pay and benefits will be affected if they give up a regular paycheque. Like that’s going to fly at the dinner table. On the other hand, independent driver status will appeal to a whole new group of entrepreneurs. Having clear direction from the industry and CRA is a huge help. I hope you now understand why I have been saying for some time that, if I still owned a trucking company, I would adopt the Driver Inc. model. 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.

NOVEMBER 2018

European manufacturers are clearly focused on the promise of electric powertrains, especially for urban areas.

EURO

ZONE

Your future truck tech may be hiding beneath IAA’s cabovers

By John G. Smith

he scale of the IAA Commercial Vehicles show in Hannover, Germany, is like no other. Daimler and Traton (the recently rebranded Volkswagen Truck and Bus) staked claims to entire buildings rather than individual exhibit halls. Some of the aisles in the halls were as wide as streets. The individual buildings were divided by actual streets. And did I mention the Ferris wheel? The overall look, punctuated by massive video monitors and the widespread use of whites and blues, seemed at times to reflect a consumer electronics show rather than what many people would associate with a truck show. It was a fitting setting for common themes and big ideas that emerged during the biennial event. The expansive displays showcased plenty of diesel-powered highway tractors, of course. But many announcements, drawing global press by the hundreds, focused on topics such as automation, connectivity and electrification. Yes, this was clearly a European-focused show. The ever-present cabovers confirmed that. The increasingly global nature of truck manufacturing, however,

TODAY’S TRUCKING

has already seen North American nameplates adopt many technologies that were originally unveiled on the other side of the Atlantic.

Concept vehicles Admittedly, some of the ideas will take longer to arrive than others. But concept vehicles from OEMs including Daimler, Volvo and Ford offered insights into the ideas being explored by engineers and designers alike. “What if we were to combine electromobility, connectivity and automation?” mused Mikael Karlsson, Volvo’s vice-president of autonomous solutions, when discussing his company’s Vera concept vehicle. The rolling chassis had a fifth wheel but no cab, all to travel defined routes under autonomous controls alone. Daimler combined multiple uses into the Mercedes-Benz Vision Urbanetic, a medium-duty vehicle that would be able to switch bodies as required. One moment it would haul freight, looking much like a giant clamshell-style suitcase. The next moment it would be a driverless people mover. “Different companies can share such a van,” said Wilfried Porth, responsible for HR, labor relations, and Mercedes-Benz Vans. “Every vehicle can be used around the clock.”

Euro Zone Ford, fresh of its Truck of the Year win for the F-Max Class 8 European cabover, was also displaying its electric F-Vision concept truck, with a cab that looked something like a giant motorcycle helmet capable of Level 4 autonomous driving without intervention by the operator inside. “The road freight of the future should be as free of accidents, emissions and stress as possible,” said Rolf Bulander, chairman of Bosch’s mobility solutions business sector. One in every 10 trucks stick to the same on-highway routes, he noted, referring to the promise of automated hub-to-hub deliveries, with trucks shuttling themselves between depots.

Semi-autonomous control Concepts like that are still years away from reality, but several semiautonomous systems were unveiled for Europe’s roads of today. The latest generation of the Mercedes-Benz Actros offers a perfect example. Its Active Brake Assist 5, for example, offers driving support at speeds up to 50 km/h – using a radar-based system that detects pedestrians more than a meter tall. After the system warns a driver about the person ahead of the truck, it will fully apply the brakes automatically. Earlier generations of such collision-mitigation systems have only been able to detect objects like vehicles or offered just partial braking. Active Drive Assist, meanwhile, combines active longitudinal and lateral controls at all speeds, using cameras and radar to read the area ahead of the truck, intervening with steering support to help keep an equipped vehicle in its lane. This builds on the existing Proximity Control Assist system with stop-and-go functions, as well as Lane Keeping Assist. If the truck gets too close to another vehicle, brakes are applied. When the vehicle ahead begins to speed up, the truck accelerates back to a predetermined speed. Meanwhile, pedestrians or cyclists too close to the right side of a vehicle are better protected through Sideguard

Assist with Pedestrian Detection, offering the truck driver a combination of visual and acoustic warnings. It’s something that will be particularly handy when making right turns in urban areas. Even west coast mirrors have entered a modern era through the new MirrorCam system that displays video images on monitors mounted at the cab’s A pillars. It’s more than a simple camera image, too. A series of lines that augment the video help drivers to better determine distances. When reversing, the upper display shows the area close to the vehicle, while the lower display shows the area further away. A driver-initiated setting will also keep the back of the trailer in the center of the screen as the truck backs around a corner. And the display incorporates warnings from a Sideguard Assist system. An added advantage to using a camera-based system is improved aerodynamics. North American regulations still require traditional mirrors, though. The bigger story involves more than any single system. In many cases, the new capabilities overlap and strengthen each other. Active ▲ The Mercedes-Benz Vision Urbanetic Drive Assist, for example, draws switches from people mover to a van body. data from the latest generation of Daimler’s Predictive Powertrain Control, and uses the same radar and camera-based technologies as Active Brake Assist 5. The Actros updates were not limited to safety systems alone, either. New multimedia displays in the cab replace traditional switches and buttons. The conventional instrument cluster with speedometer, tachometer and fuel gauge ▲ Ford offered its vision of what an autonomous truck would look like. now appears on a flat screen. The secondary display is a touchscreen to offer controls, while added Volvo’s Vera concept vehicle didn’t include a cab at all. functions are offered through a networked Multimedia Cockpit. “We know what’s possible with technology,” Daimler Trucks and Buses CEO Martin Daum said. The question now is how long it will be before such technological advancements appear in Freightliner’s New Cascadia.

Connectivity There is clearly an appetite for more vehicle-related data as well. Announcements by several manufacturers involved telematics systems and cellphone apps, promising to improve the way manufacturers, truck owners and drivers connect. “I view the truck as an iPhone,” Navistar CEO Troy Clarke said, referring to the way such tools can come together. The analogy also fits his company’s strategy for the OnCommand Connection platform, which has an open architecture that third-party developers can use to create digital tools. “We’re developing and connecting our customers with different hardware and NOVEMBER 2018

Euro Zone software solutions,” said Klaus Maier, head of sales and marketing at MercedesBenz vans. He referred to the way Sprinter vans are fully networked, comparing it to the way cellphones evolved into smart phones. “It offers a completely new level of networking flexibility.” Through a digital platform known as Mercedes Pro, customers can now control orders online, and reroute vehicles if necessary. Information about service intervals is essentially delivered in real-time. Eight tailor-made packages meet requirements from fleet management to an analysis of driving styles. Daimler’s eVan Ready app measures routes and determines if it makes sense to change course. And a sharing service known as Via Van, a joint venture with a U.S.-based startup known as Via, has already been rolled out in Amsterdam, London and Berlin. Meanwhile, the new Volvo Connect Customer Portal was unveiled as a digital platform to address information needs from administration to compliance. “Everything tailored to drive their profitability. The develCabovers are ever-present opment is progressing at IAA, but many European quickly, and the journey concepts make their way has just begun,” said to North America. business project manager Carina Holm. “Think of Volvo Connect as the digital home for a more valuable transport operation.” Traton’s digital brand known as Rio also announced plans to collaborate with Wabco. This will link Wabco’s experience with trailer telematics and electronic systems to Rio’s connectivity platform – leading to Wabco’s TX-TrailerPulse Telematics solution that offers real-time views into trailer positions, coupling states, brakes, lights and tires.

Electrification Then there’s the growing interest in electrification. The IAA displays made it clear that electrified commercial vehicles, particularly those designed to serve urban delivery needs, are beginning to emerge as European production models rather than prototypes alone. “Electrification is an important topic for the future that will be with us for many years to come,” said Mercedes-Benz Vans’ Porth. Everyone’s searching for a balance between higher cargo volumes, urban congestion, and the clean air and silent operation that ensures a better quality of life. With the exception of several transit buses, most of the electrification displayed on the show floor has been limited to test fleets. But the power source is proving itself as a viable option in specific applications. “Over the next few years we will see a rapid increase of electrified commercial vehicles,” predicted Jonas Odermalm, the vice-president involved in Volvo’s product line. By next year his company will be producing electric versions of its FL and FE models, capable of driving distances up to 300 km between charges. That is made possible in part by sharing underlying technologies used by about 4,000 Volvo electric buses. In the weeks following the show, Volvo also announced plans for electric truck demonstrations in California next year, followed by a target to commercialize them in North America by 2020. “The switch to electric vans are already paying off today,” said Benjamin Kaehler, head of eDrive@Vans for Mercedes-Benz. The choices, however, are always

measured against the same standards applied to vehicles with conventional drivelines, he said. “Electric trucks pave the way for more sustainable goods traffic in urban areas, and we see a very strong potential for these vehicles,” said Volvo president Claes Nilsson. In regional and longhaul applications, however, he sees liquefied natural gas (LNG) as the best alternative to diesel. Hydrogen-powered fuel cells are making their presence known as well. The Mercedes-Benz Sprinter F Cell camper concept that rolled onto a stage in Daimler’s building stores 7.4 kg of hydrogen, offering a maximum range of 500 km between fueling. “The fuel cell technology is relatively lightweight,” Kaehler added. For its part, Bosch is supporting the use of fuel cells by manufacturers such as Nikola, and the supplier expects a million fuel-cell-powered vehicles to be operating in China by 2030. It’s exploring synthetic fuels made from renewable resources, too. Electrification isn’t right for everyone, said Daimler’s Daum, referring to the varied opportunities to charge batteries. “The required range depends on the route a truck or bus travels.” But the number of electric options continues to increase. Daimler’s portfolio now includes the Fuso eCanter, eActros, eM2, eCascadia, and Jouley school buses, all overseen by a new eMobility group. The Class 8 eActros itself is offering a 200-km range in trial runs, even with full loads and when traveling a hilly landscape. The company also used the show to announce a stake in California-based Proterra to develop electric buses for local transport. That US $155 million in funding was co-led by Daimler and Tao Capital. It’s just one sign of the European news expected to make its presence known in North America. “Nearly everything you’ve seen today, you’ll see,” Daum said, referring to IAA product launches that could soon be echoed in North America. “Things are sometimes closer than they appear.” TT NOVEMBER 2018

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Changing Face of Trucking

Trucking by Degree Canada’s truck drivers more formally educated than ever

FACE OF

TRUCKING

Further coverage in the latest edition of

www.trucknews.com

Total

1991 1996 2001 2006 2011 2016

95,915 132,655 158,965 190,755 167,035 181,330

With certificate, diploma or degree 39,680 (41.4%) 64,290 (48.5%) 85,810 (54%) 126,265 (66.2%) 117,005 (70%) 132,175 (72.9%)

66.2%

70%

72.9%

54%

48.5% 50

41.4%

1991

1996

2001

2006

2011

2016

Source: Newcom Media and National Household Survey

Formal education by province PROVINCE

Prince Edward Island Ontario Newfoundland and Labrador British Columbia Quebec New Brunswick Saskatchewan Alberta Manitoba Nova Scotia

Drivers (2016) 740 64,760 1,610 22,710 38,550 5,235 7,110 26,915 9,785 3,560

With certificate, diploma or degree 565 (76.4%) 48,480 (74.9%) 1,195 (74.2%) 16,820 (74.1%) 28,470 (73.9%) 3,665 (70%) 4,960 (69.8%) 18,645 (69.3%) 6,550 (69%) 1,145 (67.8%)

▲

THE

CHANGING

CANADA

Source: Newcom Media and Canada’s National Household Survey

— PERCENTAGE —

▲

Many Canadian drivers have been known to joke that they have a PhD – standing for professional highway driver. But, as a rule, they are also more formally educated than ever before. The Changing Face of Trucking research by Newcom Media’s editorial teams shows that almost three in every four truck drivers (72.9%) have completed a post-secondary certificate, diploma or degree. In contrast, just over half (54%) of Canadians aged 25 to 64 held college or university qualifications in 2016, Statistics Canada reports. Trade-related training has generally been on the rise across the country, with 7.8% of Canadian men aged 25 to 34 now holding an apprenticeship certificate in skilled trades, up from 4.9% in 2006. Those numbers involve training outside a truck cab, however. Canada has yet to recognize truck driving as a skilled trade.

Formally educated truck drivers on the rise

Truck drivers in Prince Edward Island are the most likely to hold a certificate, diploma or degree when compared to their peers. Just over 76% of the drivers in that province had completed such an education. The shares in Ontario, Newfoundland and Labrador, British Columbia, and Quebec were all within three percentage points of that.

Source: Newcom Media and National Household Survey

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Changing Face of Trucking Statistics prove she is a relative rarity, however. The share of women who work behind the wheel continues to hover around 3% of the driver pool, according to an analysis conducted for Newcom Media, based on Canada’s National Household Survey. It might explain why she’s met few other women drivers in her travels. “Very few,” she says. “I’ve seen like probably five in three years? I don’t see a lot of them.” Mattu compares Natt to other trailblazers, like the first female pilots. And she does it well. “People tell me when I back up and stuff I do a good job, better than most of men,” Natt says. “People say you can’t do it, and this and that, and I just wanted to prove them wrong.” Encouraged by Mattu, she also secured the licence needed to drive a bus to give her more career options. Natt is even eyeing the potential of a Brampton Transit job in the future. That kind of coaching and encourage“We teach them,” he says. “They’re ment is typical of Mattu’s family atmobetter than the boys.” sphere. He takes pride in putting younger Mattu says he sees fewer accidents people not only behind the wheel, but in and more careful behaviors from the management positions, women in his fleet, hoping to ensure the making the decision to business stays robust take them on – even and competitive for years before they get a licence to come. – easy. If a woman The fleet seems to have shows interest in drivthreaded a needle others ing for the fleet, he in the industry are strughelps them find a school gling with – recruiting and gives them the supand retaining millennials port they need to start a and creating a diverse career in trucking. work environment. In the South Asian Mattu himself immicommunity that’s grated from India’s sometimes a harder sell Punjab region in 1995. than elsewhere. Natt Trucking offered a way to says she remembers the Kamal Natt, driver for apply many of the skills comments she received Mattu Trucking established while working from family and friends on farms, he decided. By 1999 he had when first saying she wanted to take on one truck of his own. The business was a job in trucking. born. And he sees himself doing it for a “‘Women can’t do it,’ you know. long time to come, welcoming the new ‘Women should do something else. vision his younger employees are bringWomen can’t drive,’” she says, echoing with them. ing the voices heard three years ago. “So many things are changing,” he “They still look shocked when they see TT says. women on the road.” Kamal Natt (center) is a rare sight as a millennial-aged South-Asian driver.

Diverse Success

Mattu Trucking draws women, youth to trucking careers By Elizabeth Bate Although she’s a rare sight, 26-year-old Kamal Natt doesn’t feel alone on the road. Natt ticks all the diversity boxes that the trucking industry appears to have a tough time attracting. She’s a young, female, South Asian driver. And she loves her job. “It was my passion from Day 1,” she says. The kid with the car in high school, Natt says she earned her licence in her Vancouver-area suburb as soon as she turned 16, and she’s been on the road ever since. Now she has her A,C,Z and M licence designations – eager and willing to operate any vehicle she can – and spends five days a week on a local route for her fleet. She’s one of two female drivers currently at Brampton, Ontario’s Mattu Trucking, a fleet founded in 1999 by Narinderjit Singh Mattu, now running about 23 trucks in Ontario and Quebec. Mattu has been hiring women drivers from the South Asian community for more than 11 years, seeing them as an investment in the safety and reputation of the fleet.

“ It was my passion from Day 1.”

NOVEMBER 2018

PRODUCTIVE

Electronic connections deliver productivity gains in real time

By Jim Park Imagine today – with the breakneck pace of our lives – having to wait until a driver arrived at a truck stop, parked, and lined up to use the payphone before you knew if a truck was empty. Imagine, too, the driver’s frustration at hearing dispatch say, “Call me back in half an hour.” Life was different in days gone by. It would boggle the mind to tally up all the time wasted when life crawled along at a payphone pace. A driver, empty by 10 a.m., might make it back to a truck stop an hour later, put in the call and wait. The dispatcher, now sure the truck was empty and ready to reposition, would need some time to confer with a few possible customers. Then somebody went for lunch and the process stalled for another hour. By 1 or 2 p.m. the load might be confirmed and the truck sent rolling. Arriving at the shipper at 3:15, the driver might have learned the company closes at 3:30, and be told to come back tomorrow. This was business-as-usual not that long ago. You’d be lucky to find a payphone at a truck stop today. Thanks to automation, that whole process now takes place in real time. If the driver can scan the proof of delivery and send it home, the customer will probably have the invoice on their desk before the driver even leaves the customer’s yard. “Automation has had two big impacts on our company,” says Carlos Sousa, Maritime-Ontario Freight Lines’ executive vice-president for operations and dedicated services. “It has created an

TODAY’S TRUCKING

automated workflow and completely integrated our internal operating and the on-road activity in the vehicle. And it has improved communication between us and the customer and the driver.” Customers expect that level of transparency now, Sousa says. They need to know where the shipment is so they can plan workflows around the expected delivery time. “Scheduling is critical to the customer’s success today.” Updates are pushed out to customers automatically, and because this process is no longer managed by humans, it can all be validated and measured.

There’s no part of the operation that automation hasn’t touched. Contact with the customer begins when an order is placed. That is usually handled electronically, as is the acknowledgement. Dispatch receives an order and assigns a truck based on location and availability. The drivers need not even call in – they are tracked. Updates are pushed into dispatch, or location pings are sent to get up-to-the-second truck positions. Even that’s no longer always necessary. Some systems, such as Isaac Instruments’ GPS and driver tablet, can create temporary geofences to automatically alert dispatch and the customer when trucks break into a fenced location, or when departing vehicles cross the imaginary line. “That’s even one less button to press on the screen for the driver,” says Corey Cox, vice-president of information systems for the Tandet Group. “We can actually get away with as few as five button pushes by the driver on a single pickup and drop load, from the time the driver accepts the load until he declares he’s done and ready for the next assignment.” Cox says the in-cab tasks have been automated to the point where the driver has little to do but press a button with a yes or no answer. “We have written our

Schneider National’s nerve center in Green Bay, Wisc. is a sprawling facility. But you don’t need to be a mega-carrier to take advantage of automation’s productivity benefits.

Productive Tech messages in such a way that the driver doesn’t have type anything most of the time. Just provide a yes or no answer. The exception is the ELD [electronic logging device] portion, where some driver input is required. But even most of that – from the equipment licence plate and unit number, as well as bill-of-lading numbers – are all entered via the link to the terminal.” The vehicle inspection report is automated as well, and it includes the ability to send photographs of a defect back to the shop with the inspection report. Shop personnel can then read the report, schedule repairs, and order parts or whatever is needed to remedy the problem. “In an era where driver retention is king, our drivers are doing less of the stuff they don’t like to do,” Cox says. “It’s good for the company, too, because it creates efficiencies at every turn, with POD [proof of delivery] capture and more proactive maintenance, better and more streamlined communications. Everybody wins.”

per gallon, the system measures driver performance to see if they are driving as efficiently as possible.” It’s 2018, and shippers expect fleets to have some sort of electronic interface with the outside world. Sousa notes that fleets need these systems just to qualify to bid on certain work. But even if your customers tend to be smaller, the pro-

ductivity gains that can be realized with the help of a transportation management system are very compelling. “There’s value in this for everyone,” says Sousa. “The customer, the fleet, the driver, the admin staff, safety and compliance, dispatch, even the maintenance department. If everyone is happy, then we’re successful.” TT

A cultural change About five years ago, Tecumseh, Ontariobased Onfreight Logistics transitioned from a handheld push-to-talk system to PeopleNet, and then through to TMW’s TruckMate. Human resources and safety and compliance manager Vito Saputo says they went from simply talking to drivers to being able to track their activity through a web browser. Automatic status updates integrated directly into dispatch. “It was a big cultural change within the organization,” says Saputo. “It [took] us about a year for everyone to understand how the system worked and get comfortable with the technology, but it has opened up so many opportunities to gather data about our activities.” Drivers were skeptical when all this automation began taking root. They saw it as potential disciplinary tool, Saputo says. “It hasn’t worked that way. They seem to have embraced it as tool to help them with scheduling, and even in a few accident claims.” At Tandet, Cox says the drivers are very happy with the reduced paperwork. “We have a [varied] fleet doing lots of different work, so it’s impossible to make comparisons in fuel economy between the drivers,” he says. “Instead of measuring miles NOVEMBER 2018

In Gear

44 Mack Test Drive 50 Kenworth W990 52 Product Watch

EQUIPMENT NEWS, REVIEWS, AND MAINTENANCE TIPS One way to maintain 50/50 mixtures is to top off with a pre-mixed formula.

glycol, causing the mixture to become more acidic. This leads to the by-products of corrosion, generating more heat. “It’s a pretty destructive cycle,” Dilley says, noting how hot spots around the engine head will cause gaskets to overheat and deteriorate. A simple way to keep air from contaminating the coolant involves making sure the radiator cap’s seal and spring are working properly. Attention to that simple part, sold for under $20, can protect against a complete engine overhaul. Checking for leaks and testing system pressure is the key here, says Greg Braziunas, Daimler Trucks North America’s manager - transmission, clutch, fluids and test planning. That pressure should be around 15 psi, adds Dan Holdmeyer, Chevron’s industrial sector manager.

Beware of cocktails

Cool Runnings Cooling systems have evolved, and so have the maintenance needs By Eric Berard Internal combustion engines burn fuel to produce kinetic energy, and they generate heat in the process. That’s why we’ve always needed coolants. While the fluids have evolved from simple well water into mixtures of glycol and distilled or deionized water, their fundamental role remains unchanged. The job involves keeping the engine from overheating and parts from seizing. The glycol raises the water’s boiling point and lowers the freezing point. The key to balancing these two opposing

TODAY’S TRUCKING

missions is maintaining the right proportions, typically a 50/50 mixture. At this concentration, the coolants prevent freezing down to -37 C and withstand heats up to 129 C, says Colin Dilley, Prestone’s vice-president of technology. That’s the theory, anyway. Life on the road is harsh. Coolant levels can be lower than intended because of evaporation and leaks. Any air pockets prevent the fluids from circulating as they should, creating unwanted “hot spots” that create a downward spiral, he says. Overheating degrades additives in the

Yet coolant leaks still happen. Maintenance teams or drivers may need to top off the fluids once in awhile. It sounds simple enough, but that task can be more complicated than it appears. For instance, conventional coolant should never be mixed with an extended life formula, says Carl Hergart, Paccar Technical Centers’ director of powertrain and advanced engineering. “Each coolant formulation uses a different balance of additives, so two halves [of different coolants] do not make a whole.” Mixed conventional and extended life coolants actually keep each other from realizing their full potential. “You’re getting two completely different technologies to protect the cooling system, neither one of which are at a concentration to fully protect that cooling system,” says Dilley. And he says the mistake is frequently made because color codes that once applied to the formulas don’t always work anymore. A conventional coolant used to be

In Gear green and an extended life formula would be purple, red or yellow, depending on the type of additive – silicate, a nitrite organic acid technology (OAT), or nitrite-free OAT. “There’s significant confusion out there now, and each fluid comes in multiple colors with multiple labels and multiple caps, and it is not easy at all for people to understand what type of coolant that they are using,” the Prestone representative adds.

other and can cause scale to build up in the system. “Using tap water in your cooling system will end up eventually causing some plating of some deposits, calcium or whatever else is in there,” he says. Conventional coolants with phosphates are even more susceptible to hard water conditions, causing deposits.

Materials and building methods The construction of today’s radiators, including such things as controlled atmosphere brazing (CAB) and different materials, can also influence coolant life. Aluminum is the most commonly cited newcomer. “Newer engines –

Maintain your concentration Topping off the coolant with pure glycol – or just water - will also distort the ever-important 50/50 glycol-water concentration. That’s not a bad thing, per se, but you need to be aware of the strengths and weaknesses of each change. Water transfers heat better than glycol, so those operating in very hot climates may prefer a mixture of 60% water and 40% glycol, while in the extreme cold a formula of 60% glycol and 40% water might be seen as the best option because glycol resists freezing better than water. But glycol carries the additives which protect the engine from corrosion and other threats, so any shift from a 50/50 mixture will create some form of compromise. In the vast majority of cases, the best thing is to stick to the 50/50 rule, says Heather DeBaun, Navistar’s technical specialist - engine oils and coolants. “It’s not a standard practice to modify your concentration between summer and winter months,” she says. Paccar’s Hergart agrees: “Typically the same fluid is used year round, since coolant remains in a vehicle for an extended period.” One way to keep that 50/50 balance is to top off with premixed coolant, and ensure the coolant meets the ASTM D6210 standard, DeBaun adds. Premixed coolants also have the advantage of containing quality-controlled water, she says. Maintenance teams that insist on mixing their own should ensure they use only deionized or distilled water, says Chevron’s Holdmeyer, because tap water is inconsistent from one area to the NOVEMBER 2018

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In Gear including the cooling system – have more aluminum components, which are more susceptible to heat stress, corrosion, electrolysis and erosion,” DTNA’s Braziunas says. The white metal found in cooling systems also generates its own chemical reactions. “Coolants that worked well in the cast iron/copper brass system do not necessarily work well in cast iron/aluminum systems,” Dilley says.

indication of oil leak. Or if it’s turning brown, it could be an indication that you’re overheating it and burning it,” says Holdmeyer. If the fluid is cloudy, if it appears that there’s some sort of contamination, “that would be a time that you would want to consider draining and refilling,” DeBaun says. TT

Your own senses can also tell that something’s gone wrong, according to Prestone’s Dilley. A fishy or ammonia-like smell can reveal degrading coolant, he notes. Also, look for signs of discoloration. “Make sure it’s not turning brown, which could be an indication of rust in the cooling system, or it might be an

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Monitoring and troubleshooting Cooling systems will require their own preventive maintenance because of the way additives deplete over time. Personnel that we spoke to all agree that the manufacturer’s recommendations should be observed when it comes to drain intervals, which can actually vary by application for the same engine model. Since coolants stay in trucks for so long – sometimes more than 1.5 million km – regular monitoring is needed to ensure they continue to work as designed. Tested coolant samples can offer telling details. If a lab detects metal particles, for example, the water pump might be wearing out, Holdmeyer says. Daimler’s Braziunas clearly advocates the value of lab tests, but notes how test strips capable of measuring the additive levels in OAT coolants are a viable option when there’s no lab nearby. In terms of preventive maintenance, Navistar’s DeBaun recommends using a refractometer to test the coolant’s freeze point twice a year. “That’s something that many shops have today. It’s pretty easy. You put a drop of coolant on the refractometer window and you hold the refractometer up to the light and it basically will tell you what the freeze point is,” she says. Though a hydrometer, a refractometer will provide more accurate results, Holdmeyer adds. The hydrometer offers a range of concentration, whereas a refractometer can be calibrated at zero with a drop of clean water and then used to identify concentrations within 1% or 2%.

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NOVEMBER 2018

In Gear

Six trucks, spec’d in three pairs, demonstrated Mack’s latest fuel economy technology on a four-day, 1,500-km tour called Gears, Guitars and Grub.

Pushing 10 Test drive proves technology can make average drivers good and good drivers better By Jim Park I have developed a new appreciation for drivers who post consistently high fuel economy numbers, especially those who push every day to crack 10 mpg (23.5 L/100km). A lot of discipline and hard work goes into that kind of performance, but the trucks they drive also deserve a good chunk of the credit. Back in September, Mack Trucks invited a handful of truck writers on a three-day adventure called the 2018 Mack Trucks Performance Tour: Gears, Guitars and Grub. It was intended as a demonstration of the latest Mack engine technology, but quickly turned into a fuel economy contest of sorts between the CDL-holding editors: Steve Bouchard of Transport Routier, Jason Cannon of Commercial Carrier Journal, James Menzies of Truck News, and yours truly. As technology demonstrations go, this one was both fun and revealing. Mack assembled a fleet of six trucks for the tour, each pair representing a particular

TODAY’S TRUCKING

pedigree. Journalists drove a different truck on each leg of the trip to get a feel for the technology and post their best fuel economy numbers. As I’ll explain, the performance of each of the truck pairs turned out to be similar, regardless of whose foot was on the pedal. That showed me there’s a level of consistency across the technology-matched trucks when operated in cruise control where the truck and the onboard systems are making most of the decisions. I sort of tipped things on their ear by not using the cruise control and managing the driving process myself. That approach netted me the high mpg for the trip at 9.5 mpg (24.8 L/100 km), and the best out of three drivers on one of the other trucks we drove, at 8.9 mpg (26.4 L/100 km). Full disclosure here: the truck I was driving on Day 3, one of the baseline models, broke down so I couldn’t complete the mission. I managed 10.4 mpg (22.6 L/100 km) on one of the most

fuel-efficient trucks in the test, Truck 4. My numbers for that trip were looking good before a low-fuel pressure warning shut down the truck. It was later discovered that a “faulty fitting in the fuel supply system leaked, causing air to be drawn into the system,” Mack told me. With all the trucks proving themselves capable of at least 8 mpg, I believe the upward variations from 8 mpg (29.4 L/100 km) came from the drivers. This exercise confirms that technology can make an average driver good and a good driver better. Please don’t misunderstand me here. I’m classifying my CDL-holding colleagues as average drivers only because they do not have the 20 years of experience that I have. And I’m not classifying myself as a good driver just because I got the high average fuel economy numbers for the trip. I would say that I probably have more experience coaxing extra fuel economy from a truck than they do. In talking with the other drivers, I learned that they used cruise control more than 80% of the time, letting the truck make most of the fueling decisions. My time in cruise was just over 30%. I was actively managing the throttle and the gear selection, and I think that’s how

In Gear I managed to keep my numbers up. I made good use of the driver’s display screen that showed percentage of engine load. In days gone by, that would have been analogous to either the pyrometer (exhaust temperature) or a turbo boost gauge (intake manifold pressure). Keeping any of those readings as low as possible means you’re saving fuel. In the case of the engine load display, when the cruise control was engaged, the engine would spool up to 100% when climbing and maintain 100% until the truck got to the top. By modulating the throttle and trying to keep the engine load below 80%, and then backing out of the throttle as the grade leveled out near the top, I’d go over the top at 80 km/h mph rather than 95, for example. Gravity did all the work getting me back up to speed on the way down. I ran a few uphill segments with the cruise control on, and it appears Mack has set some parameters to keep the engine at a low power demand for a longer period of time than traditional cruise control would, but it always hit 100% at some point in the climb. I’m talking rolling hills here, not climbing mountains. On long grades, 100% power was the order of the day. But when I had a chance to roll back the power a little on a hill, I did it religiously. And because I would crest the hill at a lower speed, I didn’t hit the enginebrake-on trigger speed quite so soon on the way down, which gave me more opportunity to use gravity to keep fuel consumption down. Mack does have a variable engine-brake-on speed setting that the driver can set to provide more free-rolling time. About the only time I engaged the cruise control was to coax the transmission to drop out of gear for a little free-rolling time. The “problem” with cruise control is that it wants to maintain a set road speed, so it fuels the engine and shifts the transmission accordingly. Mack’s GPSbased predictive cruise control system does a pretty effective job of managing road speed based on terrain, but while controlled the fueling and the shifting, I could get the engine revs to drop lower than the cruise control wanted to go.

For example, on the two HE-equipped trucks I drove, and particularly the 6x2 with the 415/1,760 MP8 engine, I had the revs as low as 875 a few times climbing a hill, just by feathering the pedal and trying to prevent a downshift. I’d be the first to admit a truck that was programmed to drive like that would probably annoy most drivers, but driving for maximum

fuel economy was the exercise here. Frankly, I can’t understand why any driver who buys their own fuel wouldn’t drive like that. The clincher was on a 300-km leg. I arrived at the destination just 10 minutes behind everyone else, but at 10.4 mpg I beat most of the other trucks by a full 2 mpg, and the second-best truck by

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NOVEMBER 2018

In Gear 1.5 mpg. I have always said the winner of the game is not the driver who gets to the bank first on payday, but who gets there with the biggest deposit.

The trucks Each pair of trucks was identical in terms of components, including the tires, brakes, fuel tanks, and interior packages.

Each featured an MP8 engine and an mDrive 12-speed overdrive (0.78:1) automated manual transmission, but the engine spec’ varied. Trucks 1 and 2 (the baseline models) had the full Anthem aero package, while Trucks 3 and 4 and Trucks 5 and 6 had the HE+ (high-efficiency) aero package, which included a roof fairing with trim

Going My Weigh?

tab, extended side fairings, chassis fairings with ground effects, and an aero bumper with a spoiler. Tractors 1 and 2 (red): Mack Anthem

70-inch standup sleeper 6x4 Engine: Mack MP8-445C, 445/1,860 Rear axle ratio: 2.47:1 Tractors 3 and 4 (white): Mack Anthem 70-inch standup sleeper 6x2 liftable pusher axle Engine: Mack MP8HE-415SE, 415/1,760 with ERT Rear Axle Ratio: 2.50:1 Tractors 5 and 6 (b8lue): Mack Anthem 70-inch standup sleeper 6x4 Engine: Mack MP8HE-445SE, 445/1,860 with ERT Rear Axle Ratio: 2.47:1 The Mack MP8HE engine employs Mack’s Energy Recovery Technology, which is essentially a turbo compound system that captures energy from the engine’s exhaust and delivers it back to the engine crankshaft, through a gear train, as additional torque, Mack says. I believe the HE feature was instrumental in bumping up fuel economy numbers on the trucks that had it because the feature allowed lower engine speeds than the non-HE MP8.

10.4 mpg explained

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TODAY’S TRUCKING

The trip logs from the second leg of our trip, from Nashville to Memphis, Tenn., showed I hit 10.4 mpg (22.6 L/100 km) for the day. A day earlier, my colleague Steve Bouchard of Transport Routier managed 9.8 (24) with the same truck, while Truck News’ James Menzies posted 9.8 (24) on Day 3. Those numbers are remarkable, but I think they need a little perspective. We spent most of the run in the top gears where the engine is most efficient, and only a few stretches wheeling through town and in parking lots in the lower gears. I saw numbers like 2.5, 4.0 and maybe 5.0 mpg on the screen. That’s a respective 94, 58.8 and 47 L/100 km if you prefer. To illustrate the point, as I exited the highway at Memphis and headed for the dealership there, the screen showed 10.6 mpg (22.2 L/100 km). Upon shutting the truck off at the dealer two miles later it was down to 10.4 (22.6 L/100 km).

In Gear The numbers revealed here are really just for a single leg of a trip with very few off-highway miles, idling at traffic lights or looking for parking. Drivers who can post fuel economy numbers in the high eights, nines or even 10s over a full month are truly heroic and extremely disciplined operators. That said, any truck that will cruise at 8.5. 9.0 or even 10.4 mpg – 27.7, 26 or 22.6 L/100 km – is doing something right. The baseline trucks in our test averaged 8.0 mpg (29.4 L/100 km) over the three-day 1,480-km trip. The blue trucks averaged 8.4 mpg or 28 L/100 km (4% better than the baseline), and the white trucks managed 9.2 mpg or 25.6 L/100 km. The white trucks were spec’d to be the most fuel efficient with a combination of a 6x2 powertrain, a lighter engine spec’, Mack’s Energy Recovery Technology (turbo compounding), and the advanced aero package. They clocked in 14% more efficient than the baseline trucks.

These two trucks were equipped with Mack’s Energy Recovery Technology. The white truck also had the advanced aero package. They respectively clocked in at 4% and 14% more efficient than the baseline trucks.

Curiously, Truck 4 was consistently 1.4 mpg better than Truck 3, yet the two were identically spec’d. I was lucky and recorded my 10.4 mpg (22.6 L/100 km) leg on Truck 4. The other drivers also recorded their highest scores on Truck 4. That’s a huge gap between two identical trucks. It could be explained by the fact that the trailer tails did not automatically

deploy on some trucks on some legs, but I’m not aware which trucks were affected. There may also have been differences in the tractor/trailer gap or the tire inflation pressures. The average speeds for the two trucks over the trip were similar, 83 and 84.5 km/h, with Truck 4 posting the lower average speed. Could that account for a difference? TT

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NOVEMBER 2018

$15,000 IN

CASH+PRIZES We’re looking for one driver who embodies the term “professional”. A driver with that certain outlook on life and the industry that sets them apart from the rest. A driver who gives to the community, operates with

OF THE

YEAR • 2019

the highest regard for other road users, and who generally sits tall in

the saddle. In short, we’re looking for a driver with STAR quality to be the 2019 Highway Star of the Year. The Highway Star of the Year award is open to ALL drivers – company drivers and owner-operators alike. If you know someone worthy of such an honor, please submit your nomination as soon as you can. We’ll be presenting the award during ExpoCam 2019 in Montréal, Québec, on Saturday, April 13, 2019.

WINNER WILL RECEIVE... $10,000 IN CASH

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+ An Eberspaecher Heater System + Special-edition leather jacket with winner’s name and Highway Star of the Year logo

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$15,000 in Cash and Prizes! Plus a trip for two to ExpoCam in Montréal.

NOMlNATlON FORM Nominate yourself or a driver you know. It’s easy and free. Candidates can be owner-operators or company drivers. Simply fill out this form and submit it to our judges.

STEP 1: Who are you nominating?

Having a winning driver on your team pays huge dividends. There’s

Name: Company Driver?

Current employer/contracted to: Candidate’s day-to-day supervisor: Or Owner-Operator?

free publicity. It’s a morale boost, a proud flag to fly, and just entering

somebody’s name shows you care. The winning driver and his or her carrier are often used as expert sources in subsequent magazine stories. Nominate as many drivers as you want.

2017

AND A CHANCE FOR YOUR FLEET TO SHINE HIGHWAY STAR OF THE YEAR

2011

Stephen McGibbon

Reg Delahunt

Hi-Way 9 Express Ltd., Drumheller, AB

Milltown Trucking, Oak Bay, NB

lndependence Transportation Lanark, ON

2006

2004

Brian Bertsch

Rosenau Transport, Calgary, AB

2008

2010

2012

Michael T. Rosenau

APPS Transport, Brampton, ON

2009

Highland Transport, Markham, ON

Westcan Bulk Transport Calgary, AB

Guy Broderick

2007

Joanne MillenMackenzie

2013

2014

2015

2016

HALL of FAME

Doug McGowan

Cliff Lammeren

Bud Rush

Dale Hadland

Jean-François Foy

Terry Smith

René Robert

Praxair Edmonton, AB

Armstrong Moving/ United Van Lines Oakbank, MB

lnternational Freight Systems (IFS) Beachville, ON

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In Gear Kenworth’s W990 builds on the heritage of the W900.

Emotional Appeal Kenworth W990 builds on legacy of the W900 By John G. Smith Kenworth’s W900 has become a staple of the show ‘n shine circuit, its long hood and gleaming accents seem to lead drivers down any given highway. The look has had a starring role in movies and been immortalized in belt buckles. Now it has been re-imagined in the form of the W990. “We’re celebrating the legacy of the W900 and the introduction of the next generation,” said Kenworth general manager and Paccar vice-president Mike Dozier, during a customer launch party at the Las Vegas Motor Speedway. “A lot of passion, a lot of pride, have gone into what we think is a really special product.” The W900L remains available, he

TODAY’S TRUCKING

stressed. “But we’re planning for the future.” Redefining a model like this is no small matter. The W900 has, in one form or another, been a staple of Kenworth’s lineup since 1961. The W is even a nod to Edgar K. Worthington, one of the company’s founding fathers who gave the brand its “-worth”. “Redesigning an icon is a once-in-alifetime opportunity for a design team,” added Jonathan Duncan, Kenworth design director. Trucks like Kenworth’s T680 on-highway tractor and medium-duty models are important, he said. But they’re different. “They don’t sing songs about those. They don’t put those trucks on belt buckles necessarily.”

The Las Vegas event was the first opportunity most people outside the Paccar family have had to soak in the truck’s unique profile, which had been under development for almost three years. Marketing teams have been keeping the truck under wraps for months, shrouding the distinct hood and grille as pre-production models made their way to photo and video shoots. “While we included all the functional improvements, we had to kind of tap into the emotion and what it is that makes this kind of truck special,” Duncan added. “The driver’s view over the hood, that’s a huge part of the appeal … It’s really designed to accentuate the hood.”

The details Measuring 131.5 inches from the bumper to the back of the cab – 1.5 inches longer than the W900L – the W990 comes as a day cab, with a 40-inch flat top sleeper, and 52- and 76-inch mid-roof sleepers. It

In Gear also comes standard with a proprietary Paccar powertrain with a 510-hp/1,850 lb-ft MX-13 engine, 12-speed automated transmission, and 40K tandem rear axles. It’s all built on the same 2.1-m cab platform used in the T680 and T880, providing easier access for service teams. Lights are simpler to replace, and bolt-on fenders can be replaced one at a time in case of damage. “All the shiny bits on there are truly metal, polished stainless steel, polished aluminum castings, aluminum extrusions,” Duncan stressed. Sitting up front is the largest cooling module found on any of Kenworth’s on-highway trucks, he continued. And the shape is 6-7% more aerodynamic than a W900L, although he admitted that likely won’t be the main driver for most buyers. Much of the appeal will focus on the appearance. The grille at the front maintains what’s described as a “cathedral shape”, with inset surfaces to define a tailored look. Design teams debated back and forth about whether to include the vertical bars that ultimately were included. The “wind-split” raised section at the top of the hood itself is meant to accentuate its length as drivers look over the dash. Stainless steel air intakes wrap over the top so they can be seen from the driver’s seat, too, and against some colors they’re said to look twice as deep as they actually are.

The hood’s appearance over the dash was a key consideration.

“We also knew there would be a lot of things controversial about the truck, but our bosses let us take it a little bit further and do some unique things – like the side air intakes,” Duncan said. Inside, final touches come in the form of a limited-edition cab and sleeper interior, and the W990 Driver’s Studio Package. The interior itself is black, accented by door and dash trim elements made in a glossy ravenwood. Blue accents can be found in the double-stitched diamond door pads, leather-wrapped steering wheel, and the backing for driver and passenger seats that have suede charcoal inserts and perforated leather. For living quarters, the W990 Driver’s

Several stitched details include the name above the bunk.

Studio features the passenger seat that swivels 180 degrees and a rotating table for two, drawer-style refrigerator, and space for a microwave. The premium audio package includes a 320-watt amp, 10-inch subwoofer and eight speakers; swivel TV mount for up to a 28-inch flat screen TV; and optional EpicVue pre-wire for satellite TV. There’s an 1,800-watt inverter including a connection for shore power and four standard 120-volt sleeper outlets. The LED lights shine over it all. The ever-important storage amenities come in the form of a full-size wardrobe, storage drawers, and storage space under the bunk. While it offers a nod to the company’s heritage, the W990 also comes standard with the latest TruckTech+ remote diagnostics, and the seven-inch color in-cab NAV+HD display for navigation, audio controls, blind spot camera inputs and more. Paccar Parts was also involved in the process to create aftermarket enhancements like a special LED lighting package and stainless trim. “They’re going to want to customize their trucks,” Duncan said, referring to early buyers. “We’ve given them a great place to start.” The truck will visit 20 dealerships in the U.S. and Canada in October and November. It stops at Kenworth Montreal on Nov. 2, GreatWest Kenworth in Grand Prairie, Alta., on Nov. 8, and Edmonton Kenworth on Nov. 9. TT NOVEMBER 2018

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

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

COLLISION MITIGATION

UPFITTING

Bendix updating Wingman Fusion

Peterbilt unveils new control unit

BendixÂ is updating the software for its Wingman Fusion collision mitigation system, enhancing stopping power and helping drivers navigate stop-and-go traffic. Existing systems will simply require a software update, available next year through truck OEMs. Active cruise will work at lower speeds than ever before, such as times when drivers are crawling through traffic jams, bringing a vehicle to a stop when necessary. Drivers can re-engage the functionality by simply touching the accelerator. And active cruise with auto-resume functions will re-engage cruise control after the Fusion system applies brakes above a certain speed threshold. Wingman Fusion will also offer highway departure braking, which will apply the brakes and slow a vehicle that leaves the roadway â&#x20AC;&#x201C; even applying the parking brakes if Intellipark is available. Meanwhile, a multi-lane automatic braking feature can continue to apply the brakes if a truck changes lanes during an emergency braking situation. www.bendix.com

TODAYâ&#x20AC;&#x2122;S TRUCKING

Peterbilt has unveiled a new Vehicle Electrical Control Unit (VECU) to increase functionality and simplify the upfitting process for Model 567 and 579 trucks. Upfitters now enjoy customized settings for PTO operations, multiplex switches to improve diagnostics, and additional safety interlocks, Peterbilt says. Thereâ&#x20AC;&#x2122;s also a standard RP1226 connector in the cab to connect to aftermarket electronics devices such as telematics systems, electronic logging devices, and electronic body controls. www.peterbilt.com TELEMATICS

The MX-610 is designed to fit Elsa disc brakes in a double-caliper configuration to offer high-rated torque in a compact package, Meritor adds. The product can mount 20-inch wheel rims and offers a steering angle up to 42 degrees. A detachable tandem is optional. Meanwhile, a new proportioning inter-axle differential delivers even torque between the three axles to maximize traction, load capacity, and drivetrain longevity. The MZ-610 also has five differential locks and hardware for optional central tire inflation systems. www.meritor.com AUXILIARY POWER

ComfortPro delivers comfort with batteries

Isaac integrates Drivewyze PreClear Isaac Instruments has integrated the Drivewyze PreClear weigh station bypass service, which supports more than 700 weigh stations and inspection sites stretching across the U.S. and into Alberta. Drivers will now receive an alert on their Isaac tablets, indicating whether they can bypass participating weigh stations. The messages will also help to ensure drivers donâ&#x20AC;&#x2122;t accidently bypass a site, the company says. AXLES

Meritor designs ready for severe duty Meritor is supporting severe-duty applications with the new MX-610 front drive axle and MZ-610 tridem rear axle. The MZ-610 tridem offers wideranging axle ratings and a high ground clearance as well as a gross axle weight rating of 60 tons and gross combination weight of 210 tons.

Carrier Transicoldâ&#x20AC;&#x2122;s ComfortPro electric auxiliary power unit will cool a cab without generating emissions, and also promises one of the longest run times for a battery-powered APU. The unit delivers 7,500 Btu/h of air conditioning for up to 11 hours. Itâ&#x20AC;&#x2122;s powered by four Group 31 absorbent glass mat (AGM) batteries, which are in turn charged by the truckâ&#x20AC;&#x2122;s alternator. Compared to an engine-driven APU, there are fewer moving parts to service, and no oil, fuel, or filters to consider. www.carrier.com

National Advertisers Alutrec Inc. www.alutrec.com Cat Scale www.catscale.com Chevron canada.deloperformance.com Cummins DBU www.cummins.com Drivewyze www.isaac.ca/drivewyze Eberspaecher www.eberspaecher-na.com ExpoCam www.expocam.ca Freightliner freightliner.com/corneroffice

21 46 4 47 32 39 28 2-3

Hendrickson 6 www.COMPOSILITE-EX.com Highway Star of the Year 48-49 todaystrucking.com/hsoy Hino 55 www.hinocanada.com International Truck & Engine 22 www.InternationalTrucks.com ISAAC Instruments 41 www.isaac.ca Kenworth 8-9,11 Kenworth.com/trucks/W990 Penske 12 www.gopenske.ca Peterbilt back cover www.peterbilt.com

Petro-Canada DURONCHALLENGE.com Prestone www.PrestoneCommand.com Prolam www.prolamfloors.com SAF Holland www.safholland.ca TMW www.tmwsystems.com Total Canada www.total-canada.ca Truck & Trailer www.truckandtrailer.ca Volvo Trucks North America www.volvotrucks.ca

16 45 36 43 18 19 42 34

COMPANIES IN THE NEWS A Adesh Deol Trucking . . . . . . . . . . . . .18 Andy Transport . . . . . . . . . . . . . . . . . .18 B Bendix . . . . . . . . . . . . . . . . . . . . . . . . . . .52 BMW . . . . . . . . . . . . . . . . . . . . . . . . . . . .13 Bosch. . . . . . . . . . . . . . . . . . . . . . . . . . . .33 Bridgestone Americas Tire Operations . . . . . . . . . . . . . . . . . .25 BYD . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13 C Carrier Transicold . . . . . . . . . . . . . . . .52 Chevron . . . . . . . . . . . . . . . . . . . . . . . . .40 Cummins . . . . . . . . . . . . . . . . . . . . . . . .23 D Daimler . . . . . . . . . . . . . . . . . . . . . . . . . .30 Daimler Trucks North America. . . .40 E Electrique Lion . . . . . . . . . . . . . . . . . . .20 F FCA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13 FleetNet America . . . . . . . . . . . . . . . .25 Ford . . . . . . . . . . . . . . . . . . . . . .13, 19, 30 Freightliner . . . . . . . . . . . . . . . . . . . . . .19 Freightliner Manitoba . . . . . . . . . . . .25

G GM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13 H Hino . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19 I International. . . . . . . . . . . . . . . . . . . . .19 Isaac Instruments . . . . . . . . . . . . 38, 52 K Kenworth . . . . . . . . . . . . . . . . . . . . . . . .50 L Lesco Distributors. . . . . . . . . . . . . . . .23 LF Truck Centre . . . . . . . . . . . . . . . . . .23 M Mack Trucks . . . . . . . . . . . . . . . . . . . . .44 Maritime-Ontario . . . . . . . . . . . . . . . .38 Mattu Trucking . . . . . . . . . . . . . . . . . .37 Mercedes-Benz . . . . . . . . . . . . . . . . . .30 Meritor . . . . . . . . . . . . . . . . . . . . . . . . . .52 Mitsubishi Fuso Truck of America . . . . . . . . . . . . . . . . .20 N Navistar . . . . . . . . . . . . . . . . . .18, 30, 40 P Paccar . . . . . . . . . . . . . . . . . . . . . . . . . . .40 Packaging Corp. of America . . . . . .26

Penske Truck Leasing . . . . . . . . . . . .13 PeopleNet . . . . . . . . . . . . . . . . . . . 25, 38 Peterbilt . . . . . . . . . . . . . . . . . . . . . 23, 52 Porsche . . . . . . . . . . . . . . . . . . . . . . . . . .13 Prestone . . . . . . . . . . . . . . . . . . . . . . . . .40 R Renault . . . . . . . . . . . . . . . . . . . . . . . . . .13 Ryder . . . . . . . . . . . . . . . . . . . . . . . . . . . .20 S Scott Forest Products . . . . . . . . . . . .54 T Tandet Logistics . . . . . . . . . . . . . 17, 38 Thermo King Western . . . . . . . . . . . .20 TMW . . . . . . . . . . . . . . . . . . . . . . . . . . . .38 Trailcon Leasing . . . . . . . . . . . . . . . . .20 Train Trailer. . . . . . . . . . . . . . . . . . . . . .20 Transcourt Tank Leasing . . . . . . . . .20 TranzAct Technologies . . . . . . . . . . .26 Traton . . . . . . . . . . . . . . . . . . . . . . . 18, 30 Tristan Fleet Management . . . . . . .18 V Volvo . . . . . . . . . . . . . . . . . . . . . . . . . . . .30

NOVEMBER 2018

Faces Morris Bellus

Clearing his Mind Bellus’ long road for mental health By Elizabeth Bate The tone in Morris Bellus’ voice can only be described a jovial, but it wasn’t always that way. This year marked the third the 19-year veteran of the road participated in the Ride Don’t Hide for the Peel-Dufferin branch of the Canadian Mental Health Association (CMHA). When he registered for his first year on the 100-km bike ride, he’d only been pedaling a stationary bike at the gym for about three months, attempting to jump start a change in his mental health. At first, Bellus didn’t recognize the depression when it started to set in nearly a decade ago after he lost a sister to breast cancer and then his mother just three months later. At the same time, he was dealing with his father’s declining health and struggle with Alzheimer’s disease. The numbness slowly began to seep in, and when his dad passed away in

TODAY’S TRUCKING

2014, the driver decided he needed something to change. Thinking that more time on the road would help clear his head, Bellus switched to longhaul routes that took him through Western Canada and the United States. “I thought maybe some longhaul would help me get out of the funk I was in. There was something just not right. You tried to make the best of it.” The long hours alone on the road, with nothing to do but think, quickly proved to be the opposite of what he needed. “When the depression settles in you’re eating more. In the winter you’re eating junk food just to stay warm,” he said. “I didn’t want to die in my truck. It felt like that’s what was happening; the next time I go bed, maybe I’m not going to wake up.” Bellus lasted less than year as an over-the-road driver before he found

his current job hauling lumber for Scott Forest Products in Caledon, Ont. When his schedule changed so did his workout habits, and in October 2015 he found himself in a gym five days a week. Not knowing where to start he followed the advice of friends and family and took spin classes. “Everyone’s telling me, ‘just try spin,’” he chuckles, remembering the first few days in the excruciating classes. “I thought I’d die.” The following January he went to the bicycle show in Toronto with the idea of getting an inexpensive helmet. What he came away with changed his life. Convinced to sign up for the annual charity ride, he had just six months to train for the 100-km trek. He joined an outdoor cycle group to help him and suddenly started to notice he was happier, healthier and more social. Describing himself as timid and shy, he says he began to think, “Wait – this is fun.” That first year he completed the CMHA ride as an individual. This year he was co-captain of a team of more than 20 riders called Vaughan Hears the Gears. The team raised more than $4,000 for CMHA – with $1,200 coming from Bellus alone – and managed to secure money for team jerseys as well. Scott Forest has been very supportive of his efforts, even sponsoring the team by adding the company logo on the team’s shirts and donating money to help offset the costs of purchasing the gear. Bellus says the regular cycling has impacted every aspect of his life – including his driving. On long over-the-road drives he used to find himself drifting off. Now he’s much more alert behind the wheel. “It just clears your mind. You’re putting yourself through something else. You’re almost leaving behind what you’ve been going through,” he says. “I’m a lot more aware of stuff. You think clearer. You’re in shape so you’re more aware of your surroundings.” And the numbness and thoughts that used to plague him? “I don’t worry about too much anymore. I just go with the flow.” TT