Today's Trucking February 2020 by Annex Business Media

INSIDE

Marketplace Insert

Bulldog Batteries

Careers, Equipment Deals PG.25

Mack unveils electric waste truck PG.42

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

RUSH JUDGE TO

WAS EVERY SPEED LIMITER TICKET DESERVED?

February 2020

www.todaystrucking.com

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Contents

February 2020 | VOLUME 34, NO.2

9 11 13 27 29

James Menzies John G. Smith

AVOID

Rolf Lockwood

Al Goodhall

IDENTIFY

Mike McCarron

HELP

NEWS & NOTES

Dispatches

19 Air Care Ontario unveils the rules to crack down on emissions cheaters By John G. Smith

20 21 22 23 24 25

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

In Gear 39 Cell Power Hydrogen fuel cells, batteries, and the race to electrify trucks By Jim Park

44 Product Watch

NEW

Features 14 Rush to Judge Speed limiters are the law in Ontario and Quebec, but a past tool may have led to unwarranted tickets

By James Menzies

34 Disciplinary Action What do you do when a good driver goes bad?

By James Menzies

36 Powertrains 101 Get back to basics in the search for the right powertrain to meet your needs

By Jim Park

46 More for Morneau Morneau acquired a new Levis terminal and another fleet within days. Itâ&#x20AC;&#x2122;s about seizing opportunities.

By Eric Berard

PLUS: Retail deals and career opportunities in our new regional Marketplace section. FEBRUARY 2020

Letters The Business Magazine of Canada’s Trucking Industry

There was plenty of activity on the Today’s Trucking Facebook page in recent weeks. The following are a few of the comments.

PUBLISHER Lou Smyrlis lou@newcom.ca • 416/510-6881 EDITORIAL DIRECTOR, TRUCKING AND SUPPLY CHAIN John G. Smith johng@newcom.ca • 416/614-5812

Speed limiters create unsafe conditions

EDITOR James Menzies james@newcom.ca • 416/510-6896

Having all trucks governed to the same speed has made for (likely unforeseen) unsafe conditions. Drivers often take way too long, jockeying for the ability to pass another truck due to variations in power, loads, wind, etc. This causes unnecessary frustration and revenge tactics by shorttempered car and pickup drivers, often resulting in close calls and accidents. I drove longhaul for 30-plus years without such limitations, and was able to accelerate, overtake, and pass another truck and resume my proper speed and not cause a traffic backup. If there’s an issue of speeding, it’s a job for enforcement authorities to deal with while not penalizing the rest of the truckers. — Gary Peterson

CONTRIBUTORS: Eric Berard, Derek Clouthier, Al Goodhall, Abdul Latheef, Rolf Lockwood, Mike McCarron, Jim Park DESIGN / LAYOUT Tim Norton, Frank Scatozza production@todaystrucking.com • 416/614-5818 SALES AND MARKETING CONSULTANT Nickisha Rashid nickisha@newcom.ca • 416/614-5824 ASSOCIATE PUBLISHER/RECRUITMENT CONSULTANT Kathy Koras kathy@newcom.ca • 416/510-6892 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

Kenneth R. Wilson Award Winner

MEDIA INC.

5353 Dundas Street West, Suite 400, Toronto, Ontario M9B 6H8 416/614-2200 • 416/614-8861 (fax) CHAIRMAN AND FOUNDER Jim Glionna PRESIDENT Joe Glionna VICE PRESIDENT, PUBLISHING Melissa Summerfield CHIEF FINANCIAL OFFICER Trish Saltys 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 2020. 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: Speed limiter tool tossed (online)

Email: johng@newcom.ca

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

Unions are acting like gangs Re: Unifor picketers accused of vandalizing (online) At one time in history, unions were needed. Now they are destroying Canada by acting like gangs and influencing elections! Unifor is one of the worst offenders. — William Paul McKechnie

Charge the rates needed to maintain emissions controls Re: Ontario revamping truck emission focus (online) If you are charging the proper rates, you should have no issues paying for the maintenance on your units without circumventing environmental laws. I run into these complaints with all my competitors on a regular basis. What it comes down to is that everyone out there is letting the shippers get away without paying a fair price to move freight. How about charging the appropriate rate so you can maintain your equipment and pay your drivers a reasonable wage so they can live a decent life? — Larry Koch

Government employees a better choice for exams Re: Government failing us (Lockwood: November 2019) One of Rolf Lockwood’s points regarded the lack of training for driving instructors. Without a doubt, that is valid. However, the point that was missed was the lack of training or knowledge of provincial examiners. Alberta has just moved from third-party examiners back to government employees. One of the issues they were having was a high rate of failures. It’s not that the candidates were all that bad. But if they failed, it meant they had to come back for another test. Therefore, more money in the examiner’s pocket, and possibly to the driving school because they normally charge a fee to use a vehicle after the first try. — Daniel Boyer (By email) FEBRUARY 2020

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Editorial By James Menzies

Who’s Your Highway Star? Nominating a candidate for HighwayStar of the Year is easy – and better yet, free

rucking can be a thankless job. Every day, professional drivers are expected to deliver their loads safely and on time, despite myriad challenges that seemingly pop up with the sole intent of derailing the best laid plans. Weather, traffic congestion, dock delays, and four-wheelers are just some of the obstacles professional drivers must navigate every single day. And they’re expected to do so with a smile, always maintaining their professionalism and doing your company proud as a frontline ambassador of your brand. There are many ways to recognize and show appreciation for your top professional drivers, but we offer one such opportunity we think is unique. The HighwayStar of the Year Award is designed to recognize a professional truck driver who exemplifies and embodies all that is great about the trucking industry. We are looking for a driver whose outlook on life and the trucking industry sets them apart from the rest. Someone who gives back to the industry and their community, and who operates with the highest regard for other road users. They can be a company driver or owner-operator, hauling virtually any kind of freight. The winner will receive prizes that include $10,000 in cold, hard cash, and take center stage at the award ceremony at Truck World in Toronto on April 18. The award presentation – held at sponsor Freightliner’s booth – always attracts a crowd, and is an excellent opportunity for the trucking industry to shine. The winner is also profiled in Today’s Trucking and is generally featured on the cover of the magazine.

Each year, we pore through dozens of submissions to choose the HighwayStar of the Year. This year will be no exception. While there can only be one HighwayStar of the Year, even taking the time to nominate a deserving driver is a form of recognition that is highly appreciated by the nominee. There’s no cost to nominate a driver, and it’s a fairly simple process. Nomination forms are available at www.todaystrucking. com/highwaystar and will be accepted until Feb. 15. Don’t be shy when it comes to highlighting why we should select your nominee. Remember, as judges we don’t know the individual who’s been nominated or why they are deserving of this award. We allow up to approximately 500 words for you to make your case for your nominee. Please share with us anecdotes and experiences that we can draw upon to help form our decision. The more information you include in your nomination, the better. One of the most rewarding parts of the job for the editor of Today’s Trucking is to make that call to the winner to tell them they’ve been selected as the HighwayStar of the Year. Truckers, by their nature, are generally humble people and the winner is usually taken aback and overwhelmed by the recognition. Don’t miss your opportunity to have your own HighwayStar considered for this prestigious award. TT

“We are looking for a driver whose outlook on life and the trucking industry sets them apart from the rest.”

James Menzies is the editor of Today’s Trucking. You can reach him at 416-510-6896 or james@newcom.ca. FEBRUARY 2020

Take the wheel À9ü¡ æÚe¡ ÁĊ #¡ ÚÁ¡ Ú Ċ¡æÁ P S9ÁÚe¹É

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Dynamic Steering

Smith By John G. Smith

Defeating Deleters Ontario’s new focus on emissions violators is admirable. But how far should the province go?

leaner air comes with a price tag. It’s paid every time equipment evolves in the name of controlling emissions. A tighter focus on particulate matter gave us diesel particulate filters. When regulators squeezed the allowable levels of NOx, we saw the widespread introduction of exhaust gas recirculation and diesel exhaust fluid. The current push to reduce greenhouse gas emissions has led to the rollout of everything from new oil categories to aerodynamic refinements and lighter components. Even battery-electric and hydrogenelectric trucks are now on the horizon. Each new piece of equipment comes at a greater cost than the system before it. And before regulators shifted their focus to greenhouses gases, such changes even led to inferior fuel economy. New maintenance headaches came along for the ride, of course. At best, this meant familiarizing everyone in a shop with the way new components worked. But the breakdowns were worse than that. Nobody knows it better than the drivers who have been left at the controls of a de-rated engine and a truck that must limp back to the shop because of a skipped regen. Then there are the operators who bring the same truck back to a shop time and again, chase down the fault codes, replace components and repeat. As frustrating as these situations have become, some owner-operators and fleets appear to be going a step too far – openly thumbing their noses at any efforts to clear the air, and bypassing the emissions-controlling equipment as if they should be allowed to operate under a different set of rules than the rest of the trucking industry. Whether they run a straight pipe through a gutted DPF cannister or reprogram an electronic control module to bypass the controls, they are breaking the law. And Ontario plans to make the practice much tougher. The province’s Ministry of Environment, Conservation and

Parks is establishing annual tests to ensure emission control systems are in place and operating. Even on-road enforcement teams will be on the prowl in the search for trucks from any jurisdiction that might be looking to carve out a competitive advantage at the expense of the environment. These efforts should be applauded in the name of establishing a level playing field, and the Ontario Trucking Association is doing that very thing as it calls for various steps to crack down on “non-compliant” trucking operations. But as the new enforcement regime is established, it’s also time to consider just how far future environmental crackdowns should go. Changes in the name of lowering greenhouse gases, after all, come in the form of enhancements like new aerodynamic fairings and wheel covers, fluid choices, and tires. These will largely be accepted because they deliver benefits like better fuel economy. But what happens to the operator that decides to remove an air dam because the bumpers keep hanging up on a raised railway crossing, or if they choose to swap out low-rolling-resistance tires in favor of something with a more aggressive tread? Will roadside teams really be expected to take oil samples to ensure there’s an FA4 formula in the sump, or put a truck out of service because the tire’s traction is too strong? Before anyone dismisses such questions, they should remember that the issues are the same. It’s just a different gas flowing from the exhaust. And the line between “compliant” and “non-compliant” is ultimately defined by those who enforce the rules. TT

“As frustrating as these situations have become, some owner-operators and fleets appear to be going a step too far.”

John G. Smith is the editorial director of Today’s Trucking. You can reach him at 416-614-5812 or johng@newcom.ca. FEBRUARY 2020

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We’re looking for one driver who embodies the term “professional”. A driver with that certain outlook on life and the industry that sets them apart from the rest. A driver who gives to the community, operates with the highest regard for other road users, and who generally sits tall in the saddle. In short, we’re looking for a driver with STAR quality to be the 2020 Highway Star of the Year. The Highway Star of the Year award is open to ALL drivers – company drivers and owner-operators alike. If you know someone worthy of such an honor, please submit your nomination as soon as you can. We’ll be presenting the award during Truck World 2020 in Toronto, ON., on Saturday, April 18, 2020. + 2020 HlGHWAY STAR OF THE YEAR + PLATINUM SPONSOR:

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

STEP 1: Who are you nominating? Name: Company Driver?

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

FORMS ARE AVAILABLE ONLINE www.todaystrucking.com/highwaystar Having a winning driver on your team pays huge dividends. There’s free publicity. It’s a morale boost, a proud flag to fly, and just entering somebody’s name shows you care. The winning driver and his or her carrier are often used as expert sources in subsequent magazine stories. Nominate as many drivers as you want.

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Lockwood By Rolf Lockwood

Goodbye, Sort Of Semi-retirement beckons, so it’s time to thank you for all your support over the course of four decades

ell, strange as it seems to me, I have retired. Mostly. After 41 years of writing about trucks and trucking, 33 since launching this magazine, I’ve pulled into the yard and parked it. This is not my very last column, but other contributions may be somewhat irregular. And now I have the lofty title of Editor Emeritus. In those four decades I’ve seen more changes – some of them mighty dramatic – than there were in the previous 41 years. By far. Hell, there have been more changes in the last 10 years than in any other such stretch. Trucking has never been easy but now it’s mighty difficult, on everyone, no more so than on owner-operators and small fleets. My first editorship was on the longlost owner-op magazine Canadian Driver/ Owner, and I guess that’s where this loyalty was born. Those people have always been my main target, always the ones who seemed to be most in need of what I could provide by way of information about the technologies, the rules and regs, the business savvy required to make it all work. I certainly have never had all the answers, but I’ve had the benefit of an eagle’s-eye view of things and access to information that the ordinary truck operator doesn’t have the chance to see and absorb. The fact is that all I’ve ever wanted to do is serve, which may sound like so much apple pie, but it’s true. It was at my very first truck show in Winnipeg back in 1979 that I grasped the role of an editor in this industry. I was at our booth when a Hutterite family approached – husband, wife, and three girls – and the man thanked me for providing articles that helped him in running the trucks on his farm. His gratitude has motivated me ever since. I’ve won quite a few awards over the years, including a couple of lifetime achievement honors, but they were all as judged by my peers. I’m immensely grateful, of course, but the only approval

I’ve ever sought is yours, the reader’s. Happily, I see that approval at truck shows and events all the time when strangers stop me to say thanks for what I do. A couple of years ago a 40s-something guy said he’d been reading me since he was 16, learning all the way. I was touched, to say the least, and a little shocked to realize how old I was! I’ve had the opposite, too, not surprisingly. Last summer I had a mighty nasty message from a reader who called me names that can’t be printed here. Incredibly, he said he wanted to watch me die by hooking me to a CPAP machine and connecting that in turn to a truck’s exhaust pipe. Really. I was stunned at first but then I laughed because the fact is, I could breathe in diesel exhaust without doing myself harm. He must have meant a pre-2010 truck. I won’t thank that fellow, but there are many others who deserve my gratitude, too many to name. Except for the late Merv Orr, a smart, tougher-than-nails little guy with a Grade 4 education and a boatload of experience in trucking. I met him within just a month or so of entering this game and we became fast friends. He also became my mentor and was utterly invaluable in teaching me the ins and outs of our industry. Taught me to drive truck, too. That knowledge was instrumental in helping me make a success of Today’s Trucking, and of Highwaystar too, in its short 10-year life. To say that I’ve enjoyed my time here is an understatement. So thanks, dear reader, for your support. If you have the urge, drop me a line and tell me what you think of the last 40 years in trucking. Or however long you’ve been at it. Get in touch via rolf@newcom.ca. TT

“To say that I’ve enjoyed my years here is an understatement.”

Rolf Lockwood is the editor emeritus of Today’s Trucking magazine. You can reach him at rolf@newcom.ca. FEBRUARY 2020

Rush to Judge Was every speed limiter ticket deserved? By James Menzies Commercial vehicle enforcement agencies in Ontario and Quebec have abandoned the use of the EzTap device to enforce speed limiter laws in both provinces, raising questions about how much enforcement of the rule actually exists. Since 2008, most trucks operating in Ontario and Quebec have been required to have their maximum road speed mechanically limited to 105 km/h. Initially, enforcement used an aftermarket plug-in device called the EzTap3, to read from the electronic control module whether or not the speed limiter was set. In late 2019, Burness Paralegal Services, based out of Thamesford, Ont., prepared to challenge the reliability of the device on behalf of a U.S. fleet that was charged with non-compliance of the speed limiter rule in April 2018. The truck – a 2014 Freightliner with Detroit Diesel engine – was examined at the Sarnia inspection facility and found to have its speed

TODAY’S TRUCKING

limiter set to 116 km/h. Jodi Burness, president of Burness Paralegal Services, had voiced concerns about the reliability of the EzTap device as far back as 2014. When the Ontario Ministry of Transportation (MTO) began appealing convictions against operators of Cummins engines of certain model years, her curiosity was heightened. Burness enlisted an expert witness, Don Laverdure, who produced a five-page report raising many questions about the reliability of the device. Laverdure, a certified truck and coach technician and diagnostic software programmer, noted in his report that determining the maximum road speed is not as simple as reading a single parameter. “Different manufacturers have different methods of limiting speed, and use as many as 15 parameters to limit maximum road speed under different conditions,” Laverdure wrote. He pointed out engine manufacturers are also inconsistent in the naming of the required setting. For example,

the Cummins parameter is referred to as the Accelerator Maximum Vehicle Speed, while Detroit Diesel calls it the Max Road Speed. “I am of the opinion that it is not possible to determine the maximum vehicle speed as required by the regulation or the [Ontario] Highway Traffic Act through only one or two parameters in most cases,” he wrote. Driver reward schemes that give fuel-efficient drivers more throttle speed under selected conditions were also seen as a source of confusion. Laverdure also found the EzTap to be “highly susceptible to interference from other radio signals such as those derived from CB transceivers, cell phones, cordless telephones, sun spots, and wireless wifi routers.” He also discovered an online technical note from Cummins that referenced known issues regarding the EzTap and other datalink adapters. “Don Laverdure came up with 20 different reasons as to why this device wasn’t reliable,” Burness told Today’s

Trucking. “That’s the key word: reliability. If you’re going to go into a courtroom as a prosecuting entity and expect to get a conviction, you have to ensure that device is reliable and accurate.” Not to be outdone, the MTO commissioned HRYCAY Consulting Engineers to produce a report looking to discredit Laverdure’s findings. Produced on March 26, 2019, the report highlighted speed limiter readings taken by the engineering firm at weigh stations in Sarnia and Windsor over the course of several days. “The tractors were first imaged by MTO officers using the MTO tool following their standard procedure,” the report read. “Directly after the MTO imaging, we imaged the tractors using the engine manufacturer’s software package with the engine manufacturer’s recommended Nexiq communication interface.” While there were some small conversion and rounding issues when converting from miles per hour to kilometers per hour, the test found that “all of the values are consistent with one another when rounded to the nearest whole number.” The report concluded: “The MTO tool was able to properly obtain the correct maximum

Ryder Closures PG. 17

Findings and Inaction PG. 18

Clearing the Air PG. 19

Ontario and Quebec require trucks to be equipped with speed limiters, but enforcement teams have stopped using one of the tools meant to spot offenders. Did it lead to unwarranted charges? (File photo)

vehicle speed setting from every Freightliner tractor which was imaged. Based on the testing performed to date, the MTO speed limiter imaging tool is suitable and accurate for the purposes of obtaining the applicable speed limiter data for Freightliner tractors with Detroit Diesel engines.” Burness was informed the morning of the trial, Oct. 29, that charges against the U.S. fleet would be dropped. The trial would not proceed. “[Their] expert was ready to go. He was there – that’s how prepared they were – when I received an email saying they’re not proceeding any-

more,” Burness said. While the MTO didn’t indicate why it was giving up the fight, Burness said it was likely an economic decision since most jurisdictions had already phased out the use of the EzTap. The MTO confirmed to Today’s Trucking that it has now completely abandoned the use of the EzTap device for speed limiter enforcement in Ontario. “MTO officers are no longer using the EzTap devices to enforce speed limiter legislation,” MTO spokesman Bob Nichols wrote in an email to Today’s Trucking. He said there were several reasons

behind the decision, including its inability to identify speed limiter evasion techniques, and the fact it was not designed to read engine software after a certain date. Marie-Josee Michaud, public relations agent for Control Routier Quebec, also confirmed “The EzTap device is not used anymore by Control Routier Quebec. We only have the laser radar and the speedometer of the patrol vehicle.” Nichols said the MTO decided LIDAR (light imaging detection and ranging) was a better approach. The Ontario Provincial Police (OPP) and other municipal police services are also able to enforce

the speed limiter regulation using that technology. But while the Highway Traffic Act requires most commercial trucks to have their speed limiters set to 105 km/h or below, using LIDAR, charges are applicable only to those vehicles traveling at speeds of 115 km/h or greater, the MTO confirmed. Mike Millian, president of the Private Motor Truck Council of Canada (PMTC), said the EzTap device was not frequently used to begin with, and that speed limiter enforcement is “lax and infrequent.” “It is a rule with no teeth,” he said. “Only compliant carriers who want to follow the rule are, and those who do not wish to govern their trucks at the required 105 km/h just don’t bother and have little to no fear of getting caught.” While enforcement of the speed limiter law may be lax, the MTO says it has stepped up its targeting of speeding by heavy trucks. In September 2018, a pilot was launched allowing the MTO to use LIDAR to enforce truck speeds. “Since the start of the pilot, MTO officers have laid approximately 1,600 speeding charges,” Nichols said, adding that figure includes

FEBRUARY 2020

Dispatches speed limiter charges laid when the truck exceeded 115 km/h. The Ontario Trucking Association (OTA), which actively lobbied for the speed limiter legislation as far back as 2005, said it’s continuing to work with the MTO to improve speed enforcement techniques. “The historic leading cause of commer-

cial vehicle collisions, when the commercial vehicle operator is at fault, is driving too fast or too fast for conditions,” said OTA president Stephen Laskowski. “OTA will be addressing the issue of commercial speed enforcement and speed limiter enforcement under various [government] working groups.” The province of Ontario recently

announced plans to verify compliance with emissions aftertreatment requirements when heavy trucks undergo their annual inspections, and Laskowski hinted a similar approach could be applied to check for compliance with speed limiter regulations. “This same process could identify new technology and test to confirm the proper activation of speed limiters,” he suggested. “OTA and the Ontario enforcement community have and are working on solutions to ensure better compliance for commercial operators with regards to highway speeds and the speed limiter rule.” As for Burness, the decision to drop the EzTap was a win for the industry. “They have completely abandoned the use of EzTap, and in my view it’s a victory,” she said. “But I beat myself up a little bit, because I feel like so many more trials happened that didn’t need to happen.” Questions over the reliability of the EzTap may leave a sour taste in the mouths of truckers who’ve been charged and convicted using the device. Burness said they can file for an appeal citing fresh evidence, but that it’s a costly ordeal that few would likely pursue. TT

WHO NEEDS TO COMPLY? Commercial trucks with a GVWR of more than 11,794 kg (26,000 lb.) operating in Ontario and Quebec must have their engine’s speed limiter parameter set to a maximum speed of 105 km/h. The rule applies to trucks built after Dec. 31, 1994, and equipped with electronic engine controls. In Quebec, fines for non-compliance range from $350 to $1,050. In Ontario, the fine is $310. The requirement applies to trucks operating in Ontario, regardless of where they’re domiciled. The U.S. American Trucking Associations has also been pushing for the mandatory use of speed limiters south of the border, but no such legislation has been passed.

TODAY’S TRUCKING

NEWS BRIEFS

Ryder System closing six Canadian locations Ryder System is shutting down six of its 44 Canadian maintenance and service locations early this year. The following locations are being closed by the end of February: Port Kells, B.C.; Edmonton, Alta.; Calgary North, Alta.; Saskatoon, Sask.; Sudbury, Ont.; and Surrey, B.C. “Like all businesses in a competitive market, we must always look at new ways to manage our costs and efficiently deploy our capital,” Ryder said in a statement to Today’s Trucking. Sixty-seven jobs will be eliminated, but Ryder said it is working with impacted employees to help them find other employment opportunities within Ryder. Ryder has nearly 2,000 employees in Canada.

CTA enlists carriers in ‘Driver Inc.’ fight

beef and dairy cattle to be provided feed and water every 36 hours, down from 48. The association argues the tighter timelines will stress the animals and increase the risk of injury because of the additional loading and unloading. Agriculture Minister Marie Claude Bibeau told the association on Dec. 11 that the government will review the

< Dispatches

rest intervals over two years. But those moving other forms of livestock are now required to follow the new regulation. Among carriers affected by the changes are 480 operations that transport pigs, 135 poultry carriers, and around 84,000 livestock and poultry producers. About 470 cattle carriers will benefit from the two-year transition period.

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The Canadian Trucking Alliance (CTA) continues to fight against fleets that misidentify employed drivers as independent contractors – and has now rolled out a political action campaign to take the case to Ottawa. The latest tools in the fight against “Driver Inc.” include the template for a group company letter, a driver petition, and an email message for MPs explaining how the business practice affects compliant trucking companies and the Canadian economy. “Many commercial truck drivers are also actively seeking out Driver Inc. carriers to work for in order to avoid paying their fair share of taxes,” the association says.

Cattle haulers get two-year rule delay Canada’s cattle industry has been given two years to adhere to new rules that govern how livestock is moved. The Canadian Cattlemen’s Association (CCA) had raised concerns about the maximum rest time intervals for providing feed, safe water, and rest for animals in transit. The new regulations require

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FEBRUARY 2020

Dispatches

Findings and Inaction Western auditor generals highlight more enforcement gaps. Where’s the change? By Derek Clouthier Governments are rarely accused of working too fast, and when it comes to some truck safety issues in Canada’s westernmost province, it’s no exception. Aside from B.C. being the lone province in Western Canada yet to commit to a mandatory entry-level training program for incoming commercial drivers, there is another issue weighing on the mind of B.C. Trucking Association (BCTA) president and CEO Dave Earle. “We are deeply concerned that with the number of auditors that are present in the province, that the ministry is hardpressed to be able to meet their regulatory duties,” said Earle. “It’s the lack of resources for the regulators to actually do the work they’ve been charged to do. In B.C., we have under-resourced the auditors for NSC (National Safety Code) work for decades.” Both Manitoba and Ontario released their respective auditor general findings this past December, each identifying shortcomings in commercial vehicle enforcement programs. B.C.’s report, however, came over a year ago, and Earle said the issues surrounding the province’s NSC audits have yet to be alleviated. Adding to Earle’s frustration over the matter is the fact that the BCTA has

TODAY’S TRUCKING

seemingly been shut out of the consultation process aimed at finding a solution. Despite numerous attempts to provide input and support, the BCTA has been relegated to the sidelines, and has been left to wait and hear from the provincial government “when they are ready to share” a plan of action, according to Earle. “In my mind, that is not engagement, nor is that consultation. That is developing a plan and telling your community what you are going to do,” said Earle. “We have asked informally, formally, verbally, and in writing, repeatedly. And we have never been given a reason, and we have never been given an invitation.”

Frontline concerns In Ontario, the auditor general pointed to sharp declines in the number of commercial vehicle enforcement officers on the road, and the reduced number of inspections being conducted as a result. From 2014 to 2018, the province saw the annual number of inspections drop from 113,400 to 88,700. The number of officers also declined during the same period, from more than 250 to around 230. Manitoba’s auditor general report pointed to insufficient safety fitness pro-

gram practices, management gaps for on-road inspections, and weak planning and performance measurements. The less-than-glowing report was no surprise to Manitoba Trucking Association (MTA) executive director Terry Shaw. “The MTA has been requesting change on behalf of our industry for a long time – years, even decades,” said Shaw, who hopes the findings will guide government decisions. The report examined the adequacy of the Manitoba Department of Infrastructure’s oversight of commercial vehicle safety, including the motor carrier safety fitness program, on-road inspections, and strategic planning and performance management for the industry. In 2017, Saskatchewan’s auditor general concluded that the Ministry of Highways and Infrastructure processes used to enforce weights and dimensions were ineffective. Part of the reason, according to Saskatchewan Trucking Association (STA) executive director Susan Ewart, was changing Commercial Vehicle Enforcement to Highway Patrol – a move that shifted some of the focus off commercial vehicles to a rural crime watch. “There are a lot of roads to cover in Saskatchewan and I think staffing will always be a challenge to cover the highway system here,” said Ewart. Earle called these “frontline” concerns as opposed to “background,” and said his main concern with B.C.’s NSC audit functions is that it brings into play the possibility that carriers with an “unsatisfactory” NSC rating are not receiving the follow-up attention they require to properly monitor their progress toward a “satisfactory” rating. “I’m not suggesting for a moment that they need to start running around and closing doors, because all that does is create the chameleon carrier problem,” said Earle, referring to businesses that re-establish themselves under different names. “But they do need to move around and start engaging the industry. And the easiest and simplest way at the very front end is to engage us in the process of figuring out what to do with this (auditor general’s) recommendation.” TT

Dispatches

Air Care New regs crack down on Ontario emissions cheats By John G. Smith Ontario will increase its focus on truck emissions in 2020 as the province prepares to crack down on anyone that bypasses emissions controls, and include equipment from other jurisdictions in on-road enforcement efforts. New tests established by the Ministry of Environment, Conservation and Parks will focus on ensuring that required emission control systems are in place and operating as they should, in a fight against tampering and the use of so-called “delete kits.” The sale of emissions control defeat devices will also be prohibited. “Further changes to emissions testing requirements would take place in 2021 when the integrated vehicle safety and emissions testing program is proposed to come into effect,” a Ministry of Environment, Conservation and Parks spokesman told Today’s Trucking. As of July 1, 2020, Ontario trucks with a registered gross weight of 4,500 to 6,350 kg will have to pass an electronic diagnostic check of their emissions systems. Those test requirements are ultimately to align with the Ontario Ministry of Transportation’s Periodic Mandatory Commercial Vehicle Inspections, creating a single electronic record. Vehicles that are six years old or newer will be able to forego opacity-related tests – those traditionally associated with roadside enforcement and the province’s Drive Clean program – if they pass the electronic diagnostic tests and inspection of emission components. But the opacity-related tests that are conducted will include tighter thresholds. Emissions cannot be visible for more than five seconds during a one-minute period, representing a shift from original limits of 15 seconds in five minutes. Trucks with a Model Year of 2008 or newer will now have exhaust limited to an opacity of 20%, compared to a previous threshold of 30%. Trucks with model years of 1991-2007 will face a threshold of 30%, while older trucks will be limited to 40%.

“The new threshold is more appropriate for newer vehicles which were manufactured designed to minimize smoke and soot,” the Ontario Ministry of Environment, Conservation and Parks says, referring to changes to the Heavy Diesel Commercial Motor Vehicle Emissions Testing Program. The Ontario Trucking Association (OTA) has lobbied in the past against on-board diagnostic tests – which can

take two to three hours per truck – and opacity tests, citing the high pass rates through the Drive Clean Program. But it has recently been calling for the crackdown on the tampering of emissions controls and speed limiters. “This program will reduce red tape on our business and effectively target non-compliant trucking companies that tamper with their emissions and ensure those who pollute in our province are held accountable for their actions,” said Carmen Transportation Group president Vince Tarantini, during an official

government rollout of the plan. Ontario Trucking Association chairman David Carruth stressed that the rules will help ensure all fleets are on a level playing field and “not using environmental non-compliance as part of their business strategy.” Physical inspections of emissions controls will watch for factors such as empty or contaminated diesel exhaust fluid tanks; cracked or leaking diesel particulate filters; and cracked catalytic converters, among other issues. A working group is also being formed to look at options including “appropriate incentives and burden reduction measures” for those that consistently demonstrate cleaner fleets, and strategies for older diesel-powered equipment produced without emissions controlling equipment or on-board diagnostic systems. Light-duty vehicles, however, will generally get a pass. Ontario cancelled its Drive Clean program for aging light-duty vehicles in April 2019 – shedding an estimated $40 million in annual costs – because virtually all the vehicles were passing their tests. The rules pertaining to light-duty emissions controls still apply, and the systems have to be present and operating, but the annual testing is no longer required for aging vehicles. Not everyone likes the idea of banning the so-called delete kits. Several comments received during the regulatory process highlighted the economic costs of troublesome emissions controls. “I can understand cracking down on the people with the big black clouds following their trucks around, but most of us that have deleted our trucks have done it so that we don’t go broke,” said one submission. “Don’t make us criminals. Some of us just want to provide for our families and not lose the house.” The OTA showed little sympathy for those who are bypassing the systems. “The non-compliant portion of our industry is becoming more brazen – to the extent of actually identifying themselves as lawbreakers to government,” said OTA president Stephen Laskowski. “Apparently, some in our sector actually believe governments should shield them from the same laws imposed on all compliant businesses.” TT FEBRUARY 2020

Dispatches

‘Significant declines’ in equipment sales coming ACT Research is among those predicting tough times in the year ahead for those who sell Classes 5-8 trucks. “After peak build and sales in 2019, significant declines are ahead in 2020, as sales and build will follow trends in net orders and backlog volumes lower in their respective markets,” says Kenny Vieth, ACT Research’s president and senior analyst. While many observers believe a recession will be averted, the rebound “will not come soon enough, or be robust enough, to take a sharp equipment downturn off the table,” he adds. November’s Class 8 orders also “quelled thoughts of a better-than-expected order season,” he said. In terms of retail sales on the month, Canada accounted for 2,065 Class 8 trucks, along with 286 in Class 7, and 128 in Class 6, WardsAuto reports. There were also 473 Class 5 trucks sold.

Canada – November 2019 SALES CLASS 8

U.S. – November 2019

MARKET SHARES

SALES

Nov.

YTD

Nov. %

YTD %

CLASS 8

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

820 297 127 191 214 282 134 0 2,065 Nov.

9,357 4,543 4,058 3,887 3,376 2,705 1,893 0 29,819 YTD

39.7 14.4 6.2 9.2 10.4 13.7 6.5 0.0 100.0 Nov. %

31.4 15.2 13.6 13.0 11.3 9.1 6.3 0.0 100.0 YTD %

International Peterbilt Freightliner Hino Kenworth Ford Total CLASS 6

69 28 85 53 46 5 286 Nov.

2,792 1,425 1,422 879 499 66 7,083 YTD

24.1 9.8 29.7 18.5 16.1 1.7 100.0 Nov. %

Freightliner Hino International Ford Peterbilt Isuzu Kenworth GM Total CLASS 5

61 42 15 5 2 3 0 0 128 Nov.

522 475 330 71 51 22 18 0 1,489 YTD

182 120 85 81 4 0 1 0 0 0 473

3,912 1,467 1,338 880 69 24 2 3 0 0 7,695

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

TODAY’S TRUCKING

www.total-canada.ca

MARKET SHARES

Nov.

YTD

Nov. %

YTD %

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

7,046 3,506 3,508 1,273 1,528 1,185 493 6 18,545 Nov.

93,310 38,287 37,910 36,107 23,514 18,127 6,003 8 253,266 YTD

38.0 18.9 18.9 6.9 8.2 6.4 2.7 0.0 100.0 Nov. %

36.8 15.1 15.0 14.3 9.3 7.2 2.4 0.0 100.0 YTD %

39.4 20.1 20.1 12.4 7.0 0.9 100.0 YTD %

Freightliner International Peterbilt Kenworth Ford Hino Total CLASS 6

1,780 929 742 561 190 153 4,355 Nov.

25,600 18,316 7,394 5,284 2,488 1,991 61,073 YTD

40.9 21.3 17.0 12.9 4.4 3.5 100.0 Nov. %

41.9 30.0 12.1 8.7 4.1 3.3 100.0 YTD %

47.7 32.8 11.7 3.9 1.6 2.3 0.0 0.0 100.0 Nov. %

35.1 31.9 22.2 4.8 3.4 1.5 1.2 0.0 100.0 YTD %

Ford International Freightliner Hino Kenworth GM Isuzu Peterbilt Total CLASS 5

1,285 582 1,402 658 320 125 93 9 4,474 Nov.

20,939 19,149 19,068 7,064 2,867 1,476 1,103 70 71,736 YTD

28.7 13.0 31.3 14.7 7.2 2.8 2.1 0.2 100.0 Nov. %

29.2 26.7 26.6 9.8 4.0 2.0 1.5 0.1 100.0 YTD %

38.5 25.4 18.0 17.1 0.8 0.0 0.0 0.0 0.0 0.0 100.0

50.1 19.1 17.4 11.4 1.0 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

3,826 1,146 374 212 281 350 45 4 0 0 6,238

46,419 14,673 4,890 3,803 2,692 2,359 525 32 7 0 75,400

61.3 18.4 6.0 3.4 4.5 5.6 0.7 0.1 0.0 0.0 100.0

61.6 19.5 6.5 5.0 3.6 3.1 0.7 0.0 0.0 0.0 100.0

Source: WardsAuto

Dispatches

StatPack

11% jump in daily load postings TransCore Link Logistics reported an increase in loads and a drop in truck availability within Canada’s spot market this November. Average daily load postings on the Loadlink service increased 11% over October. Inbound U.S. loads were up 14%, while intra-Canada loads climbed 6%.

Contract rates down 1%

621 Canadian cargo thefts ISB Global Services reported 621 cargo thefts in Canada during 2018, up from 213 in 2015. Ontario’s Peel Region also established itself as one of North America’s cargo crime hotspots, second only to the entire state of California. “In the States, they have cargo task forces. The state, federal and municipal police are all working together and they’re properly funded,” says Todd Moore, vice-president of cargo theft and specialty risk. “They treat it like an organized crime investigation. That has to be done up here in Canada.”

Contract rates in the U.S. fell about 1% in 2019, coming off steep increases recorded in 2017-18, the analysts at FTR report. Overall, rates including the spot market were down about 6.5%. To compound matters, carrier profitability was lower in the face of rising insurance and driver compensation costs.

33 days of wellness The first Healthy Fleet Challenge of 2020 is running from Jan. 6-Feb. 7, featuring wellness education, tips and challenges for members of the trucking industry. In 2019, the initiative saw participants shed a collective 2,303 lb., according to the challenge organizers at Healthy Trucker. Further details are at www.healthytrucker.com.

$117 million in development permits CentrePort Canada recorded more than $117 million in development and building permits last year, including projects linked to Rosenau Transport and Freightliner Manitoba. More than 71,000 sq.-ft. of industrial space is under construction at the inland port’s Rural Municipality of Rosser, known as CentrePort North. Rosenau is developing a 71,000 sq.-ft. transportation and warehouse facility, while Freightliner Manitoba is building a 78,000 sq.-ft. facility.

Up to $10,000 per fuel-efficient truck B.C. carriers have until Feb. 21 to apply for incentives to buy fuel-efficient technologies under the CleanBC Heavy-Duty Vehicle Efficiency (HDVE) program. The funding covers 30-50% of the eligible costs for qualified devices, up to a maximum of $10,000 per vehicle or $100,000 per fleet. The provincial government will contribute $1.4 million per year to the new program for up to three years. FEBRUARY 2020

Dispatches

L gbook2020 Discover. Compare. Shop. International Centre 6900 Airport Road, Mississauga, ON

FEBRUARY 4-6 Cargo Logistics Canada Expo and Conference Vancouver Convention Centre West Vancouver, B.C. www.cargologisticscanada.com

4-7 World of Concrete Las Vegas Convention Center Las Vegas, Nev. www.worldofconcrete.com

9-16 Toronto Trucking Association’s Annual Convention Sanctuary Cap Cana Resort Punta Cana, Dominican Republic www.torontotrucking.org

16-19 Omnitracs Outlook Caesars Palace Las Vegas, Nev. www.omnitracsoutlook.com

23-26 Link 2020: Retail Supply Chain Conference Dallas, Texas www.rila.org/focus-areas/supply-chain 22

TODAY’S TRUCKING

Green Truck Summit Indiana Convention Center Indianapolis, Ind. www.ntea.com

3-6

April 16-18, 2020

MARCH 3

www.truckworld.ca

The Work Truck Show Indiana Convention Center Indianapolis, Ind. www.worktruckshow.com

5 24-27 Technology and Maintenance Council Annual Meeting and Exhibition Georgia World Congress Center, Atlanta, Ga. www.trucking.org

Alberta Motor Transport Association’s Partners in Compliance AGM and Awards Dinner Edmonton, Alta. www.amta.ca

12 Women with Drive Leadership Summit Delta Hotels by Marriott Toronto Airport and Conference Centre Toronto, Ont. www.truckinghr.com

26-27 Truck Training Schools Association of Ontario 5th Annual Conference Centre for Health and Safety Innovation Mississauga, Ont. www.ttsao.com

15-17 IWLA’s Convention and Expo Paradise Point Resort and Spa San Diego, Calif. www.iwla.com

29-March 3 Truckload Carriers Association’s Annual Convention Gaylord Palms Resort and Convention Center Kissimmee, Fla. www.truckload.org

26-28 Mid-America Trucking Show Kentucky Expo Center Louisville, Ky. www.truckingshow.com

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Dispatches

Pu se Reader Survey Tell us your thoughts about ... Enforcement Laws are only as effective as the underlying enforcement efforts. Still, some people argue that enforcement efforts can be heavy-handed, or focus attention on the wrong issues. In this month’s Pulse Survey, we asked for your thoughts.

Do today’s roadside enforcement initiatives generally lead to safer highways?

YES

Should governments invest in more enforcement-related resources, such as additional inspectors, facilities, technologies or training?

Do today’s safety ratings accurately reflect a fleet’s commitment to safety?

46 % NO

54 % YES

In the last year, has your business been penalized by what you consider to be an unjust penalty?

YES

NO %

YES

77 % 23 %

28 % 72 %

If you could increase enforcement activities around one issue, what would it be?

Have you ever fought a trucking-related penalty or sanction in court?

29% 22% 19% 13% 10% 2% 4% 1%

Driver qualifications Equipment condition Distracted driving Speeding Other Workplace health and safety Weights and dimensions Business practices (i.e. paying taxes, business structure)

84 %

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.

YES

40 % 60 % Next month:

Emissions FEBRUARY 2020

Dispatches

Heard Street on the

Padovani to oversee NFP as president Greg Padovani has been named president of NFP, an insurance brokerage serving the trucking industry, and will oversee the entire business. John Belyea will focus on day-to-day operational activities as chief operating officer, while Marty Shaw will look to the future as the new chief strategy officer. The brokerage has 750 employees.

Ritchie Bros. names Fandozzi as CEO Ann Fandozzi has been named CEO of Ritchie Bros. Auctioneers, effective Jan. 6. No stranger to leadership roles, she has served as CEO of ABRA Auto Body and Glass as well as a carpooling platform known as vRide. “She brings a strong customer focus, deep experience in technology, and outstanding management capabilities that will further Ritchie Bros’. strategic transformation as a multi-channel, technology-enabled global business,” said chairwoman Bev Briscoe.

Hino’s top dealer in Langley Hino Motors Canada (HMC) has named Hino Central Fraser Valley of Langley, B.C. its Dealer of the Year. It’s part of the Hino Central Group and has been a Hino dealership since 2008. The honor was based on the operation’s total business, sales management, service support, parts performance, and facility. Rounding out Hino’s Top 3 Canadian dealers were Tri Truck Centre of Barrie, Ont., and Somerville Hino of Toronto.

Jaeger to lead Volvo’s autonomous group Nils Jaeger has been named president of the recently formed Volvo Autonomous Solutions initiative. He will report to Volvo Group president and CEO Martin Lundstedt, and be a member of the management team. Jaeger, 50, has served as president of Volvo Financial Services for the European, Middle Eastern and African regions since 2014. Before joining Volvo, he held several leading positions at John Deere.

TODAY’S TRUCKING

Ice Road Trucker comes to Women with Drive Lisa Kelly, one of the drivers featured on the Ice Road Truckers and IRT Deadliest Roads TV shows, will be among speakers addressing Trucking HR Canada’s sixth annual Women with Drive Leadership Summit. The summit will be held on March 12 in Toronto. Lisa Raitt, former deputy leader of the Conservative Party of Canada, will be the opening speaker. Alfredo Tan, chief digital and innovation officer for WestJet Airlines, will deliver the keynote address. Panelists to discuss Disruption Drivers will include Magali Lacerte of Bison Transport, Megan Manser of UPS Canada, Ninon Laforce of Isaac Instruments, and Eveline Gaede of Challenger Motor Freight.

Nagamatsu to lead TTC Cynthia Nagamatsu, vice-president of commercial client services at Hargraft Schofield LP, will serve as president of the Toronto Transportation Club. John Foss of Trailcon Leasing was elected first vice-president, while Liam O’Briain was named second vice-president. The members of the executive team were introduced during the group’s annual dinner, which also featured a series of awards. Day & Ross received the Platinum Award of Distinction, Sabrina Ly of Transcore Link Logistics secured the John Foss Volunteerism Award, and Olga Ricci earned a Special Recognition Award for contributions to the club’s events.

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Grand Valley Decision Paul Walker Trucking to stay in place, despite town’s push By Adbul Latheef

“We did not move to town, the town moved to us.” Paul Walker Trucking on Concession 2-3 is now within the urban boundary.

The mayor of an Ontario town, which lost a years-long zoning battle to evict a small family-owned trucking company from a residential area, now believes the issue could have been handled better. “What we should have done was try [harder] to reach an agreement with the Walkers,” Grand Valley Mayor Steve Soloman told Today’s Trucking after a court in Orangeville, Ont., rejected the town’s latest bid to push out Paul Walker Trucking. Soloman said he is not sure why the two sides could not come to an agreement, but that a general misunderstanding could be the reason. Asked whether he regrets going to court, the mayor said, “Probably I do.” The company was founded by Angie

and Paul Walker some 40 years ago in a rural area surrounded by farms and fields, but the recent creation of a subdivision has brought their property on Concession 2-3 under urban boundary. “We did not move to town, the town moved to us,” Angie Walker said in an email reply to our questions. The town, which has a population of just under 3,000, initiated the court case about three years ago after a resident complained about noise pollution. Officials also determined that the company was violating zoning rules by expanding the business. Angie and Paul Walker run the company with their sons. They have six trucks and trailers hauling sand, gravel and road salt.

Nominations open for private fleet awards The Private Motor Truck Council of Canada is now accepting entries for a series of awards, to be presented during its annual conference in Niagara Falls from June 10-12. The deadline for entries is April 1. Among the honors: The Rick Austin Memorial Dispatcher of the Year Award, established in 2018 in memory of a CPC Logistics Canada dispatcher assigned to John Deere, rec-

ognizes a nominee’s contribution to their company over the past year or full career. The PMTC and 3M Vehicle Graphics Design Awards, a signature feature of the annual conference, recognizes vehicle graphics in several categories. The PMTC and CPC Logistics Canada Hall of Fame for Professional Drivers honors drivers who are employed by council members and demonstrate superior over-the-road performance. The Hall

The town’s bid to evict the company was first rejected by the Ontario Superior Court of Justice last year. The town appealed the ruling, and once again, the court sided with the company this month. “My first reaction was relief,” said Angie Walker. “It has been very stressful knowing that you work hard for years to have what you have, and you could lose it all with one decision.” She noted that the community had come to the defense of the company, and that she was overwhelmed by the support. The Walkers are planning to continue running their business, and as far as the town is concerned, the case is closed. “We’re going to submit to the will of the court,” Soloman said. TT

of Fame itself is hosted on the PMTC’s website at www.pmtc.ca. PMTC and Aviva Canada Private Fleet Safety Awards promote best practices in fleet safety management, especially in cases where private fleets exceed National Safety Code requirements. This program is open to members and non-members alike. The PMTC-KRTS Professional CMV Driver Training Scholarship covers the cost of an award winner’s full training program, while the PMTC Young Leaders Education Bursary will cover the cost of two of the four courses needed to complete the PMTC Logistics Management Graduate Program. TT FEBRUARY 2020

TODAY’S TRUCKING

• Marketplace East

Atlantic association honors contributions We We have been supplying Parts, Service and TTechnical echnical e Support rruck Shops, Dealers and Fleets since the early '80’’s.s. to TTruck

Winners from left: James McNulty, Janice Belliveau, Jeff Wilkins, Jeremy Nichols, Blair Lamey, David Dowden, and Dave Miller.

David Dowden of East Can Transport Services has been named the Driver of the Year by the Atlantic Provinces Trucking Association. Dowden was among seven people who were recently honored for their outstanding contributions and dedication to the trucking industry, and their communities across the region. They received their plaques at the APTA Annual Awards Dinner held at the Delta Beausejour Hotel in Moncton, N.B. “The Atlantic Provinces Trucking Association proudly recognizes outstanding individuals who work behind the wheel, in the terminals, and at the desks of trucking companies, and make significant contributions to our industry’s success and growth throughout Atlantic Canada,” said Jean-Marc Picard, APTA’s executive director.

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Fighting Trafficking Truckers urged to join fight against human trafficking By James Menzies

Human trafficking is a form of slavery prevalent throughout the world, including in Canada.

Canadian truck drivers are being enlisted to help combat human trafficking, a problem that’s much more prevalent in Canada than you may think. During the Truck Training Schools Association of Ontario’s (TTSAO) annual Christmas business meeting, Heather Fry, Canadian director of Truckers Against Trafficking (TAT), shared some sobering realities about the underground world of human trafficking. This involves the exploitation of a person through sexual exploitation or forced labor. “It’s a modern form of slavery, where one person is profiting off of another per-

son,” Fry explained. “Traffickers don’t use physical chains. They use invisible chains of force, fraud and coercion. Victims are raped, gang-raped, forced into drug addiction, tortured, knifed and shot.” Often, Fry said, the pimp establishes himself as a person of influence, such as a “daddy” or boyfriend of the victim. “The victim is completely fooled by the trafficker and thinks this way of life is what love looks like and it’s completely normal – that one day it will be just the two of them living happily ever after,” explained Fry. Realizing that human traffickers travel

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TODAY’S TRUCKING

• Marketplace East

the same corridors and conduct their crimes where truckers are often present, Truckers Against Trafficking was formed in 2009. It expanded into Canada in 2019. “The trucking industry can be a vital part in ensuring more lives are saved and in fighting this heinous crime,” Fry said. So far, that has proven to be true. There have been several high-profile incidents in the U.S. where truck drivers have reported suspicious activity at a truck stop, leading to an arrest and rescue. TAT has produced a training program for drivers and has certified more than 800,000 of them. Its hotline has received more than 2,400 calls and more than 1,200 victims of human trafficking have been identified. “If all drivers were trained and knew what to look for and immediately reported what they saw, imagine how many victims would be recovered and how many pimps arrested,” said Fry. As part of its expansion into Canada, TAT has set up a Canadian hotline. It has also added French subtitles to its training video and is calling on fleets to get involved by encouraging drivers to take the 60-minute training program. One Canadian fleet that jumped at the opportunity was Praxair Canada, whose

TAT supplies window decals showing trafficking victims where to find help.

A wallet card gives truckers advice on what to do when they suspect they are seeing human trafficking in action.

trucks travel across Canada. Jim Dimech, director of distribution with Praxair Canada, said drivers were eager to support the cause. Unlike other training, which was done with a topdown approach, Dimech rounded up drivers to deliver peer-led training. “The level of engagement we had with our driver teams was inspiring,” he said. “Drivers talked amongst themselves. They felt they could make an impact.

These crimes were happening to their daughters, nieces, cousins, friends and granddaughters.” Praxair now puts all new hires through the TAT training course and gives drivers refresher training every three years. “We are putting this into our training,” said Dimech. “When we’re teaching drivers about product handling and backing, we are having TAT as part of that program to send the message that it’s as important as everything else we teach you.” Dimech has even seen a business case for participating. “When you’re looking at different ways to separate yourselves from the pack, drivers want to work for a company that is socially responsible and connects with their community and empowers them to make a difference. TAT checks that box,” he said. TAT has already developed tools for fleets and drivers to use. Instead of posting a degrading “No Lot Lizards” sticker on the cab, for example, TAT has produced a window decal that asks “Do You need Help?” and provides TAT’s hotline number. It also can serve to show a victim where help may be available. Handy wallet cards also offer advice on what to do if you suspect a crime is in progress. “Our first ask is that you train your employees,” said Fry. “Once trained, go to our website and register your company as TAT-trained and give us the number of people trained. That helps us measure our impact.” TT

THE MYTHS ABOUT HUMAN TRAFFICKING During a presentation to the Truck Training Schools Association of Ontario’s annual Christmas business meeting, Heather Fry, Canadian director of Truckers Against Trafficking, debunked some common myths about the issue: MYTH: We live in a slave-free world There are more than 40 million victims of human trafficking globally, meaning there are more slaves today than at any other point in history. It’s a US$150-billion industry, taking place in all 50 states and right across Canada. MYTH: All traffickers look like TV pimps “They take on all kinds of appearances,” said Fry, showing headshots of charged pimps that included schoolteachers, women, firefighters, and army veterans. MYTH: It doesn’t happen in my hometown “It took me two minutes to Google headlines here in Canada,” said Fry. “The reality is, no geographic area is immune to this crime.”

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ShipNorthAmerica supporting Trucks for Change shipments Trucks for Change Network — an organization that connects charities with companies that can ship their freight – will now tap into the resources of ShipNorthAmerica Network to coordinate the moves. ShipNorthAmerica, a subsidiary of Tandet Group, is offering in-kind support to the organization. “Our trucking operations are not able to assist Trucks for Change with direct freight shipments, so it is with great pleasure that our team is able to support T4C in an indirect way,” says Tandet president Scott Tilley, referring to the support that will come through the brokerage operation. “It’s our people doing the same thing they usually do,” he said. “They’re giving their time, effort, and energy. We’re lending that to Trucks for Change…We’re using our spare time instead of spare capacity.” Tilley is also one of the organization’s directors. Since 2011, carriers participating through Trucks for Change have distributed more than 22 million lb. of donated food and materials at reduced rates for charities such as the Canadian Red Cross, Food Banks Canada, and Habitat for Humanity Canada. The group is currently coordinating 10 to 20 shipments per month at discounted or waived rates TT

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Top Price B.C. driving veteran named Canada Driver of the Year By Derek Clouthier B.C. driver Gordon Lynal Price is this year’s Canadian Trucking Alliance (CTA)/Volvo Trucks Canada Driver of the Year. Price received the honor during the B.C. Trucking Association’s (BCTA) annual Christmas party on Dec. 5. “I am delighted that Gordon Price has been named Canada’s Truck Driver of the Year for his outstanding safety record and his leadership. Many of us might notice something unusual at roadside, not all of us would act,” said Dave Earle, BCTA president and CEO. “The industry needs more truck drivers like Gordon Price, and we’re honored to celebrate his achievements.” Price’s trucking career spans more than 32 years and over 6.4-million accident-free kilometers, and he is more than willing to help others along the way. In March 2018, while on the Island Highway between Chemainus and Nanaimo, Price spotted someone on the side of the road. He called 911 and assisted the woman, Patricia Galloway, who was unconscious at the time after suffering a minor stroke. Price administered First Aid until responders arrived. He also rescued a man in the U.S. from a vehicle involved in a head-on collision.

From left: Shaun Freeman, BCTA associate executive committee chairman, Randy Muller, Volvo Trucks Canada, Gordon Price, and Price’s wife Cassandra Tennant.

“A true ambassador to the industry, Gordon personifies what this award truly means,” said Stephen Laskowski, president of the CTA. “On behalf of CTA and the other provincial trucking associations, I am proud to honor such a courageous, dedicated professional as Canada’s top truck driver.” Turning 50 this year, Price learned how to drive truck at the age of 10. Over the years, he has driven ice roads in Canada’s north, and hauled across the U.S. He has also been a driving instructor, safety trainer, and is now an

owner-operator who is shunting for Maersk. Every year, a panel of judges from Transport Canada, the Traffic Industry Research Foundation, Canada Safety Council, and the CTA select a national Driver of the Year from a list of candidates from each province. Price was the unanimous choice of this year’s judges, and received a trophy, cash prize, and overnight accommodations at the BCTA Christmas event’s host hotel for winning the award. TT

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One Priority: Twins Alberta association pushes for Hwy. 3 twinning project

The need to twin Hwy. 3 is now a top priority for the Alberta Motor Transport Association (AMTA).

Twinning Hwy. 3 in Southern Alberta has jumped to the beginning of the line and become a top priority for Alberta’s provincial trucking association. With more than 200 km requiring twinning to enhance a safer commute and flow for commercial trucks, Alberta Motor Transport Association (AMTA) president Chris Nash said continued growth along the highway corridor has made the infrastructure upgrade a necessity. “Just this year, we saw the opening of one plant producing 735 million lb. of product annually,” said Nash. “That’s product that needs to be transported, so there is a need for proper infrastructure to support increased capacity. Safety for commercial drivers and the motoring public is paramount.” Studies of the Hwy. 3 corridor were completed by the Highway 3 Twinning Development Association (H3TDA), which identified 13 sections in need of an upgrade. Some sections of the highway have been twinned, but additional environmen-

tal and historical planning needs to be conducted to proceed with the remaining 200 km, which includes the section from Medicine Hat, Alta., to the B.C. border. “Highway 3 Twinning Development Association is pleased the AMTA has selected Hwy. 3 twinning as a Top 5 priority,” said H3TDA president Bill Chapman. “Both associations share many of the same needs in transportation, primarily safer and more efficient highways for the movement of goods and services across our province. Hwy. 3 from Medicine Hat to the B.C. border is a critical pipeline for moving an increasing number of commodities to processors, and the conduit for transporting the final products to market.” Brad Beerling, AMTA Southern Region board member and logistics manager with Meridian Manufacturing, added, “As a manufacturer of over-dimensional agricultural storage products with a facility in Lethbridge, we travel extensively on Hwy. 3. Having the highway fully twinned would make it much safer for all users.” TT

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Christmas comes with 18 Wheels “I cannot thank all of our volunteers The Dawson Creek, B.C. response in supenough,” he said, highlighting the assisport of the 18 Wheels of Christmas camtance they received from the local Rotary paign was amazing. Clubs, Air Cadets, as well as a Rosenau That’s according to Chris Richards colleague, Karen Brisebois. “The efforts of Rosenau Transport, who organizes put forth by everyone will ensure that our the yearly charitable event in the area. community will not need to go without Richards said this year they were contactthis holiday season and beyond.” ed by more agencies and groups looking The efforts of 18 Wheels were equally for the group’s assistance, so the campaign successful in Alberta, with events being “stepped things up a few notches.” held in Okotoks Nov. 15, Calgary the Normally, 18 Wheels uses a single Karsten Mendoza of Rosenau Transport, his weekend after, and for another Dec. 6-8 trailer and runs its local event over a family, and volunteers prepare to load Johnny weekend blitz at all seven Save-On-Foods weekend, with the goal of supporting Chu’s donation into the trailer as part of the locations in the city. one of the local food banks. But this year, 18 Wheels of Christmas weekend blitz in It was the campaign’s 10th year at with three food banks in Dawson Creek, Calgary on Dec. 7. Okotoks Light Up, and thanks to coopthe organization decided to up its game erative weather, donations flooded in at a greater rate than to three trailers, each in its own location and supporting each expected. food bank. “Everything we collected that evening in Okotoks goes to the “In total, with the help of dozens of community volunteers, Okotoks Food Bank,” said Colleen Nickel, who also works for we collected 63 pallets of food and over $4,300 in cash and corRosenau Transport and organizes 18 Wheels in the Calgary area. porate donations,” said Richards. “This is well over double our “We are never disappointed with the involvement of the usual collection efforts from previous years.” businesses and residents of this community.” With Dawson Creek’s population of just over 12,000, No fewer than 12 food bank collection boxes were collected Richards was overwhelmed by the generosity of his communiand delivered to the Calgary Food Bank, too. TT ty, saying they “gave like a city of a million.”

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2015 VOLVO VNL64T 670 HIGHWAY TRACTOR 61” SLEEPER, VOLVO ENG; D13'13 455/1800, 455 HP, 12 SPD TRANS; AIR RIDE SUSP; 223" WHEELBASE, BLACK IN COLOR, 814,686 KMS, STK#345322. -1286902 CALGARY

2012 INTERNATIONAL PROSTAR DAYCAB TRACTOR INTERNATIONAL ENG; MAXX13'10 410/1700, 410 HP, 13 SPD TRANS; AIR RIDE SUSP; 175" WHEELBASE, WHITE IN COLOR, 379,823 KMS, STK#447981. -1286629 VANCOUVER

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2020 KENWORTH T680 HIGHWAY TRACTOR 76" ACAD SLEEPER, CUMMINS ENG; X15, 500 HP, ULTRASHIFT 13 SPD TRANS; 13.2K/40K AXLE(S), 3.55 RATIO, AG400L SUSP; 232" WHEELBASE, WHITE IN COLOR, 11R22.5 TIRES, ALUMINUM RIMS, TAN VANTAGE INTERIOR, FRIDGE STK#LJ965313. -1290715

2020 KENWORTH T370 DUMP TRUCK PACCAR ENG; PX-9, 350 HP, 6 SPD TRANS; 14.6K/40K AXLE(S), 5.57 RATIO, 220" WHEELBASE, WHITE IN COLOR, NEW CIM 15' GRAVEL BOX, ELECTRIC FLIP TARP, PINNACLE INTERIOR, 315/80R22.5 11R22.5 TIRES, STK#LM958559. 1282488

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2015 KENWORTH T800 DAYCAB TRACTOR PACCAR ENG; MX-13, 500 HP, 18 SPD TRANS; 12K/46K AXLE(S), 4.10 RATIO, 201" WHEELBASE, BLUE IN COLOR, DAY CAB, GRAY DIAMOND INTERIOR, 11R24.5 TIRES 794,548 KMS, STK#FR973441. -1295356

2020 KENWORTH W900L HIGHWAY TRACTOR 62" ACFT SLEEPER, CUMMINS ENG; X15, 565 HP, 18 SPD TRANS; 13.2K/40K AXLE(S), 3.91 RATIO, BLACK IN COLOR, 62" ACFT SLEEPER, BLACK DIAMOND INTERIOR, 11R24.5 TIRES, ALUMINUM RIMS STK#LJ962885. -1291896

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Diesel Spec Inc. . . . . . . . . . . . . . 6W

Redhead Equipment Ltd . . . . . . 13W

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Vehicles . . . . . . . . . . . . . 8W

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2019 MACK TE64 MACK MP7-355, ALLISON 4500, FRONT AXLE: FXL20, REAR AXLE: S402R, 197” WB. STK# 35906 1295982

2019 MACK AN64T MP8-505C, MDRIVE 12 SPD, FRONT AXLE: FXL12, REAR AXLE: RT46-160, 191” WB. STK# 35988. 1286967

2020 Pinnacle 64T HD Daycab MP8-505C Eng., mDRIVE-HD, 14.6/46 Axles, 213” W/B, 3.73 Ratio, Stk: 030347. -1284548

2020 Mack Anthem 64T 70” MP8-445C Eng., mDRIVE-HD, 12/40 Axles, Double bunk, Stk: 030456 -1282960

2019 Mack Pinnacle Chassis MP8-415C Eng., mDRIVE-HD, 14.6/40 Axles, 247” W/B, Stk: 028480. -1276270

2019 Mack Anthem 64T D/C MP8-505C Eng, mDRIVE-HD, 13.2/40 Axles, 3.79 Ratio, 197" W/B, Stk: 027899 -1276897

2018 Mack Pinnacle 70” MP8-505C Eng., mDRIVE-HD, 12/38 Axles, 249” W/B, Stk: 029511 -1273920

2018 Mack CXU613 Dump Truck MP7-345C Eng., mDRIVE, 14.6/40 Axles, 16’ NeuStar gravel box, Electric tarp, Stk: 023216 -1273133

2018 MACK CHU614 – Winch Rig-Up! MACK MP8-505C, MDRIVE 13 SPD, FRONT AXLE: 14.6, REAR AXLE: RZ50-166, 265” WB. STK # 35754 -1285293

2019 MACK GR86F New Granite Model MACK MP7-425, MDRIVE 14 SPD, FRONT AXLE: FXL20, REAR AXLE: RZ50-166, 237” WB. STK# 35956 1285339

2019 MACK AN64T MACK ENG; MP8, 505 HP, RTLO18918B TRANS; FXL14.6 & RT46-160 REAR AXLE(S), 197" WHEELBASE, GREY IN COLOR, STK#35922. 1295976

2018 MACK CHU613 15’ Summit Gravel Box MACK MP8-505C, MDRIVE 13 SPD, FRONT AXLE: 14.6, REAR AXLE: S440, 225” WB., STK# 35747. -1282630

2019 MACK PI86T MACK MP8-505C, MDRIVE 13 SPD, FRONT AXLE: FXL14.6, REAR AXLE: RZ50-166, 265” WB. STK# 35897 -1295978

2020 MACK AN64T MACK MP8-445C, MDRIVE 14 SPD, FRONT AXLE: 13.2, REAR AXLE: S440, 215” WB, 48” SLEEPER. STK# 37221 -1295977

2019 Mack Anthem 70” MP8-505C Eng., mDRIVE-HD, 12/40 Axles, 221” W/B, 70” Stand-up sleeper, Stk: 026860 -1285084

2019 Mack Anthem 48” MP8-505C Eng., mDRIVE-HD, 13.2/46 Axles, 209” W/B, Stk: 029240 -1277654

2020 MACK AN64 – New Anthem Model / 15.6” RENN Gravel Box MACK MP7-395C, MDRIVE 12 SPD, FRONT AXLE: FXL14.6, REAR AXLE: S38R, 207” WB. STK# 37068. -1285333

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.com jobs disappear, courier jobs are on the rise as consumers spend more of their dollars online. “There is an ongoing change in distribution patterns, and we have only just begun to understand what

Expect U.S. volumes, rates to stay flat Cross-border trucking activity is expected to remain relatively positive during 2020, but industry analysts continue to track headwinds that are limiting potential gains. Look no further than a recent rise in U.S. carrier bankruptcies for an example. Those can be linked to factors such as rising insurance costs and a drop in spot market rates, said FTR vice-president of trucking Avery Vise, during a year-end webinar. What a difference a year makes. The price of truck transportation south of the border was up 8% as 2018 came to a close, MacKay and Company adds, referring to the U.S. Bureau of Labor Statistics numbers. The trend didn’t continue. In the longhaul segment, the rates nearing the end of 2019 were 1.6% lower than those recorded in October 2018. Even local rates are rising at a slow pace. Looking at the year ahead, Vise predicts a “gradual firming” in rates. “We don’t expect any big moves.” Meanwhile, the factors that affect freight volumes mostly appear to be flat, and are expected to stay that way well through the year. The industrial sector may be weak, but U.S. consumer sentiment and spending remains strong, FTR says. And while retail

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that’s going to mean,” Vise said. It isn’t the only broad economic factor to affect truck lanes and volumes. MacKay and Company’s Bob Dieli referred to issues such as a tense relationship between the U.S. and China, as well as Britain’s pending “Brexit” from the European Union, as examples of trade challenges that continue. “Europe is probably going to go sideways from here,” MacKay’s resident economist said in his company’s year-end briefing. “Asia is a harder call.” And even though a U.S.-Mexico-Canada Agreement has been signed and is on track to replace NAFTA, it will take time to implement, he said. But above all, Dieli cautions against “current-itis” – a condition where people expect economic shifts a day after a headline hits the news. “Don’t let the last headline be the basis of what makes your next decision,” he said.

YOUR GO-TO SOCIAL MEDIA SOURCES @todaystrucking

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KEEP IN TOUCH

HERE ARE A FEW EXAMPLES OF TWEETS POSTED THIS MONTH

Facebook.com/ TodaysTrucking Facebook.com/ TruckNews

Dec. 19

Dec. 20

Dec. 18

@RyderSystemInc shutting down six of 44 Canadian maintenance and service locations in the new year. James Menzies reports. Trucknews. com/equipment/ryde…#trucking #economy

Breaking News: @ONtransport to defer enforcement of new rules governing the emergency controls for self-steering lift axles in SPIF configurations. Trucknews.com/ equipment/onta … #trucking #CTEA

“We did not move to town, the town moved to us,” says small trucking company owner after winning court battle with the Town of Grand Valley. trucknews.com/transportation …

Linkedin.com/ company/ today’s-trucking

Youtube.com/user/ TodaysTrucking1 FEBRUARY 2020

When it has to be there, it has to be Mack. When it comes to delivering feed to rural farms in British Columbia’s Fraser Valley, Ritchie-Smith Feeds knows their customers depend on every haul. That’s why Ritchie-Smith Feeds chooses Mack Trucks to navigate the demands of every delivery—so the farms and livestock get the feed they need. On time. Every time. Watch the whole story at MackTrucks.com/RitchieSmithFeeds

Drivers

Trucking industry is largely deaf to a driver’s realities By Al Goodhall

ebruary 2020 marks the 21st anniversary of my first trip as a longhaul trucker. Having accumulated approximately 4.5 million safe collision-free kilometers over that time, I remain passionate about what I do, but I’m having a difficult time coming up with a positive spin on those 21 years in terms of the relationship between drivers and the trucking industry. The independence, freedom and money all appealed to me when my eye first turned toward trucking in the late summer of 1998. I could be my own boss. Those things continue to hold true for me today. But one of the things I quickly learned about the trucking business was that information flowed from the top down, and if you wanted to express your ideas and objectively criticize anything based on your firsthand experience, it was truly an uphill battle. Basically, the cost of your independence and freedom was “shut up and follow the rules.” The rules were inflexible and remain so. When I was indoctrinated as a driver in 1999, I was taught how to manage my driver logbook to maximize my income. This education came from my fellow drivers after I had earned my AZ (Class 1) licence. There was a ministry way, and there was an industry way. It was a dance we all learned and everybody was

content. You didn’t want to rock the boat because the system worked. When I first joined this industry, safety and compliance was more about dotting the I’s and crossing the T’s than anything else. Individual common sense within the driver pool was the primary factor that ensured public and personal safety. The rules could be bent but you didn’t want to get caught bending them. That was my first lasting impression. Drivers today continue to be managed from the top down. I’m not talking about the relationship drivers have with their individual carriers. We can work for progressive carriers that care for us, listen to our concerns, and

treat us accordingly, but the industry as a whole remains largely deaf to the realities a driver faces every day on the open road and the way that experience affects us on a personal level. I recognize this is my opinion, but it is not unfounded. You only have to reflect on issues that affect drivers directly to see how little has changed over the past two decades. Hours of service, drug and alcohol testing, and CVSA inspections are three specific areas that are constantly trumpeted by the industry as controls to improve safety. In fact, the only real change over the past 20 years is the increased levels of enforcement. We now have

electronic logging devices and speed limiters along with a new clearinghouse this year for U.S. drug and alcohol testing. There is no limit to the amount of money that can be spent to put systems of best practices in place to protect organizations from liability, but there remains a complete lack of investment in individual drivers. The reality is that safety rests in the hands of individual drivers. Drivers continue to do battle with a lifestyle that brings with it a high level of personal risk, with little opportunity to influence change over a system that proclaims to have their best interest at front of mind. I was listening to a radio program about Albert Einstein on one of my trips around Christmas time and it opened with this quote: “The same problem can’t be solved by the conscience that created it.” That quotation sums up where we are at this point in time within the trucking industry. We are doing the same things with greater intensity to solve the same problems that have existed over many decades. The message from drivers is straightforward. It’s not working. TT Al Goodhall has been a longhaul truck driver for 21 years, and has accumulated approximately 4.5 million collision-free kilometers in that time. His monthly column offers a perspective from behind the wheel.

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Open Mike

Supply chain faces speed bumps in 2020 By Mike McCarron

y favorite quote from The Irishman is when legendary Teamster boss Jimmy Hoffa, played by Al Pacino, bellows to a group of truck drivers at an organizing meeting, “If you got it, a truck brought it!” Ironically, until I watched the trucking/mob flick over the holidays, I thought that iconic saying was a trucking association tagline. The quote also speaks to the realities of being a trucker. We do most of the road work for the world’s supply chain, which means there are factors over which we have zero control that can make or break our success. Looking ahead, I can map out a number of potential speed bumps for supply chains and your bottom line in 2020.

Economic vs. freight recessions According to the World Bank, the global economy is predicted to grow at a sluggish 2.5% pace as manufacturing slows and debt increases. The signals are mixed here in North America, where there at least are forecasts for more positive growth. Unfortunately, economic cycles and freight cycles don’t run in parallel. The Cass Freight Index reported that load availability fell in all key over-the-road modes during the second half of 2019. Soft truckload, LTL, carload rail, and intermodal

tonnage numbers point to a sustained freight recession, which means shippers will be in the driver’s seat on rates into 2020. The good news is that freight cycles are shorter than economic cycles. Historically, they go up for two years and down for one year. Expect the freight recession to end midyear when the capacity pendulum swings back to favor carriers.

Trade wars and political unrest Shooting wars can bring instability, but so can a single event like the arrest of a Huawei executive. Think of the poor carriers in Canada’s $26-billion canola sector. As a result of that arrest, China wiped out 40% of the market when they stopped purchasing our canola seed. Those truckers were innocent victims in a political brawl no one saw coming. Speaking of China, by the time this column hits the

press, hopefully the first phase of the trade deal between the U.S. and China will be signed. But U.S. President Donald Trump is also blabbering about not agreeing on the second part of the deal until after November’s “re-election.” More uncertainty. Some positive trade news heading into 2020 is that NAFTA 2.0 – the amended Canada-U.S.-Mexico Trade Agreement – will be ratified in the first quarter. This is great for truckers, who haul almost two-thirds of the trade that crosses the 49th parallel. Even better news is that the new deal keeps a dispute resolution in place and out of Donald’s irrational hands.

Trucking industry reset

binge are still with us. I expect capacity to reset and align better with freight demands at some point this year. The costs of insurance and real estate are not subsiding any time soon. Throw compliance, technology and weed into the mix, and small players will continue to struggle. Lots are quietly closing the doors and walking away from the industry, especially out west. As painful at it is to see carriers and good people leave the industry, it opens up opportunities. So, here’s hoping for a rebound – and some sanity – in 2020. Year after year, cycle after cycle, if there’s one thing we can depend on, it’s this: If you got it, a truck brought it. TT

If there’s peace at the trading table, there will be an abundance of consumer confidence and freight to move in 2020. The bad news is there are too many trucks to move it. The effects of the post-2018 equipment-buying

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.

FEBRUARY 2020

Best Fleets

PART 4

Searching for the Best Fleets Program judging enters the home stretch By James Menzies It’s a chilly January morning, but things are heating up around the kitchen table at Mark Murrell and Jane Jazrawy’s Newmarket home, where scoring is underway for the international Best Fleets to Drive For program. Out of 115 nominees, 62 finalists have made it through the judging process. They were first nominated by a driver, then responsible for completing an in-depth questionnaire to reveal insights into workplace and employee programs. That was followed by a phone interview with a Best Fleets judge and then, depending on the fleet size, a number of driver surveys had to be completed. On Jan. 7, Best Fleets judges gathered in person to score fleets based on their questionnaire and interview responses. The goal was to come up with a list of 20 Best Fleets, from which two grand champions would be selected and celebrated at the Truckload Carriers Association (TCA) annual convention in early March. There were four scorers: Murrell and Jazrawy, founders of CarriersEdge and the Best Fleets to Drive For program, and CarriersEdge employees Courtney Muir and Christine Brooks-Wilson. As a journalist embedded into the judging process, I was given one question to score, which was overseen for consistency by Murrell and Jazrawy. Not all questions in the questionnaire are scored, and the scoring process evolves each year. This year, questions scored for the first time involve: pet policies; natural disaster readiness; home time; dispatcher-to-driver ratios; harassment policies; and personal safety, among others. Organizers update the scoring procedure each year based on emerging trucking and societal trends. I was asked to score the question: How do you minimize equipment-related downtime? Responses ran the gamut and

The Best Fleets to Drive For scoring team, featuring (clockwise from left): Courtney Muir, Christine Brooks-Wilson, Mark Murrell, and Jane Jazrawy gather around the kitchen table.

exposed a wide array of strategies. Fleets were scored on a scale of one to three. Boyle Transportation laid out a detailed response to its approach. It highlighted initiatives including: spec’ing equipment to reduce downtime, including Tefloncoated fifth wheels and auto-lube devices; a driver app through which drivers can report and photograph equipment-related issues; and preventive maintenance schedules that exceed OEM recommendations. Drivers receive guaranteed wages so they’re not financially affected by equipment downtime. This year, judges are awarding fleets that encourage driver involvement in activities such as driving championships, and operations that allow pets. But for the first time, they’re also asking questions about how many drivers return to the

company after leaving for another carrier. The scores are added up by computer, but there remains a human element to the final selection process. Judges look for any anomalies that may have occurred. But generally, the Top 20 aren’t affected by any such late changes to the scoring mechanism. “That bottom five (of the Top 30) are where the changes happen,” Jazrawy explained. The scoring system is set up to address: driver programs; driver satisfaction; safety; and driver turnover. “The question is, how do we weight those different things?” said Murrell. “The challenge is, the formula is different every year and it has to be different ever year. You can’t have companies with amazing programs where drivers aren’t happy, or companies who don’t do much but manage to find a group of drivers that are happy with that, stick around, are running safely and aren’t quitting. We have to factor that in.” The algorithm is always being updated from year to year, and even sometimes on the fly. “It has to be defendable every time,” Murrell said. The scoring process was expected to take several days. By Jan. 14, results had to be submitted to the Truckload Carriers Association (TCA), which will announce the Top 20 by the end of January. The main winners are to be announced at the TCA annual convention on March 3 in Florida. Teasers will be pushed out via Twitter (@BF2DF) and on Facebook, but don’t expect them to be easy to solve. Several years ago, organizers revealed the distance in miles between the two grand champions’ home offices. Naturally, a logistics-savvy audience quickly figured out the winners. “We have to be almost annoyingly vague,” Jazrawy said. “The companies involved and their drivers are always looking at those hints, trying to figure it out.” TT

BEHIND THE CURTAIN This marks the fourth installment in a five-part series, taking you behind the scenes of the Best Fleets to Drive For program. For the first time, an industry journalist has been embedded into the program and permitted to report on the entire selection process. The first three parts in the series were published in Truck News and can be read on TruckNews.com. The series finale will take you behind the scenes as the Top 20 fleets are celebrated at the TCA’s annual convention in Florida on March 3. FEBRUARY 2020

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IDENTIFY

RISKY BUSINESS AVOID

HELP

Tips to identify, avoid, and even help high-risk drivers By James Menzies In time, every fleet’s best defences will be penetrated by a high-risk driver. It could be a new hire who performed admirably on the road test and in training, only to slip back into bad habits when turned loose on their own. Or, it could even be a longtime veteran who has become complacent and adopted bad habits after many years of safe driving. It’s important that fleets be on the lookout for these drivers and have an action plan in place to correct risky behaviors before they result in a crash.

Avoid ’em

Identify ’em

Keeping high-risk drivers from entering your fleet begins with the hiring process. “Tracking violations and incidents is still the best predictor of a high-risk driver,” said Scott Creighton, national director of risk services with Northbridge Insurance. He urges fleets to do proper reference checks to verify the driver’s history. “Get that done, and review abstracts – both commercial and personal ones,” he added, noting driving habits in a personal vehicle often carry over to the commercial vehicle. Document the hiring process and ensure the driver signs off on any disciplinary policies that are in place as well, so the driver clearly understands the expectations. Steve Newton, director of safety for Challenger Motor Freight, agreed. “We identify high-risk drivers right at the time of hire,” he said, “usually based on their CVOR or employer reviews. We do training for that before they even get into the truck. If they’ve had speeding tickets, we do training with them before they hit the road for us. We watch them and add it into their performance screen to ensure the training took.”

Even if every measure was taken to avoid hiring a high-risk driver, the challenges can develop over time. Key indications a driver may be at a greater likelihood of being involved in a crash include: violations; hard braking; aggressive lane changes; following too closely; and speeding. Carriers are increasingly using technology to capture these behaviors. Challenger, for example, uses telematics to monitor driver behavior. “It evaluates their hard brakes, following distance, any erratic lane changes, and overspeeding,” Newton said. “We use that as the catalyst for if we are going to bring drivers in for observation or retraining.” Challenger is not currently using in-cab cameras, but the technology is gaining acceptance, and the fleet is considering implementing the devices. “Dash cam footage is fantastic for getting those alerts you really need to do something about,” said Creighton. Del Lisk is vice-president of safety services with dash cam supplier Lytx. He explained video provides context to some of those risky maneuvers that on their own don’t necessarily reveal who was at

TODAY’S TRUCKING

fault. Cameras also capture near crashes, an indicator of future crash risk. “Video has the ability to identify near collisions and the ability to understand if it was controllable or not,” said Lisk. Video can also be used as a training tool, added Creighton. Many fleets that have installed a video telematics platform have been surprised to find their highest-risk drivers weren’t who they’d have suspected. “There’s the 1-2% [of drivers] who quite frankly have been troublesome in other areas of employment too,” said Lisk. “But typically there’s also the driver who’s been with the company for 15-20 years, been a great employee, has a good attitude, doesn’t have a bad driving record, but through the system you start to see incidences of following too closely, having near collisions.” Only technology can help identify those drivers Newton referred to as “safe by accident.” Or just plain lucky.

Help ’em The good news is the vast majority of high-risk drivers can be salvaged without drastic action such as termination. “I’m very comfortable in saying way over 95% are salvageable, providing the right approach is taken,” said Lisk. “This isn’t a tool to fire people. It’s a tool to help improve people so you can retain them.” When bad habits are identified, it’s important to act on them as soon as possible, Lisk noted. But when exactly you call the driver in to discuss the behavior will depend on operations and logistics. “Sooner rather than later is the key theme,” said Lisk. At Challenger, a driver is usually contacted within an hour of a critical event occurring. “A lot of times, especially with following distance, it’s one and done,” Newton said. “It’s a quick conversation on the phone about the behavior and it goes away. Other times, for repeat offenders – more than five in a month – they come in and we do [online] training to start. And if that’s not effective we will do more hands-on training.” Red flags that suggest a driver is not going to correct their behaviors include

Risky Business

HEED THE WARNINGS

those who become defensive when presented with evidence of their highrisk behaviors, and blaming others, Creighton said. Citing excuses such as, ‘That car shouldn’t have been parked there” mean a driver is likely to repeat the same mistakes. Failure to respond to remedial training may also be a sign a driver just isn’t a fit. Challenger takes a carrot-and-stick approach to driver discipline. It rewards good behavior, but will also strip a driver of a safety bonus if they haven’t earned it. The first step is to connect drivers needing help with a driver coach. Discipline is secondary. “A lot of what we do is a face-to-face conversation and that seems to work the best,” said Newton. Lisk urged fleets to use telematics, and specifically video telematics, as a teaching tool – not for punishment. “Sometimes new customers unintentionally end up being the safety cop rather than the safety coach,” he said. TT

The American Transportation Research Institute in 2018 updated its Predicting Truck Crash Involvement report, which looks to identify the driving behaviors that best predict the likelihood of future crash involvement. As in the 2011 update, a reckless driving violation was the leading indicator that a driver is at a heightened risk of being involved in a crash. Here are the Top 10 indicators, and the increased crash likelihood when compared to a driver’s peers:

The crash likelihood increased: 114%

If a driver had: A reckless driving violation A failure to yield right of way violation

101%

A failure to keep in proper lane conviction

83%

A failure to use/improper signal conviction

82%

A past crash

74%

An improper lane/location conviction

72%

An improper pass conviction

70%

A reckless/careless/inattentive/ negligent driving conviction

69%

An improper or erratic lane changes conviction

66%

An improper lane change violation

63%

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In Gear

39 Cell Power 42 Mack LR Electric 44 Product Watch

EQUIPMENT NEWS, REVIEWS, AND MAINTENANCE TIPS

Engines do not work in isolation. Consider all the possible use cases and the rest of the driveline.

Engine Spec’ing 101 What to know when you’re picking power By Jim Park How fast do you want to go, how much weight are you planning to pull, and how much are you willing to spend to accomplish your goals? In a roundabout way, those are the three questions you need to ask before deciding on your engine spec’. Realistically there’s much more to consider. But if you’re planning to pull what might be called a typical American load (80,000 lb./36,000 kg) on fairly flat ground, an engine producing 350 hp and 1,450 lb.-ft. of torque is all you really need. That would put you into 11-liter territory, with ratings of 325-425 hp and 1,250-1,550 lb.-ft. On the other hand, if you’re pulling eight-axle B-trains through the Rockies, you’ll be much happier with something in the 15-liter range producing 550-605 hp and 1,850-2,050 lb.-ft. That

TODAY’S TRUCKING

said, plenty of fleets happily pull B-trains over less-demanding terrain with 13-liter engines dialed up to 500 hp/1,750-1,850 lb.-ft. There’s really no pat answer to the question, “How much engine do I need?” Your engine spec’ depends on what you plan to do with the truck. Dealer sales reps are usually your best resource when it comes to spec’ing powertrains. “The first question we usually ask our customers is, are you looking for best fuel economy, best performance, or a balance of both?” says Mike Stricker, director of component sales, Daimler Trucks North America. “We also ask if they are satisfied with the spec’ of the truck they currently own or drive.” Proprietary Detroit Spec’ Manager software is then used to simulate customer

routes and vehicle configurations. Such spec’ing programs can also reference the experiences of thousands of in-service trucks along with established manufacturer-specific performance metrics like startability and gradeability. “These metrics usually correspond with the best fuel efficiency,” Stricker says. Torque and horsepower are obviously prime considerations, but you also need to think about the physical size of the engine. They are available today in 11-, 12-, 13-, 15- and 16-liter displacements. Engine rating charts show there’s a lot of crossover in the 400-500 hp/1,650-1,850 lb.-ft. engines available across several displacement ranges. “The last decade has seen significant migration of on-highway engines from 15-liter to 13-liter with so much power being packaged in a smaller displacement,” says Carl Hergart, director of powertrain and advanced engineering at the Paccar technical center. “A lot of this has to do with the fact that a majority of applications, especially overthe-road, typically are in the range of 400-510 hp and 1,550-1,850 lb.-ft. Smallerdisplacement engines offer the added benefit of reduced weight.” Of course, displacement does not affect fuel economy in a like-for-like situation. A 450/1,850 13-liter engine will get you the same fuel mileage as a similarly rated 15-liter engine. So, does displacement make a difference? “There can be distinct differences in displacements that need to be considered,” says RaNae Isaak, powertrain TCO and consultancy leader at Cummins. “A 450/1,850 15-liter engine will operate differently from a similar 12-liter engine. As a couple examples, engine life can vary depending on the way the engine is used, and engine brake performance can be different.” In most cases, the larger displacement engine will be heavier than its smaller cousin. From a budgeting standpoint, the

In Gear smaller-displacement engines can be less expensive upfront. In many cases, certain electronic features have blurred the distinction in displacement, such as the multi-torque options. “Multi-torque ratings are a way to get the best of both worlds – torque when you need it, and improved fuel economy when you don’t,” says Isaak. “Torque management strategies allow a user to be better optimized automatically without any change in hardware.”

It depends on the gears The final decision on engine ratings depends on how the rest of the driveline will be spec’d. The driveline spec’ will determine the engine speed, which affects torque availability and ultimately fuel. Volvo Trucks powertrain marketing manager John Moore has an interesting way of looking at it. He says the data collected from in-service trucks and used to build predictive trip modeling now allows customers to factor trip times into their decision, not just fuel economy and performance. “Most drivers would tell you there’s a big performance difference between a 450- and 500-hp engine,” Moore says. “In fact, it can be as little as two to three miles per hour on a 6% grade. You can hardly tell the difference, yet you’ll probably have to pay more for a beefier driveline for the 500-hp engine, and maybe even a higher price for the warranty coverage for that driveline. Is the two to three miles per hour really worth all that?” Moore says that when Volvo runs trip time calculations comparing different drivelines – the higher and lower numeric axle ratios, with higher and lower engine speeds and horsepower – the differences in trip time for specific legs can be mere minutes. But the fuel savings can be significant. Most dealers can now do those sorts of calculations based on modeling and actual customer data. You tell the dealer sales rep what you plan to do with the truck, and they can come up with options. This can really help make decisions based on data, not seat-of-the-pants impressions or stories from other drivers. However, buyers need to be upfront about their intent. Don’t tell the sales rep

TORQUE, HP, AND AXLE RATIOS

orsepower always gets top billing in engine ratings, but it’s torque that does most of the heavy lifting in today’s powertrain. Here’s what the numbers mean, how they relate, and how they affect performance.

Torque is a measure of the rotational force applied to the engine’s crankshaft and ultimately to the drive wheels. It is expressed in pound-feet (lb.-ft.). Horsepower is a measure of the amount of work the engine does over time, expressed as X horsepower at a given engine rpm (445 hp @ 1,600 rpm). In very unscientific terms, torque is “pulling power,” while horsepower is what keeps the truck moving at a given speed. As you can see from the torque and horsepower chart, engine torque is highest at low engine speed (1,550 lb.-ft. @ 975 rpm), while horsepower is highest at higher engine speed (455 hp @ 1,625 rpm). The axle ratio defines the number of times the input shaft (driveshaft) will have to to produce one full rotation of the axle shaft. For example, a 4.11:1 ratio means the driveshaft will have to rotate 4.11 times to produce one full turn of the axle. Likewise, a 2.24:1 axle ratio means the driveshaft rotates 2.24 times for every one rotation of the axle. For fuel efficiency, a low numeric drive axle ratio (2.24:1) gives you a low engine rpm (where all the torque lives) at cruise speed, thus reducing fuel consumption. A higher numeric axle ratio (4.11:1) keeps the engine running in the higher horsepower range, thus improving performance. If fuel efficiency is your goal, you’ll want an engine that produces a lot of torque at low rpm (1,100-1,200 rpm). Provided the weight and terrain are suitable, the dealer might recommend what is called a “downsped” driveline (gear fast, run slow) with low numeric axle ratio, like 2.47:1 or 2.26:1. If high performance is your preference (high weight and/or hilly terrain), a higher numeric axle ratio will be more suitable to keep the engine in the higher horsepower range of 1,300-1,400 rpm (3.36:1 or 3:55:1).

Horsepower and torque curve

The chart was chosen for its clarity. It represents a Detroit Diesel DD15 engine with a rating of 455 hp and 1,550 lb.-ft. The engine is available in ratings from 400-505 hp and 1,550-1,750 lb.-ft.

FEBRUARY 2020

In Gear you plan to operate at 105 km/h all the time if you’ll be driving on a lot of twolane roads at 90 km/h.

Programmable engine parameters can make 400-hp engines perform like 500-hp engines. Ask your dealer for help in setting up your engine.

Programmable parameters “There’s a lot more opportunity for improving fuel economy and performance with programming,” says Navistar heavy-duty product segment marketing manager Jim Nachtman. “There are parameters there that can be modified beyond the standard factory settings, for example. Setting the cruise control to allow the truck to roll out slightly above the engine-brake-on setting allows you to conserve momentum and save fuel. That’s an adjustable parameter.” There are dozens, if not hundreds, of engine parameters that can be adjusted to tweak the engine spec’. A knowledgeable sales rep can help set the engine up for optimum performance and fuel economy. Today’s engine spec’ can hardly be considered in isolation. Powertrains are now fully integrated with engines and transmissions working together for optimum fuel efficiency or performance. Many of the optional parameters,

such as predictive cruise control or adaptive cruise control, are available through all manufacturers, but each one does it a bit differently. You may prefer one over another. “Many new buyers don’t realize all the options available to them,” says Mack’s director of product strategy, Roy Horton. “The dealer will ask the customer a lot of questions in the initial stages of the spec’ing process to determine what they are looking for. When the priorities emerge, they can start drilling down to specific options and parameters.”

To get the best performance from the truck, the whole driveline has to be considered, from the engine to the rear axle ratios. The choice of driveline and rear axle ratio is part of the powertrain specification along with the engine and transmission. All components of the powertrain have to be carefully selected in order to get the optimum performance and efficiency. If you’re new at this, take full advantage of what the dealer can offer in terms of spec’ing suggestions. They are the experts. TT

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October 14, 2020

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TODAY’S TRUCKING

In Gear Nikola’s hydrogen fuel cell-powered Class 8 truck, the Nikola Two, is flashy and efficient. Is that enough to overcome our unfamiliarity with fuel cells?

The hydrogen fuel cell stack is something new to Class 8 trucks. Nikola started with a clean-sheet design. Will traditional OEMs find ways to package this technology on existing chassis, or start fresh with purpose-built designs?

Cell Power The race to ‘electrify’ trucks is on, but will fuel cells or battery cells power the future? By Jim Park Diesel fuel is hard to beat in terms of energy density, storage and ease of use, but we’re trying. The push toward greener and less carbon-intensive transportation is taking trucking into territory where we’re forced to make up the charts as we go. Since the industry became serious about this topic over the past few years, two apparently viable ways of powering electric trucks have risen to the top: hydrogen fuel cells and lithium-ion batteries. Each seems somewhat better suited to certain applications than the other. Will a clear winner emerge, or are we likely to have two applicationspecific alternatives to diesel?

Hydrogen-electric fuel cells Fuel cells are a bit like diesel engines in that they operate most efficiently at a steady state, like on-highway operation. A computer controls the flow of hydrogen to the fuel cell, producing the electricity, but it’s the battery that actually provides the “throttle” as more or less power is needed for things like hills and headwinds. Regenerative braking can occur as well, but there will be fewer opportunities for that while traveling at highway speed. Hydrogen has one clear advantage over today’s battery-electrics: longer range without sacrificing space or payload. Nikola Motors has said its daycab

and sleeper fuel cell trucks, Nikola One and Nikola Two, will have a range of 800-1,300 km (500-800 miles) on 80 kg (175 lb.) of hydrogen in a chassis that it says weighs no more than a typical diesel sleeper tractor. Kenworth and Toyota say their prototype trucks, unveiled at the Consumer Electronics Show in January 2019, will have a range of 560 km (350 miles) and 55 kg (120 lb.) of storage capacity. Removing the diesel engine, transmission, fuel tanks and aftertreatment system from the tractor will offset the weight of the six carbon fiber hydrogen tanks, the fuel cell stack and a 12-kW drive battery, making it close to weight-neutral compared to a diesel truck. “The heaviest part of this system is the storage tanks at about 4,000 pounds, but we’re still way below the 7,260 kg (16,000 lb.) of batteries you’d need for the same distance,” says Brian Lindgren, head of Kenworth’s research and development FEBRUARY 2020

In Gear team. “Then there’s recharge time. Charging the batteries would take several hours, but you can fill 55 kg (120 lb.) of hydrogen in about 15 minutes.” Meanwhile, when the Alberta Zero-Emissions Truck Electrification Collaboration (AZETEC) project begins later this year, two long-combination B-trains operated by Bison Transport and Trimac Transportation will run 700-km (430-mile) round trips between Edmonton and Calgary on a single hydrogen fill. They’ll each include three 70kW FCmove-HD Ballard fuel cells. This pilot project is part of a threeyear, $11.2-million initiative sponsored in part by the provincial government to design and test heavy-duty, extended-range, hydrogen fuel cell electric trucks. Dana’s Spicer Electrified e-Propulsion systems with TM4 Sumo HP motor-inverters will power the vehicles.

Battery-electric trucks While Tesla continues to boast about a 500-mile (800-km) range and zero-to-60 times of less than five seconds for its yetbuilt Tesla Semi, traditional truck build-

A demonstrator battery-electric truck from Peterbilt and Dana weighs about 250 pounds more than a similar diesel-powered truck. Who’s going to lose sleep over 250 pounds?

ers and a handful of startups are getting serious about putting battery-electric trucks into specific markets. Peterbilt, for example, has identified three markets where battery-electric trucks should do very well: refuse, regional, and urban pickup-and-delivery. Battery-powered trucks benefit greatly

THE PROS AND CONS OF

ydrogen is a fuel of an entirely different sort. It doesn’t burn in the fuel cell. In this context, it is an energy storage medium that has more in common with a battery than a liquid fuel – and it has much higher energy density. The U.S. Office of Energy Efficiency and Renewable Energy says, by mass, the energy content of hydrogen is 33.3 kWh per kilogram versus 12.5 kWh per kilogram for diesel. For example, 10 kilograms of hydrogen stored as a compressed gas provides the equivalent energy of a 330-kWh lithium-ion battery pack. Storing that energy as hydrogen is much lighter and space-efficient than traditional lithium-ion batteries, which gives hydrogen a dramatic range advantage over batteries. Storing 80 kg (175 lb.) of hydrogen in storage tanks that weigh about 1,800 kg (4,000 lb.) would provide 800-1,300 km (500800 miles) of range, making it a better candidate than batteries for longer hauls and inter-city movements. On the vehicle, a Polymer Electrolyte Membrane or Proton Exchange Membrane (PEM) fuel cell produces electricity by combining hydrogen with naturally occurring oxygen. Essentially it’s reverse electrolysis. The flow of electrons through a membrane produces electricity that charges a battery. The only byproducts are water vapor and heat.

TODAY’S TRUCKING

from highly transient, stop-and-go operation with lots of opportunity for regenerative braking. Electric motors tend to be more efficient at low speeds and less efficient at highway speeds. Opportunity charging (otherwise known as regenerative braking) can help extend range, in some cases up to 50%,

HYDROGEN

While hydrogen is the most abundant element in the universe, it unfortunately does not occur naturally. Pure hydrogen must be physically or chemically separated from constituent compounds, such as the hydrocarbons that form natural gas or water. The process of separating pure hydrogen from its base compounds is energy-intensive and not very efficient. The two most common ways of producing pure hydrogen are Steam Methane Reforming (SMR) and electrolysis. SMR uses high-temperature steam that reacts with a high-carbon source such as methane or natural gas to free the hydrogen. About 90-95% of hydrogen produced today comes from SMR, but that process produces carbon dioxide emissions. There are additional “costs” to hydrogen, such as 10-15% energy lost when compressing the gas up to 10,000 psi, and additional inefficiencies in the fuel cell itself. Most fuel cell makers claim 50-60% efficiency, but some developers claim efficiency could be as high as 80% in future generations of the technology. Just for perspective, today’s most efficient diesel engines are only about 45% efficient at turning the chemical energy in diesel fuel into kinetic energy to move trucks, so hydrogen is very much in the ballpark, comparatively speaking.

In Gear THE PROS AND CONS OF

LITHIUM-ION BATTERIES

A Traditional OEMs are putting electric drivetrains into places the diesel stuff used to be, while some startups like Tesla and Nikola are designing their chassis from a clean sheet.

says Rick Mihelic of the North American Council for Freight Efficiency (NACFE). “We’ve seen what a difference opportunity charging can make in the field, but we cannot always build that into our calculated range estimates.” The challenge in these early days is to right-size the battery pack, providing the right combination of range and payload. “Our challenge is to make sure to use the right fuel at the right place,” says Yves Provencher of Lion Electric, a Quebec-based electric vehicle manufacturer. “I don’t see electricity going longhaul for a long time. Diesel is hard to beat in that segment, but there will be some niches for electric trucks, and that’s the target we are looking at right now – short-range local and regional distribution.” Currently, batteries are the weak link in the chain. Everyone is hoping and waiting for a breakthrough in battery chemistry that would change the equation, and that may have come from Nikola, better known for its hydrogen fuel cell trucks. Back in November, the company announced it had prototyped a new battery technology that could nearly double the range compared to Li-ion batteries, while reducing weight by up to 40% and lowering costs by 50%. “This is the biggest advancement we have seen in the battery world,” said Trevor Milton, CEO, Nikola Motor. “We

s of January 2020, lithium-ion batteries remain our best prospect for powering battery-electric trucks. Experts on the subject tell us a breakthrough in battery technology is imminent, but for now we’ll go with what we know. Li-ion batteries are heavy and expensive. Those two realities are the main constraint in developing battery-electric trucks. We can compensate for cost with grants and purchasing incentives, but the weight is what it is. Current estimates put battery weight at between 6.5 and 11.3 kg (14 and 25 lb.) per kilowatt-hour, according to Rick Mihelic of the North American Council for Freight Efficiency (NACFE). The current consensus for the power requirements for Class 8 trucks are about 2 kWh/mile, so a one-megawatt/hour, 800-km (500-mile) battery would weigh at least 6,800 kg (15,000 lb.). Compounding the problem, experts say you need nearly double the battery capacity to cover all anticipated operating conditions. Li-ion batteries don’t like discharging to less than 20% of their capacity. They lose about 20% of their efficiency over time with fast-charging and repeated charge/discharge cycles, and they are subject to efficiency losses of up to 30% in low ambient temperatures. In trying to right-size its battery packs, Daimler’s e-Mobility group went to its customer base to find out what their range expectations were for applications that could be readily electrified, such as urban medium-duty and shorthaul Class 8 applications. “We found that probably 80% of the group we spoke to were not running more than 240 km [150 miles] per day,” says Andreas Juretzka, head of Daimler’s e-Mobility Group. “That led us to a battery spec’ of 370-km [230-mile] range, which covers – among other things – the swings in ambient temperature that can affect battery performance and to alleviate the customers’ range anxiety.” Those factors make battery-powered longhaul trucks unattractive. However, medium-duty urban applications and shorthaul applications for Class 8 trucks are viable. “When thinking about range, you also need to consider regenerative braking opportunities on your proposed routes, which in some cases could be as high as 50% of the total battery capacity,” suggests Mihelic. In March 2019, Today’s Trucking test drove a Peterbilt 220 EV with a Dana electric drivetrain and a 93kWh battery pack for an anticipated 160 km (100-mile) route. Harry Trost, Dana’s senior product planning manager said the electric version of the truck was just 118 kg (262 lb.) heavier than a similarly configured diesel Model 220.

are not talking about small improvements. We are talking about doubling your cell phone battery capacity. We are talking about doubling the range of [battery-electric vehicles] and hydrogen-electric vehicles around the world.” Too good to be true? Time will tell, but Nikola has taken an unprecedented position to share the intellectual property with other OEMs, even competitors, that contribute to the Nikola IP licence

and new consortium that will commercialize the technology. Even if that new battery technology comes to pass, it still has to go up against Canadian winters. It’s fine to say battery-electric trucks would make a great alternative to diesel in downtown cores like Montreal, Edmonton and Winnipeg in the summer months, but nobody can afford to park those truck three to four months of the year. TT FEBRUARY 2020

In Gear

THE SPEC’S Mack LR Electric HORSEPOWER: Two AC motors – 496 peak hp TORQUE: 4,051 lb.-ft. TRACTION VOLTAGE: 600 volts TRANSMISSION: Two-speed Mack Powershift AXLES: Mack FXL20 20,000-lb. front axle, Mack S522R 52,000-lb. rear axles BATTERIES: Four lithium NMC (nickel manganese cobalt oxide) batteries CHARGING: Up to 150 kw charging power at 200 amps max current, 600-750 volts, SAE J1772 compliant

Leading the Charge Mack set to deliver first electric refuse truck By James Menzies Mack Trucks has taken the wraps off the industry’s first fully electric refuse truck to be put into service, a Mack LR Electric, which will soon be deployed by the New York City Department of Sanitation (DSNY). The truck was demonstrated Jan. 9 at the Mack Customer Center in Allentown, Pa., to a group of truck editors and DSNY representatives. Jonathan Randall, senior vice-president of North American sales and marketing, said DSNY – the world’s largest

TODAY’S TRUCKING

sanitation department – is the ideal fleet to put the truck through its paces. “There’s no tougher testing ground for something like this,” he said. DSNY is on a mission to become carbon-neutral by 2050, and to reduce its greenhouse gas emissions by 80% by 2035. “We can’t do it without this electric truck,” said Rocky DiRico, deputy commissioner of the NYC Sanitation Department. The fleet runs 2,346 collection trucks, 99% of which are Macks. It collects about 12,000 tons of residential

and industrial waste every day. The truck was slated to arrive in New York City by Monday, Jan. 13 and will be put into service sometime around Earth Day in April. Its initial route has already been chosen – a 29-km waste collection run in a middle-class New York neighborhood. But don’t read too much into the short distance, DiRico said. “The real test is how many times you stop and start in the course of the route,” he explained. “The route could be 10 miles (16 km), or 40 miles (64 km). We deal more with hours than miles, with house-to-house stops. It’s hours of operation and how many stops there are in the route.” The truck is expected to handle an eight-hour collection route, at which time its remaining battery capacity

In Gear will be analyzed. Uniquely, New York City uses its collection trucks to plow residential streets. DiRico said this first-generation electric LR may fall short of that capability, but he’s confident subsequent versions will be able to handle both duties. “Ultimately, we have to get to plowing,” he said. “We can’t have a fleet for plowing and collection. Our success and the uniqueness of us is we plow with our collection trucks. Battery technology has improved dramatically already, and we feel within the next year battery technology is going to be 50% more efficient. And that should take us to plowing.” DiRico isn’t expecting cold winter weather to significantly impact the truck’s range or performance. “It appears that has already been factored in,” he told Today’s Trucking of cold weather. In addition to reduced emissions, other benefits of electric refuse trucks include reduced noise and lower mainRocky DiRico, New York tenance costs. City Department of “There’s less Sanitation wear-and-tear componentry on the truck,” said Roy Horton, director of product strategy for Mack Trucks. The trucks use less oil and lubricants, incur less brake wear, and there’s no diesel engine to service. Refuse is an ideal application for electrification, Horton noted, because it’s a closed loop duty cycle in which the trucks return to home base daily for charging. The frequent starts and stops allow for regenerative braking, during which energy is captured, stored, and then used to assist propulsion. The electric LR features two AC motors and produces 496 peak hp and 4,051 lb.-ft. of torque. The truck is equipped with a Heil 25-yard capacity DuraPack 5000 rear loader. The LR being delivered to DSNY features a two-speed Mack Powershift transmission and Mack axles. But instead of being adorned with

a gold bulldog on the front to signify a vertically integrated vehicle, this truck’s bulldog is copper-colored to denote its fully electric powertrain. When the electric LR is put into service, DSNY will be closely monitoring several metrics including: uptime; range; miles; driver feedback; acceleration; payload; regenerative braking; gradeability;

state of charge at start and end of route; charging time and duration; and overall functionality. DiRico said he’s looking forward to putting the truck into service, and assured it won’t be babied. “I look forward to beginning the process of testing, piloting and beating the hell out of that truck,” he said. TT

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FEBRUARY 2020

2020

PRESENTS

PRODUCT WATCH WHAT’S NEW AND NEWS FROM SUPPLIERS

SHOP TOOLS

Induction heaters to release seized parts Induction Innovations has unveiled two new induction heating tools to help release seized aluminum and steel parts and panel bond adhesives. The ALFe 3.5 and ALFe 5.0 deliver precise, safe and reliable heat, salvaging parts that might normally be discarded in the repair process, the company says. The 230V/16A/P1 Alfe 3.5 (IC-3500) offers a nine-minute duty cycle, and includes an LED indicator light and safety-shutoff. It comes with a one-year warranty. Its counterpart, the ALFe 5.0 (IC-5000), is a 208V/20A/P3 tool that comes with a 30-minute duty cycle as well as the LED indicator light and safety shutoff. It also has a one-year warranty. www.theinductor.com

TRAILERS

TIRES

Reposition trailers with walkalong mover Shunt trucks aren’t the only things that can move trailers around a yard or shop. The V-Move XXL 25t is an entry-level walk-along semi-trailer mover powered by batteries and designed to move empty equipment. Moves are further supported with optional remote cameras that can be mounted on the trailer, a wireless remote, and controls to turn on trailer lights and release air brakes. It’s powered by a 48-volt AC motor and can lift and carry up to 8,818 lb., and move trailers weighing up to 55,116 lb. Another model to come in 2020 will be able to lift and move heavier equipment, the company says.

www.xerowaste.ca

New sizes for Huayi’s TBR, OTR Huayi Tire Canada, which distributes TBR and OTR tires, is introducing new sizes for the FT115 and RDS3 tires. The FT115, part of Double Coin’s Opti-Green Series, is now available as a 295/75R22.5. It has a load index of 144/141, and 14 PR (Load Range G). The all-season RSD3 will be available as a a 225/70R19.5 with a load index of 128/126N, 14PR (Load Range G), and N speed rating. www.huayitirecanada.com

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

TODAY’S TRUCKING

National Advertisers CAT Scale 43 www.catscale.com Concord Trailer Rental 35 www.concordtrailerrental.com Eberspächer 16 www.eberspaecher-na.com Freightliner 2-3 Freightliner.com/Safety Highway Star of the Year 12 todaystrucking.com/highwaystar Hino 6 www.hinocanada.com ISAAC Instruments 17 www.isaac.ca Mack 26 MackTrucks.com Marketplace 35 416-614-5800

Meritor 4 meritor.com/brakes Omnitracs 47 www.omnitracs.com/one Peterbilt back cover www.peterbilt.com Stoughton Trailers 8 StoughtonTrailers.com/dryvans Total Canada 20 www.total-canada.ca Truck Tech Fleet Summit 28 www.trucksummit.ca Truck World 32-33 www.truckworld.ca Volvo Trucks North America 10 www.volvotrucks.ca

Canada’s Largest Inventory of New and Used Trucks and Trailers truckandtrailer.ca

1-877-450-6416 Canada’s #1 Source for Heavy Trucks and Trailers

COMPANIES IN THE NEWS A American Transportation Research Institute . . . . . . . . . . . . . . . . . . . 35 B Beacon Transit Lines . . . . . . . . . . . . . . . . . 46 Bison Transport. . . . . . . . . . . . . . . . . . . . . . 40 Boyle Transportation . . . . . . . . . . . . . . . . 31 Burness Paralegal Services . . . . . . . . . . . 14 C Canada Cartage . . . . . . . . . . . . . . . . . . . . . 46 CarriersEdge. . . . . . . . . . . . . . . . . . . . . . . . . 31 CentrePort Canada . . . . . . . . . . . . . . . . . . 21 Challenger Motor Freight . . . . . . . . . . . . 34 Connors Transfer . . . . . . . . . . . . . . . . . . . . 46 Cummins . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 D Daimler Trucks North America . . . 36, 41 Dana . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Day & Ross . . . . . . . . . . . . . . . . . . . . . . . . . . 46 Detroit Diesel . . . . . . . . . . . . . . . . . . . . . . . . 36 F Freightliner . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 FTR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21, 25

G Groupe Boutin . . . . . . . . . . . . . . . . . . . . . . . 46 Groupe Morneau . . . . . . . . . . . . . . . . . . . . 46 H Healthy Trucker . . . . . . . . . . . . . . . . . . . . . 21 Heil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Hino Motors Canada . . . . . . . . . . . . . . . . . 24 Huayi Tire Canada . . . . . . . . . . . . . . . . . . . 44 Hyndman Transport . . . . . . . . . . . . . . . . . 46 I Induction Innovations . . . . . . . . . . . . . . . 44 ISB Global Services . . . . . . . . . . . . . . . . . . 21 K Kenworth. . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 M Mack Trucks . . . . . . . . . . . . . . . . . . . . . 38, 42 Midland Transport . . . . . . . . . . . . . . . . . . . 46 N Navistar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 Nikola Motors . . . . . . . . . . . . . . . . . . . . . . . 39 L Lion Electric . . . . . . . . . . . . . . . . . . . . . . . . . 41 Lytx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

M MacKay and Company . . . . . . . . . . . . . . . 25 N NFP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 North American Council for Freight Efficiency . . . . . . . . . . . . . . . . . . . . 41 Northbridge Insurance. . . . . . . . . . . . . . . 34 P Paccar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Peterbilt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 R Ritchie Bros. . . . . . . . . . . . . . . . . . . . . . . . . . 24 Ryder System . . . . . . . . . . . . . . . . . . . . . . . . 17 T Tesla . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Toyota . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 TransCore Link Logistics . . . . . . . . . . . . . 21 Trimac Transportation . . . . . . . . . . . . . . . 40 TruckMate . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 V Volvo . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24, 37 X Xero Waste . . . . . . . . . . . . . . . . . . . . . . . . . . 44

FEBRUARY 2020

Faces was very similar to the one operated through Morneau’s Eskimo division. And Morneau-Eskimo was already extensively using Beacon’s Ontario network. “What we bought first and foremost was their network,” Morneau says of the recent acquisition. “Our calculations showed it was cheaper to buy out our partner than to implement a brand new distribution network.” Besides, the two companies share TruckMate as a transport management system (TMS), which will help integrating their respective computer platforms. Even more important for Morneau was the fact that they followed a similar approach when spec’ing reefers, allowing for a form of standardization. “In the refrigerated business, I’ll focus more on the reefer units than on the trucks. The reefer units are really what matter most,” he says, noting how drivers and technicians alike need to be familiar with the equipment they use. While they’re now part of Morneau’s business, Beacon’s Ontario staff and Fleet president Andre Morneau expected management team will stay in place. to expand the presence in Levis. The “We’re not coming here as conquerors. opportunity just presented itself earlier than We don’t only buy trucks and a network. expected. (Supplied photo) We’re also entering a relationship with a brand new, yet experienced workforce,” Morneau says. network of carriers such as Canada As for the future, he continues to eye Cartage, Beacon, Midland, Day & Ross, the organic growth that comes with a and Connors Transfer when it comes to freight claim rate that sits below 0.5%. trucking dry and refrigerated LTL cargo. He believes the further integration of Morneau thinks it’s counterproductive technology will also play to implement a parallel a major role in customer distribution network to service, including compete with another enhanced traceability carrier when a partnerand visibility of the ship is possible and profitentire cold chain thanks able for everyone involved. to new tools such as “We have no interest in temperature sensors attempting to create busiintegrated into pallets. ness that’s already there. “Failing in that It only generates over supAndre Morneau department is not an ply. Nobody wins at that option,” he says of cold game and we would be chain integrity. slowly killing ourselves as an industry,” The newly acquired fleet and facility he says, referring to the risk of downward will be part of that commitment, too. rate pressures. As the latest assets are integrated into Still, he recognizes the opportunities the operation, however, the fleet presifor growth when he sees them – like the dent will continue to keep watching for one that emerged when Beacon’s Allan the opportunities that could represent Hume said he might be open to selling. TT more for Morneau. Beacon’s LTL refrigerated operation

More for Morneau Quebec fleet acquires new Levis terminal, Ontario-based fleet By Eric Berard “We’re due for a break now,” Groupe Morneau president Andre Morneau said with a chuckle, as the holiday season approached. In a single week just before Christmas, the fleet had announced the opening of a new terminal in Levis, Que., while its Eskimo refrigerated division acquired Ontario-based Beacon Transit Lines. They’re undeniably new deals, but each announcement still involved seizing an opportunity that fit into broader plans for the St-Arsene, Que.-based operation with 520 tractors and 1,100 trailers. Plans for a new Levis terminal, for example, had actually been in the works since 2007. “We figured that [our] Quebec City terminal would meet our needs for a maximum of 15 years,” Morneau says, referring to expected growth on the South Shore. “It just happened a little sooner than we thought.” The Levis terminal came up for grabs when Groupe Boutin decided to downsize its operations. “It perfectly fit our needs,” he adds, referring to the 15,000 sq-ft building sitting on 10 acres of land. “It’s an LTL terminal with 16 cross-docking doors and barely five years old.” The recent bankruptcy of Celadon, and the related closure of that fleet’s Hyndman Transport operation in Levis, also meant that a pool of potential drivers was available in the region.

Cool opportunity Meanwhile, Morneau’s Eskimo division was enjoying strong business of its own. Some customers had doubled the volume of refrigerated cargo shipped with LTL carriers over the past decade. “Food,” he says, “is still going to be carried around for awhile.” Morneau isn’t looking to move all of it, of course. The fleet participates in a

TODAY’S TRUCKING

“In the refrigerated business, I’ll focus more on the reefer units than on the trucks.”

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