Today's Trucking July/August 2020

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INSIDE

Marketplace The Long Game

Careers, Equipment Deals PG.17 Double the trailers and your productivity PG.25

The Business Magazine of Canada’s Trucking Industry

‘STRANGE TIME TO BUY A TRUCK’

July/August 2020

www.trucknews.com

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Contents

July/August 2020 | VOLUME 34, NO.6

7 9 19 21 30

James Menzies

10

John G. Smith

22

Al Goodhall Mike McCarron Rolf Lockwood

NEWS & NOTES

Dispatches 10 14 15 16

Dispatches Truck Sales Stat Pack Pulse Survey

17 Heard on the Street 18 Trending

In Gear 28 Product Watch

www.truckandtrailer.ca

25

JULY/AUGUST 2020

TRAILER Rentals + Leasing + Sales + Service + Parts

To Mechanics: We know your value now more than ever before.

The wear on your hands is proof of your impact.

Each scar, mark and stain represents a time you kept someone safe.

NEW

You keep the police cars driving, fire engines running, tractors delivering, airplanes flying, and in our case, the trailers rolling.

You keep the world moving!

Thank you Delta (800) 891-8858

Calgary (877) 720-7171

Edmonton (800) 610-1019

Winnipeg (866) 397-5524

Western Canada’s Trailer Specialist

Nanaimo (877) 878-5979

Prince Rupert (250) 627-1981

Port Kells (604) 455 0885

OCEANTRAILER.COM

Retail deals and career opportunities in our new regional Marketplace section.

— PAGE 17 —

Features 10 Buyer’s Market Covid-19 has put some trucking companies on the ropes, but that also presents buying opportunities for others. By James Menzies

22 ‘A strange time to buy a truck’ Roger Mansfield didn’t let a pandemic stall his dream of becoming an owner-operator.

By James Menzies

25 The Long Game Several jurisdictions let you double the trailers and double the productivity with LCVs. Are you ready to double down on the option?

By John G. Smith JULY/AUGUST 2020

3

WITHOUT TODAY’S FLEETS AND DRIVERS, THERE WOULD BE NO SUPPLY CHAIN.

Right now, fleets and drivers across North America are working harder 20B2B14978

than ever to keep the economy running. And we couldn’t be more grateful. There’ll be time to relax with friends and family soon enough.

Until then, thank you for driving and delivering—no matter what.

ROUTE CONTROL® S

BFGoodrichTruckTires.com/en_CA/ © 2020 MNA, Inc. All rights reserved.

ROUTE CONTROL® D

Letters The Business Magazine of Canada’s Trucking Industry

PUBLISHER Lou Smyrlis lou@newcom.ca • 416/510-6881 EDITORIAL DIRECTOR John G. Smith johng@newcom.ca • 416/614-5812 EDITOR James Menzies james@newcom.ca • 416/510-6896 CONTRIBUTORS: Al Goodhall, Abdul Latheef, Rolf Lockwood, Mike McCarron, James Menzies, John G. Smith DESIGN / LAYOUT Tim Norton, Frank Scatozza production@todaystrucking.com • 416/614-5818 SALES AND MARKETING CONSULTANT Nickisha Rashid nickisha@newcom.ca • 416/614-5824 RECRUITMENT AND SPONSORSHIP SALES MANAGER 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, SALES Melissa Summerfield VICE PRESIDENT, EDITORIAL John G. Smith CHIEF FINANCIAL OFFICER Trish Saltys

Push to make trucking a trade Re: Letters (May/June) It was good to read Scott Tilley’s and Murray Mullen’s input on the environment that we as drivers and the industry as a whole find ourselves in right now. But this is also the time to pursue trucking as a trade – the same as electricians, mechanics, etc. We deserve that designation and we need owners like the two mentioned above to help push that along.

— Rob Martin

Don’t absolve brokers of blame Re: Going for Broke (May/June) To say that load brokers are not at fault for low rates is not totally correct. They and their shippers have been taking advantage of this Covid-19 issue and pushing rates lower. Our regular customers have not pushed rates down, and if we can get these same rates from our direct shippers, the broker probably is as well. They are just taking a much larger slice out of it.

The carriers that are stupid enough to take these cheap loads are the second problem here. If the load doesn’t pay enough, I offer the broker the opportunity to buy our truck and trailer and haul it themselves, or I just leave the load and run empty.

— Ray Fennig Preferred Carriers Inc.

Pilot drivers need certification Re: Pilot car industry remains unregulated (Online) With loads increasing in every dimension, and damage to infrastructure increasing in frequency and costs, it is critical we have some way of training these new pilots. As co-chairman of the North America Pilot Vehicle Safety Alliance (NAPVSA), we have pushed for certification for pilots.

The U.S. National Transportation Safety Board in 2014 called for this to happen after the collapse of the Skagit River Bridge due to an oversize load. They also called for the creation of a think tank, which was created in 2017. NAPVSA is made up of members from across North America, from every type of business in the oversize/ overweight industry. That is the only recommendation that has come to pass since the accident in 2013.

The lack of movement has led to the loss of lives and billions of dollars in damaged infrastructure. It is time to bring safety to the forefront of the pilot car industry.

— Dale Karns

DIRECTOR OF CIRCULATION Pat Glionna

Today’s Trucking is published 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.43008019.

ISSN No. 0837-1512. Printed in Canada.

Member

Animal activists present a risk Re: Animal activist struck, killed (Online) Do they (activists) not realize that, if they are contaminated by any kind of virus or anything, they can endanger the animals’ health and the health of the whole herd, which may then have to be put down? Even more sickening, almost half of our government did not want to pass the trespassing law that will prevent these activists from entering and occupying your farm.

— Shawn Marcil

EMAIL:

SEND YOUR LETTERS TO:

johng@newcom.ca james@newcom.ca

Newcom Media Inc. 5353 Dundas Street West, Suite 400, Toronto, Ontario M9B 6H8 JULY/AUGUST 2020

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Editorial

By James Menzies

A Shift to Stigma Truck drivers enjoyed the accolades, but are now facing new Covid-19 barriers

J

ust as Canada’s truck drivers were adjusting to the unfamiliar warmth of widespread public adoration, there are concerning reports that adulation is turning to stigmatization.

In Ontario, a longhaul truck driver’s wife, Bianka Muir, told us her husband was denied entry to his daughter’s elementary school when they arrived to pick up her belongings. A sign stated no one who’d traveled outside Canada in the past 14 days could enter the premises.

Surely, she countered, truck drivers – providing an essential service – are exempt. “No exceptions,” was the response.

“When I asked whether this would be the policy in September when the children return to school, she said ‘That is just one of the guidelines we are looking at,’” recalled Muir, who has reached out with her concerns to Ontario’s education minister.

“I’m sure you understand the problems with this scenario. Thousands of families across Ontario will be affected in September.

Families will have to choose between our trucker staying away from home until the pandemic is over, our children not being able to attend school, or our truckers having to find Ontario-only work, thereby slowing the flow of goods across North America and decreasing our income.”

It’s difficult to imagine this scenario playing out, that cooler heads won’t prevail, but there’s also reason to fear otherwise.

In May, a P.E.I.-based truck driver was fined $1,000 for going to a grocery store to buy food after being in the U.S. Self-isolation requirements were later relaxed for truck drivers in that province, though officials say it had nothing to do with that particular incident.

In Manitoba, there had been only 318 cases of Covid-19 as of June 26, with eight linked to truck drivers. Yet it was the professional drivers who earned the wrath of the public. In several instances, truck drivers were refused service at restaurants, prompting the province’s chief provincial public health officer

to issue a plea for decency.

Dr. Brent Roussin took to local media to admonish those who refused service to the province’s truck drivers.

“We shouldn’t be stigmatizing truck drivers. We should be thanking them. They’ve kept our supply chains open during these difficult times. They’re taking risks to keep our supply chains moving,” Roussin said during a press conference. “No one is asking to be ill.”

He went on to say truck drivers are professionals, taking extra precautions, and do not represent a disproportionate number of cases that would necessitate any special treatment or precautionary measures. He also called for “kindness” to be shown toward truck drivers – something you’d never expect a public health official to have to address.

The good news is, recognition and gratitude from within the industry continues unabated. Free meals are still being offered through various initiatives right across the country, drivers continue to receive personal protective equipment from their employers and other industry organizations, and fleets continue to roll out special truck and trailer graphics that recognize truckers as essential service providers.

This effort needs to continue for two reasons. One, truckers are deserving of the recognition and are selflessly putting themselves at risk for the benefit of others, who are hunkered down at home but well-fed and supplied thanks to their efforts.

Secondly, as we’ve seen already, the general public has a short memory. We can’t let them forget about the vital role truckers are playing, and will continue to play, to get us through this pandemic. TT

“The general public has a short memory. We can’t let them forget.”

James Menzies is the editor of Today’s Trucking.

You can reach him at 416-510-6896 or james@newcom.ca.

JULY/AUGUST 2020

7

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Smith

By John G. Smith

The New Normal Covid-19 has required new approaches in trucking. They’ll be here for a while.

L

ife is far from normal in these days of Covid-19. Businesses have modified operations or shut doors completely, waiting for news on how and when they can return to work.

No matter when individual pockets of the economy reopen, however, it will hardly be business as usual. Looking at practices that have emerged during this pandemic, I’ve come to believe that several changes will stick with the trucking industry for months – or even years – to come.

Don’t be surprised if many of them transform the industry in a permanent way.

The most obvious shift, of course, involves many of the physical barriers established in the name of public health. Until a vaccine is widely circulated, social distancing will be a must.

When it’s not possible to keep six feet apart, that means we’ll be speaking through facemasks and plexiglass. Barriers like these have already emerged everywhere from dispatching offices, to the assembly lines being restarted by equipment manufacturers, and are not about to disappear anytime soon.

As we “non-essential” types are allowed back into offices, and return to spending more of our time with essential colleagues in the outside world, I know that one of my personal challenges will come in the form of one-on-one greetings. My go-to position has always been to step forward, look you in the eye, and offer a firm handshake. But in these pandemic days, extended hands might be greeted as if they were coated in … let’s just refer to it as solid waste.

From truck cabs to truck stops, cleaning practices are taking on a new sense of urgency, too.

At a fleet level, one of the most obvious shifts in the name of social distancing has come in the form of office workers completing their tasks outside the traditional office environment.

Groups from dispatchers to planners and accounting teams have moved home with computers in hand.

And in some cases, there doesn’t seem to be any rush to haul them back into traditional bullpens. Rather than reworking office layouts, some fleets are openly musing about the benefits of remote workplaces.

There are advantages to this beyond preventing disease. Fleets could perform some of the related tasks with less real estate, and recruit personnel who might otherwise look elsewhere because of office locations.

For a long-term change like this to be effective, however, managers need to commit to a greater level of communication than ever before. We humans are social animals by nature. Without the banter in the office, or a quick cross-cubicle question, that will mean more texts, conference calls, and Zoom video chats.

With every piece of transferred data, there will also need to be a renewed focus on steps to keep such information secure.

It’s not the only way that electronic communications will transform fleet activities. Paperwork has been steadily evolving into digital formats for years, but Covid-19 has shifted the process into overdrive as fleets and shippers look for ways to eliminate some of the physical exchanges that remain. And as those final processes are digitized, there’s no turning back. When the data is in hand, opportunities for efficiencies are bound to emerge.

Perhaps the most important change has come in the higher level of awareness about the trucking industry as a whole.

The general public is certainly more aware of the role of trucking in the broader supply chain, even if references to “highway heroes” are already beginning to fade.

Combine this awareness with an economy thrown into disarray, and there’s a new opportunity for employers to tap into a broader labor pool, encouraging would-be truckers to follow career paths on the road. The industry also has the ears of politicians, who are suddenly involved in discussions about things like washroom access for drivers.

It’s time for the industry to take advantages of the opportunities that have come their way. Instead of going back to the way things were, we should all adjust to a new normal. TT

“The general public is certainly more aware of the role of trucking.”

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

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

JULY/AUGUST 2020

9

(Photo: iStock)

Buyer’s Market Covid-19 shuffles M&A landscape in trucking

By James Menzies The Covid-19 crisis has put many trucking companies on the ropes, while also creating a new set of well-liquidated first-time buyers. Because the pandemic has hit certain segments harder than others, some well-run companies are suddenly up for sale, and opportunistic buyers are stepping up for what could be a once-in-a-lifetime investment opportunity.

Just because a trucking company is struggling through

10

TODAY’S TRUCKING

this crisis, doesn’t mean it’s a bad company, points out Mike McCarron, president of Left Lane Associates, a firm that helps buyers and sellers orchestrate mergers and acquisitions.

“There are obviously a lot of companies that are struggling, that are barely making it,” McCarron acknowledged.

“There are a lot of really good companies that were growing, that had good brands, good products – this came so

out of the blue, they’re really struggling. But it doesn’t mean they’re bad companies. When you’re growing, cash is a problem, and a lot of really good companies that should not be in trouble are in it based on zero fault of their own. Very few companies have three to five months cash on hand.”

Left Lane has done three deals since the beginning of the Covid-19 crisis, and all three involved first-time buyers.

“Certainly, the companies that have liquidity, the companies that are sitting in a good cash position, understand this is a great time to buy,” McCarron said. “People are starting to understand with cheap money, it’s a great opportunity.”

He anticipates we’ll see more smaller, tuck-in transactions this year, but added there’s a big appetite for freight brokerages.

While new buyers are emerging, traditional ones are standing on the sidelines. TFI International, which sits atop Todays Trucking’s Top 100 listings (available online at www.trucknews.com), has put some deals that were in the works on hold.

“We were working on a significant-sized deal prior to the virus, but we are not going to be doing any major deals in 2020,” said Alain Bedard, chairman and CEO, when discussing Q1 financials with analysts. “It’s too risky, not knowing how long this virus is going to be with us for.”

If any fleets are to make a big splash this year through acquisition, it may be Titanium Transportation. The company has publicly stated it’s on the hunt for a “transformative” acquisition, which may double its size in one deal.

Delayed GHG rules PG. 12

$20M driver drug bust PG. 12

Quebec crash findings PG. 13

It has $2 million in cash and $11.1 million in credit available to finance such a deal. It also has $12.5 million in acquisition-related facilities.

“We have a ton of dry powder sitting in the barn,” CEO Ted Daniel said during a call with analysts.

In further comments to Today’s Trucking, Daniel said: “Our current balance sheet is able to support a transaction that is transformational in nature. I believe the M&A market will be more active.

Given that these are challenging times, we hope to offer a solution for those considering a transaction.”

But he said the Covid-19 crisis doesn’t change the company’s approach to finding a match. “Our approach has always been to provide a fair valuation that will result in a win-win outcome,” he said.

The company is seeking a deal with a struggling but well-run company, whose owner may be looking to be a part of Titanium.

“We are looking for companies that didn’t expect this (crisis), good companies, good people, that want to become a part of our more technologically advanced organization,” said Daniel.

Seasoned deal-maker Mark Seymour, CEO of Kriska

Group, also said the Covid-19 outbreak hasn’t changed his perspective on the M&A market or the type of fleet that is attractive to purchase.

“M&A can be a fool’s game,” he said. “It can make you better or broke. It’s not market-dependent or recentevents-driven. It’s alignment with willing dance partners.

So that said, I don’t think anything is more attractive right now. If anything, it’s masked by the lack of clarity. It’s easy to see past earnings and performance, but very hard to predict the future. Buyers are buying future.”

He added, “We have been a buyer and will remain so.

Big, small, tuck-ins – it doesn’t matter to us. What matters is good decisions that make us better, not just bigger.”

Asked if struggling fleets operating under the controversial Driver Inc. model, which classifies employees as independent drivers, are touchable in this market or any other, he said, “Not a chance. If we can’t do it right, we won’t do it at all.”

Due to the Covid crisis seen this year, McCarron expects the Top 100 list to look very different next year. “You’ll find that during a crisis like this, the pecking order changes a lot,” he said. TT

Shuffling the deck Truck and trailer counts are constantly fluid in the Canadian trucking industry, especially when merger and acquisition activity is high. The following is a list of key mergers and acquisitions made by Canadian-owned trucking companies over 2019 and year-to-date 2020, which will have affected truck and trailer counts included in this year’s Top 100 listings found at www.trucknews.com:

2020 KEY ACQUISITIONS ■ ■ ■ ■

Joseph Haulage buys Bergland Transport Kriska Group buys Wills Transfer drayage operations Wellington Group buys Trucking Proz TFI International buys R.R. Donnelly and Sons, Gusgo Transport

■ ■

Polaris Transportation Group buys PRI Logistics C.A.T. buys Penner International

2019 KEY ACQUISITIONS ■ ■

Groupe Morneau buys Beacon Transit Lines Kriska Group buys Trailwood Transport, Nexus Freight,

■

Mullen Group buys Argus Carriers, Inter-Urban

Champion Express, Icon Transportation Delivery Service ■

Manitoulin Group buys Trident Freight Logistics ■ GTI Transport Solutions buys Jetco, Precision Specialized Division ■

CN buys H&R Transport’s intermodal business H&R Transport merges with iHaul Freight ■ Bison Transport buys Celadon’s intermodal business, ■

H.O. Wolding ■

TFI International buys BeavEx and its affiliates Guardian Medical Logistics, JNJW Enterprises, and USXP; Schilli Corp.; Toronto Tank Lines

■

Trimac buys Gibson Energy’s trucking business, B&B Transport, Bess Tank Lines

■ ■

Day & Ross buys A&S Kinard and Buckler Transport Canada Cartage buys SpeedEE

JULY/AUGUST 2020

11

Dispatches > NEWS BRIEFS

Canada delays trailer GHG rules Canada has for the second time delayed new greenhouse gas (GHG) emissions standards for trailers, which had originally been proposed to take hold on Jan. 1 of this year.

Details of the delay were published

on June 6, and the rules are suspended for one year or until the latest ruling is repealed. The Department of the Environment is now considering whether Canada should maintain, amend, or even repeal the standards.

This would have been the first time that emissions standards applied to trailers, requiring potential changes such

as aerodynamic upgrades, low-rollingresistance tires, lightweighting, and tire inflation systems.

Similar rules were delayed in the U.S. during a challenge by equipment manufacturers, and have yet to be revived despite a court ruling in the regulator’s favor.

Driver arrested in $20M drug bust U.S. officers have arrested a truck driver working in Canada following the seizure of marijuana worth more than US$20 million at the Peace Bridge Cargo Facility in Buffalo, N.Y. The 9,472 pounds of marijuana were discovered in a shipment manifested as storage containers, and represented the largest narcotics seizure at the border in the last five years.

The driver is a 26-year-old citizen of India, with permanent residency status, but his name was not revealed.

Border officials getting personal

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TODAY’S TRUCKING

Canada Border Services Agency (CBSA) officers are collecting personal contact information from truck drivers at several border crossings, on behalf of the Public Health Agency of Canada (PHAC).

CBSA’s Prairie Region media spokesman Luke Reimer says the project applies to travelers who are not required to complete a 14-day quarantine after crossing the border.

Initially limited to a half dozen crossings at the end of June, the initiative had already expanded to 18 locations as of July 9.

Purolator to add 1,100 jobs Purolator says it will add more than 1,100 new jobs as the Canadian economy recovers from the pandemic.

One year ago, it announced its $1-billion-plus, five-year Delivering the Future growth strategy. The fleet’s home deliveries rose 30% in the second quarter, while retail e-commerce sales surged by up to 120%.

NEWS BRIEFS

Towing companies under scrutiny Ontario has unveiled a task force to improve provincial oversight of the province’s towing industry, mired in violent turf wars and allegations of price gouging.

The task force is to help develop a regulatory model that will increase safety and enforcement, clarify protections for consumers, improve industry standards, and consider tougher penalties for violators.

“The party is over for the bad actors who are engaged in violence and criminal activity in the towing industry,” Premier Doug Ford said during a daily Covid-19 briefing. “Setting up this task force will help us bring together experts to develop ways to better protect drivers, operators and inspectors.”

Manitoulin opens The Pas terminal Manitoulin Transport has opened a new terminal in The Pas, Man., which replaces its existing terminal in the community.

President Jeff King said the new location at 36 Industrial Road demonstrates the fleet’s commitment to the community and surrounding areas.

Nurse practitioners OK for Alberta medicals Alberta will now allow nurse practitioners to complete driver medical examinations, required of commercial drivers, any drivers over 75, and those with specific medical conditions.

About 150,000 driver medical exams are filed with Alberta Transportation each year. Most of them are for people applying for a commercial licence.

Findings emerge in Quebec crash A combination of high speeds and poor maintenance contributed to a workplace accident that claimed the life of Les Sciures Jutras truck driver Sylvain Ferguson, Quebec’s occupational health and safety agency concludes.

Ferguson had been scheduled to make

his second delivery of the day as he took Exit 32 off Highway 55 and applied the brakes on Jan. 18, 2019. But the tractor-trailer continued down the grade without slowing.

When he arrived at a T-intersection, Ferguson turned the steering wheel to the left, but at that speed the truck tipped, slid into the ditch, and mowed through

< Dispatches

utility poles in its path. Then it turned over completely. Ferguson was transported to the hospital and pronounced dead.

The investigation concluded the tractor-trailer’s speed was too high to negotiate the turn, and that poor maintenance management led to a breakdown of the braking system. The brake push rods were not properly adjusted.

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JULY/AUGUST 2020

13

Dispatches

Used prices, new truck sales drop

(Illustration: iStock)

Canada’s used truck values have dropped in recent months, but they are faring better than prices in the U.S. The findings emerged in the release of a market trends report from Ritchie Bros., known for its heavy equipment auctions.

Prices of truck tractors for the three months ending in May were down 5% year-over-year, compared to a 9% drop in the U.S. Vocational trucks saw prices drop 3% compared to those in the U.S., which were down about 5%.

New truck sales are facing struggles of their own. There were just 1,819 Class 8 retail sales in Canada this May, Wards Auto reports. Last May there were 3,357 such sales.

The U.S. retail market consumed 9,165 Class 8 vehicles during the month, down from 24,424 in May 2019.

Canada – May 2020 SALES CLASS 8

14

U.S. – May 2020

MARKET SHARES

SALES

May

YTD

May %

YTD %

CLASS 8

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

523 329 223 217 214 198 115 0 1,819 May

2,752 1,518 1,088 1,073 995 771 441 0 8,638 YTD

28.8 18.1 12.3 11.9 11.8 10.9 6.3 0.0 100.0 May %

31.9 17.6 12.6 12.4 11.5 8.9 5.1 0.0 100.0 YTD %

International Freightliner Hino Peterbilt Kenworth Ford Total CLASS 6

77 66 44 57 31 5 280 May

469 458 238 180 173 23 1,541 YTD

27.5 23.6 15.7 20.4 11.1 1.8 100.0 May %

Hino International Freightliner Ford Isuzu Kenworth Peterbilt GM Total CLASS 5

18 16 4 15 3 1 0 0 57 May

93 85 79 55 8 6 1 0 327 YTD

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

492 69 25 34 27 0 0 0 0 0 647

2,397 395 354 274 89 2 0 0 0 2 3,513

TODAY’S TRUCKING

MARKET SHARES

May

YTD

May %

YTD %

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

3,104 1,277 1,119 1,196 1,084 879 504 2 9,165 May

25,306 10,785 10,003 8,695 6,546 5,602 2,425 17 69,379 YTD

33.9 13.9 12.2 13.0 11.8 9.6 5.5 0.0 100.0 May %

36.5 15.5 14.4 12.5 9.4 8.1 3.5 0.0 100.0 YTD %

30.4 29.7 15.4 11.7 11.2 1.5 100.0 YTD %

Freightliner International Peterbilt Kenworth Ford Hino Total CLASS 6

1,519 981 430 312 104 96 3,442 May

8,474 5,470 3,232 2,305 542 442 20,465 YTD

44.1 28.5 12.5 9.1 3.0 2.8 100.0 May %

41.4 26.7 15.8 11.3 2.6 2.2 100.0 YTD %

31.6 28.1 7.0 26.3 5.3 1.8 0.0 0.0 100.0 May %

28.4 26.0 24.2 16.8 2.4 1.8 0.3 0.0 100.0 YTD %

Freightliner International Ford Hino Kenworth Isuzu Peterbilt GM Total CLASS 5

748 455 1,015 259 187 107 4 123 2,898 May

5,181 4,446 4,093 2,101 1,150 448 22 490 17,931 YTD

25.8 15.7 35.0 8.9 6.5 3.7 0.1 0.0 100.0 May %

28.9 24.8 22.8 11.7 6.4 2.5 0.1 0.0 100.0 YTD %

76.0 10.7 3.9 5.3 4.2 0.0 0.0 0.0 0.0 0.0 100.0

68.2 11.2 10.1 7.8 2.5 0.1 0.0 0.0 0.0 0.0 100.0

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

3,882 767 688 368 333 87 121 0 0 0 6,246

20,369 4,656 4,522 2,004 1,450 804 549 10 5 0 34,369

62.2 12.3 11.0 5.9 5.3 1.4 1.9 0.0 0.0 0.0 100.0

59.3 13.5 13.2 5.8 4.2 2.3 1.6 0.0 0.0 0.0 100.0

Source: WardsAuto

Dispatches

StatPack

69 honored workplaces Trucking HR Canada has recognized 69 workplaces through its annual Top Fleet Employers program. Applicants are rated on topics including recruitment and retention practices, workplace culture, compensation, training and skills development, and innovative HR practices. The top employers will be honored during an annual event in October.

1/3 worried about survival $4.8 million drug bust Two Ontario truck drivers were arrested on March 17 following the seizure of 38 kilograms of suspected cocaine at the Ambassador Bridge in Windsor, Ont. The $4.8 million in drugs were found in a mixed commercial load of citrus fruit.

Surveyed members of the British Columbia Trucking Association (BCTA) don’t expect to return to pre-Covid-19 business levels for 10-11 months. The question is whether some of the businesses will make it that far. Thirtytwo percent of surveyed trucking company representatives are concerned about their very business survival, and they report an average 23% drop in revenue.

100th Alliance location Alliance Truck Parts continues to expand its retail footprint, opening six new Canadian locations as well as its 100th store, located in Lexington, S.C. Recently opened Canadian locations include: Camions B L in Victoriaville, Que.; Freightliner Manitoba locations in Rosser and Brandon, Man.; Tardif Diesel in Ascot Corner, Que.; Trois Rivieres Freightliner in Trois-Rivieres, Que.; and Western Star Trucks North in Acheson, Alta.

71% drop in trailer orders Net orders from U.S. trailer manufacturers, including those destined for Canadian buyers, hit 3,107 units in May – down 71% year-over-year. That total was 29% higher than April, but significantly lower than the 7,400 trailer orders that were on the books before cancelations.

100,000 brake school students Bendix says its Brake-School.com online training platform has been in operation for seven years and now has 100,000 registered users. The online platform offers nearly 90 training courses, as well as customizable plans for fleets and industry groups.

JULY/AUGUST 2020

15

Dispatches

Pu se Reader Survey Tell us your thoughts about ... Covid-19 There is no denying the immediate impact of Covid-19 on Canada’s trucking industry. Freight volumes plunged, backhauls were thrown into disarray, and face masks became standard PPE. In this month’s Pulse Survey, we asked whether you expect lasting changes.

When would you expect trucking-related activity to return to pre-Covid-19 levels?

How long do you expect your trucking-related business to require health and safety measures like social distancing, face masks, etc.?

Does your trucking business require office employees to work from home because of Covid-19?

YES

54 % 7% 8% 36% 34% 7% 8%

1-3 months 3-6 months 6-12 months 1-2 years 2+ years Our business has not seen any change

Do you believe office employees with your business will continue to work from home after public health restrictions are eased?

5% 17% 35% 26% 5% 8% 4%

1-3 months 3-6 months 6-12 months 1-2 years 2 years+ The changes will be permanent We have not applied new measures

Is your business using more electronic documents as a way to promote social distancing?

YES

40 % NO

60 %

YES

NO

NO

46 %

Do you believe Covid-19 will lead to the expanded and long-term use of electronic documents?

YES

NO

89 %

11 %

How safe do you feel on the job when it comes to Covid-19?

(1 = High Risk; 5 = Very Safe)

71 % 29 %

3.8/5

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.

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TODAY’S TRUCKING

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Quebec initiative focuses on PTSD, Covid-19 stress

By Steve Bouchard Patrick Forgues was introduced to post-traumatic stress disorder (PTSD) in 2013 – the day a man committed suicide by throwing himself in the path of his truck.

When the diagnosis came, however, he couldn’t find the support he needed.

So he and his partner Kareen Lapointe founded SSPT chez les camionneurs (PTSD and truck drivers).

Since then, they have dedicated themselves to offering the attentive ear that he would have liked at the time.

“Often people don’t want to talk about what they’re going through. When we created SSPT chez les camionneurs, that was kind of the goal – to provide a resource to talk to when things don’t go well in your truck,” Lapointe says.

Forgues is physically imposing by many

measures. But he has a natural ability to draw people in to share their stories.

“I think people are saying, if a man his size has been able to kneel down and show his vulnerability, so can we,” Lapointe says.

Some of those vulnerabilities have emerged against a backdrop of Covid-19.

It didn’t happen at first. In the early weeks, he actually found that truckers appeared to be more zen-like.

“During the lockdown, there was much less traffic and far fewer accidents,” he recalls. “We have a search unit and we are trying to find the drivers who have an accident. We could spot four or five a day before the pandemic, while we tracked down four or five a week during lockdown.”

But those who were hauling to the U.S.

Patrick Forgues and Kareen Lapointe are working together to help drivers address PTSD and stresses associated with Covid-19.

(Supplied photo)

expressed worries of a different sort.

“Several told me that the sanitary measures were deficient. That the social distancing in clients’ offices was not respected, that they did not wear a mask and that they did not disinfect their hands. I think we were more aware here at the time and it took a month to see the situation change. Many were stressed to see that,” Forgues says.

“Some were burned out,” he says. “As weeks pass, it’s getting worse.” TT

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3E

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TODAY’S TRUCKING

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Speedy delivers a message As racial tensions mount south of the border, a Canadian fleet is using two trailers to deliver a message of solidarity.

Speedy Transport’s Everyone vs. Racism graffiti project will see two trailers decorated by artist Jessey Pacho, condemning racism and promoting unity. They’ll be pulled by specially decorated tractors sporting Black Lives Matter decals.

Jessey Pacho works on Speedy “The Everyone vs. Racism Transport’s Everyone vs. Racism graffiti project is inspired by trailer. (Photo: Speedy Transport) recent and recurring events,” Speedy Transport president Jared Martin told Today’s Trucking.

“Simply not being racist doesn’t fix or identify oppressors. We have the largest moving billboards in North America with an opportunity to deliver the message, literally.”

Martin said the company’s fight against racism won’t stop with the rollout of the trailers, but “it’s where we’re starting as an organization. If we lose business for the movement, we’ve lost the right business.” TT

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Anti-harassment training coming New Canadian regulations to address workplace violence and harassment will apply to federally regulated businesses including truck fleets as of Jan. 1, under a framework established by Bill C-65.

Workplace violence and harassment, including sexual harassment, will be treated as occupational health and safety issues. Employers in these workplaces will need to develop policies that address the issues, and every year will need to investigate, record and report all cases of harassment and violence to the federal Labour Program.

Carriers will also need to assess the risks, and respond to any incidents within seven days.

Trucking HR Canada is working with the Canadian Trucking Alliance to develop three related online learning modules by this fall. The first will inform employees about rights and responsibilities and where they can go with a complaint. Another teaches supervisors and employers about their specific responsibilities. The final module will be for those who are designated to hear complaints.

“We shouldn’t have to do this,” said Trucking HR Canada director – policy and programs Craig Faucette. “It shouldn’t be on our radar, but it needs to be.” TT

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6E

TODAY’S TRUCKING

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Regan Russell (Photo: Toronto Pig Save)

Ontario legislation looks to separate animal rights activists and livestock trailers

By John G. Smith Animal rights activist Regan Russell died in a June 19 accident, protesting the very Ontario law that aims to discourage people from approaching livestock-hauling trucks and processing facilities.

It wasn’t the first time that protesters had gathered outside Fearman’s Pork to “bear witness” to pigs being transported to slaughter. Supporters of organizations such as Toronto Pig Save regularly walk up to such vehicles, extending water bottles out to pigs loaded in the trailers.

But in a twist of fate the accident happened a day after Ontario’s Security from Trespass and Protecting Food Safety Act was given royal assent. It was also almost five years to the day after Toronto Pig Save co-founder Anita Krajnc was charged with criminal mischief for giving water to pigs being transported into the same facility in Burlington, Ont. She was later found not guilty.

The new rules prohibit stopping or interfering with motor vehicles transporting farm animals, or interacting with the farm animals without explicit prior consent. Penalties will include fines of up to $15,000 for a first offence and up to $25,000 for subsequent offences, compared to a maximum $10,000 fine under the Ontario Trespass to Property Act. “The livestock trucking industry told us that it has challenges attracting drivers, and the additional challenge and stressor is the potential for danger to the drivers caused by those who interfere with the transport of farm animals,” an Ontario Ministry of Agriculture, Food and Rural Affairs spokeswoman told Today’s Trucking.

“We’ve urged [the government] to make this a priority because of the safety issues,” said Susan Fitzgerald, executive

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director of the Ontario Livestock Transporters’ Alliance, a group that represents 80% of commercial hog transportation in the province.

“Our concern has been with the protesters being up close to the trucks and trailers and the animals,” Fitzgerald says, referring to the protesters who approach loaded trailers, and the load security issues that can occur if the animals inside are spooked. “The drivers can’t see 360 degrees around the trailers.”

Toronto Pig Save has been highlighting the accident as proof of the need for another sort of change.

Several processing facilities have adjusted their procedures to allow for protests, Krajnc said, using a Maple Leaf poultry facility as an example. Trucks there stop for five minutes before entering. “You can create a culture of mutual respect where activists are able to protest peacefully.” TT

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TODAY’S TRUCKING

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TODAY’S TRUCKING

• Marketplace West

Keep Covered A truck driver’s guide to masks, gloves, and cleaning during Covid-19 Loads might be delivered with a smile, but in the days of Covid-19 those smiles are increasingly covered by face masks.

The Council of Ministers Responsible for Transportation and Highway Safety recommends a series of best practices when it comes to masks, gloves and safety protocols for transportation employees such as truck drivers.

“We are committed to keeping Canada’s transportation workers, and those who rely on our multimodal transportation system, safe and healthy,” said federal Transport Minister Marc Garneau, when the guiding principles were released this June, building on guidance from the Canadian Council of Motor Transport Administrators.

p Hand washing vs. hand sanitizer – Washing hands with plain soap and water is still the preferred method of hand hygiene because the mechanical action helps to remove the virus. Use soap and warm water for at least 20 seconds. And when drying hands, disposable paper towels are preferred. When that’s not possible, use an alcohol-based sanitizer, preferably with an alcohol concentration above 70%, the council of ministers says. Just keep in mind that it may not work when there is organic material on your hands, such as after using the toilet.

N-95 masks that are used for working with dust, mold, or in medical emergencies are to be left in the hands of healthcare workers. But other medical masks can still create a barrier from respiratory droplets that can be released through talking, coughing, or sneezing. Non-medical masks or face coverings can also protect others from coming into contact with respiratory droplets.

masks to fully protect against respiratory droplets – “In the particular context of Covid-19, masks and face coverings offer varying degrees of protection against infection,” the council says. “The appropriate form of PPE for a given scenario is determined by the operating environment.”

s Know how to use all the PPE

t Keep your hands off your face – Self-contamination is a risk when touching your face or the PPE with exposed hands or gloves while wearing the equipment.

n When to wear a mask – When the

o Choosing an effective mask –

r Combine eye protection with

you have – “Prior to using a respirator or mask of any kind, users should be familiar with how to use it (put it on, take it off, discard it), including its limitations and when to change it (e.g., when damp),” it adds.

Here is an example of the tips and guidance found in the related documents: rate of community transmission calls for it, commercial drivers are encouraged to wear a non-medical mask or face covering when they can’t keep two meters away from others, when required to exit a vehicle for something like a delivery and can’t be physically distant from others, or when directed by enforcement officers. The Canada Border Services Agency, for example, requires truck drivers who cross the border to wear such masks.

Truck drivers are encouraged to wear gloves or cover their hands when pumping fuel, touching service station door handles, or when handling any products for routine maintenance activities – such as jugs of washer fluid or engine oil.

“Commercial vehicle drivers should wash their hands or apply hand sanitizer immediately thereafter, if available,” the council adds.

u Know how to wipe down the

Medical and non-medical face masks, other than N95 respirators, can help to combat the spread of Covid-19. (Photo: NAL Insurance)

q When to wear protective gloves – Disposable latex, vinyl, synthetic polymer and nitrile gloves are recommended when workers might contact an ill person or a contaminated object. But they’re not routinely recommended for handling documents, or when there’s the opportunity to effectively wash hands or use an alcohol-based hand sanitizer.

truck cab – “Commercial vehicle drivers are encouraged to use disposable gloves when cleaning high-touch surfaces in their vehicles,” the council says. “Soiled disposable gloves should be discarded in lined garbage receptacles, or stored in sealed disposable bags until they can be properly disposed of if a garbage bin is not available.”

v Choose an effective cleaner – Health Canada recommends a series of hard-surface disinfectants for cleaning high-touch surfaces in truck cabs. They should be applied and wiped off with disposable cloths that are discarded in lined garbage bins or stored in sealed plastic bags until their final disposal.

Any reusable cloths should be washed using laundry soap and hot water at 60-90 Celsius. TT JULY/AUGUST 2020

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TODAY’S TRUCKING

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A new sheriff in Alberta Commercial vehicle enforcement in Alberta has been moved to the Alberta Sheriffs’ department, within the province’s Ministry of Justice and Solicitor General.

But truck drivers shouldn’t expect any significant changes, aside from new uniforms and eventually armed enforcement officers.

“The biggest change the industry and the public will see is our shoulder flashes will change. Other than that, our uniforms are basically identical,” Kathy Golem, superintendent with the Sheriffs Highway Patrol told Today’s Trucking.

Commercial vehicle enforcement will be carried out by the same regime that previously worked under the Commercial Vehicle Enforcement branch. Their vehicle fleet will gradually be updated to reflect the new Sheriffs markings, Alberta Sheriffs said in a Facebook post.

The move was made to increase efficiencies by potentially moving to

a single-unit dispatch, and possibly collocating some officers.

“Bringing the two organizations together will result in coordinated command and deployment throughout the province, as well as reduced administration costs. Having CVE [Commercial Vehicle Enforcement] officers in the Alberta Sheriffs will make it easier to fill traffic enforcement positions internally,” Alberta Sheriffs posted.

Alberta Sheriffs officers are permitted to carry firearms, and are trained on their use. This will be extended to commercial vehicle enforcement officers, but the Covid-19 outbreak has put their training and arming on hold for now, Golem says. Neighboring Saskatchewan also has armed commercial vehicle enforcement officers.

The Alberta Motor Transport Association (AMTA) wasn’t concerned about the change.

“The AMTA supports this change as

AMTA distributes thousands of PPE kits The Alberta Motor Transport Association produced and distributed 25,000 free personal protective equipment (PPE) kits for truck drivers in June.

“This is being done in support of the safety of commercial truck drivers who continue to haul and deliver essential goods A volunteer assembles PPE kits throughout our province June 3. (Photo: AMTA) and beyond,” the association said.

It said the masks and gloves for the kits have been procured through the combined efforts and generosity of the Bank of Montreal, Women in Supply Chain, UFA, The Gear Centre, and others.

Volunteers gathered at the Calgary Stampede Grandstand on June 3 to assemble the kits, which were distributed at six Alberta weigh scales. TT

Alberta enforcement officers have a new look, after being folded into the Alberta Sheriffs department. (Photo: Alberta Sheriffs)

long as there is not a reduction in carrier monitoring and patrol, and that officers continue to receive the required specialized training to perform their duties necessary for enforcement on Alberta roads,” said Chris Nash, AMTA president. TT

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TODAY’S TRUCKING

• Marketplace West

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Bumpy Road Ahead Don’t expect quick economic recovery, Business Council of B.C. economist warns

By James Menzies B.C. has done a good job containing the Covid-19 outbreak, but that doesn’t mean it will escape lasting economic fallout.

Ken Peacock, vice-president and chief economist of the Business Council of B.C., gave members of the B.C. Trucking Association an economic update June 11, dousing any hope of a speedy recovery. Peacock said he believes non-essential travel will remain restricted through the end of the year, that a vaccine will take at least 18 months to develop, that businesses will fail as government stimulus runs out, and that many temporary layoffs will become permanent.

On the other hand, trends that were already emerging – such as telecommuting and increasing e-commerce – have accelerated and will be here to stay, Peacock predicted.

He characterized the recession as “deep” and “nasty” and warned things could turn for the worse when federal spending runs out.

“The government doesn’t have enough resources to make everyone whole,” he said. “Extraordinary efforts have been taken, but at some stage when those payments stop flowing, businesses will fail and the government has to understand it absolutely cannot save and protect all entities in this downturn.”

Peacock said the global economy is headed into a steep recession, citing Organisation for Economic Co-operation and Development (OECD) numbers that predict all its member nation economies will contract in 2020. The recovery will be slow, Peacock warned, adding this recession is likely to be much deeper and longer-lasting than the global financial crisis of 2008-09.

Peacock said the global economy will contract 6% this year, with Canada’s falling 8% – worse, if there’s a second wave of the Covid-19 outbreak. B.C.’s GDP is expected to fall 8% this year, and gain 5% in 2021, but will still fall short of pre-Covid levels.

The province shed 132,000 jobs in March, and another 264,000 in April, bringing employment numbers to 2010 levels.

“A decade of job growth, evaporating in two short months,” he said, adding “there is no historical precedent for this decline.”

One in four private sector employees were laid off in March and April, with a small rebound in May. The younger demographic – workers between the ages of 15 and 24 – have been hit the hardest, with employment falling 36%. Provincial unemployment is expected to be 10% this year, and 8.5% in 2021, compared to just 4.7% in 2019.

B.C.’s economy and its trucking industry are heavily reliant on exports, which tumbled in February as China closed its economy. Peacock said it could be 2021 before exports recover.

The province has set aside $1.5 billion for an economic recovery fund, but how it will be spent remains unknown.

The hit to B.C.’s economic output will total about $20 billion, and gains in 2021 will only recover about half of that.

“Even though 4.8-5% [GDP growth] sounds great in 2021, it only gets us halfway back,” Peacock said. “It’s going to take another year of 3% growth to get us back. If things turn out to be a little weaker and a weaker growth scenario unfolds, it could take two, three, or four years to regain our lost output.”

In addition to an increase in telecommuting and e-commerce, other lasting affects may include shortening the supply chain and repatriating some manufacturing activity back to North America, and the reshaping of the retail landscape.

Peacock pointed to Starbucks, which just announced it will close more than 200 stores in Canada.

“It’s just an example of many other companies that will do similar things,” he said. TT

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TODAY’S TRUCKING

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2020 KENWORTH T680 HIGHWAY TRACTOR 76" ACAD SLEEPER, CUMMINS ENG; X15, 450 HP, 13 SPD TRANS; 13.2K/40K AXLE(S), 3.42 RATIO, AG400L SUSP; 232" WHEELBASE, WHITE IN COLOR, TAN VANTAGE INTERIOR, 11R22.5 TIRES, ALUMINUM RIMS, DOUBLE BUNKS, STK#LJ963907. 1294464

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Dispatches

Heard Street on the

Navistar names Lisboa president and CEO Navistar International has named Persio V. Lisboa president and chief executive officer. Troy A. Clarke, who has held the role since April 2013, will serve in the newly created position of executive chairman. “I have enjoyed the opportunity to lead Navistar for the last seven years, but it’s now my intention to move toward retirement,” said Clarke, who continues to take the lead on a proposed takeover bid by Traton.

Challenger’s Topping named to border board Geoff Topping of Challenger Motor Freight has been appointed to the board of the Niagara Falls Bridge Commission.

The vice-president of human resources at Challenger began his career as a longhaul driver, and has held a variety of leadership positions over his 30-year career. He is chairman of the Truckload Carriers Association’s Recruiting, Retention and HR committee, and in 2018 was awarded Trucking HR Canada’s Top Fleet Employers Senior HR Leader Award.

Samuel O’Neill and Terry Gardiner

Samuel O’Neill assumes business development role at Isaac Isaac Instruments has appointed Samuel O’Neill business development manager for Eastern Canada.

He has been with Isaac for more than 13 years. Terry Gardiner, a veteran of several carriers, has been named business development manager for Ontario.

Armour driver named Female Driver of the Year Susie De Ridder, a company driver with Armour Transportation Systems of New Brunswick, has been named the Women in Trucking Association’s first Female Driver of the Year. The 40-year driver has more than 6 million collision-free kilometers to her credit. The award recognizes commitments to safety, community involvement, and the industry’s public image.

Burckhard takes PSI sales role in Canada Pressure Systems International (PSI) – a maker of automatic tire inflation systems and tire pressure monitoring systems – has named Scott Burckhard as regional sales director for the Western U.S. and Canada. Before joining PSI he had spent more than a decade with Meritor, most recently as the OEM account manager for the trailer division.

Dickinson earns lead safety role Day & Ross has promoted Laura Dickinson to vice-president of safety and compliance, with responsibilities that will stretch across the fleet’s North American network. She has been with Day & Ross for 11 years, most recently as director – strategic initiatives and compliance.

JULY/AUGUST 2020

17

Dispatches

Trendingg

on

TruckNews.com

Canadaâ&#x20AC;&#x2122;s first natural gas-electric hybrid Hiller Truck Tech took delivery of Canadaâ&#x20AC;&#x2122;s first natural gaselectric hybrid Class 8 tractor this June, overcoming payload limitations that have been seen as a barrier to the broader adoption of Cummins ISX 12G natural gas engines.

The 2015 Freightliner Cascadia incorporated the nat-gas engine and a retrofit Hyliion electric axle.

Truck center owner Dave Hiller said the unit was immediately put to the test grossing 124,000 lb. with a load of corn. Heâ&#x20AC;&#x2122;s confident the combination will be a good fit for fleets wanting a low-GHG engine capable of pulling heavier payloads.

Some big-name fleets, including Groupe Robert, C.A.T., Loblaw, Challenger, The Beer Store, municipalities and others showed interest, he added. Now Hiller Truck Tech will rent out the truck so that fleets can test it in their own operating environments. The Hyliion axle can be factory-installed or retrofit, with some additional wiring and electronics work required at a plant in Austin, Texas. Dana is part owner of the e-axle company.

The first batch of natural gas-electric hybrids were delivered to a grocery delivery company in New York.

The ISX 12G produces just 400 hp, but propulsion assistance provided by the Hyliion e-axle makes it compatible for heavier payloads required in Canada. Still, Cummins has so far refused to budge on additional warranty coverage for gross weights in excess of 80,000 lb.

(Photo: Hiller Truck Tech)

â&#x20AC;&#x153;We are talking to them now, saying this is an electric assist system. Thereâ&#x20AC;&#x2122;s also some aftermarket warranty we can purchase,â&#x20AC;? Hiller said. â&#x20AC;&#x153;This is all new to Cummins, and they are still stating, â&#x20AC;&#x2DC;No, this is supposed to be an 80,000-lb. truck (engine).â&#x20AC;&#x2122;â&#x20AC;?

Hiller is optimistic the combination could be a good alternative for fleets, such as Robert, which were reliant on the nowdiscontinued 15L Westport LNG engines. Hiller acknowledged there will be a 10-20% fuel economy penalty compared to diesel, but added natural gas is less expensive, helping to offset higher operating costs. There is also a growing network of renewable natural gas supply stations available to help fleets significantly lower GHG emissions. TT

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18

TODAYâ&#x20AC;&#x2122;S TRUCKING

Drivers

Recognizing our privilege is an important step

By Al Goodhall

O

n May 28, my wife and I sat down together to have our morning coffee. Thursdays are my first full day home each week, so this is when we catch up on our news of the week and spend a couple of hours in conversation.

On this morning, we sat together and watched in horror as the video that documented the murder of George Floyd in Minneapolis, Minn., unfolded on the screen in front of us.

If you are a Canadian longhaul trucker who spends the bulk of your time in the U.S., the murder of Mr. Floyd cannot be ignored. The protests demanding the end to police violence and the systemic racism that exists across North American society have spread to 140 cities at the time of this writing, and a number of Canadian cities also saw protests in the following weeks. Truckers work in these spaces.

As a white male, I am in a position of privilege. The trucking industry in Canada has been a bastion of white male privilege in Canadian society.

Change is taking place.

People of color and women are taking up career paths within the transportation sector in greater numbers. But if you were to say to me that change is taking place without friction, I would say you are deluding yourself.

You only need to turn on a

(Illustration: iStock)

CB radio tuned to Channel 19 as you travel through any of our cities to hear racism at its finest. That is a fact. No trucker can deny this.

I’m not here to dole out any holier-than-thou advice or proselytize. But I’d like to give you something to think about, and I offer it with a sense of friendliness and kindness.

It’s 2020 and I believe that the vast majority of people reading this want to live in a world that is fair and equitable to all people. In your heart you are a person of good conscience who believes we all have the equal opportunity to succeed in this great country we live in.

You believe that success will come to all who work hard within our Charter of Rights and Freedoms, within the laws of our land. You are able to sit with anyone in private – white, black, brown, indigenous, male, female –

and within the conversation you have together you will find that you share much in common.

You want financial security, a safe world for your family in which to live and prosper, to be treated equally under the law, and so on. You may believe this is readily available to all. But when you both leave the privacy of that conversation and enter into your public space, the treatment you receive from our society at large is very different based solely on the color of your skin and your gender.

I am not going to offer any examples of this. We live in a connected world. Open your mind and your heart and look for yourself. Examples of injustice abound. They are not fabricated. They exist across our society and within our industry. This is what the protests are about. Being treated unjustly, hatefully, in a society

that claims equality for all.

I know that the term “white male privilege” pushes a hot button within many of you. It has taken me years to come to terms with that description of myself. For most of my life I never thought I had an advantage over anyone else, but I do.

Recognizing our privilege is the first step. The second is an aspiration to stand up to injustice and racism when we see it. We can speak up in public, to our employers, to our co-workers, to our elected representatives, and to our family. History continues to repeat itself. We need to use our privilege to bring an end to systemic racism. 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.

JULY/AUGUST 2020

19

ADVERTISEMENT

With repair costs on the rise, risk management is now more important than ever

By Scott Creighton – Risk Services Director, Transportation & Logistics

Invest in training to reduce future costs

& Joanne Arenas – Claims Director, Auto Physical Damage & Cargo Unit

Carriers who have a developed training program often have lower collision rates, which results in lower internal costs and better on-time service. As part of this program, quarterly or bi-annual safety meetings should be scheduled to review best practices and risk management insights. Defensive driving training should be provided at orientation, but also on a scheduled basis thereafter. It’s recommended that carriers also monitor topical issues and provide training to any affected employees.

On top of regular training, refresher training is vital. Carriers should consider using the data they collect to monitor if there are any trends to their drivers’ performance. Based on violations they note, they can then develop training specific to those issues. So, if they note a number of their drivers are running over their hours, they can provide training on trip planning and maintaining appropriate hours of service, before it leads to something more serious.

M

embers of the transportation industry have always worked tirelessly to operate as safely as possible. But over the years, the average cost of trucking repairs has increased. Because of this, it is important to implement a solid risk management program to ensure you have the proper framework in place to avoid potential claims. Northbridge experts Joanne Arenas and Scott Creighton weigh in on why repair costs have increased and what should be considered when implementing a risk management program to help reduce the likelihood of a collision.

Why has the cost of trucking repairs increased?

Repairs are not the only thing that have gone up in price. The cost of purchasing new trucks has also increased over the last five years, which impacts the value of total losses. In fact, the materials being used to build vehicles are more expensive than they used to be. Ten years ago, a standard hood may have cost around $4,000, as they were made from fiber glass.

But now they are often made using composite plastic, which can double the cost.

Over the years, vehicles – including trucks – have become more technologically advanced. While this has been beneficial from an operations and safety standpoint, it has increased repair costs since replacing or fixing parts is significantly more complex. For instance, in the past a standard rear-view mirror assembly could cost between $90 to $175. Today mirrors include additional features like heating or lane departure sensors and as a result, can cost upwards of $1,200. Emission systems have also evolved to meet environmental demands and therefore cost more to repair and replace.

All of this is further compounded by higher mechanical and collision repair labour rates.

A good safety program starts with the right drivers With all of this in mind, it’s vital to work proactively to prevent any collisions that could be avoided. This starts with good drivers, which is why it’s important to have a thorough screening process in place when hiring. As a best practice, when searching for new talent, carriers should look at years of verifiable experience and previous relevant equipment experience. They should also look for new hires with no at-fault collisions and clean driver abstracts. A structured interview should be conducted, which includes a behaviour-based assessment, reference checks, and critical over-the-road assessments, that are conducted and documented by qualified trainers. In the end, the safety department should have final say on who is hired.

Motivate employees to be safe To help ensure employees are doing everything they can to remain safe, a safety motivation program can be implemented. A company safety manual should combine carrier-specific, industry, and customer-related information with behaviour-based information. Incorporating a health and wellness program can also go a long way towards driver retention. Company safety statistics should be communicated to drivers frequently and employees should be rewarded for reaching specific safety-related goals.

Embrace new technologies While new technologies have added to the cost of repairs, they also help drivers avoid incidents in the first place. It’s important to make use of these technologies, including electronic control modules, collision avoidance systems, anti-rollover systems, and lane departure technology. But realistically, not all carriers are in a position to implement a full telematics program. A good place to start is with dash cams. More times than not this information will exonerate the driver when involved in a collision, but even in the cases where the driver is found at fault, the information can help your insurance company enter a settlement and close off the claim faster.

Ensure you’re covered Having a detailed risk management program in place can help minimize the amount of claims your company experiences. It may limit the amount of collisions your drivers are involved in, helping to ensure their safety along with those on the road around them.

But even with thorough screenings of new drivers, regular training, and up-to-date technology, incidents can happen. Northbridge offers customized insurance solutions, tailored for the transportation and logistics industry, to help ensure your company and fleet are back on the road as soon as possible.

Northbridge Insurance and Northbridge Insurance Logo are trademarks of Northbridge Financial Corporation, licensed by Northbridge General Insurance Corporation (insurer of Northbridge Insurance policies).

This article is provided for information only and is not a substitute for professional advice. We make no representations or warranties regarding the accuracy or completeness of the information and will not be responsible for any loss arising out of reliance on the information.

Open Mike

Offices will be different when the doors re-open

By Mike McCarron

A

s the coronavirus curve continues to flatten, so does the enthusiasm for working exclusively from home.

The office is a community and cultural place where chit-chat at the water cooler helps build friendship and your company’s secret sauce.

Solving problems on the fly is essential to the art of trucking, and it’s harder to do when people have to set up a Zoom call to have a quick conversation.

And frankly I don’t think it’s good for a person’s mental health to work in isolation.

But with no treatment or vaccine in sight, the six-foot society seems here to stay.

The trucking industry has done a great job figuring out how to keep workers safe. But with most fleets operating at less than 50% capacity, things will be different once business picks up, assuming the shippers start shipping again.

It’s time to start talking about work arrangements that make all your employees feel safe and productive once they come back to the office.

Hockey-stick workplace If people are nervous about going out in public, they’re going to be concerned about their health and safety at work. Having a clean workplace is paramount to getting everyone enthusiastically back to the terminal.

host movie nights in the tent because families can spread out and still be together.

Kids, after all, are having about as much fun at home as mom and dad.

Wearing a mask

(Illustration: iStock)

There are a lot of simple and effective ways to reduce the risk of spreading germs, from hockey-stick distancing between desks, to steadfast routines for sanitizing common areas.

Left Lane employees will be required to do a daily symptom check with our office manager. Guests will have to make an appointment and be required to sign a waiver so they clearly understand the terms and conditions of their visit.

The best way to keep things safe is to make sure no employees or visitors enter the workplace if they’re feeling symptoms.

Super social If employees feel as alone at the office as they do at home, there’s no point in them commuting in the first place.

Focus on ways to safely provide the social interaction that’s been nonexistent for months. As we look for signs of a successful re-entry to the workplace, the smart money is on fleets that can add some fun and flexibility into employees’ lives.

Take it outside The odds of transmission in closed, indoor spaces are orders-of-magnitude higher than in open-air environments.

One thing most truckers have is an abundance of land. Take advantage of your real estate and the summer weather to move work and social activities outside.

I’m amazed at how creative carriers can be. One trucker I know erected a tent in the yard where folks can work, and then they

Full disclosure: I used to look crosseyed at people who wear a mask. Today, I won’t go into a situation without one if I can’t keep a hockey-stick distance away from other people.

But I also live in Toronto where infection rates are higher than most regions of the country. Each fleet is unique and the measures they take will vary depending on where they’re located, the number of employees they have, and other factors.

There is a fine line between protecting your employees from germs and being intrusive, but if an employee gets infected or there is a second wave in the fall, all bets are off about office life.

I’m praying that does not happen and that positive trends continue. Here’s wishing you a super-social summer celebrating the fact that your company has survived the most severe economic crisis in 100 years. TT Mike McCarron is the president of Left Lane Associates, a firm that creates total enterprise value for supply chain companies and their shareholders. He can be reached at mike@leftlaneassociates.ca, 416551-6651, or @AceMcC on Twitter.

JULY/AUGUST 2020

21

Feature

Roger Mansfield decided to pursue his dream of becoming an owner-operator despite the uncertainty cast by Covid-19.

(Photo: Roger Mansfield)

‘A strange time to buy a truck’ Becoming an owner-operator in the age of Covid-19

By James Menzies When Roger Mansfield turned 40 last year, he decided the time was right to pursue his dream of becoming an owner-operator.

In January, he got the ball rolling, incorporating his business, doing a business name search, and assembling the paperwork. He was ready to launch his career as an owner-operator this spring.

Then Covid-19 hit.

“When the pandemic hit in March, I already had one foot in the door,” Mansfield told Today’s Trucking. “When the shutdown became official, I was literally just about to buy the truck. I was ready to go. I decided to put it off for about three weeks, just to see where

22

TODAY’S TRUCKING

freight volumes were going.”

After putting his dream on hold for a few weeks, however, Mansfield decided to take the plunge. The Bison Transport company driver was planning to lease on with the same company, and was assured freight would be steady due to its diverse freight network.

“It’s a strange time to buy a truck,” Mansfield admitted while doing a reset in his Kenworth T-680. “A lot of people can’t believe I did that.”

But it can also be a good time to buy a truck. All truck manufacturers are offering attractive incentives to kickstart sales. They range from deferred initial payments, to reduced costs on extended

warranty packages, to relaxed downpayment requirements. Postponing his truck purchase allowed Mansfield to tap into some of those incentives.

“When I bought, it was the end of May and it was definitely a buyer’s market,” he said. “A lot of (OEMs) are offering cash-back incentives, down payment allowances, free chassis warranty – all of them have some sort of deferral on the first payment to give you a little cushion there.”

Dealers are also sitting on a backlog of 2020 Model Year trucks they are eager to move to make way for 2021 models.

Mansfield opted for a 2020 T-680, still brand new, “so it’s definitely an opportunity to get a really good deal, which is important because over the last couple years it’s been really difficult to buy a truck outright just because of the Canadian dollar.”

Mansfield leased on with Bison, a company he was already familiar with, having worked for them as a company driver. But for those looking to strike

Feature out under their own authority, the path is much more difficult. Most insurance providers now refuse to take on new operations. This can be a rude awakening for aspiring business owners.

The insurance trap “If they really want to start their own business, they need to be an owneroperator contracted to a fleet (to get insurance),” warned Rod Stiller, president of broker National Truck League.

“That’s the unfortunate news. I know it doesn’t go along with the entrepreneurial spirit, but most of the insurance companies that will write a new venture want to see they’ve been incorporated for three years, have had their CVOR [Ontario Commercial Vehicle Operators Registration] for a few years, that they had some kind of fleet experience with the same equipment configuration and radius.”

Stiller’s advice to owner-operators who eventually want to operate independently is to first lease on with a fleet that runs the same lanes and commodities.

“If someone runs three years in Canada as an owner-operator for a domestic fleet, it will not help them get insurance if they want to start crossing the border under their own authority,” he said. “It’s very difficult and it has been getting tighter and tighter over the last couple years.”

Some owner-operators may turn to facility insurance, a government-backed insurance of last resort, but Stiller said the premiums are generally too high to be feasible for a new venture.

“I have talked to owner-operators who say, ‘Hey, I bought a truck. I’m ready to go,’ and we give them a facility quote and they can’t even make sense of that” said Stiller.

Lisa Arseneau, commercial producer with Staebler Insurance, has also had to disappoint new owner-operators who purchased a truck only to find they couldn’t get insurance for their new venture. She too suggests they lease on with a reputable fleet.

She suggests asking a few questions of the fleet, including: Is the fleet policy deductible? Is the premium contributory by the fleet, or borne solely by the owner-op? Is deductible buy-down available?

Mansfield said the benefit of signing on with a fleet is the insurance is bundled with other fees, including things like permitting, plates, and fuel cards, so it’s a steady, predictable single deduction. Also, signing with a safe fleet ensures the owner-operator gets the benefit of the lower premiums earned through their overall fleet safety performance.

“Their insurance costs are lower and they get kicked down to their owneroperators,” he noted. “I couldn’t imagine doing it on my own.”

Find the right fleet Joanne Ritchie, executive director of the Owner-Operator Business Association of Canada, urged owner-operators to lease on with a carrier that will treat them as a valued business partner.

“I would say the prohibitive cost of insurance is probably the single biggest reason why the most common business model for owner-operators in Canada is to work under a carrier’s plates and insurance. All the more reason to have a rock-solid business contract with a carrier who sees the owner-operator as a business partner,” she said.

She also urged prospective owner-ops to avoid the temptation of buying a new truck just because of attractive incentives currently on offer.

“I would never advise anyone to take the plunge until they’ve had a couple of years out on the road as a company driver

under their belt,” she said.

“They need to have a good understanding of how trucking works behind the wheel on a day-to-day basis. They also need to have good overall knowledge of the trucking industry – rates, capacity, etc. – especially in this climate. And a good knowledge of the economy in general and how trucking fits in is especially important if they are going to be starting up a small busines.”

A lack of business skills is one of the leading contributors to an owner-operator’s demise, Ritchie warned.

“Understanding their costs, then ensuring revenue covers these costs and leaves them a profit, is the only way it will work,” she said.

For Mansfield, life on the road is different as an owner-operator. Instead of spending his downtime watching Netflix, he’s updating his books and climbing under the truck with a grease gun.

Owning the truck has also affected how he drives.

“It’s a different ballgame. You don’t realize how much differently you drive, how much more conservative you are with your own truck, how much you pay attention to fuel prices.”

But, the fledgling owner-operator has no regrets about taking the plunge and starting his own business, even in the midst of a global pandemic.

“So far, it has gone pretty smoothly,” he said. TT

Roger Mansfield enjoys a meal in his own truck. (Photo: Roger Mansfield) JULY/AUGUST 2020

23

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In Gear

Each day, Giant Tiger runs more than 10 LCVs along the Ontario-Quebec corridor. (Photo: Giant Tiger)

The Long Game Double the trailers, double the productivity with LCVs

By John G. Smith Several of Giant Tiger’s tractor-trailers are pulling a decidedly longer tail as they travel the Ontario-Quebec corridor between Windsor and Riviere-du-Loup.

Each day more than 10 of them take the form of long combination vehicles (LCVs) and their paired 53-foot trailers.

“LCVs are a significant part of our operation,” says James Johnstone, the discount retailer’s associate vice-president – transportation.

The right to haul such configurations is still heavily restricted, of course.

Additional requirements apply to everything from the horsepower under the hood, to braking and stability systems, driver training, and allowable routes. But they deliver more than additional freight volumes per driver. There are potential safety and environmental gains as well.

When Alberta Infrastructure and Transportation studied collisions that occurred between 1999 and 2005, it found that LCVs were involved in fewer fatalities, injuries and property-damage collisions per million kilometers once traffic exposure was considered. More than half of the collisions that did occur were limited to single vehicles, usually at night or when crossing paths with wildlife.

The Ontario Ministry of Transportation, meanwhile, counted more than 45,000 one-way LCV trips per

Giant Tiger has opted to galvanize its converter dollies. (Photo: Giant Tiger)

year, and calculated that the equipment eliminated 9 million tonnes of greenhouse gas emissions in the process. And there is a direct link between unwanted GHG emissions and fuel economy.

“Each LCV uses about 1/3 less fuel than two tractor-trailers that would carry the same amount of freight,” the ministry concludes. In one analysis, the LCVs generated emissions 30-37% lower than those from a five-axle tractor-semitrailer.

Despite the advantages, there are limits.

“Obviously with the time and location restrictions on LCV traffic in Ontario, LCVs are not for everyone,” says Adam Wolk, maintenance director at Challenger Motor Freight. The units traveling in that province are restricted to 400-Series highways, and require terminals to be located within 2 km of an assessed and approved highway interchange.

But the fleet headquartered in Cambridge, Ont. now has 1,000 LCVcapable trailers, and hundreds more that could be easily converted depending on market conditions, he adds.

The equipment The need for extra pulling power is one of the most obvious equipment needs associated with an LCV. A memorandum of understanding between Ontario, Quebec, Nova Scotia and New Brunswick sets it at a minimum of 460 hp and 1,650 lb.-ft.

A second memorandum governing B.C., Alberta, Saskatchewan and Manitoba requires one horsepower for every 160 kg.

“We spec’ all units to meet or exceed the LCV tractor requirements established by the MTO [Ontario Ministry of Transportation],” Johnstone says, referring to the Giant Tiger fleet. “We typically aim a little higher than the minimum horsepower requirements.”

The fleet runs equipment with 505 hp and 1,750 lb.-ft. of torque.

“Our outbound loads to stores are not heavy, but we can get heavier loads inbound to our DC. We find the higher power torque is less strain on the truck and quicker to get to cruising speed. It ends up saving more fuel than a truck that is meeting the minimum requirements, and perhaps struggling to get moving.”

That doesn’t always mean a bigger engine displacement, though.

“Old-school thinking used to dictate going with higher displacement – 15 liter versus 13 liter,” Wolk says. “It has been our experience that the recent JULY/AUGUST 2020

25

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In Gear generations of 13-liter powerplants are just as capable on LCVs, with the exception that any engine is going to accelerate more slowly with two loaded 53-foot trailers compared to one.”

Under the eastern MOU, top speeds are set at 90 km/h. Out west, the speeds can creep up to 100 km/h, but in snowy and icy conditions the equipment is only allowed to pass vehicles that are traveling no faster than 70 km/h.

Other requirements apply to the “woah” rather than the “go.” Tractors require electronic stability control, while lead trailers need roll stability systems.

The compressors used in the eastern trucks need to deliver 465 liters of air per minute. Air systems in the west need to generate 50-90 psi at 1,250 rpm in two minutes or less with the tractor, and four minutes or less with the trailer.

Johnstone, meanwhile, notes that all the Giant Tiger LCVs are outfitted with disc brakes.

Some of the maintenance needs can be

unique, specifically where the trailers are connected.

“Pintles seize and require a fair amount of upkeep to keep consistently operational if they are not used regularly,” Wolk explains. That can be a challenge when LCV-capable trailers are used in non-LCV applications. “We have tried a number of different approaches to minimize the work required, but at the end of the day, pintles require additional maintenance expense.”

There are lessons to learn, too.

“Converter dollies have a tendency to ‘wander’ more than any 53-foot trailer, and can be difficult to track down,” he adds. “For maintenance, tractor or trailer, the added complexity of LCV equipment adds more maintenance expense, and you have to be prepared for that – operationally and budgetarily.”

Giant Tiger, meanwhile, has chosen to fully galvanize its LCV dollies. This adds to a process of selecting fully galvanized or stainless components on typical trailer

rear door frames and headers, and galvanized cross members.

“While we’re not going to run a dolly longer than say, six to eight years, we always want it to look its best. The cost addition is insignificant,” Johnstone says.

“From a maintenance perspective, it’s much easier to work on equipment that is not covered in surface rust, bubbled paint, etc.”

Air lines are mounted on the same side of the pintle hook, too.

As predictable as the maintenance regimes can be, there are still operational challenges to consider.

“No matter how much planning you build into your schedule, always expect the unexpected with LCVs,” adds Giant Tiger’s Johnstone.

“Weather, accidents, road closures, driver sick calls. You don’t need to only cover one load. You have two.”

The need to switch form 10 LCVs to 20 traditional tractor-trailers can switch with a moment’s notice. TT

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2020

PRESENTS

PRODUCT WATCH WHAT’S NEW AND NEWS FROM SUPPLIERS

TRUCKS

(Photo: Kenworth)

Kenworth T880S gets fixed grille option

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(Photo: Volvo Trucks)

TRUCKS

Volvo updates vocational VHD Volvo is updating its VHD trucks in what’s being described as the most significant evolution of its vocational offerings in decades. The exterior offers a look that echoes the appearance of other Volvo trucks, with a new grille design, and LED headlights with an available de-icing option. A new bumper features a heavy-duty 45-mm tow pin rated for 80,000 lb.

www.volvotrucks.ca

Kenworth’s T880S with a set-forward front axle now comes with a fixed grille option. The radiator-mounted grille for trucks with a 114-inch BBC short hood will allow the hood to open when equipment is mounted to the front of the vehicle. This situation occurs in applications such as snowplow, vacuum trucks, and cranes. www.kenworth.com TRUCKS

Detroit DD15 engine updates for 2021

Peterbilt revives Pride and Class

Daimler has unveiled a series of enhancements to its Detroit DD15 engine, to be available in trucks beginning in January 2021.

A reshaped piston bowl, combined with modified inlet ports in the engine cylinders, creates a swirl effect that better atomizes fuel. With a higher compression ratio, that improves combustion and efficiency.

The aftertreatment system is smaller in size, and 60 lb. lighter, but increases the conversion of nitrous oxide. This is also the first engine to include a new ThermoCoasting feature that will keep

Peterbilt is bringing back the Model 389 Pride and Class package that was offered through limited runs in 2014 and 2018. Features include a polished hood crown surrounding a classic louvered grille sheet, a polished hood spine, chrome hood accents, and polished hood fenders. The side of the truck incorporates polished rocker panels, bright cowl skirts, battery box, fuel tanks, and trimmed mud flaps. Topping it all off are a polished exterior visor, bumper, exhaust stacks, and the Pride & Class emblem on the sleeper. www.peterbilt.com

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ENGINES

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TODAY’S TRUCKING

(Photo: Daimler)

the aftertreatment system from cooling down during a driving regen. When needed, it will engage the engine brakes between 900 and 1,500 rpm, while the engine mimics coasting by maintaining zero torque at the flywheel to balance the delivery of power, the OEM explains. www.demanddetroit.com

For more new product items, visit PRODUCTS on the web at trucknews.com

National Advertisers BFGoodrich Tires 4 BFGoodrichTruckTires.com/en_CA/ CAT Scale 12 www.catscale.com CITT 18 citt.ca/cclp2020 Concord Trailer Rental 27 www.concordtrailerrental.com East Manufacturing Corp.

8 www.EastMfg.com Meritor 26 MeritorPartsXpress.com Meritor 31 MeritorDrivelines.com

Northbridge Insurance 20 www.nbins.com Peterbilt back cover www.peterbilt.com Peterson Manufacturing 6 www.pmlights.com SAF Holland 13 www.safholland.ca Truck and Trailer 27 www.truckandtrailer.ca Truck World 24 www.truckworld.ca Volvo Trucks North America 2 volvotrucks.ca/en-ca/trucks/vhd/

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COMPANIES IN THE NEWS A

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ACT Research . . . . . . . . . . . . . . . . . . . . .15

Freightliner . . . . . . . . . . . . . . . . . . . . . . .18

National Truck League . . . . . . . . . . . .23

Alliance Truck Parts . . . . . . . . . . . . . . .15

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Navistar International. . . . . . . . . . . . .17

Armour Transportation Systems . .17

Giant Tiger . . . . . . . . . . . . . . . . . . . . . . .25

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Groupe Robert. . . . . . . . . . . . . . . . . . . .18

Bendix Commercial Vehicle Systems . . . . . . . . . . . . . . . . . .15 Bison Transport. . . . . . . . . . . . . . . . . . .22 British Columbia Trucking Association. . . . . . . . . . . . . .15 C C.A.T. . . . . . . . . . . . . . . . . . . . . . . . . . . . .18 Challenger Motor Freight . . . . . . . . . . . . . . . . . . . . .17, 18, 25 Cummins . . . . . . . . . . . . . . . . . . . . . . . . .18

H Hiller Truck Tech . . . . . . . . . . . . . . . . . .18

O Owner-Operator Business Association of Canada . . . . . . . . . . . .23 P Peterbilt . . . . . . . . . . . . . . . . . . . . . . . . . .28

Hyliion . . . . . . . . . . . . . . . . . . . . . . . . . . .18

Pressure Systems International . . .17

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Purolator . . . . . . . . . . . . . . . . . . . . . . . . .12

Isaac Instruments . . . . . . . . . . . . . . . . .17

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Reimer Express . . . . . . . . . . . . . . . . . . .30

Kenworth. . . . . . . . . . . . . . . . . . . . . 22, 28

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Kriska Group . . . . . . . . . . . . . . . . . . . . .11

Staebler Insurance . . . . . . . . . . . . . . . .23

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T TFI International . . . . . . . . . . . . . . . . . .10

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Left Lane Associates . . . . . . . . . . 10, 21

Daimler. . . . . . . . . . . . . . . . . . . . . . . . . . .28

Loblaw . . . . . . . . . . . . . . . . . . . . . . . . . . .18

Dana . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18

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Volvo Group . . . . . . . . . . . . . . . . . . . . . .28

Day & Ross . . . . . . . . . . . . . . . . . . . . . . .17

Manitoulin Transport . . . . . . . . . . . . .13

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Detroit . . . . . . . . . . . . . . . . . . . . . . . . . . .28

Titanium Transportation . . . . . . . . . .10 V

XTL Transport . . . . . . . . . . . . . . . . . . . .30

JULY/AUGUST 2020

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Lockwood

By Rolf Lockwood

Prairie Cruise Control From the crude to the sopisticated, trucking people are innovators

O

ld-timers and students of trucking in the trenches will know about “prairie cruise control,” but newbies and those who hail from foreign parts likely won’t. It’s an interesting one, a simple if somewhat dangerous example of ingenuity of a sort that could be seen all over the place 40 years ago. At the wheel or in the shop, trucking folks have always been innovators and problem-solvers.

I didn’t know about that particular one until a searingly hot summer day in 1980 or thereabouts, in Winnipeg, when I spent some time with what then was probably the leading Canadian carrier, Reimer Express. I was always in learning mode in those days, still new to our industry. So I made a point of visiting as many fleets as I could, talking to owners and managers and dispatchers and shop supers, and of course drivers. Back then, and it’s no different now, I hated having a vacuum where I wanted knowledge to be. So I listened and learned.

The Reimer brass would have been aghast if they’d known what their star, senior owneroperator had created.

I walked with him out into the yard and climbed up into his brand new Peterbilt 362 cabover. Once settled, and with a grin on his face, he asked me if I’d ever seen prairie cruise control. Nope, said I. And with that he reached under his seat and produced a naked piece of wood.

My white-haired new friend had fashioned a short piece of 2x4 pine into a simple wedge that he shoved into place between the loud pedal and the seat base. And there it was, cruise control, carefully “calibrated” to produce 60 or 65 mph in top gear.

Being at the top of the load board, he had an easy regular run to Regina, if I remember correctly. Maybe Saskatoon. Either way, driving at night, it was a dead-simple haul on a decent road, made for cruise control. Handmade or otherwise.

I remember asking him how on earth he stayed awake, and how quickly he could have “switched off” his custom cruise control if the need suddenly arose. I mean, a slight touch of

the brake pedal wouldn’t have done the trick as it does now.

Naturally, his response was a shrug.

This little moment of discovery for me sprang to mind as I was thinking about some of the massive innovations that we routinely see today, just a little more sophisticated than that hunk of Winnipeg wood. Pretty much every day there’s a new solution to a problem or a challenge that we didn’t even know we had. Back in the 1980s things didn’t come so thick and fast, but I also remember other significant moments that changed things in big ways. One of them in particular didn’t demonstrate inventiveness from the shop or the truck cab, but courage at the leadership level.

Computerized routing and dispatch were not a thing, at least not in Canada, until Serge Gagnon at XTL Transport in Montreal took that sizeable leap using software from Carrier Logistics out of New York. I don’t remember the year – 1987? – but I sure do remember the difference it made in the dispatch room. I’d seen more than a few such rooms by then, but none so quiet and composed as XTL’s. It was still early days, so the big board and all its slots were still there, parts of it still in use, but the operation had been transformed. And uncharacteristically, those dispatchers were smiling.

Can you imagine trying to run a fleet of any size today without the benefit of automated routing and dispatch? For my money, this innovation is one of the biggest and best I’ve seen in my 40-plus trucking years. I don’t think it was perfectly smooth sailing right from the start at XTL, but as brave leaps go, this one was special.

I suppose the point in all this is that we’re equipped to win.

Pandemic be damned. TT

“And with that he reached under his seat and produced a naked piece of wood.”

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TODAY’S TRUCKING

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

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