Today's Trucking September 2019 by Annex Business Media

Time Zones

Cab Corrections

ELDs will differ in Canada, U.S. PG. 35

Linkâ&#x20AC;&#x2122;s smarter, smoother ride PG. 46

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

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September 2019

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Contents

September 2019 | VOLUME 33, NO.9

7 9 25 27

John G. Smith Rolf Lockwood

Kim E. Stoll Mike McCarron

NEWS & NOTES

Dispatches

17 Facility Focus A national insurance review is underway

18 19 20 21 22 23

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

In Gear

Features 10 Access Road Are your doors open to 2.4 million disabled Canadians? New regulations could force the issue.

By Eric Berard

35 Time Zones The differences between Canadian and U.S. ELDs will not be limited to hours of service.

By Jim Park

38 Virtually Trucking 46 Cab Corrections Link Mfg. promises a smoother ride than ever By John G. Smith

49 Pelotonâ&#x20AC;&#x2122;s Push Peloton to develop platoons with further automation

Simulators and VR devices are not just the future of driver training. Theyâ&#x20AC;&#x2122;re effectively used today.

By John G. Smith

42 An Age-old Debate New tech rolls across assembly lines every day. Some buyers prefer (significantly) older iron.

By Jim Park

50 Product Watch For more visit www.todaystrucking.com SEPTEMBER 2019

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Letters No room for ELD naysayers 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, Derek Clouthier, Mike McCarron, Jim Park, Kim E. Stoll, John Tenpenny 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 Alicia Lerma alicia@newcom.ca • 416/510-6845

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5353 Dundas Street West, Suite 400, Toronto, Ontario M9B 6H8 416/614-2200 • 416/614-8861 (fax) CHAIRMAN AND FOUNDER Jim Glionna PRESIDENT Joe Glionna VICE PRESIDENT, PUBLISHING Melissa Summerfield CHIEF FINANCIAL OFFICER Peter Fryters DIRECTOR OF CIRCULATION Pat Glionna

Today’s Trucking is published monthly by NEWCOM MEDIA INC., 5353 Dundas Street West, Suite 400, Toronto, Ontario M9B 6H8. It is produced expressly for owners and/or operators of one or more straight trucks or tractor-trailers with gross weights of at least 19,500 pounds, and for truck/trailer dealers and heavy-duty parts distributors. Subscriptions are free to those who meet the criteria. For others: single-copy price: $5 plus applicable taxes; one-year subscription: $50 plus applicable taxes; one-year subscription in U.S: $90 US; one-year subscription foreign: $180 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. Postage paid Canadian Publications Mail Sales Agreement No.40063170. ISSN No. 0837-1512. Printed in Canada.

Member

Re: Measure and Consider (August 2019)

Email: johng@newcom.ca

The digital copy of the August 2019 issue of Today’s Trucking arrived in my inbox. As usual, I pushed things aside so I could dive into the opinions and articles. I made it as far as the bottom of page 7. I tried, in vain, to read the rest of the magazine, SEND YOUR but I kept coming back to page 7. LETTERS TO: The Measure and Consider editorial is your lead up to this Newcom month’s main articles about a new day dawning in Canadian Media Inc., trucking, the ELD. About how we should embrace the new 5353 Dundas technology, and be aware of its usefulness, as well as warnStreet West, ing us not to live and die by the data alone. I was right there Suite 400, with you until you said, “Drivers who dismiss such tools as ‘electronic babysitters’ should not be dismissed out of hand.” Toronto, Ontario You are wrong. So very, very wrong. M9B 6H8 There is no room for naysayers when it comes to ELDs. For every BS argument against them there is a well-reasoned and rational argument for them. There is no downside to the ELD. There is no more carrier or customer demand that a driver fudge his book to get a load delivered. There is no more argument about what time a driver arrived and departed a shipper or receiver. Best of all, there are no more drivers spending an hour or more at the end of every shift rewriting their swindle sheets to make them look legal. Often overlooked by many people is a simple rule found in every piece of occupational health and safety legislation on both sides of the border. Paraphrased it says that no one can make anyone else work in a place where the worker feels unsafe. Even if the ELD says the driver has hours, a driver who is tired and feels unsafe does not have to go and cannot be sanctioned because of it. The ELD, for all of its electronic ugliness in the minds of those who do not embrace it, has done the one thing never before accomplished in the history of freight transportation. It has made drivers and carrier management partners in the game. Now, if only the government would bring back photo radar, and legislate dash cams in every vehicle. — Michael Ludwig Simcoe, Ont.

Address construction safety above other wishes Re: Trucking associations unveil infrastructure wish list (online) How can the Canadian Trucking Alliance (CTA) not be calling for an immediate halt to construction on Ontario’s 400 Series freeways, until said work can be performed without killing truck drivers? The Ontario Ministry of Transportation refuses to operate construction zones in a safe manner. Backing traffic up – frequently for several kilometers – well before any type of warnings about slow or stopped traffic in live lanes; closing paved shoulders with concrete barriers right at the very edge of live high-speed lanes with absolutely no warnings; failing to require vehicles stopped in live lanes to activate their four-ways; failing to require trucks to drive in the center lane when shoulders have been eliminated; and failing to place police cruisers at the tail end of these backups to protect those already stopped from being hit from behind. Keeping (CTA) employees safe on highways should rank as a higher priority than more tech at border crossings. — Steve Delbrocco Oshawa, Ont. via facebook SEPTEMBER 2019

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Editorial By John G. Smith

Give Thanks National Trucking Week is coming. Would it be that hard to celebrate?

here is cause for celebration in the first week of September, but unlike Labor Day it will likely be absent from most calendars. It is a week in which we officially honor the cherry popover, blueberry popsicle, Welsh rarebit, macadamia nut, cheese pizza, coffee ice cream, acorn squash, and salami. Each has a designated national day. And let’s not forget beer lovers. Their big moment is Sept. 7. With a greater level of gravitas we observe Labor Day on Sept. 2, and remember the role of the merchant navy on Sept. 3. The International Day of Charity is Sept. 5. Then there’s National Trucking Week, which officially runs from Sept. 1 to 7. Those south of the border recognize National Truck Driver Appreciation Week in the seven days to follow. Most operations traditionally overlook it, of course. The first week of September represents just a few more days on the calendar. Loads need to be moved, wheels turned, kilometers covered. Maybe it’s understandable. We don’t bake cakes for National Dentist’s Day (March 6), or roll out classic cars for parades on National Automotive Service Professionals Day (June 12). Such days are recognized by members of the industries themselves. They’re meant to serve as a gentle reminder to offer thanks and a special “attaboy” for those who keep things rolling in a literal or figurative sense. Yet two decades into the tradition, the trucking industry largely fails to do much to celebrate its designated moment in the spotlight. Some employers have scheduled events like barbecues and

giveaways to offer extra thanks to their personnel. Challenger Motor Freight, Canada Cartage, and Pride Group are among them. And the Manitoba Trucking Association will get a head start with an event in Winnipeg’s Shaw Park on Aug. 28. Each effort like this should be applauded for taking a moment to deliver a little, well, applause. We need to learn something from these examples. There is still time to do something special for those around us, to find a way to show some appreciation for those who are counted among the 400,000plus who work in the trucking industry. Cynics will scoff at such efforts, of course. They’ll complain that real appreciation involves cooking more than a hotdog, offering a free coffee, or handing out a few gifts. They’re right in that sense. We need to do more when it comes to showing every trucking industry employee that they’re truly appreciated. Such appreciation is demonstrated through things like working conditions, human resources practices, fair pay, and responsive leadership. Those are the types of factors that will make a measurable difference in recruiting and retention efforts. But a simple “thank you” would also be a welcome thing, especially when it comes to honoring everyone who literally keeps our country and its economy moving forward. So let me thank you all. TT

“Most operations traditionally overlook it, of course. The first week of September represents just a few more days on the calendar.”

John G. Smith is the editorial director of Today’s Trucking. You can reach him at 416-614-5812 or johng@newcom.ca. SEPTEMBER 2019

National Trucking Week was launched to bring awareness to the critical role truck drivers play in our economy and to stress the importance of fair and equal treatment throughout the entire trucking industry. This year, we will be celebrating September 1st â&#x20AC;&#x201C; 7th.

Lockwood By Rolf Lockwood

A Critical Design Fault We’ve all heard about hacking computerized vehicles, but the risk is worse than you think

hile I spend a lot of time looking at our technological future in the normal course of events, I dove deeper than usual these last couple of days. Did nothing else, and I came away gobsmacked in both good and bad ways. The world of artificial intelligence is exploding with innovation. Like the Valeo technology that can “see” through the vehicle in front of you – including tractors that are pulling loaded van trailers – to show you the road and traffic ahead. Really. The vehicle ahead becomes essentially invisible. I came across that just as I realized I’d better get writing, so I didn’t pursue it. But I’ll presume that this is a product of connected-vehicle development, and that the vehicle to the rear links to the forward car or truck’s cameras, and sends an image back to be displayed on the follower’s screen. Kinda weird, but oh so useful. That stuff may be a little way out, but long before we start talking about autonomous vehicles, we already have very computerized trucks and cars that are increasingly connected to wide-area communications networks – making them part of the Internet of Things (IoT). And critically, the mechanisms that control their acceleration, steering, and braking can be overridden by computers and software. “The troubling issue for industry technologists is that these vehicles’ safety-critical systems are being linked to the internet without adequate security and with no way to disconnect them in the event of a fleet-wide hack,” notes a recent report by the U.S. non-profit Consumer Watchdog, entitled Kill Switch. “This is a dangerous combination, as it creates the potential for hackers to take control of vehicles remotely. Unlike other ‘connected’ technologies in which hackers can only steal information or money, hacked cars have the potential to cause property damage and deaths. Whereas the military and aviation industries carefully avoid connecting dangerous machines to the internet, the auto industry has yet to learn this lesson. “Millions of cars on the internet running the same software means a single exploit can affect millions of vehicles simultaneously. A hacker with only modest resources could launch a massive attack against our automotive infrastructure, potentially

causing thousands of fatalities and disrupting our most critical form of transportation.” The report talks only about connected cars, but the issue obviously involves our trucks as well. And in an age where cyberwarfare is very real – look at the last U.S. election for a mighty disturbing example – there are huge risks in here. Really huge. One seemingly outlandish example is that hackers could, unless we prevent it, organize so-called “BotNet armies” of connected vehicles, banding together to cause havoc. Malevolent gangs of cars are one thing, but imagine what a swarm of evil 80,000-pounders could do. I know, you’ll dismiss that as paranoid codswallop, but I promise you, there are lots of very serious software engineers and techie nerds who envision the possibility of exactly that sort of mayhem. “Viruses can spread vehicle-to-vehicle,” the Consumer Watchdog report says. “Malicious wifi hotspots can infect any susceptible vehicle that passes within range. Cars can be infected with ‘sleeper’ malware that wakes at a given date and time, or in response to an external signal, resulting in a massive co-ordinated attack.” Its conclusion is a simple and straightforward fix that should be done ASAP. “To protect the public, carmakers should install 50-cent ‘kill switches’ in every vehicle, allowing consumers to physically disconnect their cars from the internet and other wide-area networks,” the report urges. “Otherwise, if a 9/11-like cyber-attack on our cars were to occur, recovery would be difficult because there is currently no way to disconnect our cars quickly and safely. Mandatory ‘kill switches’ would solve that problem.” Obviously, it also says future designs should isolate safetycritical componentry from infotainment systems connected to the internet or other networks. I’ll buy that. TT

“A hacker with only modest resources could launch a massive attack against our automotive infrastructure.”

Rolf Lockwood is vice-president, editorial, at Newcom Media Inc. You can reach him at 416-614-5825 or rolf@todaystrucking.com. SEPTEMBER 2019

Federally regulated fleets will need to comply with the Accessible Canada Act. And changes involve more than curb cuts.

Access Road Are your doors open to 2.4 million disabled Canadians looking for a job? By Eric Berard The Accessible Canada Act came into force on July 11 and applies to all federally regulated businesses, which includes the vast majority of Canadian fleets that do business outside

TODAY’S TRUCKING

their respective provinces. And the new law stipulates that their facilities now need to be accessible to people with disabilities. It also goes well beyond

reserved parking spaces, curb cuts, or wider entrance doors to accommodate wheelchairs. “The range of disabilities to consider include those related to hearing, vision, mobility, learning, cognitive, and mental health,” says Isabelle Maheu, spokeswoman for Employment and Social Development Canada (ESDC). It means that, in addition to a facility’s physical layout, fleets need to address the

readability of corporate websites, and clearly state that job postings are open to the disabled. Actual enforcement of the Act begins in July 2021, and full compliance will be mandated a year after that. In the meantime, trucking companies are required to “prepare and publish accessibility plans and progress reports, and to establish a process for obtaining and responding to feedback on the accessibility of their operations for people with disabilities,” Maheu adds. A maximum penalty is set at $250,000 for organizations that don’t comply with the new rules, but warnings will likely be issued first, in the spirit of what ESDC calls a “graduated enforcement approach”. The related costs, however, could also be seen as an investment in strategies that can be used to tap into pools of workers who might otherwise be overlooked.

Recruitment opportunity Roughly 20% of the population aged 15 or over – 6.2 million Canadians – is affected by a disability that limits daily activities in one way or another. And according to the 2017

Emissions Crackdown PG. 13

Rate Pressures PG. 13

Facility Insurance Focus PG. 17

Canadian Survey on Disability, only 59% of those between 25 and 64 are employed. In other words, they represent an available labor pool of 2.4 million people for an industry that faces an array of employee shortages. “Measures included in the legislation to remove barriers to accessibility will make tapping into this labor pool within reach for federally regulated Canadian businesses struggling to find employees in the current labor market,” Maheu says. The benefits of an accessible workplace don’t end there, either. Fleets with accessible terminals and offices convey a message that they are inclusive to people with disabilities, but also open to other under-represented groups such as women, immigrants, and aboriginal people, says Trucking HR Canada CEO Angela Splinter. “Overall, workplaces that have taken these approaches in ensuring these inclusive work environments are able to access the workers that they need, and access the skills and talent that they need ... It makes them shine as an employer. It just sends the right message to potential recruits,” she says, refer-

ring to fleets such as Triton Transport in B.C., Caron Transportation in Alberta, and Bison Transport of Manitoba. These fleets didn’t wait for the new regulation to adapt their spaces.

Return on investment “I see a big return on investment,” says Melissa Skelton, human resource advisor and health and safety representative at Skelton Truck Lines, referring to the renovations and accommodations made

at the company’s 92,000-sq-ft facility in Sharon, Ont. The fleet has owned the building since 1994, but started some renovations in 2015 during an expansion phase. Office space established above the garage and in the front office itself is now accessible. More of the related renovations are coming. “We’ll be breaking the walls down soon again this year to start more renovations to line up with the growth that Skelton has had, and all of

Skelton Truck Lines has already improved accessibility on several fronts, and it is realizing other benefits to being an inclusive workplace.

those areas will be barrier-free and accessible,” she says. In her mind, the need for such changes goes beyond people with disabilities: “Everyone goes through their own challenges and barriers every day. It’s important to Skelton and to myself to accommodate anyone who may request a work modification or any modification to their work arrangement.” Office areas, for example, have been modified so people can work while sitting

Skelton Truck Lines’ adapted work stations offer physical support and help for those who have visual impairments.

SEPTEMBER 2019

Dispatches on ergonomic chairs or standing on anti-fatigue mats. Lights are programmable and dimmable to help those with sensitive eyes. Larger computer monitors with anti-glare features have also been installed to help. The entrance door can be opened using a button mounted at wheelchair height, or controlled by a receptionist.

There are adapted bathrooms, too. There are even plans to adapt spaces in the maintenance shop. Truck drivers are benefitting from accommodations of their own. One has been outfitted with a special seat to improve comfort; another is allowed to travel with his dog. “They’re great companions for drivers,”

Skelton says, referring to assistance animals that are allowed in the trucks. An increasing reliance on e-mail communication helps those who struggle with hearing problems, while those who struggle with dexterity have other ways to fill out documents. They’re all examples of changes that prove accessibility involves more than accommodating wheelchairs. “When you say disability, the first thing that comes to mind is a physical disability, disabilities that are visible. We focus as well on disabilities that are not always visible,” Skelton says. The return on investment, she says, comes in the form of better morale, higher retention rates, and a lower level of absenteeism because employees feel valued. “Employees want to show up every day, we don’t have an issue with attendance,” she says. The efforts to adapt the workplace help with recruitment as well. “I think it speaks volumes. People that are witnessing that are going out and telling other people of all the great things Skelton has done,” she says. As an example, 33% of Skelton drivers are women – a demographic group that accounts for a little over 3% of Canada’s drivers overall. Co-op students have also been welcomed by the fleet in a bid to attract more youth. It’s about a focus on qualifications, experience and motivation – no matter what disability someone may face. It’s about ensuring the required access roads are in place. TT

PILOT PROJECT Trucking HR Canada is launching a pilot project with the support of employment services groups, to support long-term job placements for people with disabilities. Support will include wage subsidies and coaching resources to help with onboarding. A limited number of placements are available.

www.truckingHR.com

TODAY’S TRUCKING

Dispatches

News Briefs

Emissions crackdown expands beyond Ontario

because of low commodity prices and a lack of access to new markets, he said.

Ontario is expanding its crackdown on illegally altered emissions systems, announcing that it will seize offending trucks with plates from any jurisdiction. Legislation was updated to extend the focus beyond Ontario-plated trucks, and other amendments include heavier fines. There is also a move to establish greater enforcement powers in the fight against those who provide or install “delete kits” within the province, the Ontario Trucking Association says.

Alliance calls for provincial ELD rollout

2019 marketplace ‘different world’: Bedard Alain Bedard, the president and CEO of TFI International, says the 2019 is a “different world” than it was in 2018. While Canada’s largest for-hire fleet had a record-setting second quarter, it isn’t immune from challenges such as slowing freight volumes, an economic hangover linked to metal tariffs, and rate-cutting competitors, he said in a call with analysts. He also predicted the specialty truckload segment will be soft for the remainder of the year. “Steel tariffs created a mess in our flatbed because we’re the largest hauler of steel in Ontario,” Bedard said. “Those tariffs have been removed now, but you can’t turn on a dime.”

The Canadian Trucking Alliance (CTA) is calling on provincial transport ministers to mandate electronic logging devices

(ELDs) for provincially regulated carriers. A mandate for federally regulated carriers will be imposed in June 2021. “Non-compliant behavior that leads to road safety risks knows no boundaries and certainly does not distinguish between provincially and federally regulated carriers,” the CTA said in a letter to each provincial transport minister.

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Mullen grows, but faces headwinds Mullen Group’s trucking and logistics business grew marginally in the quarter leading up to June 30, but it cited “headwinds” linked to a sluggish economy and soft demand for truckload services. “From my vantage point it appears that consumer spending remains strong, which drives our less-than-truckload and final mile delivery business,” said Murray Mullen, chairman and CEO. “In contrast capital investment, in areas such as infrastructure and major projects, remains hampered by regulatory delays and a lack of investor conviction. This directly impacts our truckload and specialized business.” The oil and natural gas business also continues to struggle in Western Canada

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Dispatches The Ontario Trucking Association (OTA) believes some fleets may be misrepresenting themselves when applying for Facility Association insurance.

Facility Focus Insurer of last resort undertakes a national review By John G. Smith A national review by Facility Association – an insurer of last resort for fleets that can’t secure coverage elsewhere – is looking to keep trucking companies from misrepresenting themselves when negotiating insurance premiums. The Ontario Trucking Association (OTA) and selected insurers began to shine a light on the potential challenge last year, following reports that a growing number of truck fleets were being covered by Facility Association. A formal meeting of the two groups was held in May. Facility Association’s commercial insurance premiums rose an astounding 47% in the 12 months leading up to March 2019, and those linked to interurban vehicles were up 200%. “When we see a growth in any given sector, it’s a heads-up for us to look more closely,” says Saskia Matheson, Facility Association’s president and CEO. “We want to make sure we are charging the right and fair price.” Some of the growth is believed to be

linked to carriers that are misrepresenting where they are actually based. A fleet that does most of its business in Ontario, for example, might tell Facility Association that it’s based in New Brunswick. The problem emerges because the insurance premiums are based on risk. If the high-risk fleets insured by Facility Association file more insurance claims than expected, the extra costs are absorbed by the rest of the insurance industry. Those insurance providers then need to increase the rates paid by their customers. “Where the vehicle is used is important to determining risk,” Matheson says. Other factors include how many trucks are run, and the length of time they’re on the road. “When applied for and issued properly, insurance with Facility Association has a legitimate and important role in supporting the trucking industry,” said OTA president Stephen Laskowski. “Our goal in partnering with the Facility

Association is not to eliminate these legitimate uses, but rather to review with insurance regulators the existing Commercial Residual Market insurance policy framework – and ensure the proper rating of carriers that reflects road safety and fleet responsibility in this market.” Other groups now involved in discussions include the Alberta Motor Transport Association (AMTA). The national review is scheduled to conclude this fall, with revised rules to be in place by the close of the year, subject to regulatory approval, Matheson says. The OTA’s own Facility Association Commercial Underwriting Working Group began to meet in June, and will continue working throughout 2019 to review specific technical issues relating to underwriting rules and procedures. It wants to make recommendations regarding underwriting rules, documentation requirements, a fraud mitigation strategy, audit strategy, and key risk indicators. Facility Association emerged in the 1970s, after governments began to mandate automotive insurance. The insurer of last resort now operates in Alberta, New Brunswick, Newfoundland and Labrador, the Northwest Territories, Nova Scotia, Nunavut, Ontario, P.E.I., and the Yukon. The rising cost of truck insurance, and the challenge of getting coverage in the first place, was recently highlighted during a rolling protest by a group of Toronto-area aggregate haulers. They’re among a growing list of fleets and owner-operators who face higher premiums as insurers re-evaluate the risks they’re willing to cover. Some insurers are simply stepping away from trucking industry sectors thought to represent an unacceptable risk – like the aggregate haulers serving construction activities in and around Toronto. Truck insurance claims have generally been rising quicker than original projections because of factors such as pricey legal settlements and technology-laden trucks that can be costly to repair. TT SEPTEMBER 2019

Dispatches

Canadian truck sales dip in June Canada recorded 3,034 Class 8 truck sales this June – down from the 3,315 sales recorded last year and the 3,357 sales in May, WardsAuto reports. It wasn’t the only vehicle class to register a dip. The 651 Class 7 sales were down from 679 the month before, while 145 Class 6 sales were off slightly from the 159 seen in May. Still, the 729 Class 5 sales were up from the 697 in May. Daimler dominated the Class 8 sales, with 1,136 units sold this June. International topped Class 7 with 207 units, while Freightliner was the top brand in Class 6 with 72 sales. Ford dominated the Class 5 retail activity with 394 deals. In the first six months of this year, Canadians have purchased 16,985 Class 8 trucks, WardsAuto says. That’s up from the 16,472 sales recorded in the first six months of 2018.

Canada – June 2019 SALES CLASS 8

U.S. – June 2019

MARKET SHARES

SALES

June

YTD

June %

YTD %

CLASS 8

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

849 508 364 373 401 287 252 0 3,034 June

5,305 2,691 2,401 2,168 1,911 1,445 1,064 0 16,985 YTD

28.0 16.7 12.0 12.3 13.2 9.5 8.3 0.0 100.0 June %

31.2 15.8 14.1 12.8 11.3 8.5 6.3 0.0 100.0 YTD %

International Peterbilt Freightliner Hino Kenworth Ford Total CLASS 6

207 173 121 86 57 7 651 June

1,299 1,082 663 558 281 39 3,922 YTD

31.8 26.6 18.6 13.2 8.8 1.1 100.0 June %

Freightliner Hino International Ford Peterbilt Isuzu Kenworth GM Total CLASS 5

72 39 17 7 10 0 0 0 145 June

332 274 187 39 26 11 8 0 877 YTD

394 142 100 80 3 9 0 0 1 0 729

1,750 863 554 536 20 13 0 0 1 0 3,737

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

TODAY’S TRUCKING

www.total-canada.ca

MARKET SHARES

June

YTD

June %

YTD %

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

8,215 3,627 3,450 3,699 2,073 1,886 550 0 23,500 June

50,527 20,225 19,520 19,307 12,738 9,429 3,086 0 134,832 YTD

35.0 15.4 14.7 15.7 8.8 8.0 2.3 0.0 100.0 June %

37.5 15.0 14.5 14.3 9.4 7.0 2.3 0.0 100.0 YTD %

33.1 27.6 16.9 14.2 7.2 1.0 100.0 YTD %

Freightliner International Peterbilt Kenworth Ford Hino Total CLASS 6

2,036 1,524 574 578 167 244 5,123 June

14,110 7,670 3,565 2,632 1,336 997 30,310 YTD

39.7 29.7 11.2 11.3 3.3 4.8 100.0 June %

46.6 25.3 11.8 8.7 4.4 3.3 100.0 YTD %

49.7 26.9 11.7 4.8 6.9 0.0 0.0 0.0 100.0 June %

37.9 31.2 21.3 4.4 3.0 1.3 0.9 0.0 100.0 YTD %

International Ford Freightliner Hino Kenworth Isuzu Peterbilt GM Total CLASS 5

1,611 2,263 1,682 720 237 76 5 117 6,711 June

12,381 11,800 10,538 3,652 1,450 540 40 730 41,131 YTD

24.0 33.7 25.1 10.7 3.5 1.1 0.1 0.0 100.0 June %

30.1 28.7 25.6 8.9 3.5 1.3 0.1 0.0 100.0 YTD %

54.0 19.5 13.7 11.0 0.4 1.2 0.0 0.0 0.0 0.0 100.0

46.8 23.1 14.8 14.3 0.5 0.3 0.0 0.0 0.0 0.0 100.0

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

4,702 1,674 535 186 237 237 39 0 1 0 7,611

26,230 7,043 2,791 2,224 1,268 629 103 25 5 0 40,318

61.8 22.0 7.0 2.4 3.1 3.1 0.5 0.0 0.0 0.0 100.0

65.1 17.5 6.9 5.5 3.1 1.6 0.3 0.1 0.0 0.0 100.0

Source: WardsAuto

Dispatches

L gbook2019 SEPTEMBER 5 AMTA Red Deer Golf Tournament Alberta Springs Golf Course Red Deer, Alta. www.amta.ca

24 PMTC Fall Golf Tournament Glencairn Golf Club, Milton, Ont. www.pmtc.ca

22-26

CVSA Annual Conference and Exhibition Biloxi, Miss. www.cvsa.org

OTA Annual Fall Golf Classic Glen Abbey Golf Club, Oakville, Ont. www.ontruck.org

10-12 FTR Transportation Conference Historic Union Station Indianapolis, Ind. www.ftrconference.com

10 BCTA Annual Golf Tournament Pitt Meadows Gardens Golf Club Pitt Meadows, B.C. www.bctrucking.com

14 Recruitment and Resources Expo Mississauga, Ont. www.rttnexpo.com

14 -19 Technology and Maintenance Council Fall Meeting Raleigh Convention Center Raleigh, N.C. www.trucking.org

15-18 Trimble In.Sight User Conference and Expo George R. Brown Convention Center Houston, Texas www.insightuserconference.com

22-25 Joint TAC-ITSC Conference and Exhibition Halifax, N.S. www.tac-atc.ca SEPTEMBER 2019

Dispatches

StatPack $33,000 TO FIGHT CANCER Express Mondor has raised an additional

$162 million IN FORESTRY TRAILERS The global market for forestry trailers continues to grow like trees, and is expected to be valued at US $162 million by the end of the year – up from $140 million in 2014, Persistence Market Research says. The market is expected to be worth $233 million by the end of 2029.

160,000 U.S. DRIVERS SHORT BY 2028 The U.S. was short 60,800 truck drivers last year, up nearly 20% from the 50,700 drivers needed in 2017, the American Trucking Associations reports. And it expects the trucking industry to be short 160,000 drivers by 2028. “The combination of a surging freight economy and carriers’ need for qualified drivers could severely disrupt the supply chain,” said chief economist Bob Costello. An aging driver population, higher freight volumes, and the draw of other blue-collar careers were cited as the main reasons for the shortage.

$215 million FOR P.E.I. HIGHWAYS The federal government and Prince Edward Island will spend $215 million over four years to improve highways in P.E.I. The projects will include resurfacing 270 km of the National Highway System and rebuilding 18 bridges. We think Bud the Spud would have enjoyed the improved ride.

50,000-sq.ft. DAYTON PDC Dayton Parts will open a 50,000-sq.ft. distribution center in Saint-Leonard, Que., adding to other Canadian locations in Mississauga, Ont., and Edmonton. The company manufactures and supplies leaf springs for light-, medium-, and heavy-duty trucks.

TODAY’S TRUCKING

$33,000 to support the fight against breast cancer, bringing its contributions to $165,000 over the last six years. The money, raised through its annual golf tournament and fundraising dinner in late June, was donated to the Quebec Breast Cancer Foundation. About 200 people attended this year’s event.

Truck Driver Shortage (2011-2028)

SEE A TECH CHALLENGE

More than half (52%) of the fleet managers surveyed during the NAFA Fleet Management Association 2019 Institute and Expo say that new technology is the biggest challenge of the year, TD Bank reports. “Traditionally, the industry has been defined by trucks and infrastructure,” said Anthony Sasso, head of TD Equipment Finance. “The use of mobile devices, GPS and electronics have revolutionized logistics.”

Dispatches

Pu se Reader Survey Tell us your thoughts on ... Truck Features and Options There are plenty of options when choosing a truck that will best fit your operation. In this month’s Pulse Survey, we asked about decisions that drive your equipment choices.

What is the typical age of the trucks/tractors you operate?

Do you always acquire the same brand of truck/tractor?

YES

11% 42% 24% 14% 9%

53 %

1-2 years 3-5 years 6-10 years 11-15 years 16+ years

Have you ever switched truck/ tractor brands solely because of a poor experience with one model or spec’?

YES

NO %

When it comes to acquiring a truck/tractor, do you tend to:

What are the top factors that you consider when acquiring a piece of equipment? (Pick 3) 50% 48% 43% 42% 39% 34% 31% 27% 21% 19% 18% 16% 15% 15% 13% 11% 9% 9% 5%

51 % 49 %

Truck brand Acquisition cost Engine power/torque Fuel economy Engine brand Maintenance support Dealership support Warranty coverage Sleeper size/amenities Weight Manual transmission Driving experience Automated manual transmission Appearance/styling Safety features (i.e. collision avoidance system) Visibility Fit and finish Projected uptime Dash layout

Lease

17 % Have you ever switched truck/ tractor brands solely because of a poor dealership experience?

YES

49 % 51%

Buy used

26 % Buy new

57 %

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.

Next month: Security SEPTEMBER 2019

Dispatches

Heard Street on the

Darcy Arbuthnot

Fu named Titanium CFO Alex Fu is the new chief financial officer at Titanium Transportation Group, after four months in the interim role. He joined the fleet in 2017 as director of finance. Fu is a chartered accountant and chartered professional accountant with more than a decade of accounting, financial, and audit experience. Titanium has 475 power units, 1,400 trailers, and 600 employees and owner-operators. It counts more than 1,000 customers.

Arbuthnot gets account nod Alex Fu

Baney named Kenworth GM Kevin Baney is the new general manager of Kenworth Truck Co. and a Paccar vice-president, replacing Mike

Kevin Baney

Capital Gear has hired Darcy Arbuthnot to fill a newly created role of account manager – Prairies and Northern Ontario. He has more than 23 years of experience in the aftermarket, ranging from time as a technician, to warehouse operations, and sales.

Dozier. He had served nearly three years as assistant general manager for sales and marketing, and was Kenworth’s chief engineer for nearly five years. He has worked at Paccar for 25 years, joining the business as a design engineer.

Paul Tessy

McKean named Truck-Lite executive VP David McKean is the new executive vice-president of business development at Truck-Lite, a company that produces LED safety lighting. The role will involve developing and maintaining strategic partnerships for the Road Ready business division. He had previously served as vice-president and chief procurement officer at Navistar, and was the executive director of global purchasing and supply chain at GM before leaving that company in 2013.

Tessy now a senior VP at Purolator Purolator has hired Paul Tessy David McKean

Atwal to oversee final mile Kal Atwal, the president of TForce Final Mile Canada,

Kal Atwal

TODAY’S TRUCKING

will also oversee TFI International’s final mile activities in the U.S. as an executive vice-president. Atwal joined the fleet in 2016 as vice-president of finance for Final Mile Canada, and was named vice-president and general manager of TForce Final Mile Canada in 2017. He was named president of that operation in 2018, overseeing all of the division’s Canadian same-day activities. He previously held leadership roles at Progressive Waste Solutions and Day & Ross Transportation.

as its senior vice-president – international, in a role where he’ll oversee cross-border business, global solutions, and value-added logistics services. He reports to Purolator president and CEO John Ferguson. Tessy comes to Purolator from DHL e-commerce, where he served in roles including CEO, Latin America and Canada, and senior vice-president – sales and customer service. Prior to that he had been president and CEO of TNT Spring Americas.

Dispatches

Trendingg on The Top 10 Risks to Truck Drivers Driving a truck can be a risky job, and the Ontario Ministry of Labour has tapped into trucking-related expertise to identify the underlying issues that contribute to workplace injuries. Distracted driving, driver fatigue, and the actions of other careless drivers were identified as the Top 3 factors that could lead to an injury in the general freight sector. “This is what kept people up at night,” corporate risk officer Sujoy Dey says, referring to the issues that trucking industry representatives identified during a recent workshop. Rounding out the Top 10 risks in trucking’s general freight sector were: Everyday car drivers who are not trained in truck awareness Driving conditions Slips, trips and falls Stress Inadequate or insufficient training, skills and qualifications Illness resulting from the lifestyle of a long-distance truck driver Working at heights (tarping loads) While participating workers and employers agreed on most of the threats, there were differences.

@todaystrucking Your go-to social media source

.com

Workers, for example, placed the risk of a trucking lifestyle-related illness at the top of their list, followed by distracted driving and driver fatigue. Following that were the inadequate or insufficient training and skills; careless motorists; driving conditions; slips, trips and falls; and a lack of truck-related awareness training for car drivers. Stress and working at heights (tarping loads) rounded out the Top 10. Employer lists were topped by distracted driving, driver fatigue, and driving conditions, followed by other careless drivers, and car drivers who are not trained to be aware of trucks. Rounding out their Top 10 were slips, trips and falls; stress; working at heights; a lack of road maintenance; and inadequate or insufficient training, skills or qualifications. There were 105 situations or conditions considered overall. “We must be able to follow these weaknesses in the system and keep plugging them,” Dey says. “The need to find quick fixes or one-size-fits-all fixes does not work.”

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

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

KEEP IN TOUCH

July 15 @crazycanuckdave met up with a Canadian award winner during this weekend’s @Iowa80Truckstop Truckers Jamboree. You could say she was tickled pink by the event. Todaystrucking.com/ Ontario-truck-... #TruckingForACure

facebook.com/ TodaysTrucking

July 23 July 22 We’re on assignment in Iowa and couldn’t help but think this guy looked familiar. Lookin’ sharp, Snowman!

@LinkMfg invested $1.5 million into this 200k Tandem Axle Test Rig (TATR), which is seen putting a 52k suspension through its paces. A 20k test cell next to it, on The Other Test (TOT) rig, is showing something else. But if we told you what it was, they’d shoot us.

@todaystrucking

TodaysTrucking1

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Legal

Important points about point-to-point shipments By Kim E. Stoll

abotage refers to the right to transport goods or passengers between two points in the same country. Cabotage laws (Customs tariffs) apply to all transportation modes including vehicles, trailers or containers that are otherwise registered in another country. Any point-to-point moves within Canada are generally restricted to Canadian citizens or permanent residents. Any foreign-based equipment that’s owned or leased by someone in a foreign country – or begins its trip outside Canada and returns – must usually leave within 30 days of crossing the border. Foreign containers need to be exported within 365 days of being imported as well. There are exceptions to the rules, however. As long as those at the wheel meet immigration requirements, the foreign-based equipment can be used to make specific pointto-point moves in Canada without facing duties or taxes. These moves need to be incidental to an international trip, such as a single move for an international LTL shipment, and the route must fall entirely within our borders. These “incidental” moves must include a route that’s consistent with the international shipment; involve a trailer or container that was empty when it came to Canada to pick up goods for exporting; include a load for export that has been picked up after

delivering a domestic load; and be part of a return trip to the country of origin. For the most part, empty foreign conveyances can be moved within Canada without any restrictions. The equipment that enters Canada to pick up pre-arranged cargo for export can complete a domestic move as long as it’s consistent with the route being used to pick up the pre-arranged export.

can result in penalties applied by the Canada Border Services Agency including: detentions, duties, taxes, interest, fines and penalties under the Administrative Monetary Penalty System (AMPS), canceled Free and Secure Trade (FAST) clearance status, an end to other trusted trader privileges, seizures, and criminal liability. Those who drive the equipment may face restrictions of

It means that a tractortrailer owned and registered in the U.S. can drop off an international load in Ontario after crossing the international border, then pick up a load somewhere in Ontario to be delivered elsewhere in the province while on the way back to the U.S. Incidental moves are not allowed if the load is moving through Canada and the origin and destination are both in another country – or if the origin and destination are in Canada while part of the trip crosses the international border. Breaching cabotage laws

their own under immigration laws. Canada’s Immigration and Refugee Protection Regulations say a foreign driver doesn’t require a work permit if he or she is employed by a foreign company, drives foreign-owned equipment that isn’t registered in Canada, and is primarily involved in international transportation. The non-Canadian drivers who are employed by Canadian companies and who use Canadian equipment to pick up U.S.-bound loads on this side of the border will not meet the immigration requirements. They will need to apply for a

work permit, and among other requirements, no Canadians can be available to perform the job. It all means that foreign carriers entering Canada – or Canadian carriers using foreign drivers – should review driver nationalities, work permits, the addresses on incorporation documents, equipment licences and registration, points of entry and routes, the status of prearranged export movements, and whether the trailers and containers are empty or loaded. Canadian carriers should be careful to comply with U.S. cabotage and immigration laws as well. As is the case on this side of the border, domestic moves between two points in the U.S. have to be incidental to an international move. Drivers should also avoid repositioning an empty trailer between two points in the U.S. unless they crossed the border with that trailer. Neither should they top up an international shipment with a U.S. domestic shipment, or solicit domestic deliveries while in the U.S. These are all important points to consider when it comes to point-to-point moves. TT Kim E. Stoll is a partner with Fernandes Hearn LLP in Toronto, and can be reached at 416-203-9509, or by emailing kim@fernandeshearn. com. This article is intended for information purposes only and does not constitute legal advice.

SEPTEMBER 2019

Open Mike

Ditch the ‘disturb me’ marketing efforts By Mike McCarron

istorically the trucking industry has relied on outbound marketing to attract new business. But today, pushing your services on unqualified prospects might as well be called “disturb me” marketing. Kind of like how you feel when the duct cleaning service calls you during dinner. Bugging people is bad for your brand. It’s also a waste of resources. Do you really want your high-priced sales talent chasing dead ends when they could be building relationships with customers? On the other hand, inbound marketing is designed to draw prospects to you. It’s a fundamental shift in the way people shop and connect, and progressive truckers are finding that inbound digital marketing systems can deliver real prospects for a fraction of the cost of an outside sales force. If you are toying with transforming your sales and marketing strategy, here are some principles to consider:

Google AdWords: Pay Per Click Once you figure out what your fleet is really good at – your brand – it’s time to start bragging about it. Google AdWords is the easiest and most cost-effective way to tell the world what’s special about your fleet and to reach prospects looking for your expertise. In a nutshell, every time

people search for keywords related to your secret sauce, Google will put your digital ad on the results page. When prospects click on it, they are directed to a landing page on your website where the fun begins. The best news: you only pay for the clicks.

CRM: The Sales Manager Ask your top sales reps to account for how they spend their 40-hour week. My guess is they spend most of their time chasing business – cold calling and “surfing the net”. Customer relationship management (CRM) systems are a critical component of any digital sales transformation. They automatically manage interactions with prospects and customers. This isn’t meant to replace outside sales reps, but to complement their efforts so they can establish the customer facetime that builds loyalty and drives margin. Unfortunately, a lot of sales managers treat their CRM like fitness club memberships. They buy them but never use them.

Website: The Core Websites are no longer static online brochures. In fact, in my mind, the sole purpose of any website is to convert touches to qualified prospects. People visit a website or click for a reason. They want something or they wouldn’t

be there in the first place. But herein lies the problem. Too many companies lose out on opportunities because they have no way to track who visits their site. Building a site that offers your expertise to visitors in exchange for information about what they’re interested in, and how to reach them, is the core of every successful inbound marketing campaign. Check your website and ask if you would do business with your fleet.

Calls to Action: Mandatory A digital “call to action” is perhaps the most important component of any inbound marketing campaign. It’s the prompt on your website that asks visitors to do something specific, like “Sign Up”, “Subscribe”, or “Learn More”. Prospects who come to

your website expect it, and in most cases will take that next step if asked. Even if you don’t get their business the first time, you now have a qualified lead who liked something about your brand. Time to start selling! Ironically, one of the benefits of inbound marketing is that the system generates fewer requests for random rate quotes. But when a shipper does ask for a quote, the close rate and conversion to a regular customer is faster than “disturb me” marketing. Apparently it has something to do with the prospects coming to them. TT Mike McCarron is the president of Left Lane Associates, a firm that creates total enterprise value for transportation companies and their owners. He can be reached at mike@ leftlaneassociates.ca, 416-551-6651, or @AceMcC on Twitter.

SEPTEMBER 2019

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Dispatches

Jay Palachuk earned second place in the Classic Working Truck category for his 1996 Kenworth at Shell Rotella SuperRigs 2019.

Classic Work Winnipeg’s Jay Palachuk honored during Shell Rotella SuperRigs By Derek Clouthier The 37th annual Shell Rotella SuperRigs show brought drivers from across North America to small-town Minnesota with hopes of taking home an award in the truck beauty contest, and a Canadian driver did just that. Some of the nicest rigs on the road came to Albert Lea, including two from Manitoba and one from Ontario. Jay Palachuk, an owner-operator who drives for DM Krenkevich out of Winnipeg, took home second place in the Classic Working Truck category for his 1996 Kenworth. “This is crazy, it blows me away,” Palachuk said after receiving the award, which also netted him US $1,000 in prize money. “If you look around at everything here, I wouldn’t have expected this at all. There’s so much nice stuff here.” Palachuk said when they announced the fifth-place winner in his category and it wasn’t him, he thought there was no way he would hear his name called.

“Then I got second and my buddy [Tod Job] got first, so it was pretty cool,” he said. Winners were announced on Saturday, the final day of the event. The most prestigious award for Best of Show went to Theresa DeSantis for her “Witches Truck.” DeSantis received $10,000 for the win, and she also took home the awards for Best Theme and Best Engine. Other winners included Dustin Shipman for Best Interior, Gary Jones Jr. for Best Lights, Cody Jaeschke for Best Tractor, and the People’s Choice Award went to Todd Brenny of Brenny Specialized. Trucks were judged in one of two categories – working or show truck – as well as several sub-categories, all competing for $25,000 in cash and prizes. Twenty-six trucks in total received awards in categories including best of show, tractor, tractor-trailer combination, and classic. Judges scored the rigs on exterior appearance, design, details and finish, originality, and workmanship. Twelve drivers were also selected to be featured in the 2020 Shell Rotella SuperRigs calendar. In addition to the truck beauty contest, the three-day event also included a truck light show, fireworks, and a performance by Casi Joy on Friday evening. Joy was the fifth-place finalist on the NBC show The Voice in 2017. TT SEPTEMBER 2019

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Dispatches The trucks in the test will be powered by Dana’s eS6200r e-Drive Axle with the Sumo HP motor and inverter. Dana did not elaborate on the motor’s ratings except to say it would be roughly equal to the 500-to-550-hp diesel powertrains currently used in that application.

Flying the Flag Dana TM4 playing a key role in electrification with a Canadian twist In the race to electrify commercial vehicles, Dana TM4 is clearly flying a Canadian flag. Hydro-Quebec – which once counted TM4 as an internal division – recently announced it’s investing another $85 million in the venture. In the process, the utility maintains a 45% interest in the Boucherville-based business that’s acquiring the remaining half of Chinabased Dana Electric Motor Co., and integrating Italy-headquartered SME. The Chinese presence is particularly important given that country’s role as a leading market for electric vehicles. SME, meanwhile, develops electric motors and controls for off-highway applications including material handling, agriculture, construction, and automated guided vehicles. The end result means Dana TM4 can offer electric powertrains for light, commercial, and off-highway vehicles. Another 30 jobs are being created in the process. “With the investments we are making today, our partnership with Dana will continue to grow and we will be able to take advantage of all the global opportunities market related to transportation electrification. Our goal continues to be creating wealth in Quebec while promoting our expertise in transportation electrification globally ... contributing to the energy transition,” said Hydro-Quebec president and CEO Eric Martel.

Alberta-bound The company’s support for a project in Alberta will also help to determine whether hydrogen fuel cells can effectively power some of the heaviest commercial vehicles on the road. Dana’s Spicer Electrified e-Propulsion systems with TM4 Sumo HP motorinverters will be used to power a pair of 140,000-lb. B-trains as part of the Alberta Zero-Emissions Truck Electrification Collaboration (AZETEC) project, which takes to the road next year. The trucks are part of a three-year, $15-million initiative sponsored by Emissions Reduction Alberta (ERA) to design and test heavy-duty, extended-range, hydrogen fuel cell electric hybrid trucks. And that’s part of a $100-million investment into clean technology projects to be put into the province’s trucking industry. The system’s compact design allows for more hydrogen fuel to be stored, while high-speed helical gearing provides greater overall drivetrain efficiency, Dana says. The company’s TM4 Sumo HP motorinverter system was specifically designed for high-power applications, and for use with multi-speed gearboxes. “That kind of weight will require additional gearing with a multi-speed approach in order to get the startability needed at low speed, and the gradeability needed at mid-speed and top speed,” says Harry Trost, Dana’s senior manager

for commercial vehicle product planning. “We are leveraging one of the new motors we are developing, the Sumo HP. It produces a power level similar to what that type of Canadian linehaul application would have today, roughly in the 500-550 horsepower range. It will have similar performance as those vehicles have today.” Trimac Transportation and Bison Transport will run the trucks 700 km on a single hydrogen fill, between terminals in Edmonton and Calgary. Ballard Power Systems will provide the fuel cell modules. Each will generate 70 kilowatts of power using three FCmoveHD fuel cell modules using Ballard’s LCS technology. “The tractor-trailers being used in the AZETEC project are the first fuel cell electric vehicles of this size and capacity to be built and tested anywhere in the world,” says Ballard chief commercial officer Rob Campbell. “Fuel cells offer [answers] for heavy- and medium-duty motive applications requiring long range, rapid refueling, heavy payloads, and route flexibility.”

The fueling infrastructure Hydrogen will be transported under a “drop and swap” model that will move fuel between a Praxair Services Canada facility and a centralized depot in Edmonton. “The abundant natural gas supply in Alberta is part of the impetus behind why they selected that hydrogen source. Supporting the local economies makes a lot of sense and it’s a good process for creating hydrogen,” says Trost. The Alberta Motor Transport Association (AMTA) will receive more than $7.3 million for the AZETEC project. So far, ERA has committed more than $572 million in funding to 164 projects. The AZETEC project is scheduled to run until mid-2022. TT — With files from John G. Smith and Jim Park SEPTEMBER 2019

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TIME ZONES

The difference between Canadian and U.S. ELDs will not be limited to hours of service — By Jim Park

anadian fleets that don’t operate in the U.S. still have the option of running electronic or paper logs. Some fleets may already use ELDs (electronic logging devices), while others may be using AOBRDs (automatic on-board recording devices) or something in between. Since Canada really had no technical standards for such devices prior to this June, almost anything that recorded driving time, miles, and on- and off-duty time could pass as an electronic log. That all changed when the federal government announced it would require federally regulated carriers to use ELDs as of June 2021, giving the industry two years to prepare. All provinces and territories will need to integrate the rules into their own regulations, too. And much has to happen in the months to come. “I believe most of the provinces and territories will eventually implement the rules,” says Mike Millian, head of the Private Motor Truck Council of Canada. “However, I am betting most will be slightly further out than the federal rule date, and there may be some slight variations.” The first hurdle will be getting the devices on the market. Canada will require any device to be certified by a third party. That will avoid much of the confusion and uncertainty American fleets experienced in selecting ELD providers. The U.S. Federal Motor Carrier Safety Administration (FMCSA) relied on vendors to self-certify their devices. As we have since discovered,

more than a few of the listed devices don’t comply with the rules. Carriers that purchased such devices may still not be aware of the problem at this late stage of the game, and could face the prospect of having to replace the non-compliant equipment with devices that meet Canada’s technical standard. While requiring certification is a good idea, the clock is ticking. As of August, Transport Canada has yet to name the parties that will be responsible for certifying the ELDs. “The application process for accreditation of certifying bodies is not fully defined yet,” says Adime Bonsi, a researcher at FPInnovations, parent company of the PIT Group. “The Transport Canada literature suggests the accreditation and certification process will take about a year. PIT Group has been providing independent verification services to U.S. vendors for the past few years. Our experience so far suggests it takes about three to six weeks to thoroughly test and verify that a device is compliant with FMCSA’s technical specifications.” Bonsi says he expects there will ultimately be far fewer brands and models available in Canada than are currently offered in the U.S. – presently somewhere close to 450 products – so that should cut down the number of devices that will have to be certified. Still, he says it could be about 12 months until we see the first certified devices appear on the Transport Canada website. “Third-party certification will limit the number of

Courtesy Isaac Instruments

SEPTEMBER 2019

Time Zones suppliers, however I think that is for the better,” says Millian. “In order for the rule to be effective we must be able to verify the devices tracking the drivers are compliant, otherwise we are no further ahead.” Vendors will have about a year to integrate the Canadian hours of service rules into their devices before they are submitted for certification. In other words, some

carriers could face some uncertainty over whether devices they are currently using will be approved in Canada by the June 2021 deadline. With FMCSA about to update its hours of service rules, ELD vendors could have their hands full dealing with updates and revisions to the U.S. software once the new rules are officially

adopted. Carriers operating in Canada would be well advised to get their ELD suppliers to ensure that they intend to meet the Canadian compliance date. “All existing ELDs and AOBRDs that can be updated to ELD status will have to be submitted for certification in Canada,” stresses Jean-Sebastien Bouchard, vice-president of sales at Isaac Instruments, a Canadian ELD and telematics supplier. “Self-certification will not apply in Canada, and Canadian enforcement officials will verify that each ELD they encounter at roadside is on the certified list.”

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While Canada worked hard to harmonize its rule with the U.S. rule and technical standards, there are necessary differences. For obvious reasons, Canada’s ELD rules will reflect the Canadian hours of service rules. ELD vendors will need to ensure that existing devices can be upgraded to meet the Canadian rules, including provisions like deferred off-duty time, changes in a driver’s chosen duty cycle, the North of 60 provisions, etc. These provisions affect the recording, processing and reporting of the driver’s record of duty status. There are also provisions in Canadian technical spec’s to use handheld devices, which may not be synchronized at all times with the vehicle’s electronic control module (ECM). Handheld devices can omit some data elements when there’s no connection to the ECM, or the ELD is not sync’d within a certain period of time, such as when a driver carrying the device goes out of Bluetooth range. If the driver doesn’t log out, the ELD will generate error messages, but the standard accounts for that scenario. In most cases, the truck won’t be moving, and those data elements will not be critical to determine compliance. But when the vehicle is moving, the device must be sync’d with the truck. As for transferring data during a roadside inspection, Canada will not be using the web-based e-RODS (electronic record of duty status) files used in the U.S. We have been told that e-RODS may come at some later date, but will not be required in the initial Canadian ELD roll-out.

Time Zones In the meantime, Canada will require the device to generate an electronic file, which includes a non-editable .pdf of what the inspection officer sees during a roadside inspection, and a data output file. To comply, the ELD must be able to email the file and a unique identifier to an address specified by the enforcement official. The log data can also be transferred to the officer via a Bluetooth connection or physical USB-2 device. The latter two methods are optional and not required for certification. â&#x20AC;&#x153;Because there are vast swaths of Canada where cellular service or wifi is simply not available, Transport Canada allows the data transfer to take place at a later point in time when the service is available, or to be carried out some other way, such as Bluetooth or USB 2,â&#x20AC;? says Bouchard. â&#x20AC;&#x153;At the very least, the device must be able to display the current and previous daily logs and connect to a central email portal using a unique identifier.â&#x20AC;? These are vendor issues, not something carriers will have to worry about. There may, however, be some additional training required to familiarize drivers with Canadaâ&#x20AC;&#x2122;s data transfer requirements. Among the other differences between our prescribed ELD requirements and the current U.S. requirements are things like the summary of driver hours. Canadian ELDs are required to display available driver hours â&#x20AC;&#x201C; on the current shift and in the seven- or 14-day recap. This will become complicated when some of the special provisions such as the off-duty deferral are considered. Then there are differences in the rules that apply to personal conveyance. While the U.S. does not specify a maximum distance that can be driven as a personal conveyance (while meeting certain criteria), Canada imposes a 75-km limit. The Canadian ELD must automatically switch back to driving if that 75-km limit is exceeded. Additionally, U.S. regs require the ELD to omit certain data parameters to protect driver privacy while under personal conveyance. Canada always requires the full data set to be recorded.

Many of the devices currently on the market already offer some or most of the features required by Canada. The transition is not expected to pose too many difficulties for most vendors. Some, however, may decide the Canadian market is too small to warrant the investment in â&#x20AC;&#x153;Canadianizingâ&#x20AC;? their ELD product and may simply not offer

products on this side of the border. Fleets should consult with their vendors early to see where they stand, leaving enough time to make an alternate choice if the preferred product isnâ&#x20AC;&#x2122;t available. Twenty-one months isnâ&#x20AC;&#x2122;t much time to select a new ELD and begin the integrating and training processes. TT

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Bison has used simulators to focus on issues like managing space, reinforcing things like a seven-second following distance. (Photo: Bison Transport)

VIRTUALLY

TRUCKING

Driver trainees taking the wheel with simulators, VR devices — By John G. Smith

he developers at iMVR Canada live in a world that straddles the virtual and reality. Their work spaces overlook actual tractor-trailers pulling through a local truck stop; the trucks on their computer screens travel no further than a hard drive. There is a clear connection between the two worlds, though. The business is now selling a driver training system that places trainees in the midst of a computer-animated truck yard or city. Those who sit at the wheel and pedals can roll through the environment seen in a set of virtual reality (VR) goggles. Two

TODAY’S TRUCKING

stand-mounted sensors and a handheld remote make it possible to walk around a virtual tractor-trailer to complete a circle check. Want to look at the fifth wheel? Just crouch. The animation to show specific components is to be completed this summer. The system’s underlying eye-tracking technology can even show instructors where the trainees are looking during every turn, and at every stop during an inspection. “This is not to replace a simulator. Keep your simulators,” iMVR Canada president and CEO Vickie deVos says, referring to the

Virtually Trucking systems that combine screens and truck-like cabs. “This is to create conversations.” What was the trainee looking at when they made a turn? Were they truly aware of their surroundings? Did they see the stop sign? Are they truly looking at individual components during a circle check rather than simply memorizing a list of things they should examine? Customized software could create exact replicas of specific yards or other operating environments. The first indication of that is the virtual environment’s billboard promoting the Trucking Human Resources Sector Council (THRSC) – Atlantic. That group will be spearheading a two-year research project exploring the potential of VR technology in trucking, leveraging a recently announced $690,000 grant from the federal government. The council hopes to track 150 drivers who use the iMVR systems. It already has two of the five units available in Canada, but has largely used them to anchor presentations for high school students. “It’s really changed their perception,” says THRSC – Atlantic executive director Kelly Henderson, referring to the way iMVR can showcase some of the skills that truck drivers require. “It’ll be interesting to see what comes out [of the research].”

The value of in-cab simulators

Bison Transport uses in-cab driving simulators as part of a broader training strategy that’s delivering results. (Photo: Bison Transport)

Vickie deVos, CEO and president of iMVR, says her eye-tracking simulator can anchor important discussions with driver trainees. (Photo: John G. Smith)

Simulators have already found a place in selected driver training programs, of course. Bison Transport introduced its first simulator in 2002, and bought a full-motion unit in 2003. “When we announced in 2001 and 2002 we were getting this, investing in simulator technology, I had a lot of drivers coming into my office and saying, ‘That’s a pretty expensive Atari game,’” says Garth Pitzel, director – safety and driver development. It’s why the fleet wanted an early win to ensure that employees realized it was a true learning tool. The buy-in came when the simulator was used to train drivers in progressive shifting techniques. A 3% increase in fuel economy followed. “That got us some instant credibility,” Pitzel says. The training quickly expanded to focus on issues like managing space and speed, focusing on a seven-second following distance, and the decision driving techniques to improve on-road safety. Maneuvering through yards and truck stops followed, as did backing. “When we started our program I said it was an important thing we could get to start to deliver training to the specific needs and requirements of an individual driver,” Pitzel says. The specific areas of focus emerged through a safety scoring system that identifies a driver’s level of risk. Trainers can also use the simulators for an assessment run, focusing on weaknesses and repeating challenging situations over and over again.

Trainers can monitor iMVR scenarios from the driver’s perspective or using a bird’s-eye view.

The technical training tools don’t come cheap. A full cab-like simulator can cost as much as a Class 8 tractor and sleeper. But it’s part of a broader training strategy that’s realizing a true return on investment. Bison’s accident costs, insurance costs, and cargo claims are up just 10% over 13 years – the equivalent of 0.39 cents per mile. Even the general cost of living rose 25% during that time. Simulators are anchored in a proven approach to adult learning, Pitzel adds. Tell them, show them, get them to do something. One example that proved the system’s worth came when an owner-operator asked if the simulator could show what it would be like if a steer tire blew out. It had never happened to him SEPTEMBER 2019

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Virtually Trucking before. His trainer focused on the need to stay off the brake, and other techniques to keep everything under control. Six weeks later the owner-operator called to tell Pitzel that the situation had just happened in real life. The instructor’s voice was all he heard in his head. A potential disaster was averted. New trainees are also using the simulator to try backing techniques for the first time, and slashing days off the practice time that was traditionally required in the yard. Without the simulator, some new trainees would have trouble backing into the side of a barn let alone a barn door, Pitzel says. Now they drop it right into the hole at a loading dock. “It’s because you are only concentrating on backing. You get the skill. You get how [the truck] articulates. Then when you’re in the yard you have the confidence,” Pitzel says. Bizon clearly has confidence in the systems. The fleet will complete about 4,200 simulator training courses this year.

The limits of simulators As valuable as simulators have become, there are limits to the technology, says Yvette Lagrois, president of the Ontario Truck Training Academy. “The computer itself gives me no useable data off it, so I still need to use zeros and ones – with a real live person,” she says, referring to the way instructors need to monitor a trainee’s every turn. It’s the only way to know if everything is caught, and nothing is missed. Still, she sees a need for the equipment. Her school has units stationed in Oshawa and Mississauga, Ont. “What is a simulator? It’s a truck with no wheels. In light of our litigious nature and society, I don’t understand why schools don’t have them. But I understand from a cost – holy crap, man, it’s one hell of an expense.” Her systems cost about $130,000 each. The system upgrades that come every five years will cost as much as $60,000. The greatest return on the investment could be the way simulators can be used to pre-screen driver trainees, she says, noting that an hour of simulator time can identify how well a candidate will absorb lessons.

“Can they hear us? Can they follow tasks?” she asks, referring to the insights. “Shifting is Number 1, but more importantly we’re looking for their ability to follow instructions in the environment. We’re looking for teachability.” If they don’t absorb lessons after 10 hours at the screen, it may be time to consider another career path.

An added benefit is the way that younger trainees are attracted to the technology. It’s one of the things that can make trucking seem cool, Lagrois says. “A simulator isn’t necessarily going to get you an excellent CVOR [safety rating],” she adds, “but I would say it’s still one of the secret ingredients.” TT

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SEPTEMBER 2019

In Gear

46 Cab Corrections 49 Peloton’s Push 50 Product Watch

EQUIPMENT NEWS, REVIEWS, AND MAINTENANCE TIPS This 2004 Peterbilt was formerly owned by B.C.based Vedder Transport, a company with one of the best maintenance programs in the business. Ron Basi didn’t even hesitate spending $50,000 for it.

An Age-old Debate New tech rolls across assembly lines every day, but many buyers prefer (significantly) older iron By Jim Park It might be presumptive to call it a movement, but some owner-operators and small fleets are turning to older iron rather than the typical five-year-old, million-kilometer used truck. Used equipment that costs $60,000 to $70,000 doesn’t come with any guarantees in terms of reliability. Much of what can go wrong with such trucks, usually

TODAY’S TRUCKING

emissions-systems problems, may have already been fixed at least once, but sensors tend to provide little warning of impending failure. The next repair could come the day you put it to work. Those buying 10- to 15-year-old trucks aren’t hoping they’ll get lucky with a reliable truck. They have a different buying strategy: Find something inexpensive that

needs work, possibly an in-frame or an engine rebuild, do the repairs, and drive it with confidence. Dollar for dollar, they say they wind up with a more-reliable truck – probably with some warranty on the engine – that’s easier to repair and less costly to maintain over time. The other angle at play here is the kind of work they do. It’s a combination of business decision and lifestyle. Matt Morrison of Brantford, Ont., for example, has been an owner-operator for 10 years. His first truck was a new lease-purchase truck, which he paid off and then ran for one additional year. He took a bit of a bath selling it because nobody wanted the ’08 and ’09 models at the time, knowing

In Gear the Selective Catalytic Reduction (SCR) systems were just around the corner. Every truck since that one has been used – older used. “To pay off that Pete I was on the road two to three weeks at a time, with the longest spell away from home lasting eight weeks,” Morrison says. “That was then, this is now, and my priorities have changed since my daughter came along. I run local and regional now because I want to be home more, and I have much more flexibility not being under that big truck payment.” His current truck is a ’09 Kenworth T660. He paid $10,000 for it and promptly put another $20,000 into it. He has had the truck for 18 months and hasn’t made a payment. Morrison figures he’s spent $35,000 on the truck so far, including the initial purchase price, so his monthly cost – even though he doesn’t look at it this way – would be less than $2,000 a month. Even so, it’s the monthly payment he’s out to avoid. He can afford to take a more-relaxed approach to his professional life knowing he doesn’t have to make that monthly hike to the bank. For Morrison and others, like Ron Basi of Sydney, B.C., older trucks even help put a bit of fun back into a job that’s laden with stress and financial pressure. “Most of my trucks – the newest is a 2007 – are more reliable than the newer ones,” says Basi, owner of an 18-truck commercial fleet, JenCam Transport, and a six-truck driving school, CSTT Driver Training. “I can count on them, but when something breaks, I can

This 2005 cost owner Ron Basi about 20% of what a new truck would cost. It still works every day.

USED TRUCKS:

Because you want to or because you have to?

e recently learned that a brand-new truck – a top-of-the-line highway tractor with most of the bells and whistles – had sold in eastern Canada for an astonishing $214,000. Meanwhile, decent-looking five-year-old used trucks are selling across the country for prices in the $70,000-to-$90,000 range. The asking prices for two-year-old trucks are well north of $100K. On the other hand, 10-year-old trucks can be had for between $20,000 and $30,000. It would be very difficult for a first-time owner-operator to finance a two-yearold truck, while getting approved for a five-year-old truck might be more realistic. However, on top of the payment, that truck will carry a higher risk of breakdowns. As often said, it’s not the cost of the repairs that really hurts, it’s the downtime. Can you afford to be sidelined for a few days out of a month when you’re making $2,000 to $3,000 payments? The challenge with late-model used trucks is in the technology. Much of it cannot be diagnosed or repaired without expensive specialized tools. That can be a problem for even the mechanically inclined driveway mechanic. Older used trucks, pre-2009 for example, do not have diesel particulate filters and selective catalytic reduction (SCR) systems or the legions of sensors that come with them. While older trucks may need more frequent repairs, much more of that work can be done by a reasonably skilled owner. Matt Morrison, a single-truck owner from Brantford, Ont., says older cabs that have not be well maintained pose more of a challenge than major mechanical components, like engines brakes and cooling systems. “The shop rate is the same for cab work as engine work, and electrical problems and bodywork can keep you in the shop forever,” he warns. “I’d rather spend $90,000 on a 10-year-old truck than on a five-year-old truck,” he says, referring to a $30,000 purchase price, $30,000 for an engine rebuild, and another $30,000 for other major work. “You’ll have a more-reliable truck that the newer one that may still need $30,000 in repairs in the first year you own it.”

usually repair it myself, and I enjoy doing that kind of work.” His newest truck is a 2007, while most of the others are ’04 and ’05 Fords, Sterlings and Kenworths. His latest acquisition was a 2004 Peterbilt he bought from Vedder Transport in early August for $50,000. “That was the most I have ever paid for a used truck, but Vedder’s reconditioning program is so good, I know this truck is just about like new,” Basi says. “It’s a really tight, extremely well-maintained B-train spec’ that I’ll be running for years to come. I make the same money with that $50,000 truck as I can with a $150,000 truck. Basi has maintenance facilities do most any repair he might need, but Morrison, who describes himself as a driveway mechanic, says he’s limited to minor repairs and a bit of tinkering. “I enjoy

working on my truck,” he says. “If I had to do my own work just to save a buck, I don’t think I’d enjoy it as much. “I’m much more comfortable taking the older stuff apart than the newer stuff. You start trying to replace sensors and stuff like that and the truck may not start in your driveway,” he says. “There’s a model of truck available today that you cannot even change a headlight on. While there are lots of things on older trucks that aren’t worth taking to the shop, you shouldn’t need to be a mechanic to change a headlight.”

What’s old is new again Larry Long has an interesting business strategy. He’s Business Capacity Owner (BCO) – a fancy term for small fleet owner – with Landstar, based in Nicholasville, Ky. He’s currently running SEPTEMBER 2019

In Gear four trucks with vintages between 2007 and 2010. When buying, he looks for clean trucks with good bodies and cabs. He’s not worried about the engines because he usually rebuilds or in-frames them before putting them on the road. That way, he says he’ll get another million miles out of the engine and a year or two of warranty in the bargain. “It’s far cheaper to put a new motor in a truck than to fix up the cab,” he says. “Body and electrical failures are very unpredictable and expensive.” Long comes from a business background rather than a trucking background, and he looks at running his trucks totally through a business lens. “I don’t have any emotional attachment to a truck,” he says. “The chrome doesn’t mean anything to me. A truck to me is simply a tool and I look at it strictly from a numbers perspective.” He credits SiriusXM radio personality Kevin Rutherford with much of his success over the past 11 years in truck-

Larry Long’s business philosophy is to buy a solid used truck, do some major work upfront, and then maintain it religiously, including regular oil sampling. It’ll keep running for years.

ing. He takes a numbers-only approach and drills deep into ways of maximizing profits through sensible spec’ing and maintenance practices. His first truck was a 2007 Freightliner Columbia, purchased used in 2009. It’s still running, now with 2.6 million km on it. And aside

from routine replacement of things like starters, alternators, brakes, tires and the like, he has only had to replace a turbocharger. The engine has never been apart. His newest truck is a 2010 Cascadia. “We’re just now learning about SCR

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TODAY’S TRUCKING

In Gear

S R E V I R D P KEETHE ROAD ON

V Rebuilding an older engine almost guarantees a couple of years of trouble-free motoring, with a bit of warranty, too.

and its idiosyncrasies, but so far it’s working out OK,” he says. Although the trucks are older, they are still in good mechanical condition. He says Landstar requires all its trucks to undergo a full DOT inspection every 120 days. His current fleet fuel economy is running between 7.5 and 8 miles per gallon (31.4 to 29.4 L/100 km), so he’s not giving up anything there by running older trucks. The low-cost business model can pay huge dividends. Long says each of his drivers is earning between US $90,000 and $100,000 a year. “I couldn’t afford to pay them that much if I was tied into a big truck payment,” he says. He also mentors his drivers into ownership if that’s what they want to do, helping them find and buy a truck and coaching them on how to manage their business. “Nine out of 10 first-time owneroperators fail the first time around because they bought too much truck,” Long insists. Like Morrison, who values not having to spend every waking hour either driving or working on the truck, Long says his business model allows for a few weeks’ vacation every year while still managing to save 20% off the paycheque. With the extraordinary cost of late-model used trucks, older iron is looking pretty attractive these day. As these fleetowners insist, buying an older truck can keep you in the game and profitable – if you research the truck before buying it or know something about it. Being handy with a wrench helps, but it’s not a requirement. Plenty of shops will work on older equipment and parts are plentiful. Besides,” Basi says, “small fleet owners can’t afford to go to a dealer every time the check-engine light comes on.” TT

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In Gear The ROI Cabmate’s electronic control unit monitors cab motion. The underlying algorithms are then used to adjust the suspension’s shock absorbers by filling or exhausting air from the air springs.

Cab Corrections Link promises a smoother ride with ROI Cabmate suspension By John G. Smith Link Mfg. is promising drivers a smoother ride than ever before, launching the ROI Cabmate semi-active cab suspension that responds to everything from rough roads to harsh crosswinds. Company president Jim Huls refers to it as nothing less than a “revolution in computer-controlled suspension systems.” At the heart of the ROI Cabmate is an electronic control unit (ECU) that draws data in real time from an accelerometer, which monitors cab motion, and a position sensor that tracks the cab’s position and velocity relative to the frame. The underlying algorithms are then used to adjust the suspension’s shock absorbers by filling or exhausting the air springs. The end result absorbs the road shock and vibration normally transmitted through the frame and solid cab mounts, generating a quieter and smoother ride. “It’s a chain reaction that happens 200 times per second,” says Michael Hof, vice-president of new business development. “Drivers and passengers immediately have a very soft shock when traveling on a smooth highway, and a very stiff shock when driving on uneven or off-road terrain. The system deals with unexpected encounters, like potholes, in real time.” “The shock plays a bigger role in the

TODAY’S TRUCKING

new system than the air spring does,” he adds. “The air spring provides the cushion, but the shock is going to control the severe (events).” The added electronics draw less than 10 watts of power. While such electronic shocks are found in automotive applications, this will be unusual for trucking. “The semi-active damper provides access to a range of damping force at a given velocity – not one set value based on tuning,” says Bill Ott, Link’s vicepresident of engineering. The traditional approach usually sees suspensions tuned to a specific route. This may ensure the smoothest-riding two-mile journey the truck can deliver, but road condition varies dramatically. Some truck owners opt for premium seats to smooth out a ride, and these options work by overfilling and dumping air bags, says Hof, who spent 20 years in the seating industry. But there are limits to that. “This only protects the driver and the occupant. But what about the cab?” he asks. The steering wheel, shifter and pedals continue to move around, as do any occupants on the bunk in the sleeper. Links says the ROI Cabmate SemiActive Cab suspension will be cost-

competitive with the seating, too. “They can expect to spend less for the semi-active suspension systems than they would for two advanced seating systems,” Hof says. “We’re hoping to have this stay below [US] $2,000 to our end users.” A bolt-on retrofit version is to be available by the middle of next year, and negotiations are underway with original equipment manufacturers (OEMs). Link Mfg. has already completed about 3 million kilometers of on-road tests using 20 units running with CR England, Ploger Transportation, Valley Transportation Service, and Mexicanbased Transportadora Consolidada. Its existing Cabmate suspensions have been on the market since 1980, and the company manufactured its 2 millionth unit this May. A traditional Cabmate includes the shock absorbers, air springs, height control valve, and linkage between the cab frame and chassis. Control rods maintain the stability, and the air in the spring controls the cab’s bounce. The company itself was founded by a truck driver, and owners are still connected to the trucking industry as the owners of Van Wyk Trucking, which runs more than 200 units across the U.S. As a manufacturer it makes auxiliary axles, trailer suspensions, and specialty products such as the Cat’s Eye tire pressure monitoring systems. While based in Iowa, it also has a 34,000-sq.-ft. facility in Nisku, Alta., which focuses on heavy vocational and military applications. Expect more to come under the ROI brand, which refers to Road-Optimized Innovations. “It represents a product category that’s designed to enhance the performance of Link’s traditional suspensions through electronics,” Hof says. “With this new technology we think we have an even better system than what we have today. “It’s pretty special.” TT

In Gear Joel Morrow is helping Ploger Transportation push the limits of fuel economy, rethinking the role of suspensions, ratios, speeds and more. (Mack photo)

really focus on efficiency, the truck kind of sucks for the driver. It’s a dog when you go up a hill. It won’t do this, it won’t do that. And to a large extent their points are valid. It’s always been in the past, ‘Well, if we’re not making money, I can’t afford to pay you, so forget about that.’ There’s some technology out there that I want to apply in a different way, that I think will put a smile on the driver’s face and will keep the bean counters in the back office happy.” It’s how he thinks the ROI Cabmate could even play a role in anti-idling efforts. Many drivers balk at using stop/start systems because the start-ups will rock the cab and wake them with a jolt of adrenaline, he explains. “When you’re dead tired, and you’re in a parking lot and you’re in a tight spot, the cab rocks. You think somebody backed into you. You generally don’t get back to sleep after that.” The suspension could also be an alternative to premium seating packages that might otherwise isolate drivers from a cab at the expense of a feel for the road, he says.

Engine parameters

Burning Desire Ploger Transportation looks to balance driver comfort and fuel economy By John G. Smith Joel Morrow isn’t content to run at 9.8 mpg. His average fuel economy numbers – equivalent to 24 liters per 100 km – would likely leave some fleet owners overjoyed, especially in an application that involves few aerodynamic trailers and plenty of stops to deliver furniture. But the head of research and development and senior driver with Ohio’s Ploger Transportation continues to push the envelope in the search for ways to do better. One of the fleet’s latest tests has involved prototypes of Link Manufacturing’s ROI Cabmate semi-

active suspension system. To Morrow, such a change promises more than the search for a smoother ride. A different approach to the suspension might open the door to shorter wheelbases and tighter gaps between tractor-trailers. “There are a lot of things using this as a base that I think we can leverage,” he says. Maybe the fleet could even opt for a 40-degree wheel cut rather than today’s 55 degrees, extending the life of steer tires in the process. To this driver, the race for better fuel economy still needs to keep comfort in mind. “Part of the problem when you start to

Morrow is personally running a Mack Anthem with Mack’s HE+ efficiency package, which combines a 13-liter MP8HE engine and Mack Engine Recovery Technology, along with aerodynamic and efficiency enhancements to boost fuel economy about 9.5%. The results are reported through a social media campaign along with Jamie Hagen of Hell Bent Xpress, with the hashtag of #Mackonomics. But Morrow’s ongoing search to balance performance and fuel economy has also led to changes in hundreds of engine parameters at his fleet, to better align Ploger’s equipment with specific applications and routes. And the needs certainly vary between those who run regional routes with multiple stops and starts, and the longhaul over-the-road trips that he runs. “The way that we actually shift the truck, I’d like to be proactive instead of reactive,” Morrow says of one ongoing thought process. “If we have gear ratios SEPTEMBER 2019

In Gear that give us the ability to use more than one gear at cruise speed, it enables us to think about a different way to shift the truck. It’s something I’ve never heard anyone talk about.” He’s hardly the type to simply put it in D and drive. He runs things manually much of the time, just to test the different ideas that come to mind.

The proposed changes are exploring things like new shift logic that can be used in rolling hills. He might approach a grade at 1,000 rpm, but shift gears just before the hill to bring the engine speed up to 1,400 – maintaining road speeds along the way. “Now I’m prepped to go up the hill. It’ll charge up the hill,” he says. “I call it two-speed

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cruise. Not only do we progressive shift coming up through the gears, but we’re going to be proactive once we’re in the two-speed part.” Mack has already made some adjustments at the bottom end of the shift logic to ensure the progressive shifting without skip shifting. “It works extremely well,” he says. “The truck performs better in the hill. You’re not losing any momentum, you’re not losing rpms, you’re not trying to accelerate. Instead of making a run at the hill, now we’re changing gears.”

Lower ratios Axle ratios are being considered as well. “We’re looking to do some things with axle ratios that may be a little bit extreme, but I think maybe we’ve figured out some ways to make things work,” Morrow says, noting his truck is spec’d with a 2.47 overdrive. “I’d love to be 2.31, 2.26, maybe 2.16 overdrive. Right now my truck at 72 mph is at 1,200 rpm; 2.31 puts me at 75 mph at 1,200 rpm, which is what you need out west. Right now in direct drive, the second gear down, 55 [mph] is 1,150 rpm – and that’s the magic number. “I think average speed is going to pop, fuel economy is going to pop, drivers are going to like it in a hill, everything’s going to get better.”

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Still, Morrow questions how long drivers would be able to cruise along in their topend speed, particularly in the eastern U.S. “I’ve run 72 mph back east all day long, and your average speed is still 58, 59, maybe 60. I’ve run 61 mph and my average speed is 55 – so I’m only gaining [an average of] 4-8 mph, but I’m running 16 mph faster,” he says. “For back east, Illinois, that higher speed just doesn’t make any sense.” The higher top-end speeds can also lead to more brake applications per mile, or the need to change lanes as the truck runs up on other traffic, he says, referring to the related costs that others might overlook. Who knows what ideas will be tried next. “My mind,” he says, “just runs nonstop.” TT

In Gear

Peloton Technology’s Platooning Push Developer continues to move forward with systems to enhance aerodynamics By John G. Smith Peloton Technology continues to promote the value of platooning tractortrailers, and it’s pushing forward to develop the next generation of electronically connected equipment. In the company’s latest efforts, though, the tractor-trailers in the rear position will move without human intervention. CEO Josh Switkes announced the plans during the 2019 Automated Vehicle Symposium in Orlando. A driver at the lead truck in Peloton’s Automated Following system would still be at the controls, but the truck behind it would rely on Level 4 autonomous technology to steer and maintain the tight following distances that improve aerodynamics and fuel economy. Drivers in the lead trucks still act as the “world’s best sensors” for the vehicle-to-vehicle systems, Switkes says. Unlike a fully autonomous truck, they know enough to take actions like slowing down when approaching a temporary construction zone or when coming across a sudden downpour. They certainly can identify the risky or erratic behavior of other road users.

“It’s hard for a single automated truck to do. Easy with a driver in there,” he says. “We’ve got this amazing sensor in the form of the driver. Why throw that away?” The Level 4 system already exists as a prototype, but all the functions are not yet validated. It’s a significant leap forward when compared to the Level 1 PlatoonPro that leaves a driver in the rear truck to steer, even though the system controls the powertrain and brakes based on driver actions in the lead truck.

Six customers are already in the midst of the Level 1 field trials, delivering average fuel savings of 7%, platooning more than 1,100 km per day with following distances as tight as 55 feet. “It allowed us to start putting the system in real commercial operation – hauling freight on customer routes with their trucks – and it allowed us to start to have customer drivers using the system rather than test drivers,” he says. Safety validations of that system were completed earlier this year, Switkes adds, referring to connected trucks that also leveraged collision mitigation systems. When lead trucks are involved in a hard braking event, the trucks to the rear automatically respond every time. Peloton has not yet named which fleets have been involved in the tests, although Switkes confirms that the units are running in Texas. In the U.S., 30 states have updated regulations to allow some level of platooning, largely by altering allowable following distances. While a third party is validating the company’s results, those details have yet to be released, he says. Daimler recently abandoned research into platooning because it found that fuel economy gains were essentially lost because of how often platoons need to break apart and re-establish themselves in real-world traffic. “We put a lot of effort into designing and implementing the system to detect the cut-ins,” Switkes says. “As we deployed, those cut-ins do not happen very often … it’s really making a negligible impact.” TT

Peloton says platoons are delivering fuel economy gains in real-world settings.

SEPTEMBER 2019

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

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

WHEELS

Single-piece hub covers upgrade looks

Alcoa Wheels is offering a way to upgrade the look of wheel ends on new and older trucks, through a new one-piece hub cover that holds in place with â&#x20AC;&#x153;secure fit retentionâ&#x20AC;?. The system adds three threaded nylon nuts per cover, offering consistent contact points to secure the cover to the wheel end. Trailer lug nut towers accommodate the increased stud standout found on wide-base wheels, disc brakes, and other new truck variations, the company says. Offered in both front and rear applications, the one-piece hub cover system will fit 10-hole hub-piloted wheels with a 285.75mm bolt circle (22.5- and 24.5-inch diameter). It is also available in a matching menacing matte black to complement Alcoa Dura-Black Wheels for a complete blacked out look.

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MAPS

Rand McNally updates atlas Rand McNally has unveiled the 2020 edition of its Motor Carriersâ&#x20AC;&#x2122; Road Atlas, offering insights into accessible routes, trucking regulations, and tolls. This yearâ&#x20AC;&#x2122;s edition of the coil-bound atlas includes revised state and provincial maps, as well as updates to restricted routes, low-clearance, and weigh station locations. An updated fuel tax

chart is included along with revised state and provincial information on weights and dimensions, registration guidelines, and contact details for state police and operating authorities. Other details include hotlines for road construction and conditions, updated toll system contact information for individual states, and an updated review of Hazmat regulations. www.store.randmcnally.com

15,000 rpm and delivers 300 lb-ft of maximum reverse torque. Speeds are managed through a feather-touch trigger, while a power regulator lets technicians adjust the torque to to minimize the chance of damaging over-tightened fasteners. www.ingersollrandproducts.com

TOOLS

Trimble TMS in the cloud

Impact wrench delivers with speed The Ingersoll RandÂ 2115QXPA 3/8-inch impact wrench promises to be the fastest tool in its class. The tool is ideal for working the bolts inside vehicles, repairing side panels, and also working on engines, the company says. The 2115QXPA boasts a free speed of

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SOFTWARE

Trimble is now offering its TMW.Suite and TruckMate transportation management systems (TMS) through a cloudbased subscription. The approach makes it possible to implement a scalable TMS without investing in on-site servers or extensive IT oversight, the company adds. But on-premise options will continue to be available as well.

Product Watch Upgrades managed by Trimble also make it possible to take advantage of new software releases through managed updates, rather than addressing systems manually. Trimble offers subscription-based versions of TMS offerings including Innovative Access, Access Plus and TL2000. Asset maintenance modules for Trimble’s SQL and IBM i platforms are available through subscriptions. www.transportation.trimble.com

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TELEMATICS

Two-channel DVR delivers in high-def Trimble’s new two-channel digital video recorder (DVR) will record high-definition video from up to two cameras as part of the company’s Video Intelligence system. Designed with smaller fleets and lighter-duty vehicles in mind, the DVR comes with accessory power cables, an auxiliary outlet, and OBDII connections. It takes around 15 minutes to install. The DVR is based on a four-channel model that was already on the market, and will store more than 72 hours of video. It has two SD card slots to expand the available storage. www.transportation.trimble.com CLUTCHES

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Eaton extends clutch warranties

Our specialized mechanics provide you with a high level of expertise and professionalism for these services:

Engine

Alignment

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Differential

Truck General Repair

Eaton has extended the warranties for its Advantage and EverTough Series of aftermarket clutches. The Advantage Self-Adjust and Easy Pedal Advantage clutches are now covered for three years and unlimited miles, up from two years. The standard warranty periods for the EverTough SelfAdjust and EverTough Manual Adjust clutches increase to two years and unlimited miles, up from one year. www.eatonpartsonline.com

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SEPTEMBER 2019

Product Watch

ELECTRICAL

Purkey’s charger supports accessories Purkeys’ new SteadyCharge accessory battery charger will monitor and maintain accessory batteries that support trailer refrigeration and heating units. Inactive batteries will naturally discharge over time and can drain during seasonal periods when dependent engines are not running, the company says. The parasitic loads from built-

TODAY’S TRUCKING

in telematics systems can also drain starter batteries within just a few days when sitting idle. SteadyCharge will maintain the batteries for months without overcharging them, and will run whenever the tractor is connected to the trailer. No extra charging cables are required. The system automatically recharges using an existing seven-way cable without interfering with other devices on the auxiliary circuit. Purkeys says it will extend the lifespan of existing batteries by up to 500%. SteadyCharge units weigh 10 lb., meet SAE J1455 testing criteria, and are IP66 rated for exterior mounting on the trailer body. Their logic controllers include a low-voltage disconnect to protect tractor batteries and can be programmed to any related setpoint. Temperature-compensated charging also optimizes charging characteristics to match the operating climate. www.purkeys.net

TIRES

Bridgestone trailer tire comes with SmartWay Bridgestone Americas’ new R123 Ecopia tires emerge as a SmartWayverified option for trailers, promising lower rolling resistance than the Ecopia R197. Features include what’s known as an IntelliShape sidewall, designed to reduce overall weight and minimize rolling resistance. Patented NanoPro-Tech polymers also limit energy losses and help to improve fuel economy. www.bridgestoneamericas.com

National Advertisers Canadian Trucking Alliance 8, 30 www.cantruck.ca Continental 36 www.continental-truck.com Eaton 44 eatoncumminsjv.com/endurant Eberspächer 12 www.eberspaecher-na.com First Truck Centre 19 www.firsttruck.ca Great Dane 55 www.GreatDane.com Hendrickson 2 www.hendrickson-intl.com ISAAC Instruments 13 www.isaac.ca Kenworth 14-15 www.kenworth.com

Mack 6 MackTrucks.com/FullTilt Meritor 24 MeritorPartsXpress.com North American Commercial Vehicle Show 28-29 www.nacvshow.com Omnitracs 45 omnitracs.com/ELD Penske 26 www.gopenske.ca Peterbilt back cover www.peterbilt.com Petro-Canada Lubricants 37 duronthetougherthebetter.com PMTC 52 www.pmtc.ca Prolam 16 www.prolamfloors.com

Road Today & Truck News Jobs Expo www.rttnexpo.com SAF Holland www.safholland.ca Stoneridge www.EZ-ELD.com Stoughton Trailers StoughtonTrailers.com/PureBlue Surface Transportation Summit surfacetransportationsummit.com Total Canada www.total-canada.ca Truck and Trailer www.truckandtrailer.ca TruckPro www.truckpro.ca

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COMPANIES IN THE NEWS A Alcoa Wheels . . . . . . . . . . . . . . . . . . . . . . . . . 50 B Bison Transport . . . . . . . . . . . . . . . . . . . .11, 38 Bridgestone Americas . . . . . . . . . . . . . . . . . 52 C Canada Cartage . . . . . . . . . . . . . . . . . . . . . . . . 7 Capital Gear . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Caron Transportation . . . . . . . . . . . . . . . . . 11 Challenger Motor Freight . . . . . . . . . . . . . . 7 CSTT Driver Training . . . . . . . . . . . . . . . . . . 42 D Daimler Trucks North America. . . . . . . . . 49 Dana . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Dana Electric Motor . . . . . . . . . . . . . . . . . . . 33 Dana TM4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Day & Ross Transportation . . . . . . . . . . . . 22 Dayton Parts . . . . . . . . . . . . . . . . . . . . . . . . . . 20 DHL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 DM Krekevich . . . . . . . . . . . . . . . . . . . . . . . . . 31 E Eaton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Express Mondor . . . . . . . . . . . . . . . . . . . . . . 20 F Facility Association . . . . . . . . . . . . . . . . . . . 17 FPInnovations . . . . . . . . . . . . . . . . . . . . . . . . 35

H Hydro-Quebec . . . . . . . . . . . . . . . . . . . . . . . . 33 I iMVR Canada . . . . . . . . . . . . . . . . . . . . . . . . . 38 Ingersoll Rand . . . . . . . . . . . . . . . . . . . . . . . . 50 Isaac Instruments . . . . . . . . . . . . . . . . . . . . . 36 J JenCam Transport . . . . . . . . . . . . . . . . . . . . 42 K Kenworth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 L Landstar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Link Mfg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 M Mullen Group . . . . . . . . . . . . . . . . . . . . . . . . . 13 O Ontario Truck Training Academy . . . . . . 41 P Paccar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Paul’s Hauling . . . . . . . . . . . . . . . . . . . . . . . . 54 Peloton Technology . . . . . . . . . . . . . . . . . . 49 Persistence Market Research . . . . . . . . . . 20 PIT Group. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Ploger Transportation. . . . . . . . . . . . . .46, 47 Praxair Services Canada . . . . . . . . . . . . . . . 33 Pride Group . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Progressive Waste Solutions . . . . . . . . . . 22 Purkey’s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 Purolator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 R Rand McNally . . . . . . . . . . . . . . . . . . . . . . . . . 50 S Shell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 SiriusXM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Skelton Truck Lines . . . . . . . . . . . . . . . . . . . 11 SME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 T TD Bank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 TFI International . . . . . . . . . . . . . . . . . . .13, 22 TForce Final Mile . . . . . . . . . . . . . . . . . . . . . . 22 Titanium Transportation Group . . . . . . . 22 TNT Spring Americas . . . . . . . . . . . . . . . . . . 22 Transportadora Consolidada . . . . . . . . . . 46 Trimble . . . . . . . . . . . . . . . . . . . . . . . . . . . .50, 51 Triton Transport . . . . . . . . . . . . . . . . . . . . . . 11 Truck-Lite. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 V Valley Transportation Service . . . . . . . . . 46 Vedder Transport . . . . . . . . . . . . . . . . . . . . . 42

SEPTEMBER 2019

Faces

Paul’s Legacy Trucking pioneer, philanthropist built a business and a legacy By Derek Clouthier The trucking industry lost one of its pioneers July 7, but more importantly, the world lost a man who dedicated his life to helping others. A philanthropist who donated to several causes over the years, Paul Albrechtsen was 88 years old when he passed away. Trucking always seemed to be in the cards for Albrechtsen, who immigrated to Canada from Denmark in 1954, and he knew how to play the hand he was dealt. Having completed his apprenticeship as a diesel mechanic before departing for Canada, Albrechtsen arrived on the shores of Halifax, where he hopped on a train heading west to Winnipeg. He found employment in Virden, Man., as a mechanic, which was the launch of a lengthy career in trucking. Albrechtsen’s skill as a mechanic was the catalyst that helped a young, eager entrepreneur get noticed. One day, after repairing a damaged radiator – even though the required parts were only available in Toronto – an impressed oil industry executive hired him on the spot. It was then that Albrechtsen purchased a truck and began hauling water to drilling rigs, all while continuing his obligations as a mechanic. To balance all of his responsibilities, Albrechtsen slept in his tool shack so he could take care of the rigs, haul water, and repair trucks. This hard-working spirit was evident long before coming to Canada. In his home country, Albrechtsen used to raise rabbits for food during the Second World War. He would also fix up old motorcycles to sell while attending school and learning his trade. In addition to the many who will miss Albrechtsen, he leaves behind a successful Manitoba trucking company

TODAY’S TRUCKING

Paul Albrechtsen

that will also miss his leadership – Paul’s Hauling, which he established in 1957. After only two years in business, the carrier boasted a fleet of eight trucks, hauling crude oil and salt water for the petroleum industry. Located first in Brandon, Man., Paul’s Hauling moved to Winnipeg in 1961, where a terminal was constructed on the Oak Point Highway. Today, the company also has locations in Saskatchewan and Ontario. Even for those who did not know him well, Albrechtsen made an impression in the trucking industry. “I can suggest that Paul’s legacy is broad, lengthy and ongoing,” said Terry Shaw, executive director of the Manitoba Trucking Association (MTA). Paul’s Hauling has been a member

of the MTA for decades, and in 2014 was named the Omnitracs/MTA Distinguished Member. Albrechtsen’s son, John Erik, is the current MTA president and sits on the Canadian Trucking Association’s board and executive branch. For all of Albrechtsen’s achievements in the trucking industry, it pales in comparison to what he had done to help others throughout the course of his life. Donating millions of dollars to numerous charities and organizations over the years, those that reaped the benefit of his kindness included the Health Sciences Centre, Cancer Care Manitoba, The Reh-Fit Centre, Riverview Health Centre, and St. Boniface Hospital. “Mr. Albrechtsen was a visionary donor and a special friend to the St. Boniface Hospital Foundation,” said Jessica Miller, director of communications for the foundation. “His generosity transformed cardiac research and care at St. Boniface Hospital.” In 2015, Albrechtsen donated $5 million to the hospital, which established the Paul Albrechtsen Cardiac Research Fund. That same year, the hospital renamed its research center the Albrechtsen Research Centre. In all, Albrechtsen donated $7 million to the hospital foundation. Adding to his many accolades, he was named to the Order of Canada in 2017. And his influence didn’t not stop there. The Paul Albrechtsen Scholarship Fund allots more than $905,000 to be awarded to the families of Paul’s Hauling employees for their children to pursue post-secondary education. In total, 339 annual scholarships have been issued since the program’s inception 15 years ago. Employees contribute to the fund every month, along with what Albrechtsen donated annually. Albrechtsen was known as a people person. As his family stated in his obituary, he “loved to talk to anyone interesting from all walks of life and he had a great sense of humor, including the ability to laugh at himself.” TT

goes the distance For some, going the extra mile is a rarity. But for others, it’s what makes us great. Over a century ago, we made a commitment to stand by our customers and our products, on and off the road. Because for us, going the extra mile isn’t an exception, it’s the rule. Great Doesn’t Stop. GreatDane.com

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