Today's Trucking January 2019

Keep Right, Chain Up

Commercial Grade

New road rules in B.C. PG. 10

International’s new CV PG. 42

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TOP10 THE

2018 PRODUCT LAUNCHES THAT MADE A LASTING IMPRESSION January 2019

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Contents

January 2019 | VOLUME 33, NO.1

7 9 29 31

John G. Smith Rolf Lockwood Alan S. Cofman Mike McCarron

NEWS & NOTES

Dispatches 13

18

42

46

10 Stay Right, Chain Up, Slow Down B.C. introduces highway safety measures

21 23 24 25 26 27 46

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

In Gear

Features 13 Special Deliveries Canada Post scrambles to clear its strike-generated trailer backlog

By John G. Smith

18 Distinct Society Is Quebec missing out on immigrating truck drivers?

By Steve Bouchard

36 Guts and Gears Choosing transmissions for demanding tasks and heavy hauls By Jim Park

36 Duty Calls Making your medium-duty truck a business tool

44 Product Watch

42 Commercial Grade International’s CV Series is ready to get to work

By John G. Smith

For more visit www.todaystrucking.com JANUARY 2019

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Letters Driver Inc. costs taxpayers billions The Business Magazine of Canada’s Trucking Industry

PUBLISHER Lou Smyrlis lou@newcom.ca • 416/510-6881 VICE PRESIDENT, EDITORIAL Rolf Lockwood, MCILT rolf@newcom.ca • 416/614-5825 EDITORIAL DIRECTOR, TRUCKING AND SUPPLY CHAIN John G. Smith johng@newcom.ca • 416/614-5812 CONTRIBUTORS: Eric Berard, Steve Bouchard, Alan S. Cofman, 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 2019. 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.

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As Canadians, we take our tax obligations for granted johng@newcom.ca because we understand it’s the cost of living in the greatest nation on earth. Any company that operates within our borders should understand their responsibility to make the deductions at the source and remit them to the government.

SEND YOUR We may like to complain about our taxes, but at the end of LETTERS TO: the day, most of us comply.

Newcom However, a growing trend in the trucking industry known Media Inc., as “Driver Inc.” has company owners forcing their drivers 5353 Dundas to incorporate without owning and operating a truck. This model, now being used by a majority of trucking companies Street West, in the region where we operate, has significant labor law Suite 400, and tax implications that cost Canadian taxpayers billions Toronto, Ontario of dollars. For example, a larger company with 1,000 drivers M9B 6H8 each making between $50,000 and $75,000 per year could be avoiding an average of more than $25 million per year. This practice also makes it very difficult for law-abiding trucking companies to recruit drivers, which has become a great concern for the industry.

For more than a year now, a small group of trucking executives has been lobbying the federal government to act against this practice. Ottawa has taken notice and has committed to start action to end these widespread practices and secure EI, CPP, and other deductions. It’s now time for Ontario’s provincial government to step up and implement similar action to ensure that Employer Health Tax (EHT) and Workplace Safety and Insurance Board (WSIB) payments are retrieved as well.

— Shawn Baird President, Sharp Transportation Systems Cambridge, Ont.

Can we dim the lights?

Re: Light it Up (December 2013) One place I’d like to see some changes is the brightness of emergency vehicle LED lighting.

These super-bright flashing LEDs are fine in the daytime, but they should have an auto dimmer for nighttime, or at least be manually dimmed once traffic is near.

Try being stuck behind a snow plow at night. You are effectively blinded with every flash of those blue LEDs. — Darren Dodge facebook I fully understand tow trucks need to see when they are doing a recovery, but there have been times when I am completely blinded by them – which can make it unsafe for the guy(s) working on the side of the road.

And yes, I always move over and slow down, even to a dead crawl if necessary.

— James Romphf-Dennis facebook

Online

Not everyone will comply Re: Stay right, chain up, slow down in B.C.

Personally I agree with the law. Unfortunately, not all professional drivers feel the same.

The drivers I spoke with said they would continue to use the far left lane if their loads are light, regardless of the law.

If anything, I seen an enforcement opportunity.

— Gary J de Montigny facebook

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Editorial

By John G. Smith

Humboldt’s Legacy Lessons will be learned in the wake of fatal crash

F

ew events have shaken Canada’s trucking industry more than last spring’s crash between a truck and Humboldt Broncos bus near Armley, Sask. Families were left to mourn 16 dead and support the 13 wounded. The charges against Adesh Deol Trucking and its driver are now making their way through the courts.

But as 2018 came to a close, there were already signs that this collision would also have a lasting legacy – especially as provinces look to refine the skills of those behind the wheel.

Saskatchewan has just announced that, as of March 15, it will require future Class 1 drivers to complete 121.5 hours of training before earning a licence. This news followed a similar announcement that Alberta, home to Calgary-based Adesh Deol Trucking, will mandate training of its own.

In doing so, they are shining a light on the lack of action by other provinces.

Manitoba Trucking Association executive director Terry Shaw took to Twitter when critiquing his government’s slower response. “ON, AB and now SK have all beaten MB out of the gate on this issue. MB is recognized as a transportation hub yet @MBGov is silent on this critical transport policy. @TruckingMB members are concerned. @Brian_Pallister, @Min_Schuler, will MB mandate truck driver training?” he tweeted.

His province is moving, however. Related consultations were scheduled for Jan. 7 in Winnipeg and Jan. 10 in Brandon.

The concept of mandatory training is nothing new. But for years the idea has been punted from one provincial government to the next. Prior to the crash only Ontario had moved forward to introduce 103.5 hours of mandatory training before someone can qualify to take a road test.

I’m comfortable suggesting that public and political pressure have moved the western jurisdictions forward.

These changes certainly help to further the case that driving a truck is a skilled trade. After all, it’s hard to make such a case if someone can be hired without formal training. And well-

structured training programs always make a lasting difference when it comes to highway safety.

Still, the announcements are the easy part. To truly honor the victims of the Humboldt crash we have to ensure such changes in the name of safety are lasting and meaningful.

In Ontario, for example, we continue to see training schools exploit a loophole around “advanced standing”. Originally meant to recognize the experience of those who already have extensive experience with other heavy equipment, like dump trucks, the lack of a clear definition has allowed people with limited experience to complete less than the 103.5 hours of mandated training. This shortcoming has to be addressed.

We need to recognize that enhanced training for new drivers will not prevent every crash, either. It’s merely one tool to make a difference; some assurance that those starting their first jobs have a reasonable foundation on which to build.

Fleets need to commit themselves to offering further support when newly licensed drivers are welcomed through the doors, and to ensure that those put at the wheel of challenging equipment have a solid foundation in other work.

Regulators, meanwhile, must continue to find ways to keep sanctioned carriers and drivers off the road, rather than allowing someone to hide behind a new company name.

The names of those lost or injured in Saskatchewan are a perfect reminder that we need to do better. TT

“This collision will have a broader legacy – especially when it comes to driver training.”

John G. Smith is the editorial director of Today’s Trucking.

You can reach him at 416-614-5812 or johng@newcom.ca.

JANUARY 2019

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Lockwood

By Rolf Lockwood

A Look to the Future Capable autonomous technology will get better, but people remain unpredictable

P

robably most of us believe that the onset of autonomous vehicles is inevitable, cars and trucks alike. But does anyone think it will go smoothly? I sure don’t.

For the most part we’re seeing very capable technology, and it will only get better.

But I fear that the mixing of autonomous trucks and other vehicles piloted by real people is fraught with risk. The reason is simple: people are stupid. The average motorist’s driving skills are nearly non-existent and there’s utterly no effort to improve them, and even in trucking, training is being improved only on a sadly limited scale. People are also unpredictable. They sneeze, they get distracted by billboards, they can’t resist texting – you name it, with their brains in neutral, they do it. So they often lose control, and I would challenge even the most sensor-laden autonomous truck to deal with all the resulting surprises.

So here’s an idea that comes out of a KPMG study that surveyed both car-maker executives and car-buying consumers as to the trends they see.

Of the executives, 74% believe that mixing autonomous and non-autonomous traffic (whether trucks or cars) will lead to severe safety issues. Mixed traffic is not possible, they conclude, saying it’s unlikely that fully autonomous vehicles and human drivers will use the same roads. As a result, they predict that we’ll see the trend of separation instead of integration, and with it the implementation of new road concepts and traffic systems over the next 10 years. Note: just 10 years!

That timeline doesn’t quite square with another conclusion about our future: 94% of those executives believe that a fully working and effective driving policy along with regulations for autonomous vehicles will be set up no later than 2040. I should think that, if we’re fooling with new road and traffic strategies that could start to be seen within a decade, we’ll want to have those other policies well in hand at more or less the same time.

Does any of that square with your own thinking? I’d love to hear what you think.

The KPMG report is the giant consulting firm’s 19th annual Global Automotive Executive Survey by its Automotive Institute.

Bearing in mind that the survey focused on the automotive world, we’re not dealing with an exact mirror of what’s going on with commercial vehicles. Still, there are significant points of overlap.

Among other things, the report has confirmed my thinking about power sources of the near future.

I’ve written a few times in the last year or so that my money is on the hydrogen fuel cell as the eventual power source of the future, the one that will seize the biggest chunk of the internal combustion engine’s territory, and maybe not so long into the future.

Nikola’s progress suggests that even long-haul heavy trucks will be able to go that route at some point soon. Clearly it will be plug-in battery-electric technology making the biggest progress in the near term, certainly for commercial vehicles in the lighter weight ranges and for a lot of medium-duty trucks. No disagreement on that one.

Executives in the KPMG survey project this kind of split by 2040: battery-electric vehicles (26%), fuel cell electric vehicles (25%), internal combustion engines (25%), and hybrids (24%).

That’s about cars, remember. I think you can almost discount hybrids in our trucking world.

Interestingly, KPMG respondents said: “Fuel-cell electric vehicles have replaced battery-electric vehicles as this year’s Number 1 key trend until 2025.”

And this next one is especially interesting: of the executives surveyed, 55% still believe that pure battery electric vehicles will fail due to the challenge of setting up the required infrastructure.

Thought-provoking, I’d say.

And with that I wish you all a Happy New Year. May all your miles be smooth. TT

“It’s unlikely that fully autonomous vehicles and human drivers will use the same roads.”

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

JANUARY 2019

9

The B.C. government is banning commercial trucks from the left lane on Snowshed Hill, reducing speed limits, and beefing up the rules on tire chains – all in the name of safety.

Stay right, chain up, slow down B.C. introduces new highway measures in name of safety

By Derek Clouthier Bad weather has been known to wreak havoc on B.C. Coquihalla Highway’s Snowshed Hill, but the province hopes to keep traffic flowing with the help of a pilot project than bans hill-climb-

10

TODAY’S TRUCKING

ing trucks from the left lane between Box Canyon and Zopkios.

And that’s only one change among a series of recent measures to improve highway safety throughout B.C.’s

mountainous interior.

“By restricting trucks from the left lane, we will be better able to maintain traffic flow [including emergency vehicles] and plowing operations, as well as significantly reduce the time it takes to re-establish the flow of traffic after a vehicle incident/closure,” the B.C. Ministry of Transportation and Infrastructure explained in a related statement.

Rick Moore, the owner of Kamloops-based North Thompson Trucking, certainly agreed with the restrictions.

“In the old days, we all just followed the leader up the hills – join the parade, we called it,” said Moore. “But what happens when you get a bunch

of trucks coming up a hill is that they’ll be half way up and nobody can really pass anybody, and you bugger up the whole hill and nobody can get by. The one guy will spin out, the next guy will spin out, and you’re holding up everything and messing up the hill.”

Moore went so far as to say trucks should be relegated to the right lane on any steep incline in B.C., but added that Snowshed Hill is a good place to monitor a pilot program.

“Half the time when [Snowshed Hill] is all clogged up and closed out it’s because guys are trying to pass each other,” he said. “One guy is going half a mile faster than the other guy and it takes him five minutes to pass the truck.”

B.C. Trucking Association (BCTA) president and CEO Dave Earle also applauded the decision to test a left-lane ban on commercial vehicles, but said the overall effort to increase safety was missing one key element.

Chaining up “While the intent to maintain a clear path in the left lane is laudable, this pilot does not address the primary cause of highway closures during severely inclement weather, which is the failure of some drivers to chain up,”

Special Deliveries PG. 13

Mandatory Training PG. 14

Time Crunch PG. 17

Earle said. “Unless this pilot is accompanied by significant regulatory change and increased enforcement, we are concerned that all the pilot may do is ensure it is only commercial vehicles trapped behind those few drivers who refuse to comply with the law.”

It didn’t take long following the BCTA’s comments for the government to react. The Ministry of Transportation and Infrastructure announced Nov. 28 that stricter regulations were being placed on commercial drivers when it comes to chaining up as well.

“Last winter, 33 of 35 extended closures on the Coquihalla involved commercial vehicles, and in most cases this was due to truck drivers either poorly installing chains or not using them at all,” said Claire Trevena, minister of transportation and infrastructure. “While most drivers do chain up during winter weather, these new regulations and the stricter fines that will follow will improve safety and hopefully reduce the number of closures.”

Prior to the change, only vehicles over 27,000 kg had to carry and use traction control devices, with only one wheel needing to be chained up when mandated. Now all

vehicles over 5,000 kg will be required to carry and use chains when necessary.

Vehicles less than 11,794 kg – like buses or five-ton trucks – must use chains on a minimum of two tires and can use steel chains, cable chains, automatic chains, socks or wheel sanders, if not equipped with winter tires. Vehicles weighing 11,794 kg or more must use steel chains, and the number of tires needing chains ranges from a minimum of two tires for vehicles without a trailer, to six tires on some larger and more-demanding configurations.

To give those drivers a place to chain up, a new Box Canyon chain-up area has also been opened on the Coquihalla, before summiting Snowshed Hill. The new location can hold up to 70 commercial vehicles at one time and accommodates oversized loads.

“The BCTA supports the government’s enhancements to commercial chain-up requirements, including the stiffer fines for those not compliant,” said Earle. “Safety of our drivers and all road users is our first priority.”

It’s still unknown how much the fine will increase, however. Previously, drivers faced a base fine of $121 for

not carrying or installing chains when required.

Slowing down Meanwhile, following research by the University of British Columbia, the province is slashing speeds on several highway segments that had their limits increased in 2013.

There had been about 15 fatal crashes per year on the 33 studied segments before the speed limits were increased, said university professor Gordon Lovegrove. But the number of fatalities then doubled over three years.

The Coquihalla keeps its

120 km/h limit between Kamloops and Hope, B.C. Moore isn’t impressed by that.

“Common sense says trucks going 120 km/h is too fast for a truck,” he said. “We never used to think that it was fine for a truck to go 70 mph (110 km/h), so I’m not sure what the conventional wisdom was when they upped the speed limit. You’re hauling 120,000 lb. on a loaded Super-B and going 70 mph, your time to stop … we’re talking hundreds of feet. I don’t think there’s a truck in B.C. that should be going faster than 105 km/h.” TT

HIGHWAY SEGMENTS WITH SPEEDS CUT 10 KM/H Highway 1: Cowichan Bay to Nanaimo – 90 km/h to 80 km/h.

Highway 1: Whatcom Road to Hope – 110 km/h to 100 km/h.

Highway 1: Boston Bar to Jackass Mountain – 100 km/h to 90 km/h.

Highway 1: Tobiano to Savona – 100 km/h to 90 km/h.

Highway 1: Chase to Sorrento – 100 km/h to 90 km/h.

Highway 3: Sunday Summit to Princeton – 90 km/h to 80 km/h.

Highway 7: Agassiz to Hope – 100 km/h to 90 km/h.

Highway 19: Parksville to Campbell River – 120 km/h to 110 km/h.

Highway 19: Bloedel to Sayward – 100 km/h to 90 km/h.

Highway 97A: Grindrod to Sicamous – 90 km/h to 80 km/h.

Highway 97C: Merritt to Aspen Grove – 110 km/h to 100 km/h.

Highway 97C: Aspen Grove to Peachland – 120 km/h to 110 km/h.

Highway 99: Horseshoe Bay to Squamish – 90 km/h to 80 km/h.

Highway 99: Squamish to Whistler – 100 km/h to 90 km/h.

Highway 99: Whistler to Pemberton – 90 km/h to 80 km/h.

JANUARY 2019

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Dispatches Strike-stranded trailers wait to be cleared at Canada Post’s Gateway facility in Mississauga, Ont. Each carries about 2,500 parcels and packets. (Photo: Canada Post)

Special Deliveries Canada Post looks to clear trailer backlog in wake of rotating strikes

By John G. Smith The annual surge of online shopping linked to Black Friday and Cyber Monday deals had come to an end. The question that remained was how quickly the parcels would ship through Canada Post.

While the Canadian Union of Postal Workers (CUPW) was forced back to work, ending a month of rotating strikes, a related backlog of loaded trailers still had to be cleared. Canadian parcel deliveries were expected to be delayed into January 2019, with international parcel delays stretching into the new year.

“Hundreds of trailers are currently waiting to be unloaded in our yards, securely stored off-site, on the road or staged at commercial customers’ locations,” a Canada Post spokesman told Today’s Trucking in late November.

“In addition, many delivery depots are at capacity and temporarily unable to receive more items from processing plants. There is also a shortage of equipment, such as containers, available for commercial customers.”

The union has argued that the backlog was exaggerated as a negotiating ploy.

It counted about 70 stranded trailers in Toronto, and said that volume could be cleared in a few days.

“We’re convinced that Canada Post manufactured a crisis just to get the government to intervene,” said CUPW national president Mike Palecek. “If so, that’s a huge concern – and it will further poison our work environment and labor relations for years and years to come.”

But the federal government decided the mail had to move.

“This ongoing work stoppage has had significant negative impacts on Canadians, businesses, international commerce, Canada Post, its workers and their families. Canadians and businesses rely on Canada Post and its workers, especially during the busy retail season,” said Patty Hajdu, minister of employment, workforce development and labor, as the federal government tabled backto-work legislation.

The Crown corporation has certainly been asked to shoulder increasing parcel volumes in an era of e-commerce. Last year Canada Post made $2 billion in revenue from parcels, which now account for 1/3 of overall revenue. Parcel-related revenue for the year grew $393 million compared to the $124 million drop in transaction mail like letters and bills.

“Canadians look to us to deliver more

of their shopping and less of their mail,” then-president and CEO Deepak Chopra said when releasing the most recent annual report.

Postal workers say they have been paying a physical price in the process.

Amidst a series of demands highlighted during the job action, the union reported that Canada’s postal workers now face an injury rate 5.4 times higher than an average federal worker. And in 2015 they faced 43.7 injuries per million hours on the job, compared to the 17.6 injuries per million hours faced by those involved in on-road transport.

Geoff Bickerton, director of research for the Canadian Union of Postal Workers, blames the changing nature of the job.

“There’s a direct correlation both between ... the volume of parcels and with the amount of walking they’re doing,” he says.

The sorting of letters into a required sequence, once left to postal workers, is now largely automated. More time is spent walking routes. And while most carriers were put behind the wheels of package cars in a shift that occurred from 2009 to 2015, the number of steps from house to house remains unchanged, Bickerton says. The carriers can also be expected to wield parcels that weigh up to 60 lb., adding to the weight of the so-called final deliveries.

The package-related deliveries have become more complex because of the interactions with customers, he adds. “We end up with more slips and falls because of the difficulty of managing the system.”

To compound matters, routes are not being adjusted frequently enough to account for the rapid growth in e-commerce, Bickerton says. “If your route hasn’t been updated in three to four years, you’re really carrying more parcels now.”

And there are plenty of parcels to clear.

Said a spokesman for the Crown corporation: “As Canada Post works to reduce the backlogs, which represent a significant operational challenge, the health and safety of our employees will remain our highest priority.” TT JANUARY 2019

13

Dispatches

Saskatchewan mandates training Those who want to earn a Class 1 licence in Saskatchewan will have to complete at least 121.5 hours of classroom instruction, in-yard training, and time behind the wheel as of March 15.

The province follows Alberta in

announcing plans for mandatory entry-level training (MELT) to begin next year.

Saskatchewan’s existing Class 1 licence holders will be grandfathered, and drivers who use farm equipment in the agriculture sector will need to obtain an ‘F’ endorsement that restricts them to working in the province. SGI examiners

will also handle all Class 1 road tests.

Newly licensed drivers will also face a toughened monitoring program for the first year after earning their licence.

First Ministers agree on wide tires, ELDs There were undeniable tensions around issues like carbon taxes, but Canada’s First Ministers found some common ground on trucking-related topics like wide base tires and electronic logging devices.

“We have agreed to develop harmonized standards in the trucking sector,” they announced in a joint communique.

“Federal, provincial and territorial governments will work together on an accelerated basis to harmonize standards for wide base tires, electronic logging devices, and size and weight restrictions.”

Wide base tires are known to offer weight savings and reduce rolling resistance — improving fuel economy in the process. But several provinces have applied weight penalties to the spec’.

Federal rules to mandate electronic logging devices have also yet to be finalized in Canada Gazette Part 2, a final step required before a rule can take hold. The Canadian version of a mandate is expected to include some form of third-party verification for the devices. Concerns have been raised that some self-certified devices can be hacked.

Canvec acquires Location RP

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Canvec Leasing has acquired the assets of Location RP, a Montreal-based business that specialized in renting semi-trailers and container chassis.

In the process, Canvec increases its fleet to more than 1,200 trailers. Most of Location RP’s clients were based in the South Shore area.

Andy Transport acquires terminal Quebec-based Andy Transport has acquired its first Ontario transportation terminal.

The 500,000-sq.ft. location is at 665

Dispatches Weaver Rd. in Windsor, six kilometers from the Ambassador Bridge and three kilometers from the future Gordie Howe Bridge.

Run on Less looks at regional The North American Council for Freight Efficiency (NACFE) is taking to the road with another Run on Less demonstration – this time focusing on regional routes and equipment.

The Run on Less 2 road show will define such work as goods moved by Class 7 or 8 tractors, within a range of about 150 to 800 km, and involve vehicles that return home often.

The first Run on Less, which concluded at the first North American Commercial Vehicle Show in Atlanta, proved that 10 miles per U.S. gallon (23.5 liters per 100 km) is possible using technologies on the road today.

Participating trucks in that demonstration logged about 80,000 km, achieving an average of 10.1 miles per US gallon (23.5 liters per 100 kilometers) during the cumulative 99 days of driving.

controlled, and white glove services.

Headquartered in Havre-St-Pierre, the company has terminals in Quebec City, Varennes, Baie-Comeau, Sept-Îles, and Chicoutimi, and also in Labrador City, Nfld.

It will operate as a stand-alone entity with the current management team remaining in place.

Train Trailer expands Train Trailer has expanded its head office location in Bolton, Ont., as well as Alberta and Quebec facilities. All three relocations will increase workshop capacity, allowing the company to expand its service offerings in the Greater Toronto Area, Montreal and Calgary.

Canada Cartage opens Mississauga terminal Canada Cartage has opened a new terminal at 6767 Davand Dr. in Mississauga, Ont. The new location includes a threestorey office building with approximately 24,000 sq.ft. of office space; a 50,000-sq.ft. cross dock with 66 doors; and 12 acres of land for tractor and trailer parking.

It’s at the northwest corner of Dixie Road and Mid-way Boulevard, and about five minutes from the fleet’s head office and terminal on Cardiff Boulevard.

Manitoulin acquires Express Havre St-Pierre Manitoulin Transport has acquired Express Havre St-Pierre, building on its coverage in central and eastern Quebec, particularly in rural areas.

Express Havre St-Pierre provides truckload (TL) and less-than-truckload (LTL), dangerous goods, temperature JANUARY 2019

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Dispatches

Time Crunch ‘ELDs are here to stay,’ says TCA’s Heller Electronic logging devices (ELDs) are now the law in the U.S., and Canada is approaching ever closer to a mandate of its own.

Major device suppliers met in Toronto this November to explore a uniquely Canadian approach to certifying the equipment, confirms Stephen Laskowski, president of the Canadian Trucking Alliance. The hope is to avoid the U.S. self-certification process that has allowed devices prone to tampering.

“Self-certification has opened up the door to devices that will not allow the industry to get what we’re looking for,” he told a Truckload Carriers Association (TCA) audience, adding that the compromised technology can make cheating on a paper logbook look elementary.

“Those devices are out there,” he said, suggesting they number in the thousands of units. Representatives of his organization saw proof during a demonstration by insurers at The Guarantee.

The federal government has already published proposed regulations in the Canada Gazette, with finalized rules expected to appear in Canada Gazette Part 2 by 2019, said Kerri Wirachowsky, Commercial Vehicle Safety Alliance (CVSA) director of roadside inspection programs. From there it will be up to the provinces and territories to decide whether to adopt the mandate.

“Ontario will, based on what I’m hearing,” she said.

As for those who continue to challenge the U.S. mandate, Truckload Carriers Association vice-president of government affairs Dave Heller had a blunt message.

“ELDs are here to stay,” he said. “The appetite for exempting some of these devices is waning.”

To prove his point, he cited a dropping number of co-sponsors behind different bills that were proposing exemptions for agricultural haulers in the U.S. Heller is among those who applaud the arrival of the devices, which are now generating the data needed to tackle

challenges ranging from detention time, to problematic loading and unloading procedures, congestion, and pricing.

“It’s a proverbial data explosion for this industry that we’ve never seen before,” he said. “The data being mined through ELDs is astronomical … we’re painting a picture of a driver’s daily life that we haven’t seen.”

Truckload Carriers Association vice-president of government affairs Dave Heller had a blunt message: “ELDs are here to stay.”

The data is also being used to explore changes to the underlying hours of service rules. Even the U.S. Federal Motor Carrier Safety Administration has said for the first time that the total amount of sleep in a 24-hour period is more important than accumulating sleep in a single block.

It normally takes five years for regulators south of the border to move from an advanced notice of proposed rulemaking to a final rule. Heller expects changes to U.S. hours of service rules in a maximum of three years.

“This is what ELDs bring this industry – the better opportunity to have real conversations,” he said.

Not everyone is a fan, though. Heller admits the mandate has been “hotly contested”. He even spoke with one driver whose ELD caught fire. But within a month of the mandate rolling out in the U.S., one survey showed that 96% of the industry was complying with the new rules.

It just hasn’t been easy.

“It’s probably the most confusing thing at roadside, to be honest,” said Wirachowsky.

One source of confusion involves the right to choose between ELDs or existing automatic on-board recording devices (AOBRDs) until Dec. 16, 2019. Many drivers still don’t know which type of device they are using, and the differences affect how files can be transferred.

“They look the same. They’re all on phones, but every single one of them is different,” Wirachowsky said, adding that inspectors will never know all the nuances of the hundreds of options that exist.

“If he [an inspector] doesn’t know, that’s where the frustrations come in.”

To compound matters, there is a long list of exemptions, covering such things as glider kits with an engine older than the 2000 model year.

Wirachowsky stressed the need to ensure drivers are equipped with manuals describing how their device operates, an instruction sheet for producing and transferring the data, and a printout of any related exemptions that apply to the operation. “They come, they go, they expire,” she said of the shifting rules. “The 30-minute break rule, it’s a pain to be honest, because there’s a myriad of people who are exempt.”

There are even differences in how the data is treated in Canada and the U.S. Rules for personal conveyance are much more flexible south of the border, allowing drivers to extend their time at the wheel when traveling a reasonable distance to a safe location. But once they cross back into Canada, all that time is added to the driving cycle, she said.

“They won’t charge you with a false log, but they will add them back in.”

“Make sure that it runs under both U.S. and Canadian rules,” she added, stressing the value of basing the devices on tougher Canadian rules. TT JANUARY 2019

17

Changing Face of Trucking

Distinct Society Photo: Marco Girardin

Quebec attracting small share of immigrating truck drivers

By Steve Bouchard

Quebec is not alone in its search for new truck drivers, but the province is less likely than its counterparts to attract immigrants to the driver’s seat – and it’s certainly proving itself to be a distinct society when it comes to countries of origin.

One-third of the tractor-trailer drivers in Canada’s trucking industry are now immigrants, according to Newcom Media’s Changing Face of Trucking research, based on Canada’s national household survey. In Quebec the share is just 14%.

Those who settle in the province are also less likely to have come from South Asia. While 18% of Canada’s truck drivers immigrated from the region, only 4% of Quebec’s drivers can say the same – accounting for just 1,565 drivers overall.

Across the broader transportation sector and looking at more than drivers alone, Camo-route found that 30% of Quebec’s immigrants came from Europe, essentially matching the 31% from Asia.

A distinct language barrier could be the cause.

“In Quebec, the language of work is French. This can make it easier for some groups to find a job, for example in local transportation, if they master the French language,” says Bernard Boulé, general manager of Camo-route, which monitors the industry’s HR issues in the province.

And established communities play a role in attracting other immigrants. “Often, people will not arrive alone. If there is no relationship with a community, if there is not a hosting structure and links that are created, it’s more difficult.”

But the French language has opened unique opportunities for those immigrating from Francophonie countries.

“Many French people want to immigrate to Canada. Many tell us that they

18

TODAY’S TRUCKING

want to give their children a future.

For them, Quebec and Canada is the ideal place,” says Mario Sabourin, vice-president at Recruitment Conseil International (RCI). This year alone it has helped more than 150 French truckers to find work in Quebec.

“There are parts of France that look a lot like us – like Bretagne. When the candidates arrive here, as for working environment, they don’t feel out of place,” he says. “To be a truck driver in Quebec, you have to speak French because you can be

asked to go anywhere in the province.”

“Elsewhere in Canada, admission tests will be in English only – the language in which communities like South Asia are more comfortable,” adds Romain Le Mene, a truck driver and president of Quebeca Recrutement International.

“When they apply for permanent residence, they do it only at the federal level.

Here, we have to apply to both the federal and provincial levels. ” For its part, the provincial government has entered into reciprocal agreements

FRENCH CONNECTIONS The first time Transport Laberge president Richard Laberge went on a recruiting mission to France, the auto hauler hired seven truck drivers out of the 24 who were interviewed.

Four remain with him today – and he’s been back to the country in the search of more.

“Given the shortage of people here, we had to do something,” he says, referring to the work with RCI International, which organized the interviews.

The related immigration process is also relatively trouble-free when compared to the search for recruits in other countries, in part because of existing agreements between France and Quebec, Laberge says.

While the job of a truck driver is highly regarded in France, unemployment is high and long trips can be hard to come by because of intense competition from central European carriers, he adds. “French truckers are practically driving only in France now. It demotivates them a lot.”

Drivers in France also face an intense regulatory regime including top-end speeds of 80 km/h, and 11 hours of on-duty time per workday that must include a 30-minute break every four hours.

As experienced as the drivers may be, however, there are no short cuts to earning a licence to drive in Canada. They have to follow the same path as the rest of the workforce.

“The first month, the immigrant driver is not productive because he has only his apprentice licence,” Laberge says. “There are four offices in the province where they can have their international permit transferred to a Quebec permit, but you have to make an appointment four to six weeks in advance – and since the Montreal office is overloaded, you have to go to Sherbrooke or Gatineau. Then there is the health examination that generates other delays.”

The process has still been more successful than the hiring of immigrating mechanics.

Those who turn wrenches for a living tended to fail the related exams in Canada – and Laberge cites language barriers for that. The air bag in a suspension, for example, is called a lung.

“Imagine the face of the storekeeper being asked for a lung by a mechanic,” he says.

Changing Face of Trucking with France relating to driver’s licences, health insurance, and education.

Andreea Crisan, Andy Transport’s executive vice-president and chief operating officer – who runs the fleet with her father Ilie, a Romanian immigrant – agrees that language certainly plays a role when immigrants choose where to locate.

“Romanian is the only language in Eastern Europe that is of Latin origin, like French. It is therefore easier for Romanians to learn. And Quebec culture is much closer to European culture,” she says. “But, more importantly, it’s that people are inclined to immigrate to where they already have a family, or friends. It’s also easier for them to adapt and integrate. They join a community.”

She takes a moment to counter the rumor that Andy Transport has brought several drivers for Romania, and stresses that none of its workers have come from the country or through the Temporary Foreign Worker program.

“What we have are Romanians who immigrated with their families – especially in the years 2000 to 2007. After that, the wave of Romanian immigration slowed down,” she says.

Most of Andy Transport’s Romanian drivers have university degrees, master’s degrees, and doctorates. In their country of origin they were doctors, police, veterinarians, lawyers. But their degrees were not recognized in Canada, leading them to job opportunities in trucking.

Others, like her father, continued driving careers that began in Europe.

But hiring more people like him is no small task.

“In recent years, it has been impossible for us to attract drivers from Romania.

Europe is also experiencing a shortage, and Romanian drivers are paid the same salary as German or Spanish drivers.

They prefer to work in Romania or on the European continent, and to stay close to home,” Crisan says. “It is very difficult for us to convince them to leave their country and their families because, very often, they do not have their permanent residence [status] when they come here, and it is very difficult for them to apply for a permanent residence.”

Once in Quebec, the immigrating employees still need support to integrate

into their communities, Sabourin adds. “Finding a driver and having him drive a vehicle in Quebec is a pretty easy thing. Getting him into a good work environment where he or she [is] going to get acclimatized is sometimes more difficult.”

The work involves more than the job itself, including the search for housing,

furniture, the immigration process’ paperwork, and even the first trips to a grocery store, he says. “Not all companies are well structured to do that.”

Those who are left to work out such things on their own often give up.

“We end up with candidates who return to France because they are virtually abandoned,” Le Mene says. TT

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19

Dispatches

Mexican Matters Our continent’s southernmost trading partner faces trade changes, tougher emissions standards, and more

By John G. Smith There is no denying Mexico’s importance to Daimler Trucks North America. It’s home to a pair of the manufacturer’s assembly plants that produce more than half the trucks and tractors made in the country overall. Our continent’s southernmost trading partner is home to 8,000 Daimler employees, as well as an engine and components remanufacturing plant, and a parts distribution center.

Now their work will be guided by a new set of rules, with the yet-to-be ratified U.S.-Mexico-Canada Agreement (USMCA) set to replace NAFTA. “Without a question, this new free trade agreement has created certain struggles,” said Daimler Vehiculos Comerciales Mexico president and CEO Flavio E. Rivera, when Today’s Trucking asked how manufacturing plans have been affected by steel and aluminum tariffs and USMCA. But those are only examples of changes that are coming.

Mexico inaugurated nationalist Andres Manuel Lopez Obrador as president on Dec. 1, although Rivera doesn’t believe this will lead to a wholesale change in the way the country is run. If anything, he sees more opportunities. “I’m convinced this transitional stage is going to give us huge opportunities for our country – and we’re ready to face them,” he said.

The economy is relatively stable from a national perspective. The Gross Domestic Product (GDP) is expected to grow 1.5 to 2% this year. And Mexico’s transportation industry, representing about 5.5% of that total, is expected to match growth seen in 2017.

It will just have to get used to changing rules of its own.

Emissions standards The country is home to 530,000 Class 4-8 trucks, and an average piece of equipment is 17 years old. This means about

20

TODAY’S TRUCKING

two-thirds of the trucks were built with emissions systems that predate EPA 04 rules. But as of next July, Mexico will shift to a combination of Euro 5, EPA 2010, and GHG 17 emissions regulations for new equipment.

“For a small period, the transportation [sector] will be able to use three different types of regulations,” Rivera said. “It’s difficult to understand. It’s hard to believe.”

Freightliner has been aggressively pursuing the market that’s buying new trucks to add to the fleet. Last month it brought

how a global company can be in a market such as the Mexican market.”

Freightliner itself has been making gains in the process. Its market share in the country has grown 16% since 2006, and in Class 6-8 Daimler now accounts for 40% of sales. It holds 37.2% of the Class 4-8 market this year, up from 36.6% in 2017. Where it led sales in eight states in 2014, it now holds the lead in 26 states.

“We are leaders,” Rivera said. “A few years ago we were not.”

Looking to expand sales further, Daimler wants to have 110 service locations established by 2020, compared to the 80 that exist today.

Industry challenges

In the midst of it all, Mexico’s trucking companies have some familiar challenges.

The country faces a shortage of 20,000 truck drivers, according to the national CANACAR industry lobby group. And fuel prices, now close to $1 a liter, are 92% higher than they were six years ago, soaking up about 57% of the cost of operating a typical truck, Rivera said.

While 17% of the market focuses primarily on price, with an equal share looking for the latest technologies, the remaining customers are still looking for ways to improve performance, he said, referring to the trends Daimler has identified. “They want their investment to be fruitful – not Daimler Trucks North America’s Saltillo plant assembles only in terms of price.” trucks for markets across North America. The company Looking to the future, has 8,000 employees in Mexico.

Daimler also continues to invest in connectivity, autonomy, shared services, and electrification the latest generation of the Freightliner – all of which are expected to have a role Cascadia to Mexico. And a year ago it on Mexican roads. introduced a pair of cabovers in the form In the meantime, the focus is on the of the Class 8 2528 and the Class 6 1217, new Freightliner Cascadia. joining the Class 4 715 model.

“This is the vehicle we are completely All of the Class 4 and 5 trucks sold in sure will revolutionize the industry,” Mexico are now cabovers, and the conhe said. figurations account for 45% of Class 6 And in Mexico, it’s a changing industry and 7 sales. “One out of five vehicles that at that. TT are sold in Mexico during this year are cabover-engine,” Rivera said, referring to — Quotes in this article were provided the importance of those models in the through a translator provided by Daimler product portfolio. “It’s a clear example of Trucks North America.

Dispatches

Class 8 orders plunge Class 8 truck orders fell sharply this November to 27,500 units – marking the end of five consecutive months above 40,000 units, FTR reports.

It was the weakest month since September 2017. But FTR says the drop was expected, as OEMs have nearly filled their order boards for 2019. Class 8 orders for the last 12 moths have totaled 499,000 units.

“A couple of the OEMs that had some open capacity actually had solid order numbers, while the rest appear to be nearly sold out for next year,” said Don Ake, FTR’s vice-president of commercial vehicles. “This drop in orders was reasonable considering the huge volumes of the last five months, although 27,500 is not that bad of a number.

The freight fundamentals remain strong and we still expect the equipment markets to have a great year in 2019.”

In Canada, Freightliner accounted for 28% of Class 8 sales this October. International held onto 57% of the Class 7 market, with Freightliner taking about 40% of Class 6 sales, and Ford accounting for 48% of Class 5.

Canada – October 2018 SALES CLASS 8

U.S. – October 2018

MARKET SHARES

SALES

Oct.

YTD

Oct. %

YTD %

CLASS 8

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

899 533 768 300 309 253 163 0 3,225 Oct.

8,769 4,544 3,862 3,829 3,420 2,599 1,665 0 28,688 YTD

27.9 16.5 23.8 9.3 9.6 7.8 5.1 0.0 100.0 Oct. %

30.6 15.8 13.5 13.3 11.9 9.1 5.8 0.0 100.0 YTD %

International Peterbilt Freightliner Hino Kenworth Ford Total CLASS 6

447 135 99 64 38 6 789 Oct.

2,358 1,289 1,068 894 486 82 6,177 YTD

56.7 17.1 12.5 8.1 4.8 0.8 100.0 Oct. %

Freightliner Hino International Peterbilt Ford Isuzu Kenworth GM Total CLASS 5

58 44 30 4 8 3 0 0 147 Oct.

429 428 250 78 45 20 18 0 1,268 YTD

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

260 114 85 77 4 0 3 0 0 0 543

3,241 1,276 995 953 30 21 12 0 2 2 6,532

Source: WardsAuto

www.total-canada.ca

MARKET SHARES

Oct.

YTD

Oct. %

YTD %

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

8,878 3,707 3,526 4,806 2,215 1,403 472 0 25,007 Oct.

73,452 30,312 29,679 29,112 21,613 14,343 4,686 9 203,206 YTD

35.5 14.8 14.1 19.2 8.9 5.6 1.9 0.0 100.0 Oct. %

36.1 14.9 14.6 14.3 10.6 7.1 2.3 0.0 100.0 YTD %

38.2 20.9 17.3 14.5 7.9 1.3 100.0 YTD %

Freightliner International Peterbilt Kenworth Hino Ford Total CLASS 6

2,446 1,792 584 511 209 243 5,785 Oct.

24,664 14,951 6,319 3,979 1,704 1,666 53,283 YTD

42.3 31.0 10.1 8.8 3.6 4.2 100.0 Oct. %

46.3 28.1 11.9 7.5 3.2 3.1 100.0 YTD %

39.5 29.9 20.4 2.7 5.4 2.0 0.0 0.0 100.0 Oct. %

33.8 33.8 19.7 6.2 3.5 1.6 1.4 0.0 100.0 YTD %

Freightliner Ford International Hino Kenworth Isuzu Peterbilt GM Total CLASS 5

1,761 1,732 1,469 623 228 160 7 8 5,988 Oct.

19,366 17,155 13,907 6,405 2,254 1,065 93 51 60,296 YTD

29.4 28.9 24.5 10.4 3.8 2.7 0.1 0.0 100.0 Oct. %

32.1 28.5 23.1 10.6 3.7 1.8 0.2 0.0 100.0 YTD %

47.9 21.0 15.7 14.2 0.7 0.0 0.6 0.0 0.0 0.0 100.0

49.6 19.5 15.2 14.6 0.5 0.3 0.2 0.0 0.0 0.0 100.0

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

4,410 1,388 505 464 265 11 18 0 5 1 7,067

42,651 13,016 4,762 4,044 2,034 242 154 31 22 9 66,965

62.4 19.6 7.1 6.6 3.7 0.2 0.3 0.0 0.1 0.0 100.0

63.7 19.4 7.1 6.0 3.0 0.4 0.2 0.0 0.0 0.0 100.0

JANUARY 2019

21

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Dispatches

L gbook2019

28-31 Heavy Duty Aftermarket Week The Mirage Las Vegas, Nev. www.hdma.org

JANUARY

22-25

28-1

12-16

National Biodiesel Conference and Expo Marriott Marquis San Diego Marina San Diego, Calif. www.biodieselconference.org

Commercial Vehicle Safety Alliance COHMED Conference San Antonio, Texas www.cvsa.org

National Private Truck Council Private Fleet Management Institute Omni Jacksonville Hotel Jacksonville, Fla. www.nptc.org

16 Cyber Security Luncheon Weston Golf Club Toronto, Ont. www.torontotrucking.org

22-25 World of Concrete Las Vegas Convention Center, Las Vegas, Nev. www.worldofconcrete.com

28 Heavy Duty Aftermarket Dialogue The Mirage, Las Vegas, Nev. www.hdma.org

FEBRUARY 2-9 Toronto Trucking Association Annual Convention Diamond Luxury Boutique Hotel Riviera Maya, Mexico www.torontotrucking.org

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JANUARY 2019

23

Dispatches

StatPack

35,000 PACKAGES PER HOUR UPS has announced plans to build a new $200 million, 850,000 sq.ft. facility in Caledon, Ont., to serve the Greater Toronto Area. The fully automated location will be able to sort up to 35,000 packages per hour and be home to more than 200 package cars. It’s scheduled to open in 2020.

1,000 ELECTRIC VANS

Ryder System has ordered 1,000 mediumduty electric panel vans from Chanje Energy, setting a record for commercial electric vehicle orders in the U.S. It will also supply FedEx with leasing and preventive maintenance services through its ChoiceLease program. The fleet will be deployed through California over the next two years. The Chanje vehicles can haul up to 6,000 lb. and have 675 cubic feet of cargo space, with a range of about 240 km on a single charge.

2,468 SQ.FT. OF SPACE Ram Tracking has expanded its workforce and moved into a new 2,468 sq.ft. office.

And there’s no plans to slow down. The business wants to grow its workforce by another 28%. The company’s new office is at 2360 Bristol Circle, Suite 202, in Oakville, Ont.

3.22 TRUCKS PER LOAD 42,000 LB. OF SORTED FOOD Toronto’s Daily Bread Food Bank recently hosted an annual food sorting challenge that attracted 20 businesses and 200 people to help. Members of Trucks for Change – a not-for-profit organization that donates truck space to charities that have goods to move – participated on the second day. Tandet and Kriska Transportation tied for the top honors during that event.

24

TODAY’S TRUCKING

There were more trucks chasing loads in the Canadian spot market this October than the previous two years, TransCore Link Logistics reports. Its equipment postings were up 22% compared to September, and up 36% year over year. There were 3.22 trucks posted for each load, a 20% increase from 2.68 in September. A year ago, there were only 1.82 trucks for every load.

$200,000 IN STOLEN MEAT Northbridge Insurance reports that meat has become a primary target for Canadian cargo thieves.

One lost load was even valued at $200,000. The insurer also notes that such heists require a coordinated effort and investment in equipment to prevent spoilage.

Most thefts appear to occur in Ontario. Reports in Western Canada tend to indicate an increase in stolen loads of lumber and heavy equipment.

Dispatches

Pu se Reader Survey Tell us your thoughts on ... In-Vehicle Entertainment Trucks are more connected than ever, but sometimes those connections are specifically meant to entertain drivers – delivering talk radio and music on the move, and video or internet content when parked. In this month’s readers’ survey, we are asking your views on in-cab entertainment.

Do you think a truck’s available entertainment options can be used to recruit or retain drivers?

YES

72

%

NO

28 %

How would you rate the entertainment options for those on the road? (5 = highest)

n 3% o 15% p 44% q 29% r 9%

Which of the following entertainment options do you have in your vehicle?

95% 72% 67% 58% 25% 19% 10% 7% 8%

AM/FM radio CD player CB radio Satellite radio (i.e. SiriusXM) Internet Plug-in TV/internet connection (i.e. Shorepower) Streaming music service (i.e. Spotify) Satellite TV (i.e. Dish) Streaming video service (i.e. Netflix)

And just for fun ... what’s the top trucking movie of all time?

63% 20% 5% 4% 3%

Smokey and the Bandit Convoy Mad Max: Fury Road White Line Fever They Drive by Night

Which types of entertainment do you consume in a vehicle, whether moving or parked?

42% 20% 14% 9% 4% 3% 1% 1% 1%

Music Talk radio News Internet Sports (live) Movies Podcasts TV shows (live) TV shows (pre-recorded)

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.

‘When driving, all turned off except the CB’

Next month: Retirement JANUARY 2019

25

Dispatches

Heard Street on the

Darwin Minnis

Bre Whalen

Apps’ Mitton to lead TTC James Mitton, the vice-president of national accounts for Apps Transport Group, has been named president of the Toronto Transportation Club.

Mike Fontain, general manager for CH Robinson, becomes past president and remains on the executive committee. Cynthia Nagamatsu, vice-president of commercial client services at Hargraft Schofield, is first vice-president, and Barbara Leece, national account manager of domestic and intermodal CP, will serve as second vice-president.

Andrew Taylor

Navistar names comm team Navistar has revamped its communications structure with two new appointments.

Bre Whalen is now manager of on-highway product communications, and brings eight years of media relations experience with her. Darwin Minnis is manager of vocational product and bus communications. He has been a part of Navistar’s internal communications team for the past three years. Lyndi McMillan is now director – business communications and will be responsible for managing the company’s corporate reputation, crisis management, financial communication, and partner relationships.

Taylor gets big job at Magnum Magnum Trailer and Equipment has named Andrew Taylor as its

Healy named VP at Great Dane Bill Healy is the new vice-president of aftermarket for Great Dane, succeeding Dave Durand who retires in 2019.

Bill Healy

Healy joined the trailer manufacturer in February 2018 as the director of aftermarket parts sales. Now he’ll oversee the company’s parts distribution center and all parts-related activities with branches, dealers, and distributors across North and South America.

president and CEO. The manufacturer and service provider for heavy-duty truck accessories and trailers has been in business for nearly 35 years and is headquartered in Abbotsford, B.C.

Cowen to lead freight forwarders The Canadian International

Freight Forwarders Association

Carrier Logistics names two executives Carrier Logistics has shaken up its leadership team. Ben Wiesen has been named president, while Kevin Linardic has been named the chief technology officer. Wiesen succeeds Don Adams, president and co-founder of the firm, who retired on Sept. 20. Since 2009, Wiesen has been vice-president of products and services, and a member of the board of directors.

26

TODAY’S TRUCKING

Ben Wiesen

(CIFFA) has named Troy Cowen, the COO at Maltacourt Global Logistics, its new president. Bruce Rodgers is stepping down as president and joins the secretariat staff as incoming executive director. Rodgers will share duties with current executive director Ruth Snowden until her retirement in 2019.

Dispatches

Trendingg on

.com

Platooning, eh First connected convoys tested on Canadian roads Platooning trucks – packed tightly together with the help of sensors and electronic connections – have already demonstrated they can improve aerodynamics. Now they’ve been proven to work on real Canadian roads as well.

Between Oct. 29 and Nov. 2, a pair of Minimax Express trucks took to highways around Montreal, Lu Tuque, Trois-Rivieres, and Blainville, Que., with acceleration and braking controlled by the lead vehicle. Following distances were as tight as 20 meters, and the platoon covered about 1,000 km with regular traffic.

PIT Group, Transport Canada, and Auburn University led the test itself.

“We’ve driven the trucks under different weather conditions before but this was a first for us – driving in a combination of rain, ice, and snow,” said James Johnson, a research engineer at Auburn University, which developed the underlying technology.

“The automated braking and acceleration worked well in the weather conditions and we’re pleased with how the trucks

@todaystrucking Your go-to social media source

performed throughout the testing.”

But it wasn’t the only research being conducted.

On Nov. 1, the same team was involved in a day-long test of the technology using logging trucks on resource roads in Riviereaux-Rats, Que., between a Resolute Forest Products logging site and a sawmill 75 km away. FPInnovations, Pit Group’s parent organization, said it’s thought to be the first time such technology was tested in a forest environment.

“The forestry industry has to be innovative to compete globally, and the concept of automated platooned trucks following one lead truck driver can help us improve our efficiency despite a labor shortage,” said Jonathan Perron, Resolute Forest Products director of forestry operations. “We also believe that this type of technology will help us attract a new generation of forestry workers.”

Those trucks traveled at speeds up to 70 km/h, with following distances as tight as 20 meters.

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Nov. 22

.@AndyTransp acquires 500,000 sq-ft terminal at 665 Weaver Rd. in Windsor, Ont. – its first terminal in the province.

6 km away from Ambassador Bridge and 3 km away from future Gordie Howe span. #trucking #economy

#Trucking executives from @kriska_ltd, #Tandet, and #TYT shared insights into how they manage ongoing change during @isaac_telemetry’s leadership summit.

Check out their 7 tips for managing change at https://buff.ly/2R6sIP8

Nov. 14 Stephen Laskowski of @CanTruck: Carriers who misclassify employed #truckdrivers as independent businesses face a max $25k fine. “One could consider it the cost of doing business.” Labour penalties could be higher but are complaint-driven. Penalties should be higher. #DriverInc

facebook.com/ TodaysTrucking

@todaystrucking

TodaysTrucking1

JANUARY 2019

27

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Legal

Does your bill of lading fall short? By Alan S. Cofman

A

“lading” is nothing more than an archaic word for cargo, but continues to be used when it comes to the all-important bill of lading – a carrier’s contract to carry cargo.

This is the document that includes the obligations and terms for delivering goods to a named consignee. In practice, it also limits the liability for cargo damage.

Provinces regulate the required content, such as the names of the shipper and consignee, description of the cargo and its weight, conspicuous language about the carrier’s limitations of liability, and space to note any “declared value”. With the exception of Manitoba, which mandates a specific form, there is rarely a template to follow. Any form will suffice as long as the documents meet all legislative requirements.

But many bills of lading fall short of these regulated demands.

For example, we often see bills that refer to U.S. tariffs or legislation; or forms that refer to decades-old Canadian legislation that no longer exists. We also regularly see bills of lading that have not been fully completed or signed. Perhaps carriers have relied on shippers or others to prepare the documents, drivers haven’t completed the form, or someone has been careless with software.

Whatever the reason, these are all inappropriate practices.

We also regularly see bills

amount or a declared value.

But the province’s courts have ruled that failing to issue a proper bill of lading – or failing to do it properly – will prevent the carrier from relying on any limitation.

In other words, a carrier on the west coast could be liable for the full value of the goods if no bill is issued.

Interprovincial Carriage of lading with Incoterms – the International Chamber of Commerce rules that define the responsibilities of sellers and buyers when it comes to delivering goods under sales contracts. They tend to be an awkward fit when it comes to trucking and we caution against using them.

Limitations of Liability Generally, those who issue a bill of lading are subject to “strict liability” for any damage to cargo. In other words, the carrier is presumed to be liable for any damage to cargo that was received in good order and condition. In court, that places the onus on a carrier to prove their innocence.

In exchange for their exposure to this strict liability, carriers are generally entitled to rely on limitations of liability, typically $2 per pound ($4.44 per kg) unless the goods have a “declared value”.

In some provinces, failing to comply with the local legislation doesn’t necessary affect a carrier’s right to limit liability.

In Ontario, for example, any missing information that ought to have been in a contract of carriage is deemed to have been included; the $2 per pound liability limit applies if the document is silent on the point or no document is issued at all.

That said, it’s still dangerous not to issue a document.

For example, the Ontario legislation does not apply to goods carried solely within a single municipality. Nor does it apply to certain types of diverse cargo, including everything from skim milk to ready-mix concrete. And someone could argue that a different document like a commercial invoice, load confirmation sheet, or even an email exchange was actually a contract of carriage.

Non-compliance with local legislation is much more problematic in other provinces. In British Columbia, for example, carriers are required to issue bills of lading with a $2/lb. limitation unless there’s an agreement for a higher

For interprovincial moves, the law of the originating jurisdiction will apply.

A truck starting in Ottawa and its counterpart in Kelowna, B.C., could each be loaded with $1 million in widgets weighing 10,000 lb., without any bills of lading. If those two trucks crashed in Saskatchewan and both loads were total losses, the carrier that began its trip in Ottawa would be on the hook for $20,000 for its customer. The carrier that began its trip in Kelowna would be liable for the full $1 million.

As common as bills of lading have become, shippers, carriers and consignees often pay little attention to them.

The inattention to detail can be costly, particularly for the carrier. A little prudence can go a long way. TT Alan S. Cofman is an associate with Fernandes Hearn LLP in Toronto, and can be reached at 416-203-9500. This article is intended for information purposes only and does not constitute legal advice.

JANUARY 2019

29

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Open Mike

To Your Drivers’ Health

By Mike McCarron

W

ith so much focus on attracting new truck drivers, it’s surprising we don’t pay more attention to keeping the ones we have alive longer.

According to the U.S. Center for Disease Control (CDC), the average life expectancy of a commercial truck driver is 61 years of age, 16 years lower than the national average.

Frankly, it never crossed my mind that mortality rates might be contributing to all those empty trucks.

Each of us is responsible for our own health, but truck drivers are in a system where they sit for hours on end, don’t have easy access to good food, can’t always sleep when they’re tired, and only make money when they’re moving.

For many drivers who gets a change-your-lifestyle-orelse edict from their doc, the responsible choice is to get out of the profession.

Things have to change. It’s up to carriers to address the occupational health hazards that are driving people to an early grave.

Big is not better According to the CDC, 70% of U.S. truck drivers are obese, with 17% being morbidly obese, defined as 100 lb. over their ideal weight.

Overweight truck drivers risk their own health, but also the health of others on the road. Highly obese drivers have a much higher crash rate in their first two years on the

job than their normal-weight counterparts, according to research from the University of Minnesota.

Truck stops are doing a better job providing healthy options, walking trails, and fitness facilities. But for drivers, finding parking and staying on schedule are bigger priorities than a salad, stretch, and a stroll.

Silent killer Loneliness, stress, and the dangers associated with driving are all risks to a driver’s mental fitness. But it’s hard to find professional help while on the road, and the stigma associated with mental health prevents drivers from reaching out.

Make mental health a priory within your organization.

Kick the habit When I attend social events today it’s rare to see someone sneak out for a dart. But in the cab of a truck, more than 50% of drivers smoke compared to 19% of the general population, the CDC says. A driver I spoke with put it best: “The Marlboro Man is often my only friend on the road.”

What are you doing to help your drivers kick this nasty and deadly habit?

Nodding on the job According to the American Transportation Research Institute (ATRI), 28% of truckers suffer from some form of sleep apnea versus 7% of the general population.

Maybe it’s time to mandate sleep apnea testing for all truck drivers. After all, the National Safety Council estimates that collisions caused by fatigue cost $15.9 billion a year.

Better yet, provide your drivers with testing, and if they need it, a CPAP machine.

At $1,500 a pop, it’s a relatively cheap way to help drivers get the oxygen they need to sleep well and stay alert behind the wheel.

What to do There is no magic bullet that will eliminate obesity, stress, and fatigue. But I do know that focusing on the health of our drivers would make the job more attractive.

Canada’s best-in-class carriers are doing great things for the health and wellness of their staff – everything from stop-smoking bonuses, to fitness rooms, to provid-

ing healthy boxed meals for drivers. It starts with recognizing the problem and taking responsibility for it.

Over the years I’ve kept as many New Year’s resolutions as RFPs that I’ve won – which is why I don’t do them anymore.

But as we wish one another all the best for a safe and prosperous 2019, we owe it to our drivers and their families to make improving their wellbeing our industry’s New Year’s resolution.

Here’s to your health – and their health. 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.

JANUARY 2019

31

The Top 10

THE

TOP10 PRODUCT STANDOUTS RANGE FROM HIGH-TECH TO SMART THINKING

By John G. Smith The process of picking the top products for a year can be like being asked to pick your favorite child. No matter what choice is made, some feelings are going to be hurt.

But hey, maybe one of the kids is a scholar or a star athlete. Would it be wrong to sing their praises?

With that in mind, here are product launches that caught my attention in 2018. Trucks themselves are always excluded – apologies to fans of the Kenworth W990, International CV, Hino XL, and Freightliner Econic SD – but I believe the following offerings promise real solutions to real problems.

MICHELIN’S ENERGY GUARD www.michelintruck.com

Sometimes the whole is greater than the sum of its individual parts. In this spirit, Michelin unveiled a fuel economy package – and it didn’t even include tires as part of the equation.

The Energy Guard aerodynamic system includes a flexible trailer side skirt that can bend over objects and snap back in place, aerodynamic flow-through mud flaps, a wake reducer to increase pressure on the back of the trailer in the name of reducing drag, and dragreducing fairings. Together they reportedly improve fuel economy by 7.4%.

Just remember that it’s an all-or-nothing proposition. Every component is included.

SNAP-ON FLANK DRIVE XTRA (FDX) www.snapon.com

Snap-on’s Flank Drive Xtra (FDX) socket system represents the company’s first redesigned socket since it unveiled the Flank Drive system itself in 1965.

The new design grips fasteners further off the corners and offers up to 25% more strength than its predecessor. The angled contour also ensures the socket wall grips damaged fasteners more closely, offering 50% more turning power.

A chamfered lip on the hex and drive ends offers a better grip and more turning power – especially when working with shallow-headed fasteners that have limited top clearance.

32

TODAY’S TRUCKING

RIMWIT

www.ameintl.net Struggling with a wheel that’s seized in place? You can put the sledgehammer down.

AME International’s RimWit and RimWit Junior tools were designed to loosen stubborn truck wheels and rims without the danger of damaging sidewalls or rims. The RimWits are powered by electric or air impact wrenches, and will work with steel or aluminum rims. The junior version will accommodate 19.5 truck tires.

The Top 10

PETERSON PULSE

www.pmlights.com Peterson is tapping into trailer data with its new PetersonPulse intelligent trailer system, combining CAN-Bus technology and telematics capabilities.

The system monitors lights, ABS brakes, tire pressure monitoring systems, and cargo temperature – all in real time – issuing alerts via Bluetooth and cellular connections.

Signals from trailer sensors are delivered to the front controller mounted in a nose box, using 6-mm twisted pair communication wires, and all components are sealed and tested against vibrations. Battery backups ensure the monitoring continues when equipment is untethered.

CUMMINS X12 ENGINE www.cummins.com

The Cummins X12’s 11.8-liter displacement puts it smack in the middle of medium-bore engines, but the ratings for horsepower and torque place it in the range of what some people might expect from a 13-liter engine. It weighs in at 2,050 lb., leaving it with the highest power-to-weight ratio among engines from 10 to 16 liters in size. It’s lighter than other 11-liter engines, too.

The final product delivers 455 hp at 1,400 to 1,900 rpm, and 1,700 lb-ft of peak torque between 1,000 and 1,400 rpm.

Not only that, but the X12 reportedly has half the number of parts used in other diesel engines, and the sculpted block has removed metal while retaining structural integrity. The composite rocker cover and oil pan sheds weight as well. And the integrated engine brake is said to deliver 50% more braking power than a traditional engine brake.

JANUARY 2019

33

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The Top 10

ISTOBAL HW’INTRAWASH www.istobal.com

Trailer interiors can get pretty grimy depending on the freight being hauled, and not everyone is anxious to head inside with a power washer. Istobal has addressed the challenges with its Hw’intrawash, which promises to clean a 53-foot trailer in as little as three minutes, or fully clean and sanitize a unit in six minutes.

At the heart of the automated equipment is a pumping system that delivers 33 US gallons per minute at 1,100 psi, combined with accurate chemical dosing. Up to two different chemical products can also be used depending on the need. A conveyor motor moves the stainless steel guides, while a frequency converter regulates the speeds for each pass.

VOLVO XCEED

www.volvotrucks.ca

TRIFECTA PRE-ADJUSTED HUB ASSEMBLY

VALVOLINE PREMIUM BLUE ONE SOLUTION 9200

www.stemco.com

www.valvoline.com

Stemco’s Trifecta Pre-Adjusted Hub Assembly, developed with Webb Wheel Products, is designed to install with ease.

It features the Discover XR (extreme runtime) wheel seal with GlideLock technology, which is self-locking and doesn’t require a pre-lube. Combining the seal with Webb’s hub and a Defender composite hub cap also helps to resist corrosion.

Meanwhile, Stemco’s Zip-Torq unitized axle spindle nut means there are no additional clips, snap rings, or screws required.

And no bearing adjustment is needed when installing the new assembly.

UPDATED BENDIX WINGMAN FUSION www.bendix.com

Oil formulas include exacting chemistry. Valvoline’s Premium Blue One Solution 9200 offers a single bottle that will meet the needs of natural gas, diesel, or gasoline engines.

Developed with Cummins Westport, the formula meets CK-4 standards for diesel, SN standards for gasoline, and the unique demands of natural gas. It’s available as a 10W-30 and 15W-40. It’s priced close to a natural gas engine oil, but extended drain intervals are possible in diesel engines.

Significant fuel economy gains are becoming tougher to realize through individual products. Combine this reality with unique operating needs and fuel-focused fleets can find it difficult to make the best spec’ing decisions to maximize their ROI. Volvo is answering this need with the new Xceed fuel efficiency package for VNL 760 and 860 models for those who haul dry vans or reefers. The final result boosts fuel economy by 11% over the existing Fuel Efficiency Plus spec’, and betters the Fuel Efficiency Advanced package by 3.5%.

The system includes an XE powertrain package with the Volvo I-Shift automated manual transmission and Volvo D13 engine with turbo compounding, but it also adds extended fairings and ground effects. Dedicated wheelbase options optimize trailer gaps at about 44 inches. There are also 950 lb. in weight savings realized through a horizontal exhaust system, dedicated rear axle, limited fuel tank configurations, lightweight fifth wheels, and aluminum chassis components.

Expect such application-specific packaging to become a growing trend.

The days of collision mitigation systems being seen as a gadget are fading away. Some fleets won’t even contract owner-operators unless the trucks are equipped with them.

Bendix has built on its Wingman Fusion system with software updates that will apply full braking power, help drivers navigate stop-and-go traffic, add highway departure braking, and automatically resume the system.

Active cruise will work at lower speeds, like when you’re in a traffic jam, and drivers can re-engage the functions by simply touching the accelerator. There’s no need to push a resume switch. Active cruise will also automatically re-engage the cruise control after Fusion applies brakes above a certain speed threshold.

And highway departure braking will apply the brakes to slow a vehicle that leaves the roadway.

JANUARY 2019

35

In Gear

38 Transmissions 42 International’s CV 44 Product Watch

EQUIPMENT NEWS, REVIEWS, AND MAINTENANCE TIPS

Medium-duty buyers tend to have a different approach to spec’ing.

Duty Calls Well-spec’d medium-duty trucks transform into rolling business tools

By Eric Berard Determining how to build a commercial vehicle is always a challenge, but medium-duty trucks add unique layers to the decisions. The equipment is often asked to do more than carry cargo, after all. Think of these trucks as rolling business tools.

“They’re more concerned about the functionality,” says Navistar mediumduty product marketing director Chad Semler, referring to those who order such trucks. Mark Lorentz, national sales manager at Hino Motors Canada also thinks the medium-duty customers are quite different than their heavy-duty counterparts. “The typical medium-duty customer, they’re in another industry and they need a truck. It’s a tool or mechanism for them to complete a task, whereas the Class 8 buyers, they’re typically transportation people,” he says.

36

TODAY’S TRUCKING

Payload, operating conditions When shopping for a medium-duty truck, the first question to ask is how the truck will be used. It may seem obvious, but being clear about whether the truck will deliver food or construction material will guide distinct spec’ing decisions.

“If you take a grocery company, for example, it’s a matter of looking at what is the payload that you’re going to carry, how many totes are you going to carry and by volume, what’s the ideal body length, what’s the GVW? Then, that will lead you in the right direction on what vehicle is best,” says Tony Caldarone, national fleet manager at Hino.

Other factors such as expected terrain, cruising speed, or stop-and-go frequency should also be taken into account from the very start, says Navistar’s Semler.

Once typical payload and operating conditions are established, picking the right gross vehicle weight rating (GVWR) and model is the next step. You want to choose a truck that’s robust enough for your needs without wasting money on a unit that’s larger and heavier.

Some purchasers are tempted to overspec’ the trucks in the hopes of a higher resale value. But it’s a risky move, and the return on investment is far from being guaranteed.

“Before the [last] recession, a customer would buy one truck, one GVW, and that’s what he ran for his whole fleet. It may be over-spec’d or under-spec’d, but that’s what he bought. One thing that we’ve seen since the recovery is a customer rightsizing his fleet,” says Brian Tabel, executive director of marketing at Isuzu Commercial Truck of America.

Another factor that can influence model choices is the cab configuration, whether it’s placed over the engine and front axle (cabover) or behind (conventional). Each has its pros and cons, and once again, the way you intend to use your medium-duty truck will lead to the best final decision.

Navistar doesn’t commercialize cabover medium-duty trucks in Canada, but Semler admits the configuration has merits. “Cabovers have some advantages with visibility because you’re taking away that hood in front of you and the overall length of the truck can be a little bit shorter, which helps you in tight spots,” he says. But in his opinion, a cabover will sacrifice some driver comfort and make maintenance more complicated – requiring the entire cab to be flipped to access the engine.

Hino’s Caldarone agrees on the better visibility of cabovers and the greater driver comfort of conventionals, but doesn’t think the conventional designs are necessarily easier to maintain. “I’ve worked on both and I always found the cabover easier. I think some people would differ, but

In Gear for me I found it very easy that you can flip the cab and have complete access to the engine. Definitely, for engine maintenance it is easier.”

Wheelbase, powertrain, brakes Once a given model is identified, you need to decide on the wheelbase, which will ultimately govern how weight will be distributed.

“Usually, your wheelbase requirements will come from your body builder.

Depending upon if you’re going to put a 26-foot van body on a truck, your body builder is going to tell you exactly what that CA [back of cab to rear axle] dimension and thus your wheelbase will be,” Semler says.

The type of body will also influence the choice of fuel tanks and exhaust systems.

Truck sales representative should be able to help on those matters.

Add-on equipment can also affect weight distribution and the final choice of wheelbase. “In more specialized applications, you may have a 1,000-lb. reefer on the front of the box, so you may want

Cubic space is important, but don’t forget measurements like clearance.

to shorten the wheelbase a little bit to take some of the weight off the front axle,” advises Hino’s Caldarone. The opposite can also be true if you install a 2,000-lb. rail gate at the rear. All these calculations are necessary to optimize payload and profitability.

When it comes to engines, the power range is usually not as wide in medium-duty offerings as it can be in Class 8 trucks, but there are still choices to be made depending on applications and

A MOVER’S SPEC’S

A

ndré Boivin is the president and owner of Déménagement AGB, a moving company in Pintendre, Que. He prefers to buy slightly used trucks to avoid the first year of ownership depreciation. His fleet is a mix of four Internationals and two Freightliners with similar spec’s: GVWR around 35,000 lb. (12K front, 23K back). “The average household weighs 12,000 to 13,000 lb.,” Boivin says. With roughly 17,000 lb. of available payload, he’s covered.

Engines – MaxxForce and Cummins – around 260 hp. “It’s fully sufficient. We get to highway speed in no time,” Boivin says.

Allison automatic transmissions.

Air brakes.

30-foot van bodies, plus the four-foot overhead deck, with hardwood floors. There’s 102 inches (8.5 feet) of interior clearance and 99 to 100 inches of width that give Boivin around 2,000 cu.ft. of cargo space. Lots of securement bars and a translucent roof are a must.

Barn doors are preferred over sliding garage doors that tend to sacrifice interior space and can spill exterior dirt and grime inside the truck when the doors are rolled open.

Lateral doors for curbside loading or unloading.

Back-up cameras, since workers are often standing between the back of the truck and a building.

GPS systems to allow easy team switches if someone is running late.

No tailgate. Boivin feels it’s a waste of time, since they would require movers to lift heavy items twice – placing them on the platform and then in the truck. “Plus, it adds weight and costs money to maintain,” he says.

expected terrain. In most cases, you’ll also have to choose between a proprietary diesel engine from the truck manufacturer and one from an outside vendor, most likely a B6.7 or L9 from Cummins.

If you don’t expect to cover a lot of miles or don’t want to deal with diesel aftertreatment systems, a gasoline engine can be an alternative in some lighter medium-duty trucks. Isuzu offers that possibility in the form of a GM V8 six-liter Vortec gasoline engine in 12,000- and 14,500-lb. GVWR models. “Our adage is if a customer drives 25,000 miles [40,000 kilometers] a year and less, cost-wise probably a gasoline engine is the way to go,” says Tabel. Mitsubishi Fuso also recently launched gasoline engines for its FE Series.

The type of transmission should be a no-brainer, as the vast majority of medium-duty trucks are sold with automatics instead of manuals. “Just the stop-andgo nature of, say a delivery van in city streets, is gonna be much easier with an automatic,” explains Navistar’s Semler.

“If you have someone who’s skilled enough to drive a manual, it’ll work fine, it’ll last for a long time. But if somebody’s not trained to drive a manual, then you could be looking at transmission damage, clutch damage, possibly engine damage from overspeed,” warns Hino’s Caldarone.

In the brakes department, you’ll sometimes have a choice between hydraulic and air brakes. Though air disc brakes are becoming more common, hydraulic systems are usually paired with discs that offer better braking performance, but also tend to be more expensive to maintain.

Air brakes usually come with drums.

The air brakes also allow for more comfortable air suspension systems, but also require a special endorsement to operate.

Last but not least, the warranty package offered by various truck manufacturers should also be part of any checklist.

Make sure to compare apples with apples, since different warranty programs don’t always cover exactly the same components. The difference could distort budget calculations. TT JANUARY 2019

37

In Gear

Guts and Gears Transmissions face demanding tasks in heavy-haul work

By Jim Park All the power in the world won’t get you anywhere if your transmission can’t manage it properly. Startability and gradeability are the two key factors in powertrain spec’ing, which means getting the power to the wheels safely – without wrecking the driveline – and having several ratios to keep the truck moving while climbing. In applications where the grades aren’t too severe, 10and 12-speed transmissions can work even with the heaviest legal loads. When you start pulling 7, 8 and 9% grades with more than 62,500 kg in tow, you simply need more gears.

In bygone days, this was the realm of the 5x4 and 6x4 duplex transmission.

These were necessary before we had 2,050 lb-ft engines and 18-speed high/low splitter transmissions. The main gearbox had large steps between the gears, and the auxiliary transmission provided the incremental steps between the main gears. The modern 18-speed transmission, manual or automated, offers closer steps between the gears as well as highand low-range shifts and a direct and overdrive split in each gear. The result is

38

TODAY’S TRUCKING

a transmission with fewer ratios overall – with more even steps between the gears – but much easier to operate.

We can get by with fewer gears today thanks to the way engines have evolved, specifically when it comes to changes in their torque curves. Prior to 2000, most engines had distinct peaks to their torque curves, which limited peak torque

to a pretty narrow range, sometimes less than 100 rpm. To allow the engine to operate at peak output, we needed lots of gears to keep the engine speed at or close to peak output. Gradually those curves flattened out and torque output increased so trucks could stay longer in certain gears. Today’s torque curves are more like plateaus – flat and broad, often extending through a range of 400 or 500 rpm and sitting way down low in the rpm range. Rather than downshifting through two or three gears when climbing a grade to stay at or close to peak torque, we now need only one or two gears.

In Canada, the preferred multi-speed transmission for heavy haulers seems to be the Eaton 18 speed. But of you want a high-horsepower engine, you’ll need to go with either Detroit’s DD16 or the Cummins X15 performance variant. For those engines, you’ll need something from Eaton.

For years Pierre Aubin, owner of L’Express du Midi, Delson Transport, and Transport Audet of Ste-Catharine, Que., has been spec’ing Eaton 18-speeds behind his 600-hp Cummins engines.

Between the three companies, he runs more than 100 B-trains and four-axle flatbeds with payloads of 41,000 and 38,000 kg, respectively. They’re all operating in northern Quebec and on that province’s notorious Cote du Nord, between Sainte-Anne-de-Beaupré and Sept-Isles.

“That’s no place for an under-spec’d

Canadian truckers – especially those that haul B-trains, quads and other multi-axle loads – like their 18-speeds.

In Gear

MORE OPTIONS THAN EVER

C

anadian fleets that operate six- and seven-axle combinations now have transmission and engine choices they may not have considered in the past. Transmission choices for really heavy applications are still quite limited, but the mid-weight market between 47,000 and 57,000 kg is now opening up to the 12-speed offerings. Gross weight may be less of a factor than it previously was, but the terrain you operate on will still be the determining factor for your transmission spec’.

Along with the traditional 18-speed offerings from Eaton, we now see Volvo’s I-Shift and Mack’s mDrive HD providing additional ratios for heavy hauls and severe service. These offer up to 14 forward gears with astonishingly low creeper ratios for

specialty applications like concrete mixers that pour curbs and sidewalks. They are also more than capable of handling some high-GVW on-highway applications if not the 100,000-kg loads of mining equipment running up the side of a mountain.

Transmissions don’t care which engine is producing the torque, so with ratings mostly exceeding 2,050 lb-ft, most of the 12-speed transmissions can now handle big power. Neither Volvo or Mack offer an engine producing more than 1,860 lb-ft, so there’s obviously some redundancy in those transmissions.

Daimler’s DT12 is also rated for 2,050 lb-ft, and it’s allowed in applications up to 130,000 lb. (58,500 kg) with a dual-plate clutch and approval from engineering.

Here are a few choices worth considering

Mack mDrive HD Speeds: 12, 13, 14 forward / 2 reverse Torque rating: 2,060 lb-ft

Allison TC10

Eaton UltraShift Plus MXP

Speeds: 10 forward / 2 reverse

(Multipurpose Extreme Performance) Speeds: 18 forward / 4 reverse Gear Ratios A-ratio: 16.70 - 0.73 B-ratio: 19.73 - 0.73 Torque rating: 1,650 - 2,250 lb-ft Dry weight: 978 lb. / 444 kg

Torque rating: 1,850 lb-ft Gear Ratios

Overdrive: 7.40 - 0.86 Dry weight: 1,074 lb. / 487 kg

Detroit DT12 Speeds: 12 forward / 4 reverse

Gear Ratios Direct Drive: 19.38 - 1 Overdrive: 17.58 - 0.78 Dry weight: 687 lb. / 312 kg

Mack Maxitorque ES manual Speeds: 18 forward / 3 reverse Torque rating: 2,100 lb.-ft.

Gear ratios: 16.42 - 0.71 Dry weight: 798 lb. / 359 kg

Torque Rating: 2,050 lb-ft

Eaton RT-18 Manual

Gear Ratios

Speeds: 18 forward / 4 reverse

Volvo I-Shift

Direct Drive: 14.93 - 1 Overdrive: 11.67 - 0.78 Dry Weight: 518 - 639 lb. / 233 - 287 kg

Gear Ratios

Speeds: 12, 13, 14 forward / 2-6 reverse

B-ratio: 14.4 - 0.73

Gear ratios: 11.73 - 0.78

Torque rating: 2,250 lb-ft

Torque Rating: 2,300 lb-ft

Dry weight: 716 lb. / 324 kg

Dry weight: 720 / 324 kg

truck, let me tell you,” Aubin says. “You need all the gears and the close ratios on those roads. They are nothing like American highways. When you get to the top of that first hill, you’re looking into the eyes of God.” Most of his 18-speeds are manuals, by the way. He has a few UltraShift Plus automated 18’s and few automated transmissions in his straight-truck tanker fleet. “I do not see the value in spending an additional $8,000 for a less-reliable transmission,” he says. “Those automated transmissions are a pleasure to drive, I’ll admit that, but when they break down they leave you with no options but to call a tow truck.”

In contrast, many other Canadian

B-train fleets claim they are doing just fine with automated manuals. Winnipegbased Paul’s Hauling is primarily a fuel hauler using B-train tankers. The company operates throughout Ontario and the four western provinces as well as on the winter roads around Thompson, in northern Manitoba, and Pickle Lake, in northern Ontario.

The company’s powertrain spec’ might seem surprising. The newer trucks in the fleet are all 13-litre engines at 1,850 lb-ft and 500 or 505 hp. The transmission spec’ includes Eaton UltraShift Plus and Mack mDrive, and the most recent delivery from Freightliner included the DT12 transmission.

“The latest bunch of Cascadias

we ordered from Freightliner were equipped with the DT12,” says Trent Siemens, director of maintenance at Paul’s Hauling. “We had been testing a few for about a year and Freightliner was watching them closely. They have now approved the transmission for our application with the DD13 engine at 505/1,850.”

Daimler’s current brochure shows the maximum gross vehicle weight for the DT12 is 130,000 lb. (58,500 kg), so this application suggests it’s capable of even more with engineering approval.

“We do not tell the OEMs specifically what we want. They give us what they feel is best for the application given our weight and terrain and the rest of our JANUARY 2019

39

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In Gear sions as well,” says Olyowsky. “Sometimes even those are barely enough.”

Many of the older drivers who work in that sector are leery of the automated manual transmissions, but the UltraShifts are making their way into the business.

“There’s a big difference between 140,000-lb. GVW and 280,000 to 300,000lb. GVW on a 9% grade,” says Olyowsky.

“The drivers prefer to be in control of what the equipment is doing.”

Of course, a lot of drivers said that about 80,000-lb. GVW trucks when the Eaton AutoShift first emerged 20 years ago. It’s taken some time, but now many of those drivers won’t leave the yard with anything but an automated transmission. TT

The debate over manual versus automated doesn’t seem as clear cut in Canada as it does south of the border, especially among the heavy haulers.

operating conditions,” Siemens says.

The fleet also took recent delivery a few Peterbilts with Paccar MX13 engines at 510/1,850, and Eaton UltraShift automated 18-speeds. Later this year they will take delivery of some Mack Anthems with similarly spec’d MP8 engines and the new 13-speed mDrive HD transmissions.

While smaller-displacement engines and proprietary “on-highway” transmissions keep turning up in fairly demanding applications, don’t count on seeing many of them in really heavy haul applications like the fleets that haul overweight loads with specialized equipment.

For that crowd, it’s Eaton’s RT-series 18-speed manual transmissions or the Ultrashift Plus MXP automated 18-speed – or even a two-stick 5x4 or 6x4 setup.

With 100-ton loads, the need for gears and tons of torque and horsepower are pretty obvious. While much of the on-road driving portion of those trips might be done with a lesser setup, it’s often the last few miles of a trip that dictate the spec’, says Rod Olyowsky, operations manager at Cara Dawn Transport, a heavy hauler based in Regina.

“More than half or our revenue comes from loads weighing 100,000 lb. or more,” he says. “We haul all over North America, but the most challenging jobs see us hauling into mine sites in southeastern British Columbia. They usually aren’t located a few miles from a freeway off ramp. They are often at the top of a 10- or 20-mile-long 9% grade.”

Cara Dawn runs mostly tri-drive tractors in the west, with 600-hp/2,050 lb-ft engines mated to 18-speed transmissions, “We still have a few duplex 5x4 transmisJANUARY 2019

41

In Gear

Tucked under the forward-tilting hood is International’s 6.6-liter engine, delivering 350 hp and 700 lb-ft of torque. The engine programming differs from that applied to the Chevrolet Duramax.

Commercial Grade International CV Series of trucks ready to get to work

By John G. Smith It seems somewhat appropriate to give a series of work trucks its own CV. Sure, the letters can stand for curriculum vitae – the document most of us refer to as a resume – but International Truck has taken that a step further by stamping the letters onto its new CV Series of Class 4 and 5 vehicles.

And these trucks with gross vehicle weight ratings of up to 22,900 lb. are clearly designed for an array of jobs.

“We’ve designed, built and tested the CV Series to deliver the commercial-grade power, reliability and practicality that growing businesses require, along with the comfort, safety features and easy driveability that drivers appreciate,” said Michael Cancelliere, Navistar’s president – trucks and parts. “We are backing it up with the expertise of the International dealer network – the only network in this category 100% dedicated to commercial vehicles.”

Stressing “commercial grade” attributes throughout a launch event in Chicago, International referred to

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TODAY’S TRUCKING

features including a gear-driven transfer case with no chains to stretch, a low-alloy steel frame rail with a 50,000 psi yield strength, and a painted chassis to help combat threats like corrosion.

Tucked under the three-piece, forward-tilting hood is International’s 6.6liter engine that delivers 350 hp and 700 lb-ft of torque. And depending on which transmission is selected, the truck can boast a gross combination weight rating of 37,500-lb.

The CV comes with 1700, 1750 or 2700 Series six-speed Allison transmission, with a power takeoff (PTO) available for auxiliary equipment. Available vocation codes include the Highway Series (HS), Rugged Duty Series (RDS), Emergency Vehicle Series (EVS), or Motorhome Series (MS).

The truck itself is a product of more than one company alone. The CV emerges through a collaboration with General Motors that taps into Navistar’s experience with chassis configurations and manufacturing, along with GM’s expe-

rience in commercial components and engines. GM, meanwhile, will offer its version of the truck as a Chevrolet Silverado.

“GM is a partner, so they are a supplier, they are a customer, they are a competitor, but we have a great relationship,” said Chad Semler, Navistar’s director of product marketing. “Basically the product is almost identical. There’s only a few differentiators such as their OnStar system, which we don’t have. But we have our On Command system.”

International also has a dealer network that is clearly focused on commercial users, with more than 700 service locations across North America and more than 1,900 diesel technicians in Canada alone. And the company is quick to note that it has more dedicated commercial truck bays than Ford, Chevrolet or Ram. Ford might have more locations, for example, but a utility truck wouldn’t fit into an automotive service bay, Semler stressed. “All these trucks are going to have a body. It’s not a pickup truck.”

As a 4×2, the CV’s gross vehicle weight ratings (GVWR) range from 16,000 to 22,900 lb., while 4×4 models deliver 17,500 to 22,500 lb. The 4×2 can come with a 6,000-, 7,000-, or 8,000-lb. Dana Spicer front axle, while the 4×4 comes with a 7,500-lb. model. Dana Spicer axles ranging from 10,000 to 15,500 lb. round out things at the rear.

In Gear Maneuverability comes courtesy of a 50-degree wheel cut, while visibility can be enhanced with an optional rearview camera and heated side mirrors that feature LED turn signals and rear-facing LED lights to shine on cargo and equipment.

For those exposed to particularly challenging job sites, the CV features 4×4 capabilities and Meritor’s geardriven transfer case. A skid plate is also available, while the front end, grille and radiator can be further protected with a four-inch bumper extension.

And there’s the option of a Dana Spicer Truetrac torque proportioning limited slip differential.

The stopping power comes courtesy of a Hydromax braking system, Bosch Split system with traction control, four-channel antilock braking system (ABS), diesel exhaust brake, and trailer brake controller.

It was all tested in environments from -40 to 46 Celsius, and at altitudes up to 12,000 feet. Those who face some of the colder temperatures among them have the option of a 120-volt, 800-watt block heater to get things moving, too.

Comfort and interiors Another option comes in the form of the International air ride suspension with an engine-mounted compressor, which can be used to adjust heights and ride alike. That suspension, available only in 4×2 configurations, is rated at 12,000 to 15,500 lb.

But this is not the only way driver comfort is enhanced.

Inside the cab, available infotainment systems include an eight-inch color touch screen with navigation and – for the first time in an International truck – Apple

phone storage, 12-volt charger, a pair of USB ports, and a hanging file folder, depending on the configuration. And the three-across seating includes a center seat back that can be lowered and used as an armrest and beverage holder, while the seat bottom cushion offers extra storage.

Trim packages include a classic in a soft touch vinyl or cloth, or a diamond trim with cloth. In each case the color is a dark ash or black. Diamond features in the crew cab include things like a leather-wrapped steering wheel, 10-way

International’s CV Series of trucks are designed with work in mind – and backed by a network of dedicated commercial service bays.

Building bodies For many users, of course, the truck’s true capabilities emerge through upfitting by body builders. Their work is eased with straight frame rails that have no rivets on the top flange, ensuring a clean area stretching from the cab to the axle when mounting bodies. HuckBolt chassis fasteners, also found on other International trucks, deliver their clamping forces without requiring re-torquing. The front frame includes standard holes for a snow plow mounting bracket as well.

A dual battery box is mounted under the cab, while an optional third battery is also available for mounting, and there are multiple fuel tank options including a 40-US gallon version mounted after the frame and behind the rear axle, a 25-US-gallon saddle tank, or dual tanks.

The diesel exhaust fluid (DEF) tank has been mounted by the passenger door to help ensure the right fluid goes into the right port.

Wheelbase options that range from 141 to 243 inches, as well as optional exhaust outlets, are all suited for different tasks.

The infotainment system represents the first time International has offered Apple CarPlay and Android Auto.

CarPlay and Android Auto. (The touch screen in classic trim packages measures seven inches.)

Classic trim packages include a 3.5inch monochromatic display featuring warning messages and vehicle information, while diamond trim designs go bigger with a 4.2-inch color display.

Other controls across the dash have been designed to be worked while wearing gloves. Built-in switch packs control various functions, and up to four auxiliary switches are available depending on the trim level.

A floor-mounted center console is available with moveable cup holders, cell

power bucket non-suspension high back driver’s seat with headrest and power lumbar, and non-suspension high back passenger seats with six-way power adjustments and power lumbar.

Said Cancelliere: “The CV has been compared to a field office with perks.”

No matter which vehicle is spec’d, buyers will be able to access Truck Specialty Centers available to other International truck users. “The CV Series is the only truck in the segment that can take advantage of this level of customization,” he added. “No one has more experience at body integration than International Truck.” TT JANUARY 2019

43

PRODUCTWATCH WHAT’S NEW AND NEWS FROM SUPPLIERS

For more new product items, visit PRODUCT WATCH on the web at todaystrucking.com It comes in 190, 200, 210, 220, 230, and 240-mm widths. www.bridgestoneamericas.com DRIVETRAIN

U-joint portfolio includes strap kits

Talbert 60CC/55SA-LD trailer

TRAILERS

TRAILERS

Talbert trailer, spreader handle up to 60-tons

Utility 3000R gets 20K duct floor system

Talbert Manufacturing’s new 60CC/55SA-LD trailer that pairs with the optional East Coast-style E1Nitro axle extension – offering a 60-ton capacity with a close-coupled configuration, or a 55-ton hauling capacity in a spread-axle configuration.

It’s a hydraulic detachable gooseneck trailer featuring a non-ground-bearing hydraulic gooseneck design, 108-inch swing radius, 26-foot deck length, and 8.5-inch deck width.

The E1Nitro axle extension that allows the 60-ton capacity combines hydraulic fluid and nitrogen to equalize tire pressures, ensuring a proportionate weight on each axle group. This helps to optimize the range of suspension movement, minimizing stress and smoothing out the ride. The E1Nitro also has a bearing pivot and pivot lockout for backing the trailer.

While maintaining a 60-ton rating at half the deck length, the 60CC/55SA-LD offers a six-inch ground clearance with an 18-inch loaded deck height. That height is two inches lower than competitive models, Talbert adds. www.talbertmfg.com

Utility Trailer Manufacturing has made its 20K Duct Floor System standard for the 3000R base model refrigerated trailer.

The floor helps to control weight because it doesn’t require other structural enhancement, the company notes.

It features a 20,000-lb. capacity for fork trucks with 12-inch wide front tires.

The aluminum duct floor planks also have 30% more upper wear thickness than Utility’s prior 16K standard floor. www.utilitytrailer.com

44

TODAY’S TRUCKING

Dana’s Spicer Select all-makes drivetrain portfolio now includes the most popular U-joints for commercial applications while also adding new U-joint strap kits.

Dana recommends replacing the supporting hardware when installing a new U-joint, and the new offerings now deliver a complete replacement kit.

Driveshaft series to be covered include Spicer’s 1710/1760 and 1810 Series, while the 1610 Series includes U-joints only. Spicer Select strap kits are also available for Spicer SPL170 and SPL250 driveshafts. www.spicerparts.com/spicerselect SHOP TOOLS

Loosen stubborn wheels and rims

TIRES

All-position retread for on/off-road work Bridgestone has unveiled the Bandag BRSS all-position retread for fleets working in on- and off-road environments from pavement to dirt and gravel.

Meant for applications from logging to oil refining and construction, the tire features a 20/32-inch tread for extended wear, a specialized compound to resist chipping and cutting, and an optimized tread design to keep out stones.

Struggling with a wheel that’s seized in place? Put the sledgehammer away.

AME International has unveiled RimWit and RimWit Junior – tools to loosen stubborn truck wheels and rims without damaging tire sidewalls or the rims themselves.

The RimWit is powered by an electric or air impact wrench, and will work with steel or aluminum rims. Its junior counterpart will accommodate 19.5 truck tires. www.ameintl.net

National Advertisers Canadian Shipper www.canadianshipper.com Chevron canada.deloperformance.com East Manufacturing Corp. www.EastMfg.com Eberspaecher www.eberspaecher-na.com ExpoCam www.expocam.ca Hendrickson www.COMPOSILITE-EX.com Highway Star of the Year todaystrucking.com/hsoy

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Hino 2 www.hinocanada.com ISAAC Instruments 15 www.isaac.ca Meritor 12 MeritorPartsXpress.com Meritor 22 meritor.com/brakes Peterbilt back cover www.peterbilt.com Prestone 14 www.PrestoneCommand.com SCEF 34 www.scef.ca

Stoughton Trailers www.stoughtontrailers.com TMW www.tmwsystems.com Total Canada www.total-canada.ca Truck & Trailer www.truckandtrailer.ca Volvo Trucks North America www.volvotrucks.ca Yetico Inc. www.goyeti.ca

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COMPANIES IN THE NEWS A Allison . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 AME International . . . . . . . . . . . . . . . 32, 44 Andy Transport . . . . . . . . . . . . . . . . . . . . . 14 Apps Transport . . . . . . . . . . . . . . . . . . . . . 26 B Bendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Bridgestone . . . . . . . . . . . . . . . . . . . . . . . . 44 C Canada Cartage . . . . . . . . . . . . . . . . . . . . . 15 Canada Post . . . . . . . . . . . . . . . . . . . . . . . . 13 Canvec Leasing . . . . . . . . . . . . . . . . . . . . . 14 Cara Dawn Transport . . . . . . . . . . . . . . . 41 Carrier Logistics. . . . . . . . . . . . . . . . . . . . . 26 Challenger Motor Freight . . . . . . . . . . . 46 Chanje Energy . . . . . . . . . . . . . . . . . . . . . . 24 Chevrolet . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 CP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Cummins . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 D Daimler Trucks North America. . . . . . . 20 Daimler Vehiculos Comerciales Mexico . . . . . . . . . . . . . . . . .20 Dana . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 Delson Transport . . . . . . . . . . . . . . . . . . . 38 Demenagement AGB . . . . . . . . . . . . . . . 37 Detroit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

E Eaton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Express Havre St-Pierre . . . . . . . . . . . . . 15 F Ford . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Freightliner . . . . . . . . . . . . . . . . . . . . . . 21, 39 G Great Dane . . . . . . . . . . . . . . . . . . . . . . . . . 26 H Hargraft Schofield . . . . . . . . . . . . . . . . . . 26 Hino Motors Canada . . . . . . . . . . . . . . . . 36 International. . . . . . . . . . . . . . . . . . . . . 21, 42 I Istobal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Isuzu Commercial Truck of America . . 36 K Kriska Transportation . . . . . . . . . . . . . . . 24 L L’Express du Midi . . . . . . . . . . . . . . . . . . . 38 Location RP . . . . . . . . . . . . . . . . . . . . . . . . . 14 M Mack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Magnum Trailer and Equipment . . . . . 26 Maltacourt Global Logistics . . . . . . . . . 26 Manitoulin Transport . . . . . . . . . . . . . . . 15 Michelin . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Minimax Exoress . . . . . . . . . . . . . . . . . . . . 27

N Navistar . . . . . . . . . . . . . . . . . . . . . 26, 36, 42 North Thompson Trucking . . . . . . . . . . 10 Northbridge Insurance . . . . . . . . . . . . . . 24 P Peterson . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 R Ram Tracking . . . . . . . . . . . . . . . . . . . . . . . 24 RCI International . . . . . . . . . . . . . . . . . . . . 18 Resolute Forest Products . . . . . . . . . . . . 27 Ryder System . . . . . . . . . . . . . . . . . . . . . . . 24 S Snap-on . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Stemco . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 T Talbert Manufacturing . . . . . . . . . . . . . . 44 Tandet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Train Trailer. . . . . . . . . . . . . . . . . . . . . . . . . 15 TransCore Link Logistics . . . . . . . . . . . . 24 Transport Audet . . . . . . . . . . . . . . . . . . . . 38 Transport Laberge . . . . . . . . . . . . . . . . . . 18 U UPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Utility Trailer Manufacturing . . . . . . . . 44 V Volvo Trucks North America . . . . . . 35, 39 Volvoline . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 W Webb Wheel Products . . . . . . . . . . . . . . 35

JANUARY 2019

45

Faces Geoff Topping (right) receives the 2018 Trucking HR Canada HR Leader of the Year Award from Angela Splinter, CEO of Trucking HR Canada.

(Photo: Peter Power)

The Accidental HR Manager Topping takes unconventional road to become industry’s top HR exec

By Sonia Straface Geoff Topping never imagined he would trade in his keys to become a human resources executive. But he did.

Now the vice-president of human resources at Challenger Motor Freight is recognized as one of best in the trucking industry’s HR world – Trucking HR Canada’s 2018 HR Leader of the Year.

It was admittedly an unconventional career path. Unlike many HR executives in the industry, Topping didn’t wander into trucking after studying human resources in college. It was the other way around. He stumbled into HR after a long career in trucking. His first job as a driver came at the age of 18. Then there were five years as an owner-operator, and time as a dispatcher for MacKinnon Transport.

The path to the executive suite involved the good fortune of working for three influential fleets that believed in him, he says.

Topping moved from MacKinnon to Gibson Transport as a U.S. planner in 2000. There he worked his way up the ladder to become the customer service and sales manager before moving

46

TODAY’S TRUCKING

to Challenger in 2002. He returned to MacKinnon from 2007-11, and finally settled back at Challenger in the role of general manager of the temperaturecontrolled and waste divisions.

Then Challenger president COO Jim Peeples changed the career path entirely, naming Topping the company’s director of recruitment and retention.

“He moved me completely out of my comfort zone,” says Topping. “He saw in me the different experiences I had in my different roles in trucking and believed that I had the personality and the wherewithal to rebuild our recruiting strategies, because I was someone who knew what it was like to be in the driver’s seat.”

The roles of senior director of human resources and then vice-president of human resources followed.

Now he can’t believe he used to do anything else.

“I absolutely love my job and I sometimes think I should have done this forever…but I’m reminded by many people, including an HR mentor I have, that all those other things I’ve done put me in the

spot to do this,” he says. “If I didn’t do all those other things, I wouldn’t know the industry like I do now.”

Topping says the best part about his job is watching people succeed in their roles, whether it’s an entry-level driver who completes their training and becomes a long-term driver, or a member of the operations team who moves into a supervisory role.

He’s been there himself, sometimes overwhelmed, scared, uncertain.

“I feel all of my previous roles allowed me to relate to our workforce in all areas,” he says. “I have been the new driver, the new owner-operator, the driver who just came off the road for an office role.

The driver who has not been home in a week or more and is now stranded due to weather or a situation [out] of their control. I have been the dispatcher trying to cover all the loads and keep all the stakeholders happy. I’ve been the driver who has an issue going on at home and they are a thousand miles away or more.”

“Helping people set their career goals and give them training and coaching … that’s the best and most rewarding thing I do,” he says.

One of the biggest achievements has involved leading Challenger’s Good to Great initiative, giving him the chance to meet and interview employees to identify things the company could do better. The results have included everything from formal driver surveys to changes in pay structures.

There are still other HR challenges to address, of course, especially when it comes to attracting more people into trucking. Topping believes the industry as a whole needs to elevate the driving profession and count the job as a skilled trade.

He remains committed to goals like that, and remains humbled by all the attention the recent award has given him.

“I can’t tell you how humbling and special all the emails and phone calls that went on for weeks afterwards were,” he says. “I got phone call and emails from people I haven’t worked with in years, congratulating me on being a good representative for the industry. It was humbling beyond belief and goes to show that we have the best people in this industry.” TT

We refuse to sacrifice durability

You don’t have to give up strength to get the payload you need with East. Our refuse trailers are designed to maximize payload and still provide you the strength to handle the stresses of hauling refuse day in and day out. Combining the aerodynamics of the East Genesis® smooth-side design with the advanced system of floor-to-wall attachment adds strength to East’s refuse trailers.

And, the unique wall is welded inside and out for maximum strength and easier repair. East refuse trailers are designed with you in mind—You can depend on East.

www.EastMfg.com • 888-405-3278