Today's Trucking November December 2020

INSIDE

Marketplace

Star Power

Careers, Equipment Deals PG. 21

Western Star unwraps the 49X PG.31 31

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The Business Magazine of Canada’s Trucking Industry

November/December 2020

www.trucknews.com

HARD TIMES Truck insurance costs soar in midst of ‘hard market’

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Contents

November/December 2020 | VOLUME 34, NO.8

7 9 22 23 38

James Menzies John G. Smith

10

24

27

31

David Henry Mike McCarron Rolf Lockwood

NEWS & NOTES

Dispatches 10 14 15 19 20 21

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

In Gear

Features 10 Hard Times Insurance prices are soaring, when coverage can be found at all

By John G. Smith

24 5 Tips for Telematics Training 32 Leading the Charge Looking to service electric trucks in house?

Start the prep early.

By James Menzies

36 Product Watch

NEW

21 PAGE

If your fleet’s telematics experience ends with the ELD, you’re missing out on opportunities to improve driver performance

By James Menzies

27 Chain Linked Walmart embraces the power of blockchain to solve billing struggles with fleets

By John G. Smith

31 A New Star is Born Western Star takes the wraps off its all-new 49X vocational truck – the most tested vehicle in its history

By James Menzies

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

NOVEMBER/DECEMBER 2020

3

Letters Front office focus, not MELT, is the answer The Business Magazine of Canada’s Trucking Industry

Re: Lockwood (Sept/Oct 2020) Rolf has it so wrong with his thinking regarding driver training.

Most drivers will understand and know the rules in 10 hours of study, and no additional amount will make them any better. The cost of MELT or other such programs is already prohibitive to many men and women who desire to enter the trade.

The Humboldt (Broncos) tragedy was not created by a lack of training, but by a lack of enforcement in the front office.

Many drivers are always going to take shortcuts doing vehicle inspections, overspeed, drive while tired, etc. The culture in the front office needs to change before any notable positives will occur in bad habits.

I hate bureaucratic meddling as much as the next guy, but sadly that’s the only tool that’s going to make many business owners create the change that Rolf wants.

— Bob Elliott

$3 million well invested Re: Verspeeten donation to build cancer center This is a very classy gesture by Mr. Verspeeten. I am sure this will greatly help in the fight against this horrendous disease.

— Sean Lonergran

Remote areas poorly served Re: Ontario to invest in northern rest areas Makes sense. Have them right beside full-service towns like the Soo and White River where they already have every kind of service you need, but nothing in the remote rural stretches where one is likely to get caught in winter storms with nowhere to pull off.

Must have taken a government study that used millions in tax dollars to figure this out.

— Shawn Marcil

Local carriers are a problem Re: Halton blitz places 28% out of service That’s great. They took those vehicles off the road, but what about the rest of the year?

Why does it take a blitz to [draw attention to an issue] that we all know in the trucking business?

This is a major problem for local carriers.

On the bright side, Halton Region made sure they met their inspection numbers.

— Mark Richardson

Cheering for the show hauler Re: Fleet struggles when the show won’t go on This article is further proof that Covid-19 stinks!

I have had the pleasure of working with Truck’N Roll in the past, and they do a great job and have quality people there. I’m definitely cheering for them to come out safe and sound on the other side of this pandemic.

— Nevil Corbeth

4

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SEND YOUR LETTERS TO:

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TODAY’S TRUCKING

MANAGING DIRECTOR 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: David Henry, 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

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 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.

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Editorial

By James Menzies

The Time is Now Covid-19 has presented trucking with an opportunity it can’t ignore

T

his has been one of the most difficult years in history to navigate in a business context. Trucking saw freight vanish almost overnight in March, as global economies were shut down in an effort to contain the Covid-19 virus.

But as the economy reopened, trucking was suddenly thrust into the spotlight – in a favorable way. The situation highlighted the important role our industry plays in stocking store shelves with everyday essential items such as toilet paper and medication. For the first time in several generations, truckers were seen as everyday heroes, working on the front lines to keep our economy moving, and ensuring essential supplies were available when needed.

Truckers were given free meals, personal protective equipment, and generally greater gratitude for their work.

While reports were initially anecdotal, there are now some stats to support the idea that the trucking industry is being seen in a refreshing new light.

David Coletto, CEO of Abacus Data, has been working with Trucking HR Canada on a number of projects, and shared some interesting data during the recent Western Women With Drive event. A recent post-pandemic survey of Canadians found that only 5% had a negative view of the trucking industry, while 54% viewed it positively and 32% in a neutral light.

The view of trucking was more positive than it was for industries such as construction, food manufacturing, and the airlines.

Further, 29% said their impression of trucking has improved over the past few months, suggesting positive messaging around the industry’s important role through this health crisis has resonated with the public. In addition, 72% of respondents acknowledged that trucking companies are essential to their lives.

When was the last time trucking has garnered such positive recognition?

The question now is, what are we going to do about it? The trucking industry continues to struggle to attract new talent,

especially among youth and women. Similar work Abacus Data has done for Trucking HR Canada in the past has shown millennials are open to careers in trucking, but lack knowledge about what opportunities exist.

The trucking industry needs to harness this opportunity to better raise awareness about career opportunities in the industry, especially now that anxiety over livelihoods and personal finances is heightened. Trucking has rebounded sharply from the depths of the economic plunge in March and April – faster than most other industries. There are opportunities here that need to be better communicated to prospective new hires.

Meanwhile, positive messaging about the role trucking plays in our everyday lives must continue. Professional drivers deserve continued praise and acknowledgment for the work they do. More work must be done to ensure we eliminate the daily pain points they face, such as loading/unloading delays, lack of clean facilities and safe parking, and productivity-choking restrictions that affect their income.

The trucking industry must continue and expand its outreach to the general public when it comes to opportunities that exist and why our industry is – and always will be – an essential service. There has never been a greater opportunity for trucking to cement itself in the minds of Canadians as a vital cog in Canada’s economic engine and contributor to the quality of life we all cherish.

That messaging will in turn attract millennials, who Coletto emphasized want to work in a profession that has purpose, and contributes to the greater good. The perfect opportunity has arrived. So, I ask again, what are we going to do with it? TT

“Professional drivers deserve continued praise and acknowledgment for the work they do.”

James Menzies is the editor of Today’s Trucking.

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

NOVEMBER/DECEMBER 2020

7

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Smith

By John G. Smith

California Dreaming One U.S. state continues its own emissions path. Will Canada follow?

T

he lasting marks of the U.S. Environmental Protection Agency (EPA) are found on every truck in a fleet yard.

Most of the agency’s vehicle emissions standards have been embraced by Canadian regulators in the name of uniformity. Diesel particulate filters (DPF), EGR valves, tanks of diesel exhaust fluid (DEF), and a litany of fuel-saving devices all evolved against a backdrop of rules established south of the border.

But a tougher set of standards is emerging in one specific state – and it’s caught the eye of regulators who put the final stamp of approval on Canadian equipment like trailers.

During an online presentation for the Canadian Transportation Equipment Association (CTEA), a representative from Environment and Climate Change Canada referred to coming Pembina Institute research that will explore the uptake of fuel-efficient trailer equipment, with a particular focus on Canada and California.

The specific interest in the western state is no small matter.

While America’s national regulator has waffled on the latest emissions rules – delaying trailer-specific GHG requirements, and essentially pushing Canada into a delay of its own – California is marching forward with some of the tightest emissions-related rules in North America. The state is setting goals for zero-emission vehicles like battery-electric trucks, tighter NOx restrictions, and even standards that would require fleets to submit quarterly reports on their emissions.

It seems strange that a single jurisdiction can carve its own path on such things, but the power to regulate vehicle emissions has long been a feature of the U.S. Clean Air Act, as long as such standards “meet compelling and extraordinary conditions.”

Several unique pollution-related challenges are to blame.

Population density, surrounding mountains that trap pollutants, and a warm climate and low rainfall contributing to higher ozone levels all conspire against the air quality in the L.A. basin.

But the Golden State is not standing entirely on its own. This July, 15 states and the District of Columbia signed a memorandum of understanding promising to collaborate on the adoption of zero-emission vehicles, with a goal of reaching 30% of medium- and heavy-duty trucks sales by 2030.

National mandate or not, the standards will carry a lot of weight. These jurisdictions collectively account for half the U.S. trucking economy and 40% of the value of goods moved by trucks.

It could mean some splitting headaches for engineers and fleets alike.

We know there is a price to be paid if regulators are too quick to embrace such rules. A perfect example of that came in the form of maintenance nightmares coinciding with the first exhaust gas recirculation systems, lost fuel economy, and more.

Those who shudder at the thought of a new generation of emissions controls can take heart in a related requirement for stronger warranties, but that coverage will come at a cost. And it will be reflected in higher sticker prices.

Southern-focused rules adopted in Canada could present some unique challenges in our land of colder weather and heavier weights as well. Low rolling resistance tires might be great for a bare highway, but deeper lugs might be a safer option on a snow-covered road. Ambient temperatures also affect thing like the operating ranges for battery-electric trucks. The list goes on.

Canada still needs to address pollutionrelated challenges, of course. Heavy-duty vehicles account for 31% of the nation’s transportation-related GHG emissions, and the levels have tripled since the 1990s. According to the National Inventory Report, those emissions are also projected by 2030 to surpass levels generated by light-duty vehicles.

But in the search for the best options for the Canadian market, we have to hope that regulators will account for operating environments and needs that are as different as beachfronts and ski hills.

Melina Kennedy, Cummins vice-president – product compliance and regulatory affairs, said in a recent webinar that it’s an “unprecedented time” of emissions regulations.

Let’s hope it enjoys an unprecedented focus as well. TT

“There is a price to be paid if regulators are too quick to embrace such rules.”

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

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

NOVEMBER/DECEMBER 2020

9

(Photo: istock)

Hard Times Insurance prices are soaring, when coverage can be found at all

By John G. Smith North American trucking businesses face a harsh reality when renewing insurance coverage in the midst of today’s “hard market.”

Premiums are up dramatically this year as insurers look to offset trucking-related financial losses, placing the blame on rising repair costs, multi-million-dollar “nuclear verdicts,” insurance fraud, and more. In some cases, specific types and levels of coverage

10

TODAY’S TRUCKING

are being abandoned altogether because of perceived risks.

“This line of business has been unprofitable for an extended period of time,” said Northbridge Insurance vice-president of transportation and logistics Todd MacGillivray, in a presentation to Ontario’s Fleet Safety Council. “I would anticipate there will be some inflationary trends that continue into 2021.”

Inflationary, but hardly limited to the general inflation rate.

Fleets have recently reported rate increases of 10-15% to cover Canadian operations, and it’s not unusual to see increases of 100-500% for cross-border business, MacGillivray said. “The United States has been a little slow to the hardened market, but they’ve been very swift in their actions.”

Blame economic factors.

Once premiums are compared to claims, trucking is less profitable than other insurance markets.

The commercial transportation market has underperformed the broader property and casualty insurance busi-

ness for eight straight years, observed McGriff executive vice-president Ryan Erickson, during a presentation for the American Trucking Associations annual management conference.

Last year, the U.S. commercial transportation market had to underwrite US$4 billion in losses, the worst performance on record. Losses have even outpaced double-digit increases in premiums, he said.

“We are in very challenged times with respect to transportation.”

Higher repair costs Even smaller claims cost more to address these days, with the average claims under $100,000 reaching $34,047 in Western Canada, $27,610 in Quebec, and $18,302 in Ontario, according to Northbridge.

There’s no small irony in the fact that some of the blame falls to the rising cost of repairing sophisticated equipment like bumper-mounted radar systems and collision mitigation systems designed to prevent more serious damage.

It all means that fleets and owner-operators alike are struggling to find the protection they need.

Aggregate haulers in areas around Toronto, for example,

TFI drops APPS deal PG. 13

Traton acquires Navistar PG. 13

Top HR Leader PG. 13

have seen traditional insurers decline their business at renewal time.

Those struggling with poor safety ratings or other issues are facing the biggest barriers of all.

Insurers are less likely to accept “rehab” accounts in the current market, MacGillivray said as an example, referring to fleets that report few losses but struggle in their recordkeeping. “No insurer is interested in partnering with those customers.”

Even credit histories are playing a role.

“Premiums have to be paid on time,” he said. “There is a strong correlation between a healthy balance sheet and the performance of an operation…When you cut those corners, losses begin to rise.”

Reworking Facility Association rules The last stop for businesses in many Canadian jurisdictions has been Facility Association – essentially an insurer of last resort, set up under a mandate to ensure everyone can access some form of insurance before hitting the highway.

But even that business model is undergoing a dramatic change this fall as the insurer begins to request

more detailed information before offering coverage.

“Based on the claims we were getting, there was some information that was inconsistent where the trucking company was operated,” says Derek Tupling, Facility Association’s vice-president – government relations and communications.

The claims didn’t match expectations.

In other words, fleets were under-reporting the work they did in high-risk areas, perhaps saying they were focused on a low-risk region like New Brunswick rather than around the dense traffic of the Greater Toronto Area.

At the very least, there was an unexpected surge in the trucking businesses opting for what should be the highest-priced insurance coverage in the market. Facility Association’s commercial insurance premiums rose 47% in the 12 months leading up to March 2019, and premiums linked to inter-urban vehicles were up 200%.

Carriers looking to secure the coverage will now need to provide additional information including fuel tax reports, National Safety Code (NSC) profile data, and Safety Measurement System (SMS) reports from the U.S. Federal Motor Carrier Safety

Administration.

“That’s now consistent with information that was being requested by standard-market insurers, and that allows us to understand where their business is operating, where the trucks are going,” Tupling says.

Most jurisdictions rolled out the changes Oct. 1. New Brunswick and P.E.I. are scheduled to follow suit on Jan. 1.

Thank the trucking industry itself. The various changes emerged after the Ontario Trucking Association (OTA) and several high-profile insurers called for the related review.

MPP challenges coverage costs An Ontario MPP is questioning the insurance premiums that small businesses and owner-operators pay if they want to hire truck drivers with limited experience.

New drivers are often left to begin their careers at larger fleets with established training programs and lower insurance costs, or find smaller employers willing to work with Facility Association – essentially an insurer of last resort.

The resulting premiums can be five times the price paid to cover other drivers, says Guy Bourgouin, NDP critic for training, trades and apprenticeships.

“The current insurance regulatory framework is killing these small businesses,” he said in the Ontario Legislature on Sept. 24.

“Some of these insurance costs are crazy,” Bourgouin told Today’s Trucking, referring to one business that saw insurance premiums increase 30% last year and 10% this year. “The regulations and insurance make it very difficult for these smaller owner-ops to be able to continue.”

He believes the current approach to insurance is particularly unfair in remote settings such as logging operations where there are no larger fleets to do the work.

“Driving a truck in a bush and driving a truck on the highway are two different things,” he adds. “Some of these drivers have huge experience, and they could benefit the young truck driver coming up.”

NOVEMBER/DECEMBER 2020

11

Dispatches “There’s absolutely ­nothing wrong with the Facility model,” says Geoffrey Wood, the OTA’s senior vice-­president – p ­ olicy.

But offering such insurance at less than its true value would actually offer a competitive edge to carriers with a poor track record, he says.

In the words of OTA president Stephen Laskowski, the system needs to treat

everyone “the same with respect to their risk and the premiums required to cover that risk.”

The reviews aren’t ending there.

The Insurance Bureau of Canada is taking a closer look at the commercial insurance market this year.

The related meetings are already underway.

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TODAY’S TRUCKING

Other insurance needs In the midst of it all, fleets face a new series of financial threats that can require altogether different layers of coverage.

Broker liability insurance – uncommon five to 10 years ago – can now be needed to protect those who broker freight, said Jeff Toole, a transportation lawyer with Scopelitis, Garvin, Light, Hanson and Feary.

Traditional liability coverage won’t extend to insurance claims relating to this work, he said.

While motor carrier liability focuses on issues around the ownership, maintenance, and use of a truck – such as reports of speeding – the broker liability coverage looks at the decisions that led to brokering a load. Brokers arguably face a higher standard of care, Toole said.

In other situations, the best available option might actually involve owning a piece of an insurance company.

“I’m sure that captives are getting popular again these days,” says Jim Millar, vice-president – transportation insurance at Cottingham Butler, referring to insurers that are owned by the businesses they protect. Coverage like this isn’t meant to protect against the massive liability-related losses associated with so-called nuclear verdicts, but it can offer a protective layer to address smaller losses like physical damage and property damage that are common in trucking.

While traditionally limited to larger fleets, or even businesses large enough to form their own captives, interest has expanded among mid-sized fleets, adds Avi Goldberg, a transportation insurance broker at Marsh Canada.

Even then, there are struggles to find coverage for the risk that remains.

“There’s not a lot of excess liability carriers in the market for transportation,” Goldberg says as an example, referring to the coverage used to build up limits on top of an original policy, closing gaps in coverage.

“If you want $5 million or $10 million liability limits, it’s very difficult.”

Ultimately, any related choice will be a matter of balancing the risk businesses are willing to shoulder.

“The more risk you take,” Millar said, “the less premium you should pay.” TT

NEWS BRIEFS

Traton acquiring Navistar International Traton SE, the truck and bus division of Volkswagen AG, has reached an agreement in principle to acquire Navistar International.

It already owned 16.8% of the American truck manufacturer, but will buy the remainder at US$44.50 per share.

The agreement was reached two days after Traton set a deadline for Navistar to accept its already sweetened cash offer of $43 per share.

Both manufacturers have since 2017 participated in a strategic alliance that supported development and purchasing activities.

the Year by Trucking HR Canada.

Preston began her trucking career at Kingsway Transport in 1970, but joined Rosedale 30 years ago.

“Rosana has always been the kind of leader who says, ‘We should, we can and we will’ even when the mountain seems too high to climb,” said Reimer Associates president Ross Reimer, presenting the

< Dispatches

honor during an online event.

Trucking HR Canada’s recognized 69 industry workplaces through this year’s Top Fleet Employers program.

The recognition is based on ratings that include recruitment and retention, workplace culture, compensation, training and skills development, and innovative HR practices. TT

TFI drops APPS deal Canada’s largest fleet remains on the hunt for businesses to buy, spending about $115 million on acquisitions in the first 11 months of 2020. But a proposed deal to buy APPS Transport wasn’t among them.

“We tried to buy APPS, but finally there were certain closing conditions that were not met,” TFI International chairman and CEO Alain Bedard told analysts, referTFI International headring to the quarters in Montreal, scuttled deal.

Que. (Photo: TFI) Bedard also alluded to increasing difficulties in completing sizeable Canadian acquisitions, due to Competition Bureau scrutiny.

“Our future for significant transactions – we’ve said it may times – is going to be south of the border,” Bedard said. “We are such a dominant company in Canada, anything with revenue of more than $90 million, we have to sit down with the Competition Bureau in Ottawa. It’s a long, long process and it takes an awful cost with lawyers and things like that.”

Rosedale’s Preston named HR leader Rosedale Transport’s director of human resources and administration, Rosana Preston, has been named HR Leader of NOVEMBER/DECEMBER 2020

13

Dispatches

Class 8 truck orders strengthen Fleet confidence has returned in the form of strengthening Class 8 truck orders, which surged to 32,000 units in September, according to preliminary data from FTR. That’s the highest total since October 2018, up 55% from August and 160% year-over-year, FTR reported.

“The Class 8 truck market continues to recover faster and better than expected. This strong order volume suggests fleets believe there will be steady freight growth going forward. Rates have improved, so carriers have the cash, and now they also have the confidence. When you combine those two factors, orders tend to surge,” said Don Ake, vice-president of commercial vehicles.

In terms of retail sales, Canada accounted for 2,428 Class 8 vehicles in September, WardsAuto says. There were 762 Class 7, 69 Class 6, and 1,497 Class 5 sales.

Canada – September 2020 SALES

14

U.S. – September 2020

MARKET SHARES

SALES

CLASS 8

Sept.

YTD

Sept. %

YTD %

CLASS 8

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

810 322 286 247 263 253 247 0 2,428 Sept.

5,558 2,972 2,149 2,114 2,071 1,632 1,230 0 17,726 YTD

33.4 13.3 11.8 10.2 10.8 10.4 10.2 0.0 100.0 Sept. %

31.4 16.8 12.1 11.9 11.7 9.2 6.9 0.0 100.0 YTD %

International Freightliner Hino Peterbilt Kenworth Ford Total CLASS 6

582 65 56 25 29 5 762 Sept.

1,649 941 423 357 338 44 3,752 YTD

76.4 8.5 7.3 3.3 3.8 0.7 100.0 Sept. %

Hino Freightliner International Ford Isuzu Kenworth Peterbilt GM Total CLASS 5

32 15 9 10 1 2 0 0 69 Sept.

245 166 144 71 15 12 3 0 656 YTD

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

1,285 75 54 61 17 5 0 0 0 0 1,497

5,962 804 683 522 168 27 0 0 1 2 8,169

TODAY’S TRUCKING

(Illustrations: iStock)

MARKET SHARES

Sept.

YTD

Sept. %

YTD %

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

7,713 2,800 2,686 2,256 1,960 1,319 391 1 19,126 Sept.

49,656 20,555 19,470 16,774 13,245 10,164 4,037 20 133,921 YTD

40.3 14.6 14.0 11.8 10.2 6.9 2.0 0.0 100.0 Sept. %

37.1 15.3 14.5 12.5 9.9 7.6 3.0 0.0 100.0 YTD %

43.9 25.1 11.3 9.5 9.0 1.2 100.0 YTD %

Freightliner International Peterbilt Kenworth Ford Hino Total CLASS 6

1,639 1,581 655 424 123 89 4,511 Sept.

14,988 11,135 5,735 3,811 1,108 821 37,598 YTD

36.3 35.0 14.5 9.4 2.7 2.0 100.0 Sept. %

39.9 29.6 15.3 10.1 2.9 2.2 100.0 YTD %

46.4 21.7 13.0 14.5 1.4 2.9 0.0 0.0 100.0 Sept. %

37.3 25.3 22.0 10.8 2.3 1.8 0.5 0.0 100.0 YTD %

Ford Freightliner International Hino Kenworth GM Isuzu Peterbilt Total CLASS 5

1900 1069 641 455 227 169 81 7 4549 Sept.

9,564 9,236 7,680 3,965 2,100 1,086 786 52 34,469 YTD

41.8 23.5 14.1 10.0 5.0 3.7 1.8 0.2 100.0 Sept. %

27.7 26.8 22.3 11.5 6.1 3.2 2.3 0.2 100.0 YTD %

85.8 5.0 3.6 4.1 1.1 0.3 0.0 0.0 0.0 0.0 100.0

73.0 9.8 8.4 6.4 2.1 0.3 0.0 0.0 0.0 0.0 100.0

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

4,468 1,741 1,273 525 467 99 223 0 0 0 8,796

37,920 10,571 7,426 3,886 3,097 1,316 1,226 0 13 12 65,467

50.8 19.8 14.5 6.0 5.3 1.1 2.5 0.0 0.0 0.0 100.0

57.9 16.1 11.3 5.9 4.7 2.0 1.9 0.0 0.0 0.0 100.0

Source: WardsAuto

Dispatches

StatPack 200,000 TRAILERS Manac recently celebrated a man-

23% CARGO THEFT INCREASE CargoNet reported that cargo thefts in the U.S. and Canada jumped 23% year-over-year, totaling 223 events. The average cargo value per theft was US$151,452, for an estimated total of US$33.77 million. Many targets appear influenced by Covid-19, with thieves grabbing household cleaning supplies and personal protective equipment.

ufacturing milestone, delivering the 200,000th trailer produced at the company’s main manufacturing facility in St-Georges, Que. The tri-axle log trailer was sold to Hale Trailer Brake and Wheel, a long-time Manac dealer in the U.S.

$84-million RENOVATION Mack Trucks has completed a US$84-million renovation project at its Lehigh Valley Operations (LVO) in Macungie, Pa. A 300,000 sq.-ft. expansion was added to improve material handling and flow, new equipment and tooling was installed, manufacturing and IT systems were added, and a new audit building was equipped with stalls and CNG test pads. A 20,000 sq.-ft. Customer Adaptation Center was also constructed to support the Mack LR Electric, which will be commercialized in 2021.

192,000 CLASS 8 SHIPMENTS FTR has increased its forecast for 2020 Class 8 factory shipments. Predictions released this September reached 192,000 units, up from April’s forecast of 150,000 vehicles. FTR’s vice-president – commercial vehicles Don Ake said in the 2000 recession it took 48 months for Class 8 builds to fully recover to pre-recession levels.

This year, the build has already recovered to within 8% of pre-pandemic levels. Ake said factory shipments will be flat until Q2 2021, then will “break loose” to 222,000 units in 2021, 295,000 in 2022, and 348,000 in 2023, nearing the 349,000 seen in 2019.

39% MORE LOADS Loadlink Technologies reported that Canadian spot market load volumes surged 39% in the third quarter, compared to Covid-ravaged Q2 volumes. September also marked the strongest year-over-year growth for a single month in over two years, and was also up 12% form August levels. Surging volumes were led by U.S.-bound cross-border loads. The truck-to-load ratio was 3.24, down 7% from 3.50 in August, reflecting tightening capacity.

NOVEMBER/DECEMBER 2020

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Dispatches

Pu se Reader Survey

Tell us your thoughts about ... Autonomous Vehicles Engineering teams are looking to establish a new generation of trucks – equipment that can perform most driving functions under specific operating conditions. In this month’s Pulse Reader Survey, we asked for your thoughts.

Do you believe autonomous vehicles will ever be as safe as trucks under the control of a human driver?

YES

NO

21 % 39

In some cases % %

NO

28 % 43

21% 39% 14% 7% 5% 14%

1-5 years 6-10 years 11-15 years 16-20 years 21+ years Never

40

Would you feel safe if you were sharing the road with a highly autonomous vehicle within the next decade?

YES

When would you expect to see the commercial application of Level 4 autonomous vehicles?

(Trucks that can perform most driving tasks in select operating environments, like a stretch of highway between distribution centers)

In some cases % %

29

What settings would benefit from highly autonomous vehicles?

47% 46% 42% 40% 36% 21% 20% 20% 20% 14% 9%

Intermodal yards Light highway traffic Mines and gravel pits Dense highway traffic Fleet yards Farms Industrial parks Loading docks Oil fields Logging roads Residential areas

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.

Which of the following tasks would benefit from higher levels of automation?

66% Maintaining following distances (adaptive cruise) 63% Braking automatically to avoid collisions 58% Maintaining lane positions 49% Braking automatically to avoid pedestrians 39% Platooning (tight convoys for fuel economy) 29% Backing 15% Parking 10% Coupling and uncoupling 7% Loading and unloading 13% None of the above

Looking 10 years into the future, how do you believe highly autonomous trucks will affect truck driver jobs?

} Highly autonomous trucks will 30 % } replace some truck drivers Highly autonomous trucks will 18 % } replace many truck drivers Highly autonomous trucks will % affect the nature or number 8 } not of driving jobs

44

%

Highly autonomous trucks will change the nature of driving jobs, but not the number of driving jobs

348 Respondents NOVEMBER/DECEMBER 2020

19

Dispatches

Heard Street on the

Kriska promotes two Trevor Milton

Kriska Transportation Group (KTG) has promoted Kelly Browning of Service Freight Systems (SFS), and Peter Jenkins of Champion Express, to general managers of their respective business units. Browning moves from her longstanding position in operations to formally fill the role of GM at Service Freight Systems. She has been with the company since 2004. Jenkins takes the role of general manager at Champion after a decade of managing key accounts in his former position in operations and business development.

Fortin new CTA chairman Jean-Claude Fortin, president and CEO of JE Fortin in St-Bernard de Lacolle, Que., has been named chairman of the Canadian Trucking Alliance (CTA). He begins a two-year term, replacing Scott Smith of JD Smith & Sons. Other officers include vice-chairman Greg Munden, president of Munden Ventures and former chairman of the B.C. Trucking Association. Secretary-treasurer Greg Jean-Claude Fortin Arndt is the vice-president of Jade Transport and former president of the Manitoba Trucking Association. In related news, the CTA has named Sutco Transportation president Doug Sutherland as chairman of the Blue Ribbon Task Force on labor issues. CS Day Transport president Heather Day will serve as vice-chairwoman.

Trailer Wizards hires Ontario rep Jim MacIntosh has joined TIP Group’s Canadian subsidiaries – Trailer Wizards and Train Trailer Rentals – as vicepresident of the central region. MacIntosh will be responsible for managing and directing all sales and business development efforts, operations and service for Ontario. He has more than 25 years of experience in transportation and warehousing. Most recently, he held the role of senior vice-president for warehousing at Versa Cold Logistics.

Simard names new GM, HR manager Simard Suspensions has announced two executive appointments, naming Vincent Blouin general manager and Pascale Beaulieu as human resources manager. Blouin holds an MBA in

Vincent Blouin

20

TODAY’S TRUCKING

accounting, and recently was the director of finance at Simard.

He has also held executive roles in other companies. Beaulieu has filled several management positions in a career spanning 25 years.

Nikola founder steps aside Nikola Motor Company founder Trevor Milton has voluntarily stepped down as executive chairman and member of its board of directors, the company announced in late September. Milton’s resignation came less than two weeks after a short-selling firm accused him of lying about the potential of Nikola electric vehicles, hitting the stock hard. Milton has been replaced by board member Stephen Girsky, former vice-chairman of General Motors.

Four named to PMTC Hall of Fame The Private Motor Truck Council of Canada (PMTC) has inducted four more truckers to its Hall of Fame for Professional Drivers. The honorees were Shelley UvanileHesch of Sharp Transportation, Brent Mater of Zavcor Trucking, Mike Tetlock of CPC Logistics Canada, and Randy Lanigan of Praxair Canada. The four inductees have racked up a combined 18 million kilometers of accident-free driving, PMTC president Mike Millian said in an online presentation to the group’s annual conference.

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November/December 2020

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TODAY’S TRUCKING

• Marketplace East

(Photo: Precision Specialized)

The Big Move Precision Specialized tackles its most complex oversize haul yet

By James Menzies It was a move so long and complex, nothing was left to chance. Even a mobile washroom was taken along. Yet, the pickup and delivery locations were only 17 kilometers apart as the crow flies.

For Precision Specialized, the 118-km journey began Sept. 28 in what company president Ed Bernard dubbed “by far the most complex, biggest, most difficult thing we’ve ever done.”

Seven loads were moved in a convoy over six nights, ranging in weight from 260,000 to 320,000 lb., with overall dimensions of up to 125 feet long, 26 feet wide, and 24-1/3 feet high. The power generation modules were transported from manufacturer Zeton’s Oakville, Ont., plant to the Port of Hamilton. From there they were loaded aboard ships for the journey to a customer overseas, but Precision Specialized’s work was complete.

“We had budgeted and planned for five to seven nights’ travel and made it in six,” Bernard told Today’s Trucking when the delivery was complete.

It took nearly two years to plan the delivery. In fact, Bernard said he began making arrangements even before Zeton committed to the project, to help the manufacturer determine if the job was viable.

There were eight loads in total, including the seven in the convoy. The smaller eighth load traveled on the highway.

More than 70 subcontractors were enlisted to help. The oddest requirement was the mobile toilet, since the route took those 70 people as far off the beaten path as possible, late at night to minimize the disruption to traffic and residents.

Other subcontractors along for the trip included bucket utility truck operators,

police, superload escorts, a mobile mechanic, a spare tractor and two spare escorts, a tire truck, and even a food truck.

The biggest risk in a job of this magnitude, said Bernard, is falling behind schedule.

“There are a lot of moving parts,” he explained. “A lot of people will lose their power and we want to make sure we keep to our schedule.”

And then there’s the Covid-19 pandemic to throw a wrench in things. While those working on the project weren’t closely congregated, precautions still had to be taken at planning meetings, including temperature checks, masks and social distancing. When the move began, Bernard likened the work environment to a “quarter-mile bubble that’s traveling and that you can’t get into.” TT

By the Numbers 118 km traveled 14 average police escorts per night 44 average bucket trucks per night 18 average certified superload escorts per night

7 pole cars per night 7 rear escorts per night 3 project managers per night 1 spare power unit 1 maintenance truck 1 tire truck 1 food truck 1 mobile portable bathroom

▼

(Source: Precision Specialized)

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TODAY’S TRUCKING

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Trucking Pioneer Gives Back Verspeeten family makes $3-million donation to build cancer treatment center A $3-million donation from a trucking industry pioneer will help to develop Canada’s first clinical genome center for the treatment of cancer and other genetic diseases.

Archie Verspeeten, who founded Verspeeten Cartage in 1953 with an $800 loan, made the donation to create the Archie and Irene Verspeeten Clinical Genome Centre at London Health Sciences (Source: London Health Centre. His late wife Irene died of Sciences Foundation) cancer, as did their son Alan.

“This means more to my family than words can convey,” said son Ron Verspeeten, speaking on behalf of the family at a virtual event Oct. 14. “My family has been greatly impacted by cancer over the years, so we understand the pain that goes along with this diagnosis.”

“The creation of the Verspeeten Clinical Genome Centre will have a profound effect in the lives of patients with complex diseases not only in our community, but also in communities around the world,” said John MacFarlane, president and CEO at the London Health Sciences Foundation. “It is because of Archie and Irene’s vision and deep-rooted passion to find a cure to end cancer that this center is possible.”

Genomic profiling allows doctors to create personalized treatment options based on a patient’s DNA. Cancer, epilepsy, neuromuscular disorders and developmental disabilities are some of the illnesses that can be treated this way.

The total cost for the center will be about $10 million.

Further fundraising is underway. TT

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Hyliion axles boost CAT CNG trucks CAT Transport is taking a new step in its approach to natural gas vehicles.

One of its Freightliner Cascadias – already powered by a Cummins ISX 12G compressed natural gas (CNG) engine – now includes Hyliion’s CNG hybrid solution, which includes an 8 kWh battery, a 120 hp/1,500 lb.-ft. electric axle, and a thermal management system.

The electric axle promises to provide more power to help with big hills and heavy loads.

The Hyliion system caught the attention of fleet CEO Daniel Goyette, during a show held three years ago in California.

Hyliion representatives, whose system was initially aimed at diesel trucks, later visited the fleet and realized that the benefits could be even greater with natural gas trucks running as a hybrid system.

The fleet has been running compressed natural gas vehicles under a long-term

CAT driver Don Simpson. (Photo: Supplied)

lease with Ryder since 2014, but there have been challenges along the way.

“What the drivers criticized CNG trucks for is [a lack of] power. Also, the return on investment did not allow the installation of auxiliary on-board units.

We found that these trucks idled a lot, and that was damaging to those engines that use a spark plug for ignition. Finally, the fact that the engine was more subject to [overworking] on a hill increased the internal heat,” Goyette says.

Hyliion’s product keeps the engine from working too hard on hills and

provides additional power on demand.

Software is used to store energy when the vehicle rolls on flat terrain or down a hill. The system also includes an auxiliary power unit, at the heart of which are additional batteries providing up to 12 hours of cabin cooling, eliminating engine idling.

“All of this together gives us the added value we lacked in these trucks,” says Goyette.

Initially, CAT intends to equip five trucks with the Hyliion hybrid system to evaluate performance.

“The goal would be to equip the 100 or so trucks in the fleet. It all depends on the results that the product will give,” says Goyette.

The Hyliion hybrid system adds about $40,000 to vehicle price tags. But the CEO of CAT hopes the technology will be approved under the Quebec Ecocamionnage subsidy program. He also hopes to extend the lifespan of trucks equipped with this technology by three years. They will continue to serve the same lanes, operating between Quebec, Ontario and Texas. TT

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Jimmy Zborowsky President

NOVEMBER/DECEMBER 2020

7E

8E

TODAY’S TRUCKING

• Marketplace East

WE PAY YOUR 1st MONTH TRUCK PAYMENT & WAGES MAKE YOUR SWITCH TO OUR FAMILY WITH NO START-UP COSTS

Wishing you all a Safe & Happy Holiday Season!

WE PRESENTLY HAVE THE FOLLOWING POSITIONS AVAILABLE

4

Owner Operators

CANADA/U.S. B-TRAINS

2

Owner Operators

ON / PQ / NY ALUMINUM 4 AXLES

2

Tandem Positions also available FORT ERIE CORRIDOR Loads paid on per ton basis PLUS Fuel Surcharge per mile loaded & empty

ALSO HIRING COMPANY DRIVERS

CANADA – US RUNS STEADY LANES PAID 24% OF THE TRUCK REVENUE & BENEFITS

WE PROVIDE • All Base Plates • All Border Crossings • Heavy Users Tax (HUT) • U.S. Border Crossing Decal • All U.S. Tolls • All U.S. Licensing • Wetline Installation • Safety & Seniority Bonus

ADDITIONAL BENEFITS • Competitive Truck Insurance Rates • NAL Insurance - includes buy down, downtime, towing, plus optional truck payment insurance – Family Health Benefits also available • Excellent Fuel Prices with Company Fuel & Credit Cards • Clean and Well Maintained Equipment • Steady Year Round Volumes • Dedicated Trailers • Pre-dispatched Daily • Optional Weekend Work

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NOVEMBER/DECEMBER 2020

9E

Wishing You Happy, Safe Holidays From All of Us At I.T.S $5000 SIGN ON BONUS U.S. O/O’S! NEW MENTORSHIP PROGRAM! Call and inquire, you could make $50,000+ in your first year as a new ITS Driver! Get your AZ training from an approved school and receive tuition reimbursement of up to $8,000.00!

■ Late Model, Well Maintained Cabs ■ Group Personal Auto & Home Insurance ■ Pick Ups and Drops Paid ■ Live Load / Live Unload Paid ■ Hourly Rate If Running Local and Where Applicable ■ Company Drivers up to 60 cents Per Mile!

■ Benefits Available ■ Safety Bonus ■ Yard Fuel At 3 Locations in Ontario ■ GTA Premium Rates Where Applicable ■ Regular Midwest USA Runs ■ Issac Platform recruiting@itsinc.on.ca

Be part of a friendly, family oriented company with 24/7 schedules to meet your lifestyle.

Contact the Recruiting Team at I.T.S For Brantford & South Western Ontario Call Mike Deyo at 1-800-708-2707 x212 For the GTA & South Central Ontario Call Karen Atwal x401 or Shumyl Z. Attaullah x403 at 905-212-9898 For Belleville & Central Ontario Call Monty Chrysler x123 or Sandra Hannah x159 at 800-267-1888 or 613-961-5144 For Eastern Ontario & the Ottawa Valley Call Denis Labossiere at 877-665-8167 x222

www.itstruck.ca

We are committed to employment equity and diversity.

Seastionng'ss!

Gree

10E

TODAY’S TRUCKING

• Marketplace East

COMPANY DRIVERS WANTED! ON $1500 SIGN BONUS

COMPETITIVE MILEAGE RATES NEW 2020/2021 WESTERN STARS PAID PICKS, DROPS AND LAYOVERS FUEL EFFICIENCY BONUS OVER THE BORDER EXPERIENCE DEDICATED LANES NO INTER-CANADA WORK

Wishing you all a Safe and Happy Holiday Season!

JOIN THE GARDEWINE TEAM! Company Drivers and Owner Operators Wanted!

Driving Opportunities include: Linehaul, Deck, Bulk, Regional, City, Parcel

ALSO LOOKING FOR OWNER OPERATORS LEASING OPPORTUNITIES AVAILABLE FOR 2021 WESTERN STARS

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What a wild ride 2020 has been!

2021!

2 021!

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Happy Holidays, Stay Safe, 2021 Bring it on!

Kathy

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> Benefits > Pension > RRSP > Profit Sharing > Stock Share Purchase Plan > Educational Support > Management Certificate Program

Drivers Dock Fleet Maintenance Management

Sales Admin

SERVING COMMUNITIES FOR OVER 65 YEARS

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1.800.282.8000

NOVEMBER/DECEMBER 2020

11E

12E

TODAY’S TRUCKING

• Marketplace East

ACTION

TRAILER SALES INC. ALUMINUM COMBO FLATS

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Over 200 Used Reefers In Our Yard . . . Ready To Roll!!

NEW UTILITY 53’ X 102” DRY FREIGHT VANS

NEW UTILITY 53'x102" 3000R HIGH CUBE REEFERS 1071⁄2" I.H. FRONT, 1091⁄2" I.H. REAR, 981⁄2" I.W. RECESSED “E” TRACK, H.D. DUCT FLOOR, STAINLESS FRONT & REAR, VENTS, LED LITES – WEIGHT 12.155 LBS. (STANDARD MODEL) H.D. INTRAAX AIR RIDE SUSP. ALUM. WHEELS. - 35153

2016 UTILITY 53' REEFERS CARRIER 7300 UNITS, CHUTE & BULKHEAD, STAINLESS WING PLATES, FRONT PANELS, RADIUS CORNERS, REAR DOORS & 5 DOOR CASE, FRONT & REAR AR 0 TR VENTS, RIV AD HENDRICKSON ING ES AIR RIDE NO W! SUSPENSION, ALUMINUM WHEELS, 1 ROW OF RECESSED "E" TRACK, HD FLAT ALUMINUM FLOOR 12" ALUM. SCUFF LINER, CLEAN WELL MAINTAINED UNITS. -1299792

50 2007 WABASH 53’ X 102” DRY FREIGHT VANS

INTERIOR LOGISTIC SIDE POSTS ON 16” C/L ,ALUMINUM ROOF, SWING REAR DOORS, AIR RIDE SUSPENSION. JUST TRADED ON NEW -1295917 AVA IL A

ABLE NTO AVAIL & TORO EAL R T N MO

BLE

6 (10) 2009 UTILITY 53’ TRIDEM REEFERS Thermo King Sb310 Units, Hendrickson Air Ride With 6’& 6’ Spreads, Hd Flat Aluminum Floor, 3 Rows Recessed “E” Track, 24” Scuff Liner, Exterior Rub Rail. -1261785

HENDRICKSON AIR RIDE SUSPENSION, LOGISTIC SIDE POSTS – ALUM. OR TRANSLUCENT ROOF AVAILABLE, STAINLESS REAR DOOR CASE, 12" CORRUGATED STEEL SCUFF LINER, 24" STEEL THRESHOLD PLATE. -102537 PRICED RIGHT!

MO NTR

EAL

2015 UTILITY REFRIGERATED VAN 36' Reefer, Carrier 7300x Unit, Stainless Front Panels, Radius Corners & Rear Doors, Front & Rear Vents, Exterior Rub Rail, Hendrickson Air Ride Susp, 1 Row Recessed "E" Track, Clean Unit. -1293077

GROUP OF 20 REEFER TRADES (20) 2012 GREAT DANE & UTILITY 53’ X 102” REEFERS

THERMO KING SB230 UNITS, S REEFER CHUTE & BULKHEAD, STAINLESS FRONT PANELS, RADIUS CORNERS, REAR DOORS, & DOOR CASE, HENDRICKSON AIR RIDE SUSPENSION, ALUMINUM WHEELS, FRONT & REAR VENTS, 1 ROW OF RECESSED “E” TRACK, CLEAN WELL MAINTAINED UNITS. -1305205 2017 GREAT DANE 53’ X 102” REEFER Thermo King C600 unit, reefer chute & bulkhead, Stainless front panels, radius corners, rear doors & door case, side skirts, exterior rub rail, 1 row recessed “E” track, 16” aluminum scuff liner, Hendrickson air ride suspension with aluminum wheels, VERY CLEAN. -1302165

2019 WABASH 53' REEFER Carrier 7500 Unit, Chute & Bulkhead, Stainless Front Panels, Radius Corners, Rear Doors & Door Case, Front & Rear Vents, Exterior Rub Rail, Side Skirts, HD Flat Aluminum Floor, 1 Row Of "E" Track, Air Ride Suspension With Alum. Wheels. -1299791

AVA ILAB

3 - 2014 UTILITY 53’ X 102” TANDEM REEFERS (2) 2014/ 2016 GREAT DANE 53’ X 102’ DRY FREIGHT VANS side posts on 16” C/L, Front & rear vents, Hendrickson air ride suspension, side skirts, CLEAN UNITS. -1302166

(10) 2012 GREAT DANE 53’ REEFERS Carrier 6500 Vector units, exterior rub rails, side skirts, front & rear vents, stainless rear doors, door case, & bumper, duct floors, 2 rows “E” track,Hendrickson air ride suspension, aluminum wheels, CLEAN. -1276974

Carrier 2500A units, Stainless front panels, radius corners, wing plates, rear doors & door case, Hendrickson air ride suspension, aluminum wheels, HD flat alum floor, I row of recessed “E” track. -1293078 CLEAN WELL MAINTAINED UNITS

LE M

ONT

REA

L

(14) “NEW” 2021 UTILITY 53’ X 102” DRY FREIGHT VANS WITH OVERHEAD REAR DOORS Hendrickson Air Ride Suspension, Michelin XTE 1122.5 Tires, Aluminum Wheels, 12” HD Scuff Liner, Translucent Roof. -1298204

Note: Action Trailer Sales Inc. is responsible to impose a cost recovery fee under the Resource Productivity & Recovery Authority (RPRA). It is being used to cover the cost of collecting and recycling the tires our customers purchase today when those tires reach their end of life and are returned by our customers.

TORONTO

MONTREAL

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NOVEMBER/DECEMBER 2020

13E

C.U.T.C.

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14E

TODAY’S TRUCKING

• Marketplace East

79 Bessemer Road, Unit 15, London, Ontario, Canada N6E 1P9

Tel: (519) 649-7420 Fax: (519) 649-7421 ADDITIONAL BENEFITS

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Trailcon Leasing Inc. . . . . . . . . . . . . . . .4E

Burrowes Insurance Brokers . . . . . . . . . .6E

Transport Financial Services . . . . . . . . . .5E Z Source Equipment . . . . . . . . . . . . . . . .7E

C.U.T.C. . . . . . . . . . . . . . . . . . . . . . . . .14E Canadian Loadshare Suspension Inc . .15E Eastway Tank & Emergency Vehicles . .15E IPS Invoice Payment System . . . . . . . . .2E Ocean Trailer . . . . . . . . . . . . . . . . . . . . .1E Ritchie Bros . . . . . . . . . . . . . . . . . . . . .16E

Recruitment Coleson Freight Carriers . . . . . . . . . . . .11E Erb Transport . . . . . . . . . . . . . . . . . . . .12E Gardewine . . . . . . . . . . . . . . . . . . . . . .11E International Truckload Services . . . . . .10E

Texis Truck Exhaust . . . . . . . . . . . . . . . .5E

Laidlaw Carriers (Dumps-Bulk) . . . . . . .9E

The Truck Exhaust Place . . . . . . . . . . .15E

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2020 FL M2 - 20,000L TANK 350 HP CUMMINS, AUTO, ALUM WHEELS, AIR RIDE, 20+40 AXLES, 20,000L, 5 COMPT, AIR MANIFOLD, BOTTOM LOAD, DUAL PUMPS & METERS .-1303404

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NOVEMBER/DECEMBER 2020

15E

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16E

TODAY’S TRUCKING

• Marketplace East

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2W

TODAY’S TRUCKING

• Marketplace West

Hell on Wheels Highway Thru Hell continues to shine spotlight on tow ops

By Abdul Latheef Al Quiring and his team of heavy-tow operators have been rescuing trapped drivers and their vehicles from the treacherous Coquihalla Highway in British Columbia for years. The 52-yearold has built up such a reputation that truckers say when his green rig shows up, there is nothing to worry about anymore.

“The secret is to have the experience and the equipment to get the job done right,” said Quiring, whose family-owned company Quiring Towing and Recovery is famous for executing difficult jobs.

He has returned once again to Discovery Channel’s hit series Highway Thru Hell, which is now in its ninth season. Quiring, who has become a staple on the show along with Jamie Davies, says nothing is staged.

“Every job is a real job; straight up and factual as it happens,” Quiring says.

“They call it ‘fly-on-the-wall’ documentary filmmaking.”

He stresses the characters are not under pressure from producers, and there are no retakes.

“I don’t do things again for the TV crew. They get one chance to capture what I’m doing, and they know I can’t slow down for them.”

But more than 30 years of experience makes a big difference.

“I know every inch of that highway and how to handle the tough situations,” he says of the highway that links B.C.’s Lower Mainland with the rest of Canada.

Quiring said the Coquihalla on a nice day is a magnificent expression of cross-province travel.

But the proximity to the coast and the cold weather at high elevations bring short, intense storms, which are difficult

Al Quiring. (Photo: Bell Media)

to predict and prepare for.

“And because the highway is divided with concrete barricades, it is harder to service and maintain as there are no shortcuts to sneak equipment through.”

Over the years, Quiring and his team have saved lives and equipment alike.

“Lots. I could never count. I’m not one to put notches on my wrecker,” he said.

“But in 33 years of towing, I’d say that every year the number increases. On average, we do about 300 to 400 pullups a year.”

Quiring gets dozens of calls a day, and his record was 47 calls in 24 hours.

“Sometimes when it is really busy, there is no invoice. We just help them on their way and move on to the next job.” TT

NOVEMBER/DECEMBER 2020

3W

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4W

TODAY’S TRUCKING

• Marketplace West

TrailerCare by

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Give Your Brakes a Break How to avoid overusing your service brakes in the mountains

By Derek Clouthier Driving through B.C. may offer up scenic views and mountain vistas, but it also poses challenges to drivers that most other provinces in Western Canada lack. With its steep grades, twists and turns, and perilous mountainside dropoffs, drivers must navigate some the most treacherous terrain, and brake management is essential.

Andy Roberts, president of Mountain Transport Institute, a driver training school in Castlegar, B.C., explains drivers need to shed the habit of using their service brakes to slow down while descending a hill.

“They shouldn’t even be using their brakes,” Roberts said of truck drivers traveling down mountain grades. “Your brakes are designed to stop you, or to slow you down for a downshift.

Brakes were never designed in any vehicle – big trucks, cars, pickup trucks – to hold you back while going down a hill.”

Roberts said when it comes to incidents where a truck’s brakes seize up or even catch fire – as was reported to have happened several times this summer in the Kamloops, B.C. area – it is usually a case of the driver descending a steep grade too fast and being forced to apply their brakes.

“They need to slow down at the top of the hill and select the gear that’s going to allow them to descend the grade using their auxiliary braking systems,” said Roberts, “like their engine brakes or their retarders, or whatever their vehicle is equipped with.” He said service brakes need to be kept cool in the event a driver comes across an emergency situation, like an accident, rock slide, or even engine brake failure, so they can apply the brakes to bring the truck to an abrupt stop.

Peter Faminoff, owner of Columbia Driver Training Centre in Port Coquitlam, B.C., said drivers who are inexperienced with B.C.’s terrain must resist the urge to rely on their service brakes. How drivers manage and use their brakes has to be ingrained early on in a driver’s career.

“When they teach the air brake course, 99% of the teachers only teach paper knowledge and no practical knowledge,”

claimed Faminoff, adding that instructors need to inform new drivers how to properly descend steep grades.

Faminoff said he teaches his students that if they’re going up a hill in fourth gear, they should be in second or third gear going back down.

“Then you only use about a 6 psi brake application,” he said.

“At a 6 psi brake application the system will take care of itself, it will dissipate the heat. If you analyze everything in perspective, you stay out of trouble, but if you don’t understand that and nobody teaches it to you, you get in trouble.”

Dave Earle, president and CEO of the B.C. Trucking Association, agreed that slowing down a heavy truck is all about gear selection and speed.

“Drivers use the compression of the engine to manage the energy created as they move down a grade,” said Earle. “If the gear is too high, the engine will not be able to maximize compression resistance, increasing speed and meaning that other braking systems will have to be used to supplement. This supplementing is fine, as long as no system is overloaded. It’s all about managing dynamic energy.”

To make things more perplexing for drivers is the fact there are few warning signs that the brakes are overheating.

Faminoff said the most obvious indicator the truck’s brakes are seizing up is that the brake pedal no longer works.

By then it’s too late.

Roberts agreed that when drivers ascend a steep grade, they should descend in a similar or lower gear to contain the speed of the truck, as the engine brake will play a vital role in holding back the momentum.

“It’s horsepower up the hill, it’s braking horsepower down the hill,” said Roberts. TT

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5W

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6W

TODAY’S TRUCKING

• Marketplace West

(Source: AZETEC)

Back on Track Alberta’s hydrogen fuel cell truck project pushing on through Covid-related delays

By James Menzies An Alberta project that will test trucks running on hydrogen fuel cells has been pushed back due to the Covid-19 pandemic.

The first of the trucks, to be operated by Bison Transport and Trimac Transportation, were initially supposed to be on the road in July, with on-highway testing running until December 2022.

But the pandemic put the design stage on hold, and testing will now run from October 2021 until April 2023.

Marcel Pouliot, vice-president of industry and regulatory affairs with Trimac, offered the update on the Alberta Zero Emissions Truck Electrification Collaboration (AZETEC) during the recent f-cell HFC Vancouver virtual conference.

But the delay has brought a benefit.

When the $16.6-million program was launched in 2018, it was difficult to find hydrogen fuel suppliers to participate, Pouliot admitted.

“Fast-forward to today and we have several who have voiced interest in joining the AZETEC partnership, so we have fuel when our trucks come out next year,” he said.

The AZETEC project will see two trucks put through their paces hauling actual loads between Calgary and Edmonton, pulling double trailers or B-trains at a gross vehicle weight of 63,500 kg. There are three objectives of the program: to guide the technology to fit Canadian requirements without impacting efficiency and the cost to the

supply chain; to create a compelling solution for the trucking sector to engage in the zero-emissions pathway; and to kickstart a hydrogen economy in Canada.

Pouliot said the on-road freight segment of Canada’s transportation sector contributed 61 million tons of greenhouse gases last year.

“We can clearly state that trucking is poised for innovation,” he said, citing advancements in zero emissions technologies and trucking’s 60-plus year reliance on diesel. Bison and Trimac will require a range of at least 700 km between fueling, and the trucks must generate zero tailpipe emissions. The hydrogen will be produced using Aberta-generated natural gas, via steam methane reforming. The program is coordinated by the AMTA. TT

IN STOCK NOW! 20'-45' Extendable Tridem Chassis

New 53' Steel Dry Container

YOU YOUR YO OUR SOURC SOURCE SO OURC RCE CE FOR FO OR O RC CONTAINERS ONT NTA TAI AINERS RS S ... AN AND MORE! MOR RE!

416-818-5338 8 • sales@Zsource.ca l @Z • www.Zsource.ca Z

Jimmy Zborowsky President

NOVEMBER/DECEMBER 2020

7W

8W

TODAY’S TRUCKING

• Marketplace West

NOVEMBER/DECEMBER 2020

9W

What a wild ride 2020 has been!

2021!

2 021!

Wishing you all a Safe and Happy Holiday Season!

JOIN THE GARDEWINE TEAM! al l a g you n i h s i W afe on! & SHoliday Seas Happy Kaththy

Company Drivers and Owner Operators Wanted!

Driving Opportunities include: Linehaul, Deck, Bulk, Regional, City, Parcel • Canada Runs Only • Profit Sharing • Competitive Rates • And more AMBIENT

Happy Holidays, Stay Safe, 2021 Bring it on!

Kathy

BULK COLD CHAIN COURIER

Make

DECK DEDICATED GENERAL FREIGHT

a part of your

LOGISTICS

Recruitment Strategy

MOVING & STORAGE WAREHOUSING Whether you’re starting your career or looking for a change, you’ll find diverse employment opportunities at Gardewine

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TODAY’S TRUCKING

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12W

TODAY’S TRUCKING

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13W

RYDER OFFERS THE WIDEST SELECTION OF USED TRUCKS, TRAILERS AND VANS.

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2019 FREIGHTLINER NEW CASCADIA PX12664 HIGHWAY TRACTOR 72” SLEEPER, DETROIT ENG; DD15'17 GHG 455/1625, 455 HP, 13 SPD TRANS; AIR RIDE SUSP; 227" WHEELBASE, 517,938 KMS, STK#830622. -1305569 VANCOUVER

2016 INTERNATIONAL 4300LP STRAIGHT TRUCK W/VAN CUMMINS ENG; ISB'13 240/2400, 240 HP, 5 SPD TRANS; LEAF SPRINGS SUSP; 187" WHEELBASE, WHITE IN COLOR, 136,213 KMS, STK#355332. -1304663 VANCOUVER

2015 FORD TRANSIT CUBE VAN GAS ENG; 3.2 200HP, 200 HP, 6 SPD TRANS; COIL SUSP; 178" WHEELBASE, WHITE IN COLOR, 119,011 KMS, STK#358670. -1305572 VANCOUVER

2015 MACK GU500 STRAIGHT TRUCK W/VAN CUMMINS ENG; ISL'13D 345HP/1900, 345 HP, 6 SPD TRANS; AIR RIDE SUSP; 300" WHEELBASE, WHITE IN COLOR, 379,426 KMS, STK#568660. -1306063 VANCOUVER

2014 HINO HINO 268 REFRIGERATED TRUCK HINO ENG; J08E-TV'10 220/2500, 220 HP, 6 SPD TRANS; AIR RIDE SUSP; 205" WHEELBASE, WHITE IN COLOR, 209,084 KMS, STK#573393. -1305575 VANCOUVER

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2017 FREIGHTLINER CASCADIA 125 HIGHWAY TRACTOR 260 SLEEPER, DETROIT ENG; DD15 GHG'17 475/1650, 475 HP, 12 SPD TRANS; AIR RIDE SUSP; 242" WHEELBASE, 423,005 KMS, STK#673457. -1305481 CALGARY

2015 KENWORTH T800 HIGHWAY TRACTOR 52” SLEEPER, CUMMINS ENG; ISX15'13 500/1800, 500 HP, 18 SPD TRANS; AIR RIDE SUSP; WHITE IN COLOR, 717,672 KMS, STK#317157. -1306528 CALGARY

2016 ISUZU NPR HD STRAIGHT TRUCK W/VAN ISUZU ENG; GMPT'10 GAS 297/4300, 297 HP, 6 SPD TRANS; LEAF SPRINGS SUSP; 150" WHEELBASE, WHITE IN COLOR, 101,906 KMS, STK#665191. -1306744 CALGARY

2014 FREIGHTLINER M2 106 STRAIGHT TRUCK W/VAN CUMMINS ENG; ISL'10 330/2000, 330 HP, 10 SPD TRANS; AIR RIDE SUSP; 252" WHEELBASE, BLUE IN COLOR, 194,258 KMS, STK#525702. -1302786 CALGARY

2013 INTERNATIONAL 4300 STRAIGHT TRUCK W/VAN INTERNATIONAL ENG; MAXX'10 DT 245/2200, 245 HP, 6 SPD TRANS; AIR RIDE SUSP; 268" WHEELBASE, RED IN COLOR, 113,091 KMS, STK#503922. -1301845 CALGARY

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TODAY’S TRUCKING

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Whatever it takes to HAUL. 2020 MACK AN86T HIGHWAY TRACTOR MACK ENG; MP8, 505 HP, M-DRIVE 14 SPD TRANS; 48’ SLEEPER , FRONT AXLE: FXL16.0, REAR AXLE: RZ50-166, RATIO: 3.73, SUSP: ADZ-246 NEWAY, WHEELBASE: 265”, PAINT: WHITE. IN-HOUSE FINANCING IS AVAILABLE. STK#37175 -1291920

2020 MACK AN64T HEAVY-HAUL TRACTOR 70" SLEEPER, MACK ENG; MP8, 505 HP, M-DRIVE 13 SPD TRANS; 14.6 & 46 AXLE(S), 3.73 RATIO, PAX462 SUSP; 216" WHEELBASE, GREY IN COLOR, STK#37107 -1308109

2020 Mack Pinnacle 64T 70” MP8-505C Eng., 12 Spd mDRIVE-HD, 14.6/46 Axles, 3.42 Ratio, Stk: 031503 -1291961

2020 Mack Anthem 64T HD D/C MP8-505C Eng., 12 Spd mDRIVE-HD, 13.2/46 Axles, 3.42 Ratio, 203” W/B, Stk: 036021 -1303042

2020 Mack Granite 86FR Chassis MP8-505C Eng., 14 Spd mDRIVE-HD, 20/50 Axles, 3.73 Ratio, 300” W/B, Stk: 032361 -1289696

2019 Mack Pinnacle 86T 70” MP8-505C Eng., 14 Spd mDRIVE-HD, 14.6/50 Axles, 3.73 Ratio, 289” W/B, Stk: 028442 -1275535

2021 Mack Anthem 64T 48” MP8-505C Eng., 12 Spd mDRIVE-HD, 13.2/40 Axles, 3.79 Ratio, Stk: 034924

2019 Mack Anthem 16’ Dump Truck MP7-345C Eng., 12 Spd mDRIVE-HD, 14.6/40 Axles, 16’ Gravel box w/ pintle hitch, Stk: 028121 -1277947

2020 MACK GRANITE GR86F TRI-DRIVE STRAIGHT TRUCK (CAB AND CHASSIS) 36" SLEEPER, MACK ENG; MP8, 505 HP, M-DRIVE 14 SPD TRANS; FXL20 FRONT & RZ52-166 REAR AXLE(S), 3.91 RATIO, PAX 690 SUSP; 320" WHEELBASE, WHITE IN COLOR, STK#37097 - 1308108

2020 MACK GR86B STRAIGHT TRUCK (CAB AND CHASSIS) MACK ENG; MP8, 505 HP; 18 SPD RTLO-18918B TRANS; FRONT AXLE: FXL20, REAR AXLE: 69, RATIO: 4.10, SUSP: PAX690, WHEELBASE: 272", PAINT: WHITE. STK#37102 -1285335

2020 MACK AN64T HEAVY-HAUL TRACTOR 70" SLEEPER, MACK ENG; MP8, 505 HP, M-DRIVE 13 SPD TRANS; 14.6 & 46 AXLE(S), 3.73 RATIO, PAX462 SUSP; 216" WHEELBASE, GREY IN COLOR, STK#37106 -1308110

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

2019 MACK GR86B STRAIGHT TRUCK (CAB AND CHASSIS) MACK ENG; MP8, 505C HP; 14 SPD M-DRIVE TRANS; 36" SLEEPER, FRONT AXLE: FXL20, REAR AXLE: RZ52-166, RATIO: 3.91, SUSP: PAX690, WHEELBASE: 265", PAINT: WHITE. MONTHLY PAYMENT OPTIONS STARTING AT $3,973.32 OAC. 60 MONTH TERM @ 7.34% INTEREST. CASH VALUE: $213,901.14. TAXES NOT INCLUDED, SOME RESTRICTIONS APPLY. STK#35919 -

-1303045

2021 Mack Anthem 64T 70” HE+ MP8-415SE Eng., 12 Spd mDRIVE-HD, 13.2/40 Axles, 2.64 Ratio, 215” W/B, Stk: 034794 -1303043

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2020 MACK AN64T HIGHWAY TRACTOR MACK ENG; MP8, 505 HP; 18 SPD RTLO-18918B TRANS; 70" SLEEPER, FRONT AXLE: FXL13.2, REAR AXLE: RT46160, RATIO: 3.73, SUSP: AL461, WHEELBASE: 227", PAINT: WHITE. STK#37094 -1285283

2020 MACK AN64T DAYCAB TRACTOR MACK ENG; MP7, HP: 395C, TRANS: M-DRIVE 12 SPD, FRONT AXLE: FXL12, REAR AXLE: 40, RATIO: 3.36, SUSP: MAX 40, WHEELBASE: 260", PAINT: WHITE. STK#37085 1290017

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2020 KENWORTH T800 HIGHWAY TRACTOR 62" ACAD SLEEPER, PACCAR ENG; MX-13, 510 HP, 18 SPD TRANS; 13.2K/46K AXLE(S), 4.10 RATIO, AG460 SUSP; 228" WHEELBASE, WHITE IN COLOR, 11R24.5 TIRES, ALUMINUM RIMS STK#LR963761. -1293371

2020 KENWORTH T880 HIGHWAY TRACTOR DAY CAB SLEEPER, PACCAR ENG; MX-13, 455 HP, 13 SPD TRANS; 13.2K/40K AXLE(S), 3.70 RATIO, AG 400L SUSP; 189" WHEELBASE, WHITE IN COLOR, STK#LJ963515. -1305722

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

2020 KENWORTH W990 HIGHWAY TRACTOR 76" MID ROOF SLEEPER, CUMMINS ENG; X15, 565 HP, 18 SPD TRANS; 13.2K/40K AXLE(S), 3.91 RATIO, AG 460 SUSP; 244" WHEELBASE, CHARCOAL IN COLOR, STK#LJ961741. -1306046

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2020 DOEPKER GRAVEL ROCKR SUPER B SIDE DUMP TRAINS HARDOX TUB, ELECTRICAL REMOTE OPERATING PENDANT, BLACK MINIMIZER FENDERS, DOEPKER AUTO LIFT MANAGEMENT SYSTEM, ELECTRIC SIDE TARP SYSTEM, 11R22.5 TIRES, ALUMINUM RIMS STK#L3040225. -1282900

2021 DOEPKER LOW RIDER SUPER B STEEL FLAT DECK 2 TOOL BOX C/S LEAD & REAR 39 WINCHES, SIDE LIGHT HSV-0, C/S DUNNAGE RACK ON LEAD, WIDE LOAD LIGHTS (4 PULLOUTS)), TIRE INFLATION SYSTEM, ALUMINUM CHECKERPLATE FENDERS, 11R22.5 TIRES STK#M4041416. -1305719

2020 DOEPKER 53' TRIDEM DOUBLE/DROP FLAT DROP DECK 255/70R22.5 GOODRICH TIRES, ALUMINUM RIMS, 2 STROBE LIGHTS, 4 PULL-OUT WIDE LOAD LIGHTS, DOUBLE DOOR TOOLBOX, RED IN COLOR, 25 WINCHES, STK#L3040188.

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2016 DOEPKER ALUMINUM LEGACY SUPER B BULKER HOPPER DUMP BLUE WALLS, 11R22.5 TIRES, HUBODOMETER, ALUMINUM RIMS, MINIMIZER BLACK POLY FENDERS, CPL AUTO GREASER, RED TARP, FULL WIDTH TOOL BOX BACK OF LEAD TRAILER STK#G1033657A. -1289835

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2018 KENWORTH T680 HIGHWAY TRACTOR 76" ACAD SLEEPER, PACCAR ENG; MX-13, 510 HP, ULTRASHIFT TRANS; 13.2K/46K AXLE(S), 3.70 RATIO, 224" WHEELBASE, BLUE IN COLOR, 649,164 KMS, STK#21T10273. -1307210 $79,900

2017 KENWORTH W900L HIGHWAY TRACTOR 72" ACAD SLEEPER, CUMMINS ENG; ISX15, 550 HP, 18 SPD TRANS; 13K/46K AXLE(S), 3.91 RATIO, 250" WHEELBASE, 707,759 KMS, STK#21T10241. -1306668 $119,900

2013 KENWORTH T660 HIGHWAY TRACTOR 76" ACFT SLEEPER, PACCAR ENG; MX, 455 HP, 18 SPD TRANS; 12K/40K AXLE(S), 3.55 RATIO, AG400L SUSP; 232" WHEELBASE, SILVER IN COLOR, RED DIAMOND VIT INTERIOR, 11R22.5 TIRES, ALUMINUM RIMS, 3 WAY LOCKS 1,228,985 KMS, STK#DJ963856A. -1293620

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2015 KENWORTH T680 HIGHWAY TRACTOR DAY CAB SLEEPER, PACCAR ENG; MX-13, 455 HP, ULTRASHIFT 13 SPD TRANS; 13.2K/40K AXLE(S), 3.55 RATIO, AG 380 SUSP; 244" WHEELBASE, BLACK IN COLOR, 3 WAY LOCKERS 1,057,173 KMS, STK#21T10117. -1304614 $57,500

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INLAND-GROUP.COM 16W

TODAY’S TRUCKING

SWIFT CURRENT

• Marketplace West

Dispatches

Trendingg

on

TruckNews.com

Daimler adopts dual strategy in autonomous truck journey Daimler Trucks will partner with Waymo, formerly known as the Google self-driving car project, as it looks to bring highly autonomous trucks to market.

The initial focus in the U.S. will be to combine a Freightliner Cascadia and the Waymo Driver system, creating a truck with Level 4 autonomous capabilities. Such controls mean the vehicle itself will be able to perform all driving functions under defined operating conditions.

“For me that is a historic moment when the best in trucking manufacturing combines the best with software,” said Martin Daum, chairman of the board of management of Daimler Truck AG, during a related press briefing.

This isn’t Daimler’s only venture in the autonomous vehicle space.

Daimler Trucks acquired a majority stake in Torc Robotics about a year ago, and has already promised to produce highly automated vehicles within a decade.

The new Waymo partnership does not involve acquiring a stake in the business.

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FOLLOWERS

(Photo: Daimler Trucks)

Daum referred to the separate Waymo and Torc Robotics initiatives as a “dual strategy approach” that will help to accelerate development efforts.

And there is still plenty of development work to complete. One of the existing barriers is the need for redundant steering, braking and powertrain controls, said Waymo CEO John Krafcik.

“On the heavy truck side, the Class 8 side, these components do not exist today,” he said. “That’s going to be one of the primary gating items for bringing this technology to the world.”

Waymo itself has been developing autonomous vehicle technology for 11 years, and is now deploying the Waymo Driver for tests in Phoenix, Ariz.

It also began working with commercial trucks in March 2017. A pilot project in 2018 saw hundreds of runs completed around data centers in Atlanta, Ga.

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The last digit in your USDOT number indicates the month it needs to be updated. But what else do you know about this all-important number needed to truck across the border? Heather Ness of @JJKeller offers insights. Trucknews.com/ blogs/usdot-nu… #trucking #Compliance

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NOVEMBER/DECEMBER 2020

21

Over the Road

Checked egos, courteous moods can save lives

By David Henry

I

recently heard a comment that truckers are handling the pandemic very well, because we know we’re essential and the public now knows it, too. That would be a cool sentiment if it were real, but I’m not seeing it that way.

What I am seeing is lower morale than I’ve experienced in my 32 years on the road.

Some of us thought the mood among truckers was already bad. Then 2020 hit.

And hit. And hit. And hit.

There was definitely some initial enjoyment related to lower traffic volumes, but as things started opening up, the traffic increased.

It was a curious phenomenon. The traffic increase wasn’t all related to work and rush hour. It included people just getting out and enjoying their vacations, paid for courtesy of the government.

Another crazy thing happened along the way. Road rage went nuts. It’s like people who had been shut in for weeks couldn’t wait to vent. Did anyone see that coming? Who knew that forcing people to physically distance and take steps to protect themselves from a deadly virus would turn them into speed demons who took excessive risks?

I’m now getting passed more often in no-passing zones. I’ve witnessed collisions that involved people racing up a shoulder to bypass a traffic backup, only to crash themselves. We’ve seen multi-

22

TODAY’S TRUCKING

(Illustration: iStock)

ple fatalities in Northwestern Ontario as semis tailgate each other and try to pass unsafely.

Cyclists and pedestrians have been hurt or killed.

It seems any goodwill we had on the highways left as soon as people left their homes.

So, fellow truckers, what do we do about this? Are you going to let a road rage incident overtake you and put you in harm’s way? What are you going to do on the road?

I’m not perfect by any means, but every morning I make a conscious decision to try to bring a semblance of peace to my travels. I check my ego before I turn my key.

I watch and scan all around me as I roll. I’ll be quicker to let someone in. I’ll back off sooner and give myself more

escape room just in case I need it.

There’s an expression we have often used: No load is worth a life. Take your time.

Your life and the lives of others depend on that. I don’t mean you should be a rolling roadblock. I mean pay attention to efficiency and safety.

Another expression I like is to be like a duck. They may look calm on top of the water, but underneath their feet are going like crazy.

Maybe there are some bitter, dejected, beaten-down drivers who will tell me that my approach is ineffective.

I’ve been told this for years – that there are just too many horrible drivers.

I guess I’m hard of hearing.

I know I can and do make a difference.

Instead of bitching about a

driver who is discourteous at a truck stop, if the opportunity presents itself, I’ll ask the driver if they understand what they’re doing.

We all have blind spots in our actions. We have times where we do something without thinking. I choose to give them the benefit of the doubt.

It’s easy to complain today, but tomorrow that driver might continue with their bad habits.

Most of the time, I get thanked for trying to help.

That driver I approached and talked to may be more courteous in the future.

I won’t tell you it’s all roses.

It’s very tough these days. I’ll stress again that I choose to check my ego. My attitude has to be good. If it isn’t, a very tough day could be the end of my trucking career.

One courteous move can save lives. A good word can even change a life. A simple, heartfelt thanks can boost a person to achieve better things.

Life is made of millions of small events. I’m going to make each moment count.

It’s easier to change an attitude than to deal with the consequences of a bad attitude. TT David Henry is a longhaul driver, Bell Let’s Talk representative, and creator/cohost of the Crazy Canuck Truckin podcast. His passion is mental health and presenting a better image for trucking to the public.

Open Mike

Prepare your fleet for a pandemic pivot

By Mike McCarron

W

hile coaching my kids in minor hockey I was introduced to the concept of pivoting.

On the ice, it’s a very effective skating tactic to elude the competition, when a player carries their speed into a tight turn only to emerge skating faster in another direction.

In business, pivoting isn’t much different. It’s when a company changes its strategic direction because factors (like a pandemic) have made the business model unsustainable.

Think of the improbable pivot the NHL made by playing 87 games in 64 days to award the Stanley Cup in October – in a bubble, in front of no fans.

The Conference Board of Canada predicts the economy won’t return to normal until next summer at the earliest.

Unfortunately, many industries don’t have that kind of time, including big trucking users like retail, automotive, oil, etc.

With most government subsidies ending soon, many carriers are fearing for their future. For those working on or thinking about changing their strategic direction, here are some of the things I’ve learned about pivoting.

You’ve already pivoted The good news is that most truck fleets have already pivoted.

Who would have thought

in January that you’d relocate your head office five feet from your bedroom? Many truckers have done an amazing job redeploying people and other assets to offer outside-the-box services.

The key now is to accept this pandemic “thing” as our new reality and carry the momentum from a successful reactionary pivot to one that’s strategic and sustainable in the long term.

new opportunities to grow?

When the Great Recession forced MSM to pivot in 2008, we leveraged our reputation for exceptional customer service by opening an ocean and air division to capitalize on the sector’s notoriously putrid service.

Pivot-a-plenty Truckers aren’t the only ones forced to pivot. The distillery down the road now makes

afraid to try offering services that were unimaginable before Covid-19.

There are many great examples of carriers making vertical pivots by providing new services like pick and pack, final mile, and freight brokering. Other truckers have made geographical pivots and are running new lanes to help change the direction of their fleet.

Internal pivots

(Illustration: iStock)

SWOT analysis Few things invented in the 1960s are still relevant. A SWOT analysis is one of them.

This simple planning exercise has stood the test of time because it’s an easy way to outline your company’s strengths, weaknesses, opportunities and threats.

But a SWOT depends on understanding how you do things, and not merely what you do. For instance, how can you build on your brand equity that historically has made you successful while finding

hand sanitizer. The automotive supplier in the next town makes parts for ventilators.

The sporting goods manufacturer you used to haul for is running its assembly line 24/7 to keep up with demand.

Your customers’ business models have changed dramatically. Some for the good, some for the bad. Their supply chains are unrecognizable from a year ago.

Coordinate your pivot with your customers. They need your expertise as much as ever. Be flexible and don’t be

A pivot can take place inside your company.

In 2008, our commission structure at MSM was way too lucrative. No business is sustainable when the sales force is making more money than the company.

Our internal pivot entailed reducing the number of sales reps, starting new verticals with our high performers, and taking a more collaborative team approach to securing and keeping customers. It worked like a charm.

Pivoting is not a magic pill that’s suddenly going to fix the bottom line. But it’s a much better strategy than clinging on to the status quo in the hope that things will return to normal one day soon. 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.

NOVEMBER/DECEMBER 2020

23

Telematics

(Photo: iStock)

5 Tips FOR Telematics Training If your fleet’s telematics experience ends with the ELD, you’re missing out on other opportunities to improve performance

By James Menzies Steve Fields, a professional driver with YRC and America’s Road Team captain, doesn’t mind having his driving critiqued using video. He likens it to an NFL team that analyzes every play in the video room in the pursuit of continuous improvement.

“It makes you aware if you’re slipping into bad habits. It’s a coaching device that kind of keeps me in check. We all develop bad habits,” Fields said during a virtual American Trucking Associations Management Conference & Exhibition panel on telematics and driver coaching.

Using telematics as a driver coaching tool can improve driver performance, boosting fleet fuel economy and reducing idling. It can also improve safety.

Derek Gaston, supervisor of truck

24

TODAY’S TRUCKING

operations with CN Rail, said the fleet has seen a 40% decrease in high-cost accidents since it began using in-cab coaching tools.

“Because of all the data that’s coming in, you can focus your training on different aspects of the driver’s day, and once you can focus on those aspects you can correct the behaviors and actually bring down your accidents,” he said.

Steven Atnikov, director of sales for Omnitracs in Canada, said fleets of all sizes are beginning to tap into the potential of telematics as a driver coaching tool. This includes smaller fleets, whose introduction to telematics largely came with the U.S. electronic logging device (ELD) mandate.

“A lot of fleets bought ELDs, which

was great, but they really weren’t doing anything to manage how their trucks were being driven,” Atnikov said. “Their first goal was to be compliant. Now they realize they connect to the ECM of the truck, and they can get that information that allows them to manage fuel costs, reduce idle time, and improve how drivers are driving the truck.”

Fuel consumption, idle time, speeding and hard braking are a few of the driver behaviors a telematics system can capture – behaviors that drive up fuel and maintenance costs. And it can all be captured without physically plugging into the truck, generating weekly or daily reports for analysis and coaching.

But capturing such data is one thing.

Properly analyzing it and following up with effective coaching is what delivers the payback. Here are five ways to get the most out of a telematics-based driver coaching program:

n Peer reviews

An effective strategy to get drivers on board is to have their peers provide the coaching. That’s the approach YRC has taken, and Fields spends a couple days each week coaching, and the rest of the week on the same roads his peers travel.

He feels his current over-the-road experience helps him relate to drivers during coaching.

“I’m out there doing what they do,” he said. “I know the traffic they’re in – we run the same areas.”

o Celebrate the positives

Video-based driver coaching platforms give fleets an opportunity to share footage of near misses, and heroic actions.

“We have to find that win and be positive about it,” said Lisa Gonnerman, vice-president of safety and security with Transport America. “With all these programs, the positive recognition is absolutely critical.”

Fields recently shared video of some exceptional driving by a YRC driver to avoid a deer strike. Drivers appreciate the recognition and even come to him to see if he has seen a particular avoidance maneuver. That footage is also invaluable in vindicating drivers who weren’t at fault for an incident.

Telematics

p Pay it back

Omnitracs’ Atnikov said fleets typically save about a quarter mile to half a mile per gallon in fuel when telematics is used to monitor driver behavior, resulting from more efficient driving and idling reductions. He suggested fleets give some of those savings back to drivers in the form of incentives.

“It puts a little competition among drivers if there is a bonus program,” he said.

Putting a bonus program in place will improve driver retention, as well as acceptance, Atnikov pointed out. The technology can also be used within owner-operator fleets, giving the fleet manager peace of mind in knowing how the trucks carrying its company name are being driven, and empowering O/Os to become better businesspeople.

q Policies and procedures When implementing a driver coaching system, Gonnerman said policies, procedures, and performance improvement

Video telematics, without the video Using a combination of machine vision and artificial intelligence, or MV+AI, Lytx has developed a camera-based safety system that doesn’t capture video.

It’s designed for fleets that want the benefits of in-cab coaching and behavior alerts, (Photo: Lytx, Inc.) without the privacy concerns around driver-facing cameras.

Lytx says its MV+AI algorithms can now accurately detect behaviors that reflect inattention, and provide alerts with or without video capture.

Risk Identification Without Recording provides audible alerts in the cab so drivers can correct their behavior in real time. Reports are also generated for management.

Beta testing saw one fleet reduce its use of handheld devices by 50% when in-cab alerts were enabled.

“This was really encouraging for us,” Kristin Costas, director of product management for Lytx, said during a press reveal. “We’ve been working with in-cab alerting for many years now, fine-tuning it as we go. We believe in the power of intuitive alerts, but the accuracy is so important to get these results and have drivers change their behavior and maintain that behavior change.”

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Telematics guidelines must also be put in place and followed.

“Look at it from the perspective of sitting in a deposition chair, defending those policies and procedures if there were to be one of those accidents,” she said. “You have to be able to fall back on those, explain the why of what you did, and how you did it.”

Driver coaches should even consider their approach to a fellow driver when it comes to reviewing an event.

“When I approach a driver, I always have a smile on my face,” Fields said. “A lot of times it’s the first few seconds in that conversation that determines what happens during the coaching bit.”

r Get management buy-in

Gonnerman said upper management and operations teams also need to buy in for a driver coaching program to be effective.

To convince them to make the investment in coaching, she suggested putting the cost in terms they understand.

“Relate it to the number of loads,” she said. “If you have a $5,000 accident, how many loads are you going to have to pull to pay for that one accident? It can be an eye-opener in the rest of the organization when we relate it to that bottom line and it takes 85 loads now to make up for that accident we just had that operations said was a ‘minor accident.’ There’s no minor – it all impacts the bottom line.”

Another way to convey the benefits to decision makers is to put the fuel and maintenance savings into real dollar figures. TT

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TODAY’S TRUCKING

FPInnovations will be the first body to certify electronic logging devices (ELDs) as Canada prepares to mandate the technology. Federally regulated carriers will need to equip trucks with certified ELDs beginning June 12, 2021.

While U.S. regulators allow suppliers to self-certify that equipment meets underlying technical standards, Transport Canada requires third-party certification to help ensure the devices are not prone to tampering.

Glen Legere, FPInnovations senior director – Fibre Supply Innovation Centre of Excellence, referred to the accreditation process as “rigorous.”

“We have demonstrated our expertise in testing these devices and the validity of the results of our methodology. FPInnovations understands the importance of the electronic logging device mandate and is ready and committed to helping improve road safety in Canada by taking up the challenge of certifying these devices,” he said.

“FPInnovations will soon announce guidelines on how electronic logging device providers can apply for device certification.”

Technology

Chain Linked Walmart embraces the blockchain and solves billing struggles with fleets

By John G. Smith Walmart Canada and Bison Transport have enjoyed a longlasting business relationship, but it had become a billing nightmare. Invoices linked to the discount retailer’s freight were disputed more often than not. Challenges were so commonplace that weekly meetings were needed to review the documents.

“We had a pretty severe problem,” says Rod Hendrickson, Bison Transport’s vice-president – finance. Millions of dollars in invoices were overdue. “And we need our cash flow like everybody else.”

The challenges weren’t unique to Bison. Walmart Canada relies on about 60 carriers to move close to 500,000 loads per year, and during peak periods it was disputing almost 70% of the related invoices.

“There’s a lot of things that happen in a day,” says Francis Lalonde, Walmart Canada’s vice-president – transportation. Everything from demurrage fees to accessorial charges must be accounted for, drawing on close to 200 variables and sometimes conflicting information.

A dramatic solution that emerged over the last year and a half came in the form of a partnership with Torontobased DLT Labs, creating what’s described as the world’s largest industrial-grade blockchain.

The system known as DL Freight is essentially a common electronic ledger that hosts every document or piece of data associated with a shipment.

Underlying blocks of timestamped information can’t be changed, leading to something recognized as a “single source of truth.”

This makes it possible to calculate shipping charges in real time, complete with the automated checks and balances that leverage data generated through the Internet of Things. Demurrage fees, for example, can be triggered using the GPS

data from a truck that passes through a geofence. Final invoices are automatically fed into the enterprise resources planning (ERP) system and paid.

No more addressing challenges by poring over email exchanges.

Disputes with third-party carriers have plunged 97% in a matter of months.

During one recent check, Hendrickson identified a single disputed transaction in a day. Before the system was introduced, the fleet was dealing with hundreds or even thousands of disputed items at a time.

72 hours for a straightforward user,” says Pete Gowanlock, vice-president – freight at DLT Labs. Its DL Freight could support transactions anchored in everything from modern transportation management systems to legacy mainframes.

“The hardest thing was convincing people it wasn’t that hard,” says Loudon Owen, CEO of DLT Labs. Perhaps the biggest challenge was simply ensuring the system already met Walmart’s exacting security requirements.

It all contributes to a stronger working relationship.

“We don’t want to have a partnership where we’re struggling to pay our partners and they’re struggling with their receivables,” Lalonde says, noting that invoices are now processed in a matter of days.

Walmart Canada’s own return on investment is measured in millions of dollars, Owen adds.

“At the same time, the carriers are

Bison Transport was the first to roll out Walmart Canada’s blockchain solution, eliminating longstanding billing challenges. Now every third-party carrier uses it. (Photo: DLT Labs)

Bison’s balance sheet improved by a factor of millions of dollars in the process. The change was so dramatic that one auditor asked Hendrickson if the volume of Walmart freight had suddenly dropped for some reason. It hadn’t.

Fleet personnel had heard about Blockchain before, but this was the first time it was put to use. And the process was admittedly smoother than expected.

The interface still had to be “Bison-ized” to align with internal business processes, but once that was established everything was uploaded and working within a month, Hendrickson says.

“We onboarded carriers in a matter of

also experiencing material savings in time and money, coupled with faster payments.”

He continues to be surprised that blockchain solutions haven’t been more widely adopted, given the leap in value that can be realized. The lack of disputed invoices are just the beginning. Through blockchain, it would even be possible to offer instant payments the moment a load arrives, as long as the related conditions are outlined in a contract.

“It’s so radical, it’s so transformative.

No more reconciliations,” Owen adds.

Says Lalonde: “Now the focus is really around what else we can do.” TT NOVEMBER/DECEMBER 2020

27

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Equipment

Giant Tiger is rolling out 53-foot containers in LCV configurations. (Photo: Giant Tiger)

Container Creativity

spring thaws, when weights can be limited on specific routes.

“The only challenges are getting them into the port, and it’s a mad dash getting everything off the ship,” he says.

Because of shipping limitations, the 53-foot containers arrive on smaller ships, and are lashed to the decks and pulled off with cranes. In contrast, 40-foot containers are moved about with massive gantry cranes.

Canadian retailers are packing larger containers in their productivity push

First to 53, then to 60

By John G. Smith & James Menzies Giant Tiger – a Canadian-headquartered discount retailer – is looking to boost productivity by expanding the physical size of the equipment in its network.

The fleet already incorporates long combination vehicles (LCVs), but is now making further investments into 53-foot intermodal containers that boast 60% more capacity than traditional 40-footers with standard heights.

“We cube out way before we weigh out,” explains James Johnstone, associate vice-president – transportation, referring to cargo that includes things like fashion items, towels, pillows and stuffed animals.

Fifty such units are already in service, but others are scheduled to set sail from China on Dec. 27.

The 53-foot containers are handled through a transload facility in Vancouver. From there a team cycles them to Montreal.

Goods destined for Brampton, Ont., may even move by LCV. All of the chassis are spec’d with fuel savings in mind, which means using aerodynamic skirts, along with aluminum wheels, super-single tires, and disc brakes. The boxes themselves are closer to a U.S. spec’ because they’re essentially dead weight when empty. “[We did] everything we could to cut weight down,” Johnstone says.

Using fixed 53-foot units rather than extendable versions means there’s no slider to worry about greasing or failing, he adds. “It allows us to add a skirt on a spring-loaded arm.”

Loads weighing 30,000 to 35,000 lb. would be considered heavy, but there are still provisions for heavier weights. One of the reasons is that some loads are picked up in Quebec during

Another Canadian retail giant, Canadian Tire, was actually the first domestic business to deploy 53-foot containers, and it has since begun using 60-foot units.

“We have built the largest private fleet in Canada, with over 7,000 units in operation,” says Gary Fast, Canadian Tire’s vice-president of transportation, referring to the 53-foot containers.

The retailer has also taken its supersized containers to the next level, becoming the first “anywhere” to use a 60-foot intermodal container.

Canadian Tire now has 153 of the 60-foot units in service, and plans to grow the fleet to 600 such containers by the end of 2021. In total, Canadian Tire is in the process of adding another 1,000 containers to its fleet – a combination of 53- and 60-foot units manufactured in China, meeting a Canadian spec’.

While Canadian Tire deployed 53-foot containers in LCV configurations over the road, Fast notes, “not all roads are practical for this application.”

Still, the 53-foot container has been Canadian Tire’s standard spec’, and “poses few challenges with only a handful of retail locations unable to accommodate deliveries from these units,” Fast says.

The container chassis spec’d by Canadian Tire are primarily extendable from 40 to 53 feet, or 40 to 60 feet long. The most recent chassis are spec’d with roll stability for LCV operations, and the retailer spec’s 100% hot-galvanized chassis for corrosion resistance rather than painted steel.

The containers themselves are shot blasted and a zinc shop primer is used to resist corrosion.

“Moving and external parts such as the hinge, handles, locks and all fasteners have additional galvanization and zinc plating spec’s,” Fast says. “We line our container walls with plywood and install E-F track to make it easier for our distribution center teams to secure loads.” TT NOVEMBER/DECEMBER 2020

29

Equipment

A New Star is Born Western Star takes wraps off all-new 49X vocational truck

By James Menzies A new Western Star – six years in the making – is joining the product family, complete with the bragging rights of being the OEM’s most comprehensively tested truck in history.

The new Western Star 49X is lighter, more durable, and safer than the popular 4900, which will continue to be offered as well. The truck also debuts with a vocational version of the DT12 automated manual transmission, and is the first Western Star to offer Detroit Assurance 5.0 active safety systems.

In what turned out to be a stroke of good luck, dealers got to see the truck at their annual dealer meeting in February, before shutdowns related to Covid-19 delayed its launch. In an unusual move, event organizers had dealers surrender their cell phones and then drove the 49X into the room for a sneak peek, recounted David Carson, senior vice-president, vocational sales and marketing for Daimler Trucks North America (DTNA).

“They have never before, from a product launch standpoint, had the chance to get a sneak peek reveal before we went public,” Carson said. “They were absolutely, thoroughly impressed.”

As the pandemic shut down truck plants and forced people to work remotely, it also afforded the company some extra time to plan the launch.

Tracy Mack-Askew, general manager – heavy-duty vocational platform, said the new offering meets the high standards of Western Star customers and dealers, and then some.

“We have spent years perfecting this truck and ensuring it’s the best vocational truck,” Mack-Askew said of the 49X. “We listened to our clients in Canada and we listened in the U.S. and developed some of the harshest tracks and harshest roads to prove the durability.”

The truck comes in 350 lb. lighter than the 4900, thanks in part to a new aluminum X-Series cab with steel reinforce-

The new Western Star 49X. (Photo: DTNA)

ments where they’re needed.

“And of course, one of the real shining stars here is safety,” added Mack-Askew, noting it’s the first time a Western Star has been equipped with Detroit Assurance.

While Carson acknowledged some vocational customers are not interested in active safety systems, “we are increasingly seeing customers that tell us that not only do they want it, it’s mandatory for them when they purchase a truck.

We believe the Detroit Assurance 5.0 suite of safety technologies creates not something to replace an outstanding driver, or something to interfere with that work experience, but to augment it.”

Safety is also enhanced through improved visibility over the hood, enabled by splayed frame rails, and through the windshield, now 28% larger than found in the 4900. An optional three-piece rear window that’s 77% larger also enhances visibility.

The door opens a full 70 degrees to ease entry and exits, which Samantha Parlier, DTNA’s vice-president of vocational market segment development, said should help reduce slips and falls.

Demonstrating the truck at a quarry, Parlier pointed out the stability of the new C-bar mirror system, which mitigates the effects of chassis and engine vibration on the truck mirrors.

A new dual-stage heated LED headlight system is able to melt 3 mm of ice in less than 10 minutes at -40 C, Parlier said, and can burn off condensation in warm, humid environments.

A trenched roof design allows room for air horns, roof-mounted lights or other equipment, and sits half an inch lower in the center than the 4900 roof.

Parlier said Daimler invested more than US$100 million globally to adapt its popular DT12 automated manual transmission to the vocational segment.

That meant adding features such as: side PTO capabilities; a rock-free mode to escape wheel-stuck situations; an off-road mode for smoother driving on rough terrain like logging roads; power launch for more powerful takeoffs; and a paver mode that can shift from Neutral to Drive without pushing the brake pedal in slow-moving paving operations.

Two models are available, the DT12-V and DT12-VX, with GCWRs of up to 330,000 lb.

Engine options include the Detroit DD15 and DD16, as well as the Cummins X15 and X12. The truck is available as a day cab or with 36-, 48-, 60-, or 72-inch sleepers in set-forward or set-back axle configurations.

The Western Star 49X will be available to order this winter, with deliveries beginning in early 2021. TT NOVEMBER/DECEMBER 2020

31

In Gear

34 Mack MD 35 Cummins Updates 36 Product Watch

EQUIPMENT NEWS, REVIEWS, AND MAINTENANCE TIPS

Electric truck rollouts will require charging equipment in service bays. (Photo: Volvo)

Leading the Charge Looking to service electric trucks in house?

Start the prep work early.

By James Menzies As the buzz about electric trucks continues to build, early adopters are rethinking their shop tooling, configurations, and technician training requirements to accommodate such vehicles.

The first fleets to deploy electric trucks are largely relying on dealers or full-service leasing companies to maintain the equipment, but there may come a time when they wish to pull that work in house.

And the shop of tomorrow will look vastly different than today’s, from the hand tools used by technicians to the service bays designed to support the work.

“I would say getting the charging stations ready has been a bigger operation than getting our technicians and tooling ready,” said Mike Hasinec, vice-president of maintenance with Penske Truck Leasing.

Penske has been setting up its Southern California dealerships to service electric trucks. Those locations have had 150-kW fast chargers installed in the yard, with

32

TODAY’S TRUCKING

smaller 10-kW chargers installed inside dedicated service bays, so equipment can be charged during service.

“A DC charger can usually be fitted if the shop has existing 480-volt threephase power in the facility,” said Scott Barraclough, technology product manager for Mack Trucks.

Shops outfitted to service electric trucks require dedicated service bays, but since initial use may be low, the settings should also be versatile enough to continue servicing diesel-powered equipment.

“Because of the throughput and size of our locations in Southern California, we can’t have one bay sitting to the side for a handful of vehicles that aren’t going to be in that bay each and every day,” said Hasinec.

Scott Zeppenfeldt is senior vice-president of operations with Velocity Truck Centers in Fontana, Calif., a Daimler Trucks dealer that has been supporting the truckmaker’s Innovation Fleet of bat-

tery electric trucks. Today the location has two dedicated bays, which can be converted to service electric vehicles within minutes.

“When a truck comes in, we have proper cones, chains, signage saying ‘BEV work in progress,’ and a Level 2 charger that’s split between those bays,” he explained.

The signage is essential to protect employees and others within the shop.

“This bay will need to have safety barriers that can be set up to restrict the designated electric vehicle service area to authorized personnel,” Barraclough added. “The barrier must include signage notifying others of the high-voltage danger.”

Technician training The technicians servicing electric trucks will also require insulated hand tools, personal protective equipment, and training.

At Penske, technicians were carefully selected for the work.

“We reached out to the district service managers and handpicked the technicians to do this. Every one of the technicians has been very engaged and excited to learn about the new technology, which we all know is going to be much more prevalent in the near future,” said Hasinec.

Some of the tools technicians will have to work with include a digital multimeter, a tester to ensure the high-voltage system has been decommissioned, a Shepherd hook to safely assist someone if something were to go wrong, arc shields to protect eyes, insulated gloves, and shock jackets. Insulated tools include everything from screwdrivers to sockets and wrenches. And lockout or tagout boxes will be needed for electrical connections to ensure they’re not reconnected by an unauthorized person, added Barraclough.

Velocity built its own technician PPE kits at a cost of about US$2,000 each.

“If you leave the charging piece out of it, the biggest dollar investment would be the technician training itself,” said

In Gear Zeppenfeldt. Like Penske, Velocity found technicians were eager to be among the first to receive the training.

“We identified specific technicians to provide the training to those that wanted to work on this technology and had a lot of excitement around it. You want to reward those technicians,” Zeppenfeldt said.

“Most of our technicians are excited.

There was a line wanting to be the first to get training and have the ability to work on this new technology. The excitement around our shops has been very high.”

Crowds form around the electric truck bays when work is being performed, he noted.

Much of the required training is provided by the OEMs who build the trucks themsleves. For example, Mack trains dealer technicians through its Mack Trucks Academy.

“That training will include a deeper dive into electric powertrains and their components, how to perform maintenance tasks on those components, and how to accomplish this work in a safe manner with the correct PPE and tools,” said Barraclough.

Velocity received support from Daimler engineers in Portland, Ore., and Germany, but now can perform any maintenance and repairs itself, in its own shop.

Penske chose to do some high-level training across its entire staff, so everyone was aware the facility would be servicing electric trucks.

“Whether they were in the back office, retail or whatever the case may be, we

educated them about the vehicles and brought about some awareness so they understand the dos and don’ts and they understand we have a dedicated bay in the facility marked for electric vehicles,” Hasinec said.

Timing of the training is also important. While work on shop updates may begin months before the first electric truck rolls in for service, training technicians too early can result in them forgetting much of what they learned.

Types of repairs Once a shop has been set up to service electric trucks, the type of work that’s required will also be different. Engine oil changes will be a thing of the past, and brake life should be extended thanks to regenerative braking. But that’s not to say regular maintenance won’t be required.

The cooling system, for example, is larger than the one found attached to a diesel engine because it’s required to cool the battery packs. This means more cooling system connections to inspect.

The air compressor still requires oil, and the chassis will need to be greased. And lighting will continue to be something for technicians to keep an eye on.

But shops are reporting that overall reliability has been good so far.

“From the pre-production equipment we’ve been running, we’ve been pretty satisfied with what we’re seeing from a vehicle reliability standpoint,” said Hasinec, adding software challenges have been the biggest issues to date.

Zeppenfeldt agreed. “The trucks have

Penske has already prepared some Southern California shops to service electric trucks. (Photo: Penske)

All shop staff should be trained to recognize electric vehicles. (Photo: Penske)

performed very well. We have not had any systemic problems.”

He noted the turnaround time for a battery-electric truck doesn’t vary much from that of a diesel, but axle or electromobility repairs can be comparable to engine work in terms of labor intensity.

Most of the first fleets to deploy electric trucks have so far seemed content to let the OEM dealers or full-service leasing companies manage their EV service requirements, but that could change as operations become more comfortable with the newer technology and invest in updating their own facilities.

“Initially, maintenance and repair activity specific to the electromobility components will be at the local dealer until fleet personnel can be properly trained to work on them,” Barraclough said. “Nonelectromobility related work, such as brakes, tires, chassis lubrication, can and will still be performed in the fleet shops.”

The yard setup In addition to a dedicated service bay, maintenance providers will need to consider how to lay out their yard.

“It takes a lot of planning,” Hasinec said, adding Penske’s facilities group began planning more than six months in advance. “There’s a lot of pre-work to really be prepared, so when you go to make that move and these vehicles become available from a production standpoint, we’ve done all our homework.”

Plan for permitting delays, and consider the real estate that will be required for outdoor chargers. Hasinec said those chargers, unlike a diesel fuel island, will be occupied for hours at a time. “A lot of thought needs to be put into the yard layout, traffic flow, etc.,” he observed. TT NOVEMBER/DECEMBER 2020

33

In Gear

Mack is Back Covid-19 slowed the Mack MD rollout, but now things are rolling

By James Menzies Production of Mackâ&#x20AC;&#x2122;s new mediumduty truck lineup was pushed back two months due to the Covid-19 pandemic, but vehicles began rolling off the assembly line Sept. 1.

While the pandemic crushed medium-duty truck demand by some 40% this year, â&#x20AC;&#x153;We are seeing some green shoots,â&#x20AC;? said Jonathan Randall, Mackâ&#x20AC;&#x2122;s senior vice-president of sales and commercial operations. â&#x20AC;&#x153;Next year we expect upward pressure on Class 6/7 [demand] and we are confident in the outlook we have for this segment.â&#x20AC;?

This is good news for Mack, having invested US$13 million into a new 280,000 sq.-ft. Roanoke Valley assembly plant dedicated to producing the MD Series. It will employ about 250 workers by the end of February 2021.

One of the things that attracted Mack to the medium-duty segment is consistency. Randall described it as a â&#x20AC;&#x153;solid, consistent-performing market,â&#x20AC;? totaling about 100,000 trucks a year in the U.S. and Canada.

(Photo: Mack Trucks)

â&#x20AC;&#x153;At the same time, we had many customers who run our Class 8 products along Classes 6/7 who were asking us for a single-source solution,â&#x20AC;? he added. â&#x20AC;&#x153;Our dealers were hungry to get into this business as well. We know we have the footprint and capability to service this market.â&#x20AC;?

Mack now offers a full line of Classes 6-8 trucks, covering a broad range of applications. The MD Series is aimed at: P&D, van, refrigerated, flatbed, dump, tank, boom and bucket applications, among others.

The MD6 is a Class 6 with a GVWR of

25,995 lb., and the MD7 a Class 7 with a GVWR of 33,000 lb.

But to get production underway in the age of Covid-19, Mack has had to follow all Center for Disease Control protocols, including social distancing, temperature checks upon entering the plant, requiring masks inside, and constant communication with employees.

Randall doesnâ&#x20AC;&#x2122;t expect the virus to have a lasting effect on Mackâ&#x20AC;&#x2122;s production or targets, however. â&#x20AC;&#x153;We are still ramping up to the plan we expected to,â&#x20AC;? he said. â&#x20AC;&#x153;We have a plan in place to not affect our volume targets in not only 2020, but also 2021.â&#x20AC;?

Mack last played in the medium-duty segment in 2002.

With the new models, it will rely on Allison for the required transmissions and Cummins for the power.

There will be no gold bulldogs â&#x20AC;&#x201C; the symbol of a fully integrated Mack powertrain â&#x20AC;&#x201C; on MD hoods. â&#x20AC;&#x153;In researching what we wanted to do, we talked to a lot of customers who run a lot of medium-duties, and existing customers who run a full line [of classes] to figure out the required baseline product to be viable in this market,â&#x20AC;? Randall said. â&#x20AC;&#x153;The feedback was that partnering with these world-class suppliers â&#x20AC;&#x201C; Cummins and Allison â&#x20AC;&#x201C; to supply our trucks coming out of the gate would be acceptable to our customer base.â&#x20AC;? TT

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34

TODAYâ&#x20AC;&#x2122;S TRUCKING

Call us 416.363.5696 to discuss your options. Or click www.citt.ca/cclp

In Gear

X Factor Cummins rolls out 2021 engine lineup and updates

By John G. Smith Cummins has unveiled its 2021 X12 and X15 engine lineup, expanding the use of several features that have been limited to X15 Efficiency Series engines.

Fuel economy and oil drain intervals are experiencing a boost as well.

“Both the X15 and X12 share a market-leading 75,000-mile (120,000-km) interval for trucks getting seven or more miles per gallon (33.6 L/100 km),” said John Malina, executive director – sales for Cummins North American engine business, during a press briefing.

“The X15 Performance Series will also see extended intervals in 2021. We’ve increased the oil The X15 Performance change interval Series will see extended by 10,000 miles service intervals, among (16,000 km) for other updates. customers get(Photo: Cummins) ting six to seven miles per gallon (39.2-33.6 L/100 km), as well as those getting five to six miles per gallon (47-39.2 L/100 km).”

The longer drain intervals largely come courtesy of the data collected through earlier oil analysis efforts, and the confidence the data brings.

The Cummins Oil Guard oil analysis program can even see trucks reach up to 100,000 miles (160,000 km) before needing an oil change, when using approved lubricants.

Specific fuel economy is admittedly tough to target, given the varied applications. But the X15 Efficiency Series enjoys 3.5% better fuel economy compared to its 2019 predecessor, said Nick Roth, director – national accounts.

Engine buyers who need more than

500 hp will see a 2% fuel economy boost in the X15 Performance Series, while base hardware changes in the X12 will see fuel economy increase 2.5% there. Compared to the ISX12, the latest X12 will see 8.5% better fuel economy, Roth said.

New EX ratings available for the X12 engines in linehaul and regional applications will include features such as

on-ramp boost (a Cummins exclusive), predictive engine braking, predictive gear shifting, and dynamic power, said RaNae Isaak, powertrain and total cost of ownership consultancy leader. Locating ramps using GPS signals, on-ramp boost will briefly sacrifice fuel economy in favor of torque and a performance-focused shift schedule before hitting the highway. TT

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© 2019 SAF-HOLLAND, Inc. All rights reserved.

NOVEMBER/DECEMBER 2020

35

PRODUCT WATCH

2021

WHAT’S NEW AND NEWS FROM SUPPLIERS

PRESENTS

DRIVER AMENITIES

Mack models get CarPlay, new seats

web browsing on an eight-inch screen.

Reportedly triple the speed of the first-generation device, it also incorporates the proprietary Rand Navigation 2.0 system that features advanced truck routing and three-dimensional cities and landmarks. www.randmcnally.com TIRES

Mack Anthem, Pinnacle and Granite truck models are now available with Apple CarPlay for Mack infotainment systems and updated Mack Premium Comfort 2.0 seats.

Once connected, CarPlay displays key functions like navigation and phone controls through the Mack infotainment system. And trucks spec’d with the infotainment system can upgrade to CarPlay with a simple software update at the dealership.

Meanwhile, updates to Premium Comfort 2.0 seats include re-sculpted and recontoured seatbacks, delivering additional back and shoulder support while still maintaining features including air lumbar adjustments and available heat. The seat armrest can also be fine-tuned via a tuning wheel under the front of the armrest. www.macktrucks.com NAVIGATION

OverDryve 8 Pro II navigates, plays, and more

W

Rand McNally’s OverDryve 8 Pro II offers a single tool for navigating, playing SiriusXM radio, recording dashcam footage, calling and texting hands-free, and

36

TODAY’S TRUCKING

FuelTech retreads ready for drives Bridgestone is expanding its Bandag MaxTread line of tires to include the FuelTech Drive retread for over-the-road drive wheels.

The MaxTread lineup was unveiled earlier this year, and features Bandag retreads as a standalone, single-unit tire rather than a traditional tire cap and casing offering.

Available retreads in the drive position include BDM, BDLT, BDV, DR5.3, DR4.3, and the new FuelTech Drive. www.bridgestoneamericas.com ENGINES

Mack MP 8HE boosts fuel economy The newest 13-liter Mack MP 8HE engine will offer 3% better fuel economy than the current model.

Waste energy from the engine exhaust is captured using Mack Energy Recovery Technology, which converts it back into mechanical energy in the form of additional torque through the crankshaft.

An updated wave piston helps to evenly distribute air and fuel in the cylinder to burn fuel more completely

and consistently than traditional piston designs. Additional efficiency gains came by increasing the MP 8HE’s compression ratio from 17:1 to 18:1 and adding an improved turbocharger and wastegate.

The next-generation Mack MP 8HE engine comes in 415 and 445 horsepower ratings with a respective 1,760 and 1,860 lb.-ft. of torque. www.macktrucks.com TELEMATICS

Refrigerated platform includes new dashboard Carrier Transicold has updated its eSolutions telematics platforms used to monitor refrigerated trucks and trailers, adding a new web-based dashboard that delivers critical information.

The platform delivers information about cargo, the operation of transportation refrigeration units, and thirdparty telematics systems. In addition to data around temperatures, and vehicle locations and movement, it offers analytics and diagnostic information about the refrigeration units. Widgets on a new dashboard displays parameters like critical fuel levels, movement, reefer operating mode, and whether the parked assets are running on diesel. www.carrier.com

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

National Advertisers BFGoodrich Tires BFGoodrichTruckTires.com Brossard www.brossard.com CAT Scale www.catscale.com CITT www.citt.ca/cclp Concord Trailer Rental www.concordtrailerrental.com Eberspächer www.eberspaecher-na.com Hendrickson www.TIREMAAX.com ISAAC Instruments www.isaac.ca

2 30 26 34 25 13 5 12

Mack 6 MackTrucks.com/OMG Meritor 39 meritor.com/explusl Omnitracs 16-17 www.omnitracs.com Peterbilt back cover www.peterbilt.com Peterson Manufacturing 8 www.pmlights.com Prolam 18 www.prolamfloors.com SAF Holland 35 www.safholland.ca Volvo Trucks North America 28 www.volvotrucks.ca

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COMPANIES IN THE NEWS A

G

P

Abacus Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Giant Tiger . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

Penske Truck Leasing . . . . . . . . . . . . . . . . . . 32

Apps Transport . . . . . . . . . . . . . . . . . . . . . . . . 13

H

B

Hino Trucks. . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

Bison Transport . . . . . . . . . . . . . . . . . . . . . . . 27

Hyundai . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

Bridgestone . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 C Canadian Tire. . . . . . . . . . . . . . . . . . . . . . . . . . 29 Canadian Transportation Equipment Association . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Canadian Trucking Alliance . . . . . . . . . . . . 20 CargoNet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Carrier Transicold . . . . . . . . . . . . . . . . . . . . . . 36 CN Rail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Cottingham Butler . . . . . . . . . . . . . . . . . . . . 12 Cummins . . . . . . . . . . . . . . . . . . . . . . . . 9, 31, 35

K

Private Motor Truck Council of Canada . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 R Rand McNally. . . . . . . . . . . . . . . . . . . . . . . . . . 36 Reimer Associates . . . . . . . . . . . . . . . . . . . . . 13

Kriska Transportation Group . . . . . . . . . . . 20

Rosedale Transport . . . . . . . . . . . . . . . . . . . . 13

L

S

Loadlink Technologies . . . . . . . . . . . . . . . . . 15

Simard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

Lytx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 M Mack Trucks . . . . . . . . . . . . . . . . 15, 32, 34, 36

T TFI International . . . . . . . . . . . . . . . . . . . . . . . 13 TIP Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Toyota Motor North America . . . . . . . . . .38

Manac . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

Transport America . . . . . . . . . . . . . . . . . . . . . 24

Marsh Canada . . . . . . . . . . . . . . . . . . . . . . . . . 12

Traton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

N

Trucking HR Canada . . . . . . . . . . . . . . . . 7, 13

D

Navistar International . . . . . . . . . . . . . . . . . 13

V

Daimler Trucks . . . . . . . . . . . . . 21, 31, 33, 38

Nikola Motor Company . . . . . . . . . . . . . . . . 20

Velocity Truck Centers . . . . . . . . . . . . . . . . . 32

DLT Labs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

Northbridge Insurance . . . . . . . . . . . . . . . . 10

F

O

Facility Association . . . . . . . . . . . . . . . . . . . . 11

Omnitracs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

FPInnovations . . . . . . . . . . . . . . . . . . . . . . . . . 26

Ontario Fleet Safety Council . . . . . . . . . . . 10

Y

FTR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14, 15

Ontario Trucking Association . . . . . . . . . . 12

YRC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

W Walmart Canada. . . . . . . . . . . . . . . . . . . . . . . 27 Waymo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Western Star. . . . . . . . . . . . . . . . . . . . . . . . . . . 31

NOVEMBER/DECEMBER 2020

37

Lockwood

By Rolf Lockwood

Cell Towers Fuel cells really are on the way for trucking

W

ell, there’s no doubt now, though I’ve never thought there was. Hydrogen fuel cells are coming on strong, and maybe sooner than you think. Everybody and his brother – hell, even his third cousin once removed – is developing a heavy truck or bus powered by a hydrogen fuel cell. Hyundai already has its Xcient heavy-duty fuel cell tractor in series production, the only manufacturer to reach that stage, and will deliver 1,600 of them to Switzerland by 2025.

Maybe not yet commonplace in our transportation world, but the technology is anything but new.

There are something like a third of a million stationary fuel cells around the world, and in the U.S. already more than 35,000 hydrogen fuel cell forklifts are moving stuff around at supermarkets, warehouses, and logistics facilities. While we’re not very far down this road in Canada, there are more than 470 hydrogen stations serving 25,000 fuel cell cars worldwide. I believe we have only four such stations in Canada, one in Quebec, plus three in B.C. with a fourth about to come on stream.

Compare that to news just coming out of Bavaria, the largest state in Germany, where the minister of economic affairs has committed 50 million Euros ($78 million) to building 100 hydrogen filling stations between now and 2023.

“Enough has been said on the subject of hydrogen,” he announced, “it is now being implemented.”

Enough indeed.

Hours before I started to write this column, Hino Trucks and Toyota Motor North America announced they’ll jointly develop a Class 8 fuel cell electric truck for the North American market.

Toyota owns Hino, not incidentally.

According to a press release, “The companies will leverage the newly developed Hino XL Series chassis with Toyota’s proven fuel cell technology to deliver exceptional capability without harmful emissions. This collaboration expands upon the existing effort to develop a 25-ton FCET for the Japanese market which was announced earlier this year.”

Emitting nothing but water, the truck builds on 20 years of

Toyota experience with fuel cells. The initial demonstration vehicle is expected to arrive in the first half of 2021.

Just a couple of weeks earlier Daimler Trucks showed off a Mercedes-Benz concept truck powered by fuel cells, with a range of up to 1,000 km (621 miles), projecting customer trials starting in 2023. Called the Mercedes-Benz GenH2 Truck, it will begin customer trials in 2023, with series production to start in the second half of the decade.

It takes a different approach than all others, using liquid instead of gaseous hydrogen and promising performance equal to that of a comparable diesel truck. The production version will have a gross vehicle weight of 40 tons and a payload of 25 tons.

Daimler says it prefers to use liquid hydrogen (LH2), because in this state you get “a far higher energy density” compared to gaseous hydrogen. The tanks are much smaller and, due to the lower pressure, significantly lighter. This expands cargo space and offers a bigger payload while also allowing for more hydrogen to be carried and increasing the range.

But let’s not forget battery-electric options, which carry even greater momentum these days than the fuel cell variant, if not usually with longer trips in mind. Daimler, however, has also offered a preview of its battery-powered Mercedes-Benz eActros LongHaul. There has to be an asterisk beside that one because it envisions only a single-charge range of 500 km, but the company says it will be ready for series production in 2024.

It’s designed to be used on what Daimler calls “plannable longhaul routes” with “depot charging.” Rather than waiting for an infrastructure of public charging stations to be built, carriers would have chargers at their own terminals.

Much as I love the sound of a strong diesel digging into its torque as it meets a hill, and I do truly love that, these nearfuture options seem pretty exciting to me. TT

“Hydrogen fuel cells are coming on strong, and maybe sooner than you think. ”

38

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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Meritor’s EX+™ L air disc brakes are the lightest truck air disc brakes on the market today. Optimized for a wide range of applications including linehaul, EX+ L lives up to its name with unparalleled stopping distance, optimal pad and rotor wear, faster pad changes, and reduced inspection time. And because the internal adjuster mechanism is sealed for life, EX+ L air disc brakes don’t require periodic lubrication. Run with the company that offers superior performance and exceptional support.

Learn more at meritor.com/explusl

©2020 Meritor, Inc.

Peterbilt’s Model 579 UltraLoft is a lightweight integral cab-sleeper design that takes the Model 579 to new levels of driver comfort and performance.

The distinctive exterior features a bold, sculpted roofline and aerodynamic enhancements for increased fuel economy. The new interior offers bestin-class headroom, bunk space and storage. The standard PACCAR Powertrain, including the PACCAR MX-13 engine and the advanced PACCAR Automated Transmission, maximizes fuel efficiency and drivability, making the Model 579 UltraLoft the driver’s truck of choice.

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CLASS PAYS