Daimler Electrifies PG. 46
Call to crack down on emissions cheaters
The eCascadia and eM2 unveiled
Canadian Mail Sales Product Agreement #40063170. Return postage guaranteed. Newcom Media Inc., 5353 Dundas Street West, Suite 400, Toronto, Ontario M9B 6H8.
Dirty Secrets PG. 10
LEGAL WEED, DRUG TESTING, AND CANADA’S LEGISLATIVE VACUUM
SUPPORT FOR HUMBOLDT A wheelchair’s journey by truck PG.14
July 2018
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Contents July 2018 | VOLUME 32, NO.7
5 7 9 27 29
Letters John G. Smith Rolf Lockwood Kim Stoll Mike McCarron
14
30
38
46
NEWS & NOTES
Dispatches 10 Dirty Secrets Carriers call for crackdown on emissions cheaters
Heard on the Street Logbook Truck Sales Pulse Survey Stat Pack Trending
Features
Truck of the Month
14 Rolling Forward
Faces
A tale of (multiple) helping hands and a wheelchair’s journey to a crash victim
In Gear
Smoke Screen
40 How the Other Half Loads
Regulators have been eager to legalize marijuana, but what about testing?
Roller floors are not just for air cargo By Jim Park
Walk the Line
42 Carry that Weight 5 steps to spec’ing better liftgates
46 Plugged In Daimler goes electric
51 Product Watch 52 Guess the Location, Win a Hat
Oral fluid tests and more are coming to the roadside
By John G. Smith
By John G. Smith Pages 30-37
20 21 22 23 24 25 26 54
By Elizabeth Bate
Blow to Go Ulch Transport makes the case for alcohol interlocks
By John G. Smith
38 Danger Zones Workplace hazards are not limited to on-road collisions
By Elizabeth Bate
For more visit www.todaystrucking.com JULY 2018
3
Letters Thanks for calling out racism The Business Magazine of Canada’s Trucking Industry
PUBLISHER Joe Glionna joe@newcom.ca • 416/614-5805
Re: Honoring Humboldt (May 2018)
SALES AND MARKETING CONSULTANT Anthony Buttino anthonyb@newcom.ca • 416/458-0103
You had done an excellent job explaining how, as Canadians, we all felt about the loss of so many young lives in the Humboldt crash – and at the same time cautioning people not to come to conclusions because the trucking company and driver were from a minority community. I am sure that wouldn’t be the case if the company and owner’s name didn’t sound foreign to some who are making those hateful comments. I am sure it’s hard for this driver to cope with what happened, regardless of who was at fault. I truly appreciate your comments calling out racism. I ran a small trucking company myself for close to two decades before winding down over the last couple of years. My drivers had to endure quite a bit in those early days, but things are a lot better now, except for a few ignorant people.
SALES AND MARKETING CONSULTANT Nickisha Rashid nickisha@newcom.ca • 416/614-5824
— Iqbal Dhillon By email
VICE PRESIDENT, EDITORIAL Rolf Lockwood, MCILT rolf@newcom.ca • 416/614-5825 EDITOR John G. Smith johng@newcom.ca • 416/614-5812 ASSOCIATE EDITOR Elizabeth Bate elizabeth@newcom.ca • 416/614-5828 CONTRIBUTORS: Eric Berard, Steve Bouchard, Mike McCarron, Jim Park, Kim E. Stoll DESIGN / LAYOUT Tim Norton, Frank Scatozza production@todaystrucking.com • 416/614-5818
QUÉBEC ACCOUNTS MANAGER Denis Arsenault denis@newcom.ca • 514/947-7228 CIRCULATION MANAGER Pat Glionna 416/614-2200 • 416/614-8861 (fax) PRODUCTION MANAGER Kimberly Collins kim@newcom.ca • 416/510-6779
Kenneth R. Wilson Award Winner
Email: johng@newcom.ca
SEND YOUR LETTERS TO: Newcom Media Inc., 5353 Dundas Street West, Suite 400, Toronto, Ontario M9B 6H8
Thanks to those who delivered the chair Re: Rolling Forward (online) I shed a tear reading this article. What humans will and can do for others is amazing. With the focus on the almighty dollar these days, it’s so rewarding to read what people are willing to do to make something so important happen. — Dave Pyke Ardrossan, AB
Veterans have much to offer NEWCOM 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, OPERATIONS Melissa Summerfield CHIEF FINANCIAL OFFICER Peter Fryters DIRECTOR OF CIRCULATION Pat Glionna
Today’s Trucking is published monthly by NEWCOM MEDIA INC., 5353 Dundas Street West, Suite 400, Toronto, Ontario M9B 6H8. It is produced expressly for owners and/or operators of one or more straight trucks or tractor-trailers with gross weights of at least 19,500 pounds, and for truck/trailer dealers and heavy-duty parts distributors. Subscriptions are free to those who meet the criteria. For others: single-copy price: $5 plus applicable taxes; one-year subscription: $50 plus applicable taxes; one-year subscription in U.S: $90 US; one-year subscription foreign: $120 US. Copyright 2018. All rights reserved. Contents may not be reproduced by any means, in whole or in part, without prior written consent of the publisher. The advertiser agrees to protect the publisher against legal action based upon libelous or inaccurate statements, unauthorized use of photographs, or other material in connection with advertisements placed in Today’s Trucking. The publisher reserves the right to refuse advertising that in his opinion is misleading or in poor taste. Postmaster: Address changes to Today’s Trucking, 5353 Dundas Street West, Suite 400, Toronto, Ont., M9B 6H8. Postage paid Canadian Publications Mail Sales Agreement No.40063170. ISSN No. 0837-1512. Printed in Canada.
Member
Re: Military Might (June 2018) I am also a veteran, however, I am involved in fleet management. Many companies are losing out by not hiring ex-service personnel, especially those with trade skills. We are accustomed to working long hours, being away from family, and having to follow strict guidelines for safety reasons and control of personnel. We are also used to making do with the tools at hand in all conditions, and making sure the job gets done. Most companies that have hired trained service personnel are extremely satisfied with their performance and dedication to the company. We are taught loyalty and teamwork, which seems to be lacking in some areas these days. — Jeff Hiscock By email
Attitude is also a factor Re: Lessons to Learn (June 2018) The band is playing a tune that we should all dance to – more training. But training does not equal a “proper driver attitude”. I met many people over my 22 years in the industry – some with great, professional, positive driving attitudes, and many without. All drivers are on their best behavior when an instructor, examiner, or fleet supervisor are in the cab. All the classroom training does not guarantee one will follow the regulations. Tickets for speeding, rolling through stop signs, and hitting pedestrians are handed out daily. Yes, the investigation into [the Saskatchewan collision] is still ongoing. Is anyone going to evaluate this driver’s attitude? — Lance Hartman By email
JULY 2018
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Editorial By John G. Smith
Trump, Tariffs and Trucks A trade war is brewing, and that can’t be good for trucking
A
pparently Americans see Canada as a security threat. It was surprising news, but there was U.S. President Donald Trump, invoking the role of national security when imposing tariffs on steel and aluminum. “Didn’t you guys burn down the White House?” he reportedly asked Prime Minister Justin Trudeau. Sorry about that. Isn’t that the Canadian thing to say? Aside from a few important technicalities – it was British troops who burned the White House in 1814, after Americans attacked York (today’s Toronto), and Canada wasn’t established until 1867 – the comment is nothing short of absurd. Even if it was a joke. It would be tough to find closer allies. There is a reason we share the world’s longest undefended border, protected by little more than the wads of red tape that slow truck traffic to a crawl. We have been at each other’s side through thick and thin as long as there are no skates or hockey sticks involved. But on the eve of a G7 summit hosted by Canada, the now-defined northern threat to U.S. security, we found ourselves mired in a trade war. The U.S. has imposed 25% steel tariffs and 10% aluminum tariffs on Canada, Mexico and the European Union. For our part, we have retaliated with tariffs on products from states that could swing political allegiances during U.S. midterm elections, which are most likely the focus of the trade-related measures in the first place. In the midst of it all, NAFTA negotiations crawl along, sent into regular disarray by selective tweets from the man who occupies the now-rebuilt White House on Washington’s Pennsylvania Avenue. None of this bodes well for the trucking industry. Trade wars of any sort upset the flow of goods from one country to the next. Those who haul aluminum and steel southward will undoubtedly see shifts in freight volumes. The longer the tariffs exist, the worse that will get. It’s not the only concern. Trucks and their related components, after all, rely heavily on steel and aluminum. Someone will have
to pay the rising price for the all-important commodities. For now that is being absorbed by manufacturers and mills alike. Left unchecked, the costs will likely lead to higher prices for trucks and trailers. Martin Daum, who leads Daimler’s truck and bus business, says he is always concerned about tariffs and trade wars. “This is one of the big mistakes we tend to do, that we become more and more nationalistic,” he said during a recent briefing in Portland, Ore. “All problems are global problems ... We don’t think in national borders anymore. I don’t think about the passport an employee has.” Indeed, the business of building trucks has become increasingly international in nature. Parts and finished products roll back and forth across borders under the umbrella of international trade deals, usually on the very trucks and trailers that are being created. Today’s manufacturers are establishing increasingly global identities as well. Daimler, Volvo, and Paccar all have connections in Europe and beyond. Europe’s Volkswagen now has a stake in Navistar. Hino has roots in Japan. The list goes on. But nationalistic tariffs on steel and aluminum threaten to increase the cost of producing vehicles and parts, depending on their country of origin. “Those costs eventually, at the end of the day, have to find their way through the whole value chain,” said Roger Nielsen, president and CEO of Daimler Trucks North America. He doesn’t believe that will play a role in slowing North America’s robust truck market. The freight still needs to move, after all. “When they need trucks, they need trucks,” he said of buyers. But in the name of political gains, there will be a price to pay. Even if we didn’t torch the White House. TT
“None of this bodes well for the trucking industry.”
John G. Smith is editor of Today’s Trucking. You can reach him at 416-614-5812 or johng@newcom.ca. JULY 2018
7
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Lockwood By Rolf Lockwood
A Skilled Trade? Until truck driving gets that moniker, we’re in trouble “
T
he thing about proper training is that it makes the driving job legitimate, makes it seem like something worth doing. Our ability to attract new recruits will only increase if a strong training regime is in place.” That’s how I wrapped up last month’s column – “Training? What Training?” – which garnered a lot of response. And a lot of agreement, especially on that point about legitimacy. If the job required serious training, graduates would think better of themselves, as would the public and the suits who govern how we do what we do. I make no apology, by the way, for covering this subject again. It’s that important. The thing is, as long as truck driving is deemed to be an unskilled trade, as it is across the country, we’re in trouble. As I wrote last time, I want standards, and tough ones. Until we get them the feds and the provinces will not elevate truck driving to a “skilled trade” status. And that’s mighty important in our effort to attract young people to the fold. Who has any ambition to enter an “unskilled” trade? Truck driving is often called a job of last resort precisely because it’s so easy to get into it. We can’t allow that to continue. Make it tougher and the job will be seen to have value. That has to be joined by pay that realistically reflects the work. But again, who has any ambition to pay an “unskilled” worker well? Our so-called driver shortage will continue until change happens in these two areas. It’s that simple. The feedback I received from my column echoes the response I had back in 2016 when I wrote something entitled “What’s Professional?” One dispatcher, a former driver and driver trainer, said he wants to see a “trade certification” for the driving job, constructed this way: “After completion of a three-month training course,” he wrote, “the trucking company that sponsored the driver would put him in a working truck with a ‘professional’ driver for another six months. In my opinion this is what should happen across North
America: trade certification. It would accomplish two things pretty well: attract younger people to the industry and raise the public’s perception of trucking. Red Seal mechanic, plumber, electrician, and yes, truck driver.” I take issue with that “professional” moniker, as I wrote in 2016, when it’s used routinely to describe truck drivers in general. Until truck driving requires some very rigorous training leading to that skilled trade certification, it’s just not a profession. One correspondent noted that as a student driver in his native Netherlands, “It took more than a year to get all your licences and more or less $10,000. You started out on straight truck and then climbed up to bigger trucks. You had to grow into the business. “Raise the bar and make it a skilled trade so they can raise the wages and we can get some real professionals on the road,” he urged. There’s that word “professional” again. Now, some drivers are very professional indeed but the numbers are dwindling. I couldn’t count the number of times truck drivers themselves have complained to me that they don’t like being out on the road in the midst of rookies and others who were never meant for the trucking life. When I learned to drive truck back in 1980, this was already an issue. There were people entering the driving ranks who didn’t belong there, and it’s only gotten worse in the meantime. I’d guess that not too many of those unsuitable people from the ’80s are still driving. They probably lasted a matter of months. And if they lasted longer, they might not have become “professional”. Time alone won’t create a “pro”. TT
“Our so-called driver shortage will continue until change happens in these two areas.”
Rolf Lockwood is vice-president, editorial, at Newcom Media Inc. You can reach him at 416-614-5825 or rolf@todaystrucking.com. JULY 2018
9
Dirty Secrets Carriers call for crackdown on emissions cheaters, and the penalties range from fines to jail time By Eric Berard Clean air comes at a cost, and it involves emissions-related changes to exhaust systems and engines, sometimes introducing added maintenance costs and lower fuel economy in the process. That’s led to one of the trucking industry’s worstkept dirty secrets. Many truck owners are reprogramming electronic control modules to bypass selective catalytic reduction (SCR) systems, designed to reduce unwanted NOx by introducing diesel exhaust fluid into the combustion process. Aside from causing environmental harm, the changes put compliant carriers at a competitive disadvantage – and a growing number of carriers are sounding the alarm. “People know where the locations are that will alter emission controls. And they know where to find them,” says Scott Tilley, president of Oakville, Ont.-based Tandet Group. “Anybody that is avoiding emissions controls
10
TODAY’S TRUCKING
It’s unfair competition, says Tandet’s Tilley.
is unfairly competing in the marketplace. Their actions give them the opportunity to lower pricing and make the same margins as what we might do with trucks that are properly running emissions controls.” Quebec Trucking Association (QTA) president and CEO Marc Cadieux couldn’t agree more. “Knowing that we have people cheating the system and avoiding maintenance and other operation costs by trickery gets irritating,” he says. They’re among the concerns that recently led the Canadian Trucking Alliance to call on
the Canadian Council of Motor Transport Administrators (CCMTA) for a crackdown on emissions-related rules. And the council, which includes regulators from across Canada, added the topic to the agenda for its annual meeting, held last month. A crackdown isn’t without its challenges, though. Roadside inspectors can use a regular opacity test to spot those who bypass a diesel particulate filter. But the latest emissions-related changes have focused on reducing invisible and odorless NOx. The only way to efficiently and quickly
determine if an electronic control module has been reprogrammed to bypass such rules is to use a scan tool – similar to the way that Ontario and Quebec inspectors check to see if speed limiters are in working order. Many enforcement agencies in Canada still lack these devices. Meanwhile, emissions-related inspections in certified shops fall short because they focus on leaks that could infiltrate the cab. Canada’s National Safety Code requires inspectors to reject a truck if “there is evidence that any part of the DPF or any related regeneration system has been bypassed, defeated, disabled, improperly modified, removed or is missing,” but that’s virtually impossible to spot without adequate tools. For its part, Ontario’s Environment Ministry says it’s “aware of the selective catalytic reduction [SCR] fraud situation.” And its officers are now equipped with readers to check the systems.
Dealer service dilemma Truck dealer service managers face a dilemma when deleted trucks show up at their shop for maintenance or repair. They have a business to keep profitable, but fixing an illegally modified engine could lead to
Rolling Forward PG. 14
Bedard’s Warning PG. 17
Hot Market PG. 18
Opacity tests help to spot issues with diesel particulate filters, but a focus on NOx is electronic.
trouble with the manufacturer and the law. Today’s Trucking randomly called service managers representing three different Class 8 brands in three different provinces. The consensus seems to be that they will work on SCR-tampered trucks as long as it doesn’t involve any engine-related tasks. Those who do accept work on a tampered engine say they won’t touch the aftertreatment system because of the illegal nature of deletions, and claim that customers are told right from the start that engine work is unlikely to be covered by a warranty because of the tampering.
Operational costs of non-compliance Losing warranty coverage is the first issue that emissions cheaters face. Some shops that modify these engines even publish disclaimers on their websites where they clearly point out: “All product manufacturer warranty claims must be performed by the customer through the product manufacturer.” Warranty coverage will likely be denied in the case of a claim on a tampered engine. “We strongly discourage ECU tampering because attempts to bypass the designed JULY 2018
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Dispatches emissions systems can cause illegal non-compliance with federal regulations, adversely affect performance, and violate vehicle warranty, says John Moore, Volvo Trucks North America’s product marketing manager – powertrain. Darren Gosbee, vice-president powertrain and advanced engineering at Navistar, concurs. “By making untested or unvalidated changes you’re potentially risking the engine itself,” he says. Cummins also insists on results that have been scientifically validated. “We base all the reliability on our internal validation that’s done on fully emissionized components,” says Clint Garrett, heavy duty product manager. “The priority for the majority of customers in North America is reliability, uptime.” And uptime can be jeopardized by tampering with the electronic control unit (ECU). The most common problem involves engines that are derated when the electronics notice something wrong in the programming. “For example, if you chose to undo a temperature sensor, a NOx sensor, a [particulate matter] sensor or even the DEF [diesel exhaust fluid] injector – and if you just attempted to unplug them – the first thing that would happen is the diagnostic system would recognize that the system has been unplugged and you would go to the first level of inducement,” says Gosbee. That first level is a light on the dash and a significant loss of power. If the issue is left unaddressed, a de-rated engine can drop a truck’s speed to less than 10 km/h. Cummins’ Garrett also refers to loss of power when fault codes are detected. “This derate can occur over a specific time interval or with the key on/off cycle, meaning a driver could experience a significant reduction in speed and an increased risk of downtime for the engine system and vehicle,” he warns. “The guys [SCR cheaters] risk doing more harm to themselves than to help their business,” says Norbert Demers, president of Transport OSI, a 27-truck fleet headquartered in Bécancour, Qué. “Yet, I’m aware that an owner-operator might not think the same way I do as a fleet owner and manager.” Demers also points out that such illegal tampering can drastically affect a truck’s
resale value. “There’s no guarantee that it can be reprogrammed back to standards with the fuel economy it’s supposed to have,” he says. Even when it’s possible to get a deleted truck back to legal standards, the bill can be massive – in the $10,000-to-$15,000 range. The regen module alone – combining the DPF and diesel oxidation catalyst – would cost $6,000 to $7,000. Add to that the cost of a brand new ECU if the tampering involved amateur welding that damaged the circuitry.
review and examine the maintenance and repair records of the vehicles to determine environmental compliance. Officers also work to ensure the shops have procedures in place to identify, record, and remedy any vehicle emission issues,” a spokesman said. Penalties are severe in Ontario, too. Individuals face fines up to $50,000 for an initial offence and up to $100,000 plus a year in jail for subsequent offences. Corporations are subject to fines up to $250,000 for a first offence and up to
Norbert Demers of Transport OSI says cheaters could be harming truck resale values.
Those numbers are consistent with what’s been observed in Europe. In its March 9, 2018 issue, the French trucking magazine Transport Info evaluated the cost of such repairs at about $10,500. That’s without counting the revenue losses caused by the truck being stuck in the shop for its “emissions redemption”. There are also less-tangible costs, such the threat of losing a customer who doesn’t want to work with a carrier known for environmental offences.
Heavy fines, surprise visits, jail time Currently in Quebec, tampering with anti-pollution systems can result in fines ranging from $1,000 to $100,000 for an individual, and up to $600,000 for a commercial business. “Enough to shut down a company,” says QTA’s Cadieux. Ontario’s Environment Ministry says its officers conduct “unannounced, riskbased inspections” of heavy-duty diesel shops across the province. “Officers
$500,000 for subsequent offences. For more-serious offences, such as providing false or misleading information, individuals face fines from $5,000 to $4 million and up to five years jail for an initial offence. Corporations are subject to fines from $25,000 to $6 million for a first offence. As well, corporate directors can also be held responsible for the corporation’s actions for certain offences. Isn’t that punishment too severe for an average owner-operator or small fleet that’s simply struggling to making ends meet? Tandet’s Tilley doesn’t think so. “That’s suggesting that, if somebody who’s having a hard time making ends meet because they’ve got bills, it’s OK if they go rob their groceries from the grocery store,” he says. “It’s still illegal. They are removing components that are designed to reduce greenhouse gas emissions and particulates into the air. The country has determined that that is the law and they’re breaking the law.” TT JULY 2018
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Dispatches Gene Orlick (at right) presents the chair to Ryan Straschnitzki of the Humboldt Broncos.
Rolling Forward A tale of (multiple) helping hands, and a wheelchair’s journey to a crash survivor By John G. Smith Connecticut and Saskatchewan are more than 30 hours apart by truck, but news of the collision that killed 16 members of the Humboldt Broncos hit close to home for Chris Pisani. The U.S.-based Pisanis are a hockey family. They have climbed aboard countless buses just like the one that collided with the tractor-trailer on a Canadian highway. After watching an interview with Ryan Straschnitzki, one of the 13 crash survivors, he wanted to help. And Pisani wondered – maybe the used motorized wheelchair that had come into his hands could be put to good use.
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TODAY’S TRUCKING
The question was how to get the chair where it needed to go. He had already struggled to find a way to donate the chair in the past, but transportation was the biggest hurdle when it came to moving the 330 pounds of seat, wheels and motor. “I never anticipated how many layers and how complex the transportation was going to be,” Pisani admits. “I thought, I’ll just get it in the truck and drive it to an ice rink.” Maybe it would move from there. Such began a journey that involved multiple sets of hands, and a chance
encounter he and his wife had with Calgary’s Shiels family during a vacation in Cancun, Mexico. Pisani reached out to Brian Shiels, asking if he had any ideas. But the journey still wasn’t that straightforward. “It’s been a weird set of circumstances,” says Shiels, whose family had participated in a vigil that honored the Humboldt Broncos before receiving the call. Shiels isn’t in trucking himself. The former president of Hockey Regina owns an environmental services business. So he reached out to Dave Hulse, a friend that worked as an equipment salesman. He’s the one who connected Shiels to Orlicks Transport’s Gene Orlick, who recently served as chairman of the Canadian Trucking Alliance. Hulse’s dad had sold trailers to Orlick’s father in the 1970s and ’80s. The two men are also connected by hockey. Orlick coached Hulse’s son Cale in Bantam
Dispatches hockey during the 1985 season, before Cale began playing in the NHL. “You kind of see how small the world really is when you connect these dots,” Shiels says. And when it came to connecting the dots that were needed to move the chair, Orlick was key. “I called Pete Dalmazzi of Trucks for Change,” Orlick explains, referring to the group that helps to connect charities with those who will haul freight for discounted rates or free. “Within a few hours, they hooked us up with David and Stephanie Carruth of One for Freight.” One for Freight already made regular deliveries between Milton, Ont. and Wallingford, Ct., and was eager to help. “A lot of us around here are hockey fans,” says that fleet’s human resources manager, Stephanie Carruth. “In the trucking space, with everything that happened, it hit home for us as well.” She reached out to Pisani for the
details, such as where the chair was manufactured, how much it weighs, and the relative value. Client relations specialist Henry Oduro-Peprah took that information to the Canada Border Services Agency, processing the load through inland customs. They helped to ensure the chair could cross the border without
The One for Freight team unloads the chair after the first leg of the journey.
duties or tariffs, treating the used medical device like other emergency supplies. Enter One for Freight dispatcher Derrick Doherty, who connected with owner-operator Goran Drasko, who picked up the chair and delivered it to Milton. Carruth was there when the truck backed up to the dock with the chair inside. Fleet operations manager Kurt Jackson reached out to Denise Elliott of TransFrt McNamara’s safety and recruiting team, who helped get things rolling for the next leg of the journey to Calgary. Kristina Pickett of One for Freight set up the carrier confirmation with Trans-Frt McNamara highway planner Simone Buchanan. She kept in touch with Carruth over the Victoria Day weekend as the chair rolled westward. Brad Tokawa drove it to Ayr, Ont. Tim and Tracy Van Halem took it from there to Winnipeg. Austin Potter picked up the chair for its run to Calgary. That’s where Orlick stepped in once again. He teamed up with Kal Tire’s George Janousek, who had a pickup with a power tailgate that could work. They delivered the chair during the all-important final mile. “We look forward to Ryan enjoying a little more freedom,” said Orlick, just hours before the delivery was completed. Straschnitzki is committed to his physiotherapy, and is working to walk again. He told The Canadian Press from his hospital bed that everything is healing perfectly. But there is much to heal with the spinal injury, broken ribs, broken collar bone, punctured lung, and bleeding in his head and pelvic area. For now, the work involves learning how to move from his wheelchair to a bed with the help of a slide board, and how to rock back and forth so he can turn on his side. The wheelchair will be there to support him in the meantime. “Trucking is a very stressful industry, but when you’re doing stuff like this,” says Carruth, “it makes everything worth it.” TT JULY 2018
15
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Dispatches News Briefs
▼
Newcom, Road Today form South Asian venture Alain Bedard
Bedard warns against adding capacity Alain Bedard, chief executive officer of TFI International, is emphasizing the value of a stable workforce – and warning carriers to avoid the temptation of adding capacity at a time when the demand for transportation is exceptionally strong. “It’s appalling to see what’s going on, particularly in the United States, in terms of staff turnover,” he said in a rare presentation to the Quebec Trucking Association (QTA). “It’s nice to recruit, but the most important thing is to keep the drivers that we already have. We spend money to recruit, but what are we doing to keep them?” With the economy running at full speed, the leader of Canada’s largest fleet also questioned the strategies of those buying new rolling stock to increase capacity. “It’s the worst thing to do. In addition, there are no drivers, so why buy trucks?” he said. “Who’s crazy enough to add supply for a few months with something that lasts five years?”
Flood closes Trans-Canada
Marijuana tests rise when drug legalized
Extensive flooding closed a section of the Trans-Canada Highway in New Brunswick for a week in early May, rerouting traffic between Moncton and Fredericton. “It’s about an hour more, so two hours each way,” said Jean-Marc Picard, executive director of the Atlantic Provinces Trucking Association, referring to the alternate route through Saint John. Route 2 was closed to all traffic, while barricades and signs steered vehicles to Route 1 through River Glade and Route 7 at Oromocto. Some carriers in the region haul about 40-50 loads between Moncton and Fredericton per day, Picard said.
More workers in safety-sensitive positions are testing positive for marijuana in jurisdictions that have legalized the drug, Quest Diagnostics has found. Since 2016, the number of safetysensitive workers who tested positive for marijuana increased 39% in Nevada, 20% in California, and 11% in Massachusetts. The findings were based on a review of 10 million tests overall. “These increases are similar to the increases we observed after recreational marijuana use statutes were passed in Washington and Colorado,” said Barry Sample, senior director – science and technology.
Newcom Media Inc. has formed Newcom South Asian Media Co. – a 50/50 joint venture with Road Today Publishing Inc. – that will serve the rapidly expanding South Asian community within Canada’s trucking industry. The venture will be based out of Newcom Media’s new Toronto headquarters. Manan Gupta, the founder of Road Today Media Group, has been named general manager, effective July 1. Newcom South Asian Media Co. will relaunch the regional Road Today magazine as a national publication this fall and create a series of recruitment and resource expos at Toronto’s International Centre. The first expo has been set for Saturday, Sept. 15, 2018. Dates for two more events, in Spring and Fall 2019, will be finalized in coming weeks. Trucking companies and suppliers who want to understand the nuances of working with South Asian partners will also be able to turn to the joint venture for support such as translation services, videos, and marketing materials. Road Today magazine is published in English, Hindi, and Punjabi. Road Today Publishing Inc. is owned by Vik and Manan Gupta. “South Asian drivers and fleet owners represent the fastest-growing demographic in Canada’s truckManan Gupta ing industry – and this partnership will ensure their unique information needs will be well served,” said Joe Glionna, president of Newcom Media, which also publishes Today’s Trucking. “This venture combines Manan and Vik’s deep roots in the community with Newcom’s leading truck publications and shows. Whether in English, French, or Punjabi, we are committed to our role as Canada’s leading information source in trucking.” TT JULY 2018
17
Dispatches
Hot Market
UPS is actually preparing to launch a service that will have an additive manufacturing machine in the back of a truck, building products as they move down the road, he adds. “That is something they’re already in the process of doing. They’ll be launching that very, very soon.” Of course, there will need to be safeguards In the short term, Starks focuses on to ensure that the files used to make omni-channel delivery patterns that are such products disappear once something reshaping the way goods are delivered is actually produced. between manufacturers and consumers. Starks certainly sees a Even artificial intelligence is role for the printers in truckdriving business decisions. ing’s aftermarket, ensuring “This is a here-and-now issue. quicker parts deliveries. This isn’t something down the Those who think 3D printroad,” he said. ed parts wouldn’t last on a Looking five years in the truck are mistaken, he said, future, he sees a larger role for referring to aviation appliadditive manufacturing, often cations as an example. A GE referred to as 3D printing. No jet engine nozzle that was longer limited to prototypes, Eric Starks once made from 20 parts it is now part of manufacturing is now made with one 3D printed part. processes, building products in metal, Boeing is also making titanium parts for polymers, concrete, biomaterials and its 787 Dreamliner. more. “We’re going to be shipping polyThe products are built to last, and mers. We’re going to be shipping all these they’re reshaping the future. TT kinds of resins,” Starks predicts.
‘We have not seen anything like this before’ By John G. Smith It’s a good time to be trucking in the U.S. The economy is strong, freight needs to move, and rates are on the rise. Eric Starks, the chairman and CEO of FTR, pointed to several promising indicators during a business symposium for Volvo dealers and customers. The ATA Tonnage Index and FTR Loadings Index, which track absolute freight levels, are both trending upward. The flatbed market in particular has been going “crazy”, in part because of increasing fracking activity and the related need to move pipe and fracking sand, the latter of which is moved in boxes, he said. “It’s eating up a huge amount of capacity.” Everything from consumer spending to home sales are adding to the demand. “We’re basically at 100% utilization,” Starks says of the recent capacity environment. “We have not seen anything like this before.” It’s among the factors that are driving freight rates upward – more than 25% higher in the current spot market alone. Once contract and spot rates even out, he expects them to be 12-15% higher than last year, excluding fuel surcharges. The question is how much of that increase shippers will be willing at accept. Virtually all of today’s trucking capacity is being utilized. Still, there are potential challenges on the horizon. Starks is increasingly concerned that the U.S. administration will “blow up” NAFTA in hopes of rebuilding the trade deal. “It’s too volatile to say for certain,” he admits. And his economic concerns don’t end there. Threats of a trade war with China, driven by political decisions, create concerns around steel and aluminum prices. The recent U.S. decision to pull out of a nuclear deal with Iran could affect fuel costs. The same U.S. tax cuts that boost economic growth are also adding to the deficit, which could push interest rates higher. There is more change to come, too.
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TODAY’S TRUCKING
Source: FTR Trucking Update Report
Dispatches Volvo’s Per Carlsson chats with Earl Taylor of America’s Road Team, after donating a VNL 760 to the program.
Growing Business Volvo builds share in hot truck market By John G. Smith Per Carlsson has been here before. The global senior vice-president of Volvo Trucks’ strategy and transformation office was president of Volvo Trucks North America from 2008-09, and now he finds himself serving as interim president to fill a role vacated by Goran Nyberg, who has taken a senior position at Volkswagen’s MAN Truck and Bus business unit. Once again, Carlsson is managing the manufacturer’s day-to-day business. “It’s focusing on selling trucks and delivering trucks and supporting the customers,” he says. “I’m not here for doing any big changes.” But Carlsson is filling the role at a particularly busy time, with truck sales hotter than they’ve been in years. The business environment is not only strong in North America, but also Latin America and Europe. That hasn’t happened since 2007. Usually, when one global truck market is up, another tends to be down. Net orders in the first quarter of this year, compared to 2017, were up 107% in North America, 57% in Latin America, and 10% in Europe. Deliveries of trucks surged 114% here, 82% in Latin America, and 9% in Europe. To put the numbers in
perspective, Volvo recorded 5,934 North American truck orders in January alone, marking the company’s largest monthly total in history. Market shares are growing, too. “We have a very positive improvement in Canada. We have regained a lot of share,” Carlsson told a business symposium for customers and dealers. Volvo’s reported 14.2% share of Canadian truck sales is up substantially from the 10.6% in 2017 and 12.6% in 2016. Across NAFTA countries, the market share is at 10.1%.
Lead times One of the biggest challenges is building the equipment fast enough. “We have longer lead times than we would want,” Carlsson admits. Many orders placed today wouldn’t be filled before the end of the year. Eric Starks, chairman and CEO of FTR, says North America’s truck buyers are typically waiting seven to eight months before ordered trucks are delivered. “This is where the communication between the OE and yourself is a big deal,” he said. “I don’t see this number coming down substantially as we move through the summer.”
For its part, Volvo has increased the pace of production, and is now focused exclusively on building its recently renewed product lines such as the VNR, VNL, and VNX. “We still have more room in our assembly plant to produce more trucks,” Carlsson said. But like other original equipment manufacturers, the company is facing other bottlenecks in the supply chain. “We have several suppliers that are on the capacity limit,” he explained of the all-important components. “We are working to resolve several issues.” In the midst of it all, Volvo Trucks also has to plan for the future – something that’s expected to be increasingly electrified. In Europe, for example, the company recently unveiled electric FL and FE trucks, building on electrification work that first began in 2005-06 when the focus was on buses. It has sold more than 4,000 of those since 2010. “This is an exciting area, and we can see strong signs from the customer perspective, and also from society,” Carlsson said. “Electrification will be a part, more or less, of every market in the world.” Even the way new products are introduced is expected to change. The development of new products will become increasingly transparent, Volvo Group president and CEO Martin Lundstedt told the crowd. Rather than simply unveiling a new truck every four to five years, “it will be an iteration process in the future, where we are actually introducing new pieces step by step.” Research and development will also increasingly rely on local and regional competence. “In a fast-moving world, we need to move much more quickly,” he said, referring to the importance of a “strong, decentralized” business mandate. As new truck sales surge, there is also an eye to what happens as the trucks of every variety age. “It’s our belief that the used truck market will continue to be strong, there will be a lot of used trucks available,” Carlsson says. But Volvo is also exploring ways to further refine the used truck business. A successful business, after all, looks at the entire product lifecycle. TT JULY 2018
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Dispatches
Heard Street
Brian Lewallen
on the
Truck-Lite CTO passes away
Erik Johnson
Truck-Lite has bid farewell to senior vice-president and chief technology officer
Bradley C. Van Riper, 64, who passed away after a brief battle with cancer. He joined the Truck-Lite team as a mechanic in 1978. In senior roles he supported the development of new products and held several U.S. patents.
Van Riper
Pierquip hires Ontario sales director
Chuck Garvey
Chuck Garvey is the latest hire at Pierquip, a Quebec-headquartered trailer dealer, where he has taken on the role of sales director for Ontario. Pierquip says it’s excited to work with Garvey who has an “excellent understanding of all things reefer” along with 25 years of customer service experience.
Olmstead to focus on Atlantic labor The Atlantic Provinces Trucking Association has hired Stephen Olmstead as its first transport outreach liaison officer to help address the industry’s intensifying labor shortage. “One of the things that remains unchanged is the need for good people to work in our industry,” said association chairman Dave Miller. “The industry continues to struggle to get this message out to the general public.”
Top Quebec driver named Michel Bernicky of Transport OSI in
Michel Bernicky
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TODAY’S TRUCKING
Jane Rosaasen
Bécancour, Que., is the Quebec Driver of the Year. The 50-year driving veteran was given the award by Volvo Trucks Canada in collaboration with the Quebec Trucking Association, for distinguishing himself through professionalism, involvement in the company, and the quality of his driving record.
DTNA shakes up senior leadership team Daimler Trucks North America (DTNA) made three high-level appointments in its manufacturing and remanufacturing operations last month. Brian Lewallen is the new president of Detroit Reman, while Erik Johnson is now the general manager of the Cleveland Truck Manufacturing Plant in Cleveland, N.C. Jane Rosaasen has taken on the role of general manager at the Mount Holly Truck Manufacturing Plant in Mount Holly, N.C.
Lytx names new CFO Steve Lifshatz is the new chief financial officer at Lytx, which offers video fleet management and safety solutions. He recently held the same position with Fleetmatics, a software-as-aservice company.
Dispatches
L gbook2018
13 TORONTO TRANSPORTATION CLUB’S POWER OF EDUCATION GOLF CLASSIC Blue Mountains, Ont. www.torontotransportationclub.com
JULY 13-15
SEPTEMBER 7-9
ONTARIO TRUCK DRIVING CHAMPIONSHIPS Barrie Molson Centre Barrie, Ont. www.otdc.ca
NORTH AMERICAN TRAILER DEALERS ASSOCIATION’S TRADE SHOW AND CONVENTION Indiana Convention Center Indianapolis, Ind. www.natda.org
Castrol Raceway, Edmonton, Alta. www.lescodistributors.ca
9-12
15-16
PEOPLENET/TMW SYSTEMS IN.SIGHT USER CONFERENCE George R. Brown Convention Center Houston, Texas www.insightuserconference.com
NATIONAL PRIVATE TRUCK COUNCIL’S NATIONAL SAFETY CONFERENCE Dulles, Va. www.nptc.org
21 SOUTHERN ALBERTA TRUCK EXPO AND JOB FAIR Lethbridge Exposition Park Lethbridge, Alta. www.southernalbertatruckexpo.ca
21-23 GREAT CANADIAN TRUCK SHOW Full Throttle Motor Speedway Durham, Ont. www.facebook.com/ greatcanadiantruckshow
11 BRITISH COLUMBIA TRUCKING ASSOCIATION GOLF TOURNAMENT
14-15 LESCO DISTRIBUTORS PRO SHOW N’ SHINE
15-20 TMC FALL MEETING AND NATIONAL TECHNICIAN SKILLS COMPETITION Orlando World Center Marriott Orlando, Fla. www.trucking.org
19
AUGUST 2-5
SMOOTH TRUCK FEST Smooth Rock Falls, Ont. www.smoothtruckfest.com
RODEO DU CAMION Notre-Dame-du-Nord, Que. www.elrodeo.com
Meadow Gardens Golf Club Pitt Meadows, B.C. www.bctrucking.com
13-17
11-13
NORTH AMERICAN INSPECTORS CHAMPIONSHIP Columbus, Ohio www.cvsa.org
FTR TRANSPORTATION CONFERENCE Historic Union Station Indianapolis, Ind. www.ftrconference.com
23-25
12-14
GREAT AMERICAN TRUCKING SHOW Kay Bailey Hutchinson Convention Center Dallas, Texas www.gatsonline.com
SAE NORTH AMERICAN INTERNATIONAL POWERTRAIN CONFERENCE Chicago, Ill. www.sae.org
20-27 IAA COMMERCIAL VEHICLES SHOW Hanover, Germany www.iaa.de/en
OCTOBER 1 TORONTO TRANSPORTATION CLUB’S NIGHT AT THE RACES Woodbine Racetrack Toronto, Ont. www.torontotransportationclub.com JULY 2018
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Dispatches
Canada records month-over-month gain North American orders for Class 8 trucks surged to 34,735 units in April – and Canada played a big role. Canada was the only market to experience a month-over-month gain, and the 5,815 units booked represented the country’s largest monthly order intake since early 2006, said Kenny Vieth, president and senior analyst of ACT Research. “The heavier end of the medium-duty market continues to outperform the lighter end, with Class 5 orders in April improving 4% year to date ,and the Classes 6-7 April orders bringing that segment’s year-to-date rise to 37%.” Freightliner led April’s Class 6, 7, and 8 sales with a respective 52, 170, and 931 trucks sold in Canada. But year to date Freightliner still trails International’s 514 Class 7 trucks and Hino’s 165 Class 6 units. Ford topped the month’s Class 5 sales at 429 units.
Canada – April 2018 SALES CLASS 8
22
U.S. – April 2018
MARKET SHARES
SALES
April
YTD
April %
YTD %
CLASS 8
Freightliner Kenworth Volvo Truck Peterbilt International Western Star Mack Other Total CLASS 7
931 449 420 405 342 223 112 0 2,882 April
3,076 1,571 1,361 1,210 1,129 798 408 0 9,553 YTD
32.3 15.6 14.6 14.1 11.9 7.7 3.9 0.0 100.0 April %
32.2 16.4 14.2 12.7 11.8 8.4 4.3 0.0 100.0 YTD %
International Freightliner Hino Peterbilt Kenworth Ford Total CLASS 6
122 170 104 176 49 4 625 April
514 511 366 306 182 18 1,897 YTD
19.5 27.2 16.6 28.2 7.8 0.6 100.0 April %
Hino Freightliner International Ford Kenworth Isuzu Peterbilt GM Total CLASS 5
47 52 23 3 2 1 1 0 129 April
165 163 118 13 7 6 4 0 476 YTD
429 120 108 86 3 5 1 0 0 0 752
1,347 453 385 355 8 6 2 0 2 0 2,558
Ford Hino Isuzu Dodge/Ram Mitsubishi Fuso Freightliner International GM Kenworth Peterbilt Total
TODAY’S TRUCKING
www.total-canada.ca
MARKET SHARES
April
YTD
April %
YTD %
Freightliner Peterbilt Kenworth International Volvo Truck Mack Western Star Other Total CLASS 7
6,400 3,115 2,983 2,826 1,943 1,182 501 0 18,950 April
25,446 10,929 9,684 9,372 7,367 4,972 1,700 9 69,479 YTD
33.8 16.4 15.7 14.9 10.3 6.2 2.6 0.0 100.0 April %
36.6 15.7 13.9 13.5 10.6 7.2 2.4 0.0 100.0 YTD %
27.1 26.9 19.3 16.1 9.6 0.9 100.0 YTD %
Freightliner International Peterbilt Kenworth Ford Hino Total CLASS 6
2,358 905 564 372 66 94 4,359 April
9,588 3,834 2,544 1,313 544 532 18,355 YTD
54.1 20.8 12.9 8.5 1.5 2.2 100.0 April %
52.2 20.9 13.9 7.2 3.0 2.9 100.0 YTD %
36.4 40.3 17.8 2.3 1.6 0.8 0.8 0.0 100.0 April %
34.7 34.2 24.8 2.7 1.5 1.3 0.8 0.0 100.0 YTD %
Freightliner International Ford Hino Kenworth Isuzu Peterbilt GM Total CLASS 5
2,021 1,598 1,453 568 205 93 29 4 5,971 April
8,436 6,406 6,101 2,524 829 323 56 16 24,691 YTD
33.8 26.8 24.3 9.5 3.4 1.6 0.5 0.0 100.0 April %
34.2 25.9 24.7 10.2 3.4 1.3 0.2 0.0 100.0 YTD %
57.0 16.0 14.4 11.4 0.4 0.7 0.1 0.0 0.0 0.0 100.0
52.7 17.7 15.1 13.9 0.3 0.2 0.1 0.0 0.0 0.0 100.0
Ford Dodge/Ram Isuzu Freightliner Hino GM Mitsubishi Fuso International Kenworth Peterbilt Total
4,244 990 503 542 205 42 16 1 2 0 6,545
16,556 4,473 1,577 1,189 864 109 39 9 3 0 24,819
64.8 15.1 7.7 8.3 3.1 0.6 0.2 0.0 0.0 0.0 100.0
66.7 18.0 6.4 4.8 3.5 0.4 0.2 0.0 0.0 0.0 100.0
Source: WardsAuto
Dispatches
Pu se Reader Survey Tell us your thoughts on ... Driver Training Recent events are shining a light on driver training standards, with concerns that more needs to be done to ensure Class 1/A licence holders can operate safely. In this month’s reader survey, we asked for your opinion on entry-level driver training and orientation.
Do you think an entry-level driver training program with a mandatory number of hours is needed?
Should Class 1/A drivers be governed by some form of graduated licensing?
40 % YES
92 % NO %
8
NO
51
YES
NO, but newly licensed drivers should receive some kind of % formal mentorship or apprentice program once hired
NO NO, as long as they can pass the % provincial test, new drivers should
9
be treated like other drivers
In what areas, if any, do entry-level drivers require more training than they receive today? (select all that apply) 91% 71% 69% 67% 58% 55% 52% 51% 47% 38% 26%
Driving in poor weather conditions Speed management/ following distance Hazard perception Basic truck operation Docking and loading Skid control Night operation Trip planning Air brakes Shifting Other
How many hours of training, including in-cab and in-class time, are needed to make a competent entry-level driver? (select the best answer) 54% More than 103.5 hours 20% 50 -100 hours 14% 103.5 hours – like Ontario’s current program 6% Up to 50 hours 6% No minimum hours, as long as the driver can pass a road and written test
What kind of work should an entry-level Class 1/A driver be allowed to do? (select all that apply) 76% 72% 59% 51% 49% 47% 22% 21% 21% 9% 6% 5% 4%
Drive with a formal mentor “The formal ‘mentor’ or Local trips ‘trainer’ should have at least Dry van 2 years OTR experience, not Regional trips (up to two nights on road) 3 months as these large Straight truck fleets are doing.” Drive as a team driver Drive alone Flatdeck Longhaul trips (over two nights on road) Other Liquid tanker B-train Oversized loads Results are rounded to the nearest 1/10th percent.
Today’s Trucking Pulse surveys are conducted once per month, covering a variety of industry issues. To share your voice in future surveys, email elizabeth@newcom.ca.
Next month: Driver etiquette JULY 2018
23
Dispatches
StatPack SPOT MARKET UP 42% Load volumes in Canada’s spot market were down 19% in April, but remained 42% higher year-over-year – marking the strongest April ever, TransCore Link Logistics reports. The findings are based on activity across the company’s load board. IntraCanada loads were up 38% year-over-year, while the cross-border loads leaving Canada were up 64%. Loads entering Canada were up 36% compared to last April.
8 -DAY NATIONAL STRIKE
The government of Brazil was forced to offer a series of concessions this May in a bid to end an eight-day strike by the nation’s truck drivers. Fuel prices – which had been rising because of eliminated price controls – were to be cut 10% for two months, while President Michel Temer also promised other measures such as reduced tolls and minimum freight rates. The protests and blockades crippled the economy, leading to food and fuel shortages, and shut down everything from airports to schools.
TRUCK WORLD DRAWS 19,600 Almost 19,600 people attended the largest Truck World trade show in history at Toronto’s International Centre from April 19-21. The 14,807 visitors interacted with 4,788 exhibitor representatives. And there was plenty to see in the sold-out venue that included 525 exhibits – requiring the addition of a fifth hall, and featuring 179,000 sq.-ft. of booth space across nearly 400,000 sq.ft. overall. The event is jointly produced by Newcom Media (the publishers of Today’s Trucking) and Hannover Fairs, a division of DeutscheMesse.
9,000 ATTEND TRUXPO Truxpo 2018 attracted more than 9,000 attendees during the event that ran May 11-12 in Abbotsford, B.C., organizers say. The show is presented by Master Promotions and the B.C. Trucking Association, and has been held since 1988. Among event highlights, 23 female drivers were honored during the first Western Canadian Salute to Women Behind the Wheel.
$45.8 million FOR PORT Federal Transport Minister Marc Garneau has announced $45.8 million in road improvements around the Port of Montreal in a bid to keep traffic flowing and containers moving. The port’s three container terminals generate 3,600 truck moves per day.
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TODAY’S TRUCKING
TITANIUM’S $45.5 million RECORD Titanium Transportation Group reported record earnings in the first quarter of 2018. Consolidated revenue reached a record $45.5 million, while consolidated EBITDA also rose to a record $5 million. “Continued economic growth, driver scarcity, and the impact of new safety regulations will continue to contribute towards tightening capacity and create opportunities for further organic growth,” said Ted Daniel, chief executive officer.
Dispatches
Trendingg on Trading Days in Ontario — By Elizabeth Bate School may be out for the summer, but seven apprentice truck and coach mechanics were recently demonstrating capabilities at the annual Skills Ontario competition – a showcase featuring 68 trade and technology contests. Competitors in the truck and coach category qualified to represent their respective colleges through in-school and regional events, which like their provincial counterpart include a 100-question written test in addition to practical demonstrations. Working against the clock, the competitors had just 40 minutes at each of 10 stations to show their stuff. Each station was evaluated by a professor from one of the participating programs. Joe Edwards was one of two students from Algonquin College to qualify for the competition. After completing his first two stations the Level 2 apprentice was confident in his skills. “So far it’s awesome. It’s nerve wracking,” he said. By the end of the day he had picked up a bronze medal. Bradley Lewis of Centennial College earned gold, while Kyle Hurtubise of MAESD –
@todaystrucking Your go-to social media source
.com
Northern secured silver. Along with medals for the top three competitors in each category, the competition offers programs the opportunity to market themselves to prospective students, and vice versa. A majority of students competing in last year’s program said they were more likely to consider a career in a trades field after participating in the event, while 18 apprentices from various fields walked away with job offers. The Ontario Ministry of Advance Education and Skills Development (MAESD) says its presence at the event provides a career map to students looking to get into trades. Ben Burkholder followed that map and recently completed his Level 3 apprenticeship through Conestoga College. After finishing his program, Burkholder was able to get a job working with a logging company in Bancroft, Ont. That didn’t make the contest any less nerve-wracking for the young journeyman, however. “I feel pretty good, but there’s some stuff [in the competition] I don’t really get into where I work,” he said. This competition was part of the learning process.
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If you’re not following us on Twitter, you’re missing out on some interesting discussions in the world of trucking. From regulations to product news, we have you covered.
HERE ARE A FEW EXAMPLES OF TWEETS POSTED BY TODAY’S TRUCKING THIS MONTH
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@todaystrucking No specific regulations specific to those in safety sensitive positions are being built into the first round of #cannabis legislation said @BillBlair at last night’s town hall. And those wanting to have a joint July 1 will have to wait a little longer.
@todaystrucking #Trucking industry comes together to deliver donated wheelchair to Ryan Straschnitzki of the #HumboldtBroncos. It’s a story of chance encounters and many helping hands. https://buff.ly/2GKNiys
@todaystrucking Congrats to Gerry’s Truck Centre, which celebrated the opening of its second location yesterday. Now at 1349 Parkinson Rd., Woodstock, Ont. Plenty of @VolvoTrucksNA and @Bendix_CVS equipment was on display.
@todaystrucking
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JULY 2018
25
Dispatches
Trucks of the Month
Crazy ‘bout the Mercury ... and the Chevy, and the Dodge Seaton “Red” Coleman of Big Freight Systems found his 1942 Chevrolet among ads in the American Truck Historical Society’s magazine. The former fire truck had to be imported from Minnesota for a restoration, but it would serve as the perfect homage to South East Transfer – the four-truck Manitoba fleet he convinced his dad to buy in 1948, establishing the business that would eventually carry the Big Freight name. It isn’t the only truck to recognize the company’s roots, though. The 1947 Mercury was spotted much closer to home, parked next to the Perimeter Highway out of Winnipeg. But when Coleman rolled by the next day, it was gone. “Oh man, I was sick,” he once recalled. He began visiting surrounding businesses to see if anyone knew something about it, and followed a lead that it had been seen parked in a driveway that cut through the surrounding bush. Once Coleman found it (again), he connected with the owner, and they struck a deal. This prized addition to the collection was brought back to Steinbach, Man., where Coleman began to overhaul the motor. A local body shop was engaged for the all-important finishing touches, such as adding the old South East Transfer logo to the door. These days it is displayed in Steinbach’s Mennonite Heritage Village’s Antique Transportation Building – made possible in 2000 through the support of Coleman and Milton Penner, who founded the Penner International fleet.
Rounding out Coleman’s collection is a 1975 Dodge that had been left languishing in a South East Transfer yard for several years, after hauling general freight between Steinbach and Winnipeg during the ’70s and ’80s. He restored it in the early 2000s. Big Freight is now celebrating its 70th anniversary, and the nod to the past remains. TT
THE SPEC’S 1942 Chevrolet LoadMaster ENGINE: 216 cu.in., straight-6
1947 Mercury ENGINE: Ford 239 cu.in. flathead TRANSMISSION: 4-speed manual
TRANSMISSION: 4-speed with double clutch
TIRES: 35-inch Goodyear
REAR DIFFERENTIAL: Eaton
1975 Dodge
TIRES: 34-inch Denman in front, 34-inch Mansfield mud and snow in the rear
ENGINE: Dodge 413 cu.in. big block TRANSMISSION: 10-speed
Do you have an unusual, antique, or long-service truck to be profiled? Send your Truck of the Month ideas or photos to johng@newcom.ca, or mail Today’s Trucking Magazine, 5353 Dundas Street West, Suite 400, Toronto, Ont., M9B 6H8
26
TODAY’S TRUCKING
Legal
The Cost of Distractions By Kim Stoll
D
rivers who text or otherwise interact with cellphones are eight times more likely to cause an accident. According to CAA, simply talking on a mobile device – whether hands-free or hand-held – makes drivers four times more likely to be in a crash. And one in every four accidents is caused by people texting. According to the Ontario Ministry of Transportation, one person is injured in a distracted driving collision every half hour. The Federal Motor Carrier Safety Administration (FMCSA) has identified dangers specific to trucking as well. It found that the odds of being involved in a safety-critical event such as a near crash or unintentional lane deviation are 23.2 times greater for commercial vehicle drivers who text, when compared to those who do not. Texting drivers take their eyes off the road for an average of 4.6 seconds. At highway speeds, that’s enough time to travel the length of a football field – including the end zones – without looking at the road, the administration observes. In Canada, all 10 provinces and two of the three territories have some form of handheld cellphone or distracted driving legislation in place. The fines vary, and penalties include three to five demerit points. In Ontario, truckers can view and use the display screens on mobile data terminals and other logistical tracking and dispatch devices.
There is also an exemption for commercial, public transit and public function drivers using two-way or CB radios until Jan. 1, 2021. It is generally illegal to operate handheld devices when driving in the province, whether they are smartphones, other communication devices or electronic entertainment devices. It is also against the law to view display screens that are unrelated to driving, including cellphones, smartphones, ipads, unmounted GPS units, music-playing devices, laptops or DVD players. Hand mics and walkie-talkies must be wired in or mounted. Any scrolling on a hands-free device, or typing information into a GPS unit, must be done before driving. To use a device while in a vehicle, you must be pulled off the roadway or be lawfully parked, although pulling over on a 400 Series highway can only be done in emergencies. Related penalties under the
Ontario Highway Traffic Act include: ■ a $400 fine; ■ a victim surcharge and court fee of $90, if settled out of court; ■ a fine of up to $1,000 if you receive a summons or fight your ticket; ■ three demerit points applied to your driving record. On Jan. 1, 2019, fines increase for second offences (up to $2,000) and third or further offences (up to $3,000). Licence suspensions will be added as well – with three days for a first offence, seven days for a second offence, and 30 days for each offence after that. Careless driving charges are levied under the Highway Traffic Act, while dangerous driving charges are under the Criminal Code, depending on the endangerment or damages involved. Licence suspensions for careless driving convictions stretch up to two years and include six
demerit points. Dangerous driving convictions carry prison terms of up to five or 10 years (where bodily harm is caused) or up to 14 years (where death is caused) and a five-year licence suspension. Those with a Commercial Vehicle Operator’s Registration (CVOR) can also be charged for offences committed when drivers are operating their vehicles. Points are assigned depending on the charge and conviction under various pieces of legislation. Moving violations generally have five-point penalties. Too many CVOR points, of course, may trigger audits and possibly more charges under various headings – putting a CVOR certificate at risk. TT Kim E. Stoll is a partner at Fernandes Hearn LLP, and can be reached at 416-203-9509, or by emailing kim@fernandeshearn.com. She’s on Twitter as @KimEStoll. This article is intended for information purposes only and does not constitute legal advice.
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Open Mike
Draft Through Disruption By Mike McCarron
T
he only thing certain in trucking is disruption. The recent shift in supply and demand, caused by mandated electronic logging devices (ELDs), is a prime example of how one piece of legislation can wreak havoc on an entire sector. Unpredictability in trucking is not going away, and the ELD mandate proved that disruption does not have to be negative. For many carriers the last six months has been like winning the lottery. For others it has helped dig graves a little deeper. Here’s what differentiates the winners and losers:
Embrace disruption Disruptions happen whether you like them or not, so accept them and use them to your advantage, like the way Richard Petty drafts on a racetrack. Truckers love motor car racing and understand the concept of drafting. Pulling right up into the slipstream of disruption makes it easier to ride out. You expend a lot less energy than your competitors, so you can put the pedal down and blow on by when the time is right.
Predict disruption When I ran MSM Transportation I did two things to help predict uncontrolled disruptions. On a macro basis I prided myself on being connected to the industry. Being active in business groups and asso-
ciations helped me become educated and stay ahead of the curve. The “buddy network” let me surround myself in a social context and talk to other industry experts. On a micro basis I relied on my trusted KPI (key performance indicator) dashboard – a quantitative measurement I used to evaluate every key area of the operation. By tracking our performance on a daily basis, I was able to spot trends that helped to predict disruptive change.
Love ’em to death Great trucking companies entrench themselves into every level of their customers’ organization. Great salespeople become vested in the lives of their customers. At MSM, we partnered with customers and hosted an annual golf tourney that raised loads of cash for local charities. We formed a hockey
team and arranged for pickup games with customers that included post-game wings and pints. We had fishing derbies, ladies’ nights out, and NFL pools. When times are tough, people turn to those they know and trust: their friends. Learn to love your customers and they’ll be there when you need each other the most.
Remember cash is king When the unpredictable happens, cash – or access to it – is king. At MSM, the only thing that saved us during the wild meltdown in 2008 was our strong cash position and lack of debt. Many fleets miss opportunities to improve their cash position at little or no cost. That six-inch stack of unbilled loads sitting on your desk is actually a pile of cash. If your annual sales are valued at $12 million and it’s taking
you 15 days to invoice after delivery, it’s actually a halfmillion-dollar stack of cash. Bill customers the day the shipment is delivered. Meanwhile, watch for suppliers that are factoring. Use your cash to add a couple points of margin by offering a better deal than the margin-gouging factoring companies. Volatile markets create opportunities. If you’re hammered by chaos, so are your competitors. Cash allows carriers to take advantage of bargain-basement acquisition prospects that only come around during disruptions. Take advantage of cheap money, too. Truckers are real-estate rich. In fact, dirt has become a lucrative part of the industry’s wealth equation. Leverage that equity to take advantage of the money that lenders are begging to give away to eliminate costly debt. What’s the next disruption? Maybe it’s weed, which will be legal in Canada soon after this column hits your desk. Whatever it is, ride its bumper and use it to your advantage. TT Mike McCarron is the president of Left Lane Associates, a firm that specializes in growth strategies, both organic and through mergers and acquisitions. A 33-year industry veteran, Mike founded MSM Transportation, which he sold in 2012. He can be reached at mike@leftlaneassociates.ca, 1-844-311-7335, or @AceMcC on Twitter.
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Smoke Scree
Regulators have been eager to legalize marijuana, but what about the testing? By John G. Smith
J
uly 1 has secured an unusual place in the story of marijuana. The national holiday was once reported as the deadline to legalize recreational weed. That didn’t happen, of course – federal legalization is now expected in August – but Canada Day was still left as the deadline for Ontario’s Cannabis Act, which established related rules for drivers and sellers alike. Canada’s cross-border drivers even began facing their mandated drug tests on July 1, 1996. Despite the flurry of regulatory activity in the midst of it all, Canada still lacks clear drug testing rules. Today’s workplace tests exist in a legislative vacuum. Fleet policies must instead be based on various arbitration decisions and court challenges, many of which involve “safety-sensitive” industries that have nothing to do with steering wheels. Barb Butler, one of Canada’s leading experts in workplace testing policies, has had a front-row seat to many of them, including the key human rights hearing that focused on Salvatore Milazzo, a bus driver with Autocar Connaisseur. He lost his job in August 1999, after testing positive for cannabis metabolites, and argued his rights were violated because the
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fleet failed to accommodate a perceived drug dependence. The landmark case was about more than his rights, though. Butler, who was serving as a witness, remembers being asked if there was a difference between traveling north-south or east-west when it came to safety. None at all, she replied. The guidance that followed from the Canadian Human Rights Commission was clear. “For the U.S. carriers that come to Canada, and vice versa, we have to comply with their laws,” explains Carole McAfee Wallace of Fernandes Hearn, a Toronto-based law firm. “Where you see the challenges, and the case law that flows from it, is when an employer doesn’t respect human rights.” It’s precisely because of such challenges that the Canadian Trucking Alliance (CTA) has joined other federally regulated employers in a call for clearly defined alcohol and drug testing regulations. But recreational marijuana is widely expected to come first.
The necessary tools “What we’re asking for are the necessary tools, as employers, to do our part,” says Jonathan Blackham, CTA’s director of policy
Substance Use and public affairs. “It’s about pre-employment, post-incident, reasonable suspicion, and random testing.” The alliance is among voices represented by FETCO (Federally Regulated Employers – Transportation and Communications), which is asking for a law prohibiting safety-sensitive workers from consuming marijuana in the workplace, or being under the influence while on duty. It wants recreational marijuana delayed until experts can agree on a standard and testing approach for impairment. Then it wants legislation to allow federally regulated employers to conduct random drug and alcohol tests. “Once cannabis is legalized, this problem is only going to get worse and more difficult to manage,” says Derrick Hynes, executive director. “We would like to see the federal government show some leadership in this space that is sorely lacking.” The group has been calling for the change for almost two years. “We’re not getting a great deal of traction,” he admits. Which leaves us with the existing approach to testing. “[Any workplace] rules are going to have to be fair and consistently applied for all employees,” Butler says, referring to the need to balance testing with the need to protect those who suffer with addictions. “That balance still has to be there. You can’t be like in the states, where it’s random, random, random.” While such testing programs exist, Canadian employers are still in a tricky position. “There’s no clear do’s and don’ts. What we have is sort of a patchwork of cases that at times can be contradictory or conflicting,” Blackham explains. “Even when they’re clear, all they’re speaking to is the specific case at hand, which in most cases is not a trucking company.” FETCO’s Hynes points out that arbitration rulings and court cases offer conflicting guidance, too.
Many Canadian alcohol and drug testing programs have survived in non-unionized environments, but they’re based on case law driven by union challenges, adds Shaun Parker, an associate in the Calgary law office of Osler, Hoskin and Harcourt. One of those most widely cited legal decisions involved Irving Pulp and Paper mill workers, in a case that made its way to the Supreme Court of Canada. The ultimate ruling found that those who want to introduce random testing need to demonstrate evidence of a problem. “For the last few years privacy rights have been prevailing, but I think we’ve seen a high-water mark with the Irving decision,” Parker says. “You’re starting to see labor arbitrators recognize there are significant workplace risks.”
Proving a need Still, those who want to introduce alcohol and drug testing programs were hardly presented with free reign. “A unilaterally imposed policy of mandatory, random, and unannounced testing for all employees in a dangerous workplace has been overwhelmingly rejected as arbitrators as an unjustified affront to the dignity and privacy of employees unless there is reasonable cause, such as a general problem of substance abuse in the workplace,” the Supreme Court said in 2013. In other words, an employer has to demonstrate a need for the tests. The case between Communications, Energy and Paperworkers Union of Canada Local 30 and Irving Pulp and Paper concluded that those who want random testing need to establish a workplace is dangerous, and that there is a general problem with substance use. The eight documented incidents of alcohol consumption or impairment over 15 years were not
“The rules are going to have to be fair and consistently applied for all employees,” Butler says, referring to the need to balance testing with the need to protect those who suffer addictions. ▼ Barb Butler One of Canada’s leading experts in workplace testing policies
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Substance Use seen to be enough of a problem. Just how big does a general problem need to be? Suncor believed it had an issue with drug use in Wood Buffalo, Alta., citing eight deaths, but an arbitrator disagreed. Courts overturned that grievance, and now it’s being appealed. In contrast, an arbitrator upheld random alcohol testing by the Greater Toronto Airport Authority in 2007, citing a “pervasive problem”. Testimony in that case involved stories of employees seen drinking on the job or storing alcohol at work. Another case at an oil refinery allowed for random tests after 2.7% of employees reported near misses relating to substance abuse. But the Communications, Energy and Paper Workers Union blocked random alcohol tests at Petro-Canada in 2009. Incidents cited by that employer had included drivers from a single Ontario location. None of those cases involved the terminal represented by the union local. Some of the legal dramas have dragged on longer than multiple seasons of Law & Order. The Alberta Court of Appeal recently upheld an injunction by the Court of Queen’s Bench that put an end to random alcohol and drug testing at Suncor Energy facilities near Fort McMurray, Alta. That case was made by Unifor Local 707-A, representing 3,000 workers, who have been fighting the random tests since they were first announced in 2012 – arguing that the testing violates human rights and privacy. Now there’s a question of whether it will go to the Supreme Court of Canada.
Transit control The Toronto Transit Commission (TTC) has pushed forward with its testing regime despite an ongoing arbitration challenge put in place by the union representing its workers. A random testing policy was developed in 2014 and held in limbo while the union opposed a related fitness-for-duty policy established in 2011, but an increase in positive tests for drugs and alcohol led to a decision to roll out testing anyway. A union court injunction failed, and the testing began May 8, 2017, covering 10,000 people in safety-sensitive roles
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‘What companies should be doing is sitting down and taking a close look at what their drug and alcohol policies are, what they have in place.’ ▼ Jonathan Blackham CTA’s director of policy and public affairs
ranging from drivers to executives with decision-making power. The random checks produced two positive tests on the first day – one for drugs and another for alcohol. There were 35 positive tests before the program’s first year concluded, says commission spokesman Brad Ross. “Marijuana is the majority drug that people do test positive for,” he says. And most of those employees lost their jobs. There’s a duty to accommodate those with an addiction, but only if employees come forward with that information before a positive test. Ross believes it’s proving to be a deterrent. Between last May and this January, 3% of the random tests came
back positive. Since then the share has dropped to 1.5%. But the arbitration in the TTC case continues to drag on. “I don’t believe we’ve even had the opportunity to leave evidence yet,” Ross says. “It’s been seven years. We don’t see an end in sight to it. So we’re going to just continue forging ahead.” Blackham refers to the TTC as “trailblazers” in the issue. “In the absence of any clear direction, they’re forging ahead with what I assume they believe to be the right thing to do – and we would certainly commend them for that.” Besides, small truck fleets would struggle to finance such challenges on their own.
Substance Use More failed tests Even though medical marijuana is already legal, Blackham expects “acrossthe-board” increases in positive drug tests once recreational marijuana is allowed. Quest Diagnostics reviewed 10 million drug tests in the U.S. and found that positive results for marijuana increased in states where the drug was legalized for recreational use – including Nevada (up 39%), California (20%), and Massachusetts (11%). “These increases are similar to the increases we observed after recreational marijuana use statutes were passed in Washington and Colorado,” added Barry Sample, the company’s senior director of science and technology. It means that now is the time to polish any related testing programs. “What companies should be doing is sitting down and taking a close look at what their drug and alcohol policies are, what they have in place,” Blackham says, suggesting that many policies were established in the mid-to-late ‘90s and largely forgotten. Butler has been busy doing that very thing. “I’ve been updating and helping expand quite a number of policies lately,”
she says. And her related presentations have become a mainstay at industry conferences across Canada. McAfee Wallace has seen a range of policies during her reviews, too. Some of the documents include text that has been cut and pasted from other employers, including the company names. Some of this comes as consultants move from job
to job, she says. But that’s not the only problem. “They refer to U.S. law. They have outdated laws. They have jurisdiction clauses that are not relevant.” “Make sure there hasn’t been some change in the law or something hasn’t been deleted inadvertently,” she warns. “If you borrowed it from the states, you’re in real trouble.” TT
Smok Scre Further coverage in the latest edition of
www.trucknews.com JULY 2018
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Substance Use
Walk the Line
Oral fluid tests are coming, but roadside tests involve more than that By Elizabeth Bate
C
anada’s Senate has passed the bills needed to legalize cannabis and enforce related rules, but with four dozen proposed amendments it will be weeks or months before roadside enforcement teams know exactly what kinds of devices they can use for roadside tests. The only certainty is that the focus will be on testing oral fluids, says Bill Blair, the government’s point person on all things cannabis, and parliamentary secretary to the minister of justice, attorney general of Canada, and minister of health. But as accurate as related devices can be, there’s a gap between what they can measure and the lower limits the federal government proposes to determine whether a driver is impaired. Provinces have the ultimate jurisdiction in setting different levels, too. The DrugSwipe S, distributed by Alcohol Countermeasure Systems (ACS) of Toronto, is one of three types of oral fluid tests being considered by the RCMP, says ACS marketing manager Tony Power. It can register a positive result when detecting more than 50 ng of a substance per milliliter of blood, and is said to have a 97% accuracy rate for drugs consumed within one to three hours prior to taking the test. The federal government, however, is looking to set impairment limits at half that level, leaving a gap between what the tests can see and what drivers could be allowed to record. And the amount of cannabis that would generate such readings is also different for every person, depending on factors like height and weight. That leaves officers to use other means of probable cause to request a blood test.
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Staff Sgt. Carolle Dionne of the Ontario Provincial Police (OPP) says training programs are in the works for officers who will use tools such as the Standardized Field Sobriety Test (SFST), and become experts in recognizing different drugs. All the officers are expected to be trained in administering field sobriety tests, and there are hopes to have 74 additional drug recognition experts added in each of the next five years. Blair says those officers will be trained to look for erratic driving patterns, red or glassy eyes, or an inability to focus on conversations or complete roadside tests. Those indicators are as much probable cause as the saliva tests to impound vehicles and order further exams. And that’s all a roadside oral fluid test is – probable cause. Blair says the test will likely not be considered evidence of impairment for court purposes. Instead, the test is designed to get drivers off the road immediately if impairment is suspected, as well as giving officers a legal reason to request a blood test. “Ontario has built into the legislation that, if it’s detectable, at whatever amount in the blood, you can suspend right away for commercial and graduated licences,” he said. Groups like the Canadian Trucking Alliance want laws to include zero tolerance for truck drivers and others in safety sensitive-positions. Although Blair says he agrees with the idea, and wants to see sober drivers on the road, such a limit is unlikely to make its way into the federal regulations right away. While the Senate committee handling the bill urged the provinces to help adopt workplace policies surrounding the issue, nothing was put into the new laws. Ontario, meanwhile, has already adjusted its Highway
Substance Use MP Bill Blair and MP Arif Virani talk cannabis at a Toronto Town Hall on the topic.
“
have seen drivers come into a facility Traffic Act to reflect a zero-tolerance policy when intoxicated. on both drugs and alcohol for commercial In those cases drivers are put into an drivers. Provincial penalties include manoffice while the truck is being inspected, datory licence suspensions for anywhere YOU CAN SUSPEND and the police force with jurisdiction is from 24 hours to 90 days, mandatory RIGHT AWAY FOR called. By the time the check is complete, education programs, mandatory interlock an officer is on scene and can administer systems, and fines, but there’s a grey area COMMERCIAL the test. Because they aren’t responsible with an absence of Criminal Code charges AND GRADUATED for the testing, however, MTO officers for commercial vehicle drivers who have LICENCES,” won’t be getting the extra training schedtwo nanograms or less of THC (the active uled for police forces. ingredient in marijuana) in their system. SAYS BILL BLAIR, The costs of implementing training “I want everybody on the road to be REFERRING TO programs for officers, purchasing equipcompletely sober and safe,” Blair said. “The ment, and conducting tests can’t be finalmessage is not that there’s a safe level of ONTARIO RULES. ized until federal legislation passes and cannabis to use to drive. The message is if the province’s attorney general issues a you’re using cannabis, don’t drive.” definitive ruling on what tests can be used. But Blair said police Existing restrictions on drivers may not be enough to prevent forces across Canada have estimated it may cost up to $1.6 them from pushing the boundaries of the law, and police forces billion to make sure they’re prepared. are bracing for the need for increased inspections through proThe funds are to come from federal and provincial taxes grams like RIDE and at other contact points. applied to retail cannabis sales. “We know, based on other jurisdictions’ experiences, that Blair stresses the regulations won’t be finished when they drug-impaired driving will likely increase once recreational pass through the House of Commons. cannabis is legal,” said Dionne. There’s a clause in the regulations to review the law at the fiveOntario Ministry of Transportation (MTO) officials have year mark, and the ability to add amendments as concerns arise, expressed concerns about drug use by commercial drivers. so adding stricter oversight for commercial drivers is still a possiWhile its roadside inspectors aren’t in a position to test or arrest bility. For now, the legislation is being handled one step at a time. anyone for impairment, they are trained to look for the signs of a “This is a process, not an event,” Blair said. “We’ll do this driver who is under the influence of drugs or alcohol. right.” TT Spokesman Chris Davies says it’s rare, but weigh stations JULY 2018
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Substance Use
Test and Measure Not all testing methods are considered equal Whether testing for the presence of alcohol or drugs in a workplace or at the side of a road, each tool comes with its own pros and cons. Now that Canada is preparing to legalize recreational marijuana, police forces across the country are being trained in oral fluids testing, also known as saliva testing, and the Standardized Field Sobriety Test (SFST). These are both seen as options for a fleet looking to determine a driver’s fitness for duty. Both methods offer immediate results – unlike tests involving hair, urine, or blood. That’s good enough to determine fitness for duty and keep a potentially impaired driver off the highway. But courts typically rely on another layer of tests, which means the initial positive results might not be enough to terminate someone.
ple of scenes in movies and TV shows, it can involve someone standing at the side of the road touching their nose, reciting the alphabet backwards, or trying to walk a straight line. But it’s more nuanced than Hollywood might suggest, and requires officers to take a 72-hour course to certify in the method. Observers are looking for things like eyes jerking to the side. Walking a straight line or standing on one leg is
gold standard for measuring drugs and alcohol, but should be performed by a qualified group of labs. Support for these methods include tracking the chain of custody for all tests, from taking the sample, to its transportation to a lab and storage. Employers should never expect to take or keep an actual blood, urine, or hair sample themselves.
Hair follicle testing So why blood and urine and not hair follicle testing? The method has seen its share of controversy over the last several years. Groups from Motherisk to the Owner-Operator Independent Drivers Association (OOIDA) have identified related concerns. The testing requires labs to take a quarter-inch hair sample from the base of a person’s scalp to be effective. If that much hair isn’t available, testers have to look elsewhere on the body, like an armpit. Hair tests are hard to get right. The now infamous Motherisk tests done at the Hospital for Sick Kids saw
Oral fluids One of the companies vying to provide the go-to oral fluid test for law enforcement officials is Alcohol Countermeasure Systems (ACS) of Toronto. It’s the North American distributor for DrugSwipe S, which is used in countries like Australia and is one of three types of oral fluid tests being considered for use by the RCMP, says marketing manager Tony Power. The test involves a strip contained in a small, flat, blue-and-white plastic stick, which vaguely resembles a pregnancy test. Drivers offer a sample of saliva, and the stick is laid flat for five minutes. Lines appear if a sample is registered and identify what drugs are detected. Positive results are measured at 50 ng/ ml of THC, the active ingredient in marijuana, although that’s almost double the measure of impairment being proposed by the federal government.
Standardized Field Sobriety Tests (SFST) Another way to identify impaired employees comes in the form of the Standardized Field Sobriety Test. A sta-
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DrugSwipe S pictures provided by Alcohol Countermeasure Systems.
used to measure balance. Those conducting tests are also looking for the smell of pot or alcohol, as well as slurred speech, bloodshot or glassy eyes, dilated pupils, and delayed reactions. Want to test for a delayed reaction before a driver gets into the cab? Simply try talking to them, says Federal Motor Carrier Safety Administration literature. If they are slow to register questions or respond, they might be intoxicated. Once a fleet manager has probable cause to pull a driver out of a cab, it’s on to the next round of testing.
Urine and blood tests Urine and blood tests are both the
hundreds of children removed from parental care because of false positive results. Scientists in Sick Kids’ labs were reportedly poorly trained on the method – which can be unstable. OOIDA also calls the test unproven, and objected strongly to a U.S. bill that would have allowed it as an alternative for pre-employment testing. Both groups say the method is prone to a higher rate of false positives because hair absorbs substances from the environment and not just a donor. An alternative to hair testing must be offered for those with religious or other objections to having their hair cut, too, meaning blood or urine tests must be available anyway. TT
Substance Use Ian Parsons demonstrates the first step he takes before starting his truck, under a voluntary pilot project at Ulch Transport.
occasional drink the night before work. “It’s not a driver who necessarily does this every day. It might be somebody who played ball the night before,” he says. “No drug and alcohol testing is going to catch that.” These devices can catch that, and they have. The first failed test was recorded just weeks after the program began. When the vice-president reached the fleet yard, one of the Ulch trucks was still parked at 7 a.m. The driver said he had stopped drinking at 9:30 p.m. the night before. Even though he was legally fit to drive a car, zero tolerance is zero tolerance for the truck. None of the drivers who tested positive have been disciplined. Their devices don’t indicate the level of impairment, or even suggest if someone was drinking on the job. But the equipment can determine fitness for duty. There has been a learning process around using the Alcolock devices during the pilot study. The fleet had to order extra breathing straws for trucks that drinking during their shift, but the drivers were used by more than one driver. Those who might lift a bottle the night before. behind the wheel also had to be trained “They don’t always wait 12 hours bottle to in how to use the equipment. Parsons throttle,” he says. “Sleep or coffee or a cold remembers one time that he couldn’t get shower doesn’t sober you up.” With his the all clear, simply because he wasn’t drivers beginning their days at 4 a.m., he blowing into the wants to ensure that device with the right blood alcohol content amount of pressure. is at an absolute zero So far, four trucks before the wheels turn. have been equipped, As a whole, cases with a full-service of drinking and drivlease that costs about ing are down in the $89 per month. “The province. Alcohol was cost of a good night’s reported as a factor in sleep,” Joe Wilhelm just 2% of fatal collisays. sions involving heavy The Alcolock devices offers the all clear. Despite the suctrucks in 2014, accordcesses, the fleet opering to the Ontario ators are frustrated that nobody seems Ministry of Transportation’s most recent willing to join in their call. Not insurers or Road Safety Report. Drinking and driving politicians. Shippers and other fleets offer fatalities overall dropped 69% between congratulations, all hearty “attaboys”, but 1995 and 2014. nobody else seems willing to pick up the Wilhelm still thinks one is too many. cause. As a cross-border operation, Ulch “Mine is not a moral stance against Transport introduced testing for alcohol drinking. Mine is a moral stance and drugs years ago, and the related polagainst drinking and driving,” Wilhelm icy applies to domestic and international says. “But I don’t want to spent that drivers alike. The problem, says Ulch pres$60,000 [to equip an entire fleet] if I’m the ident Bob Wilhelm, is that the programs TT only one.” are not likely to catch those who have an
Blow to Go
Ulch Transport makes the case for alcohol interlocks Ian Parsons says he has never driven while drunk. There’s no DUI on his record, and he’s a firm believer in Ontario’s zero-tolerance policy around commercial vehicles and alcohol. If someone has been drinking, he doesn’t want them anywhere near a highway. Before he can start his truck, though, the Ulch Transport driver needs to blow into an ignition interlock device – the type that courts usually order for those who run afoul of drinking and driving rules. It’s part of a voluntary pilot project being run by the fleet from St. Marys, Ont., as it makes the case to require interlocks on all trucks, all the time. The idea came to fleet vice-president Joe Wilhelm three years ago after news reports of several alcohol-related truck collisions. First, a truck with its raised dump body hit the Burlington Skyway near Hamilton. A few months later, another drunk driver was involved in a collision near London. Then a local company had a driver arrested for climbing behind the wheel while impaired. “Drivers driving commercial vehicles while impaired is our industry’s dirty little secret,” he suggests. Wilhelm isn’t talking about someone
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Workplace hazards are not limited to on-road threats By Elizabeth Bate
Danger Zones
It can happen without warning – a previously unseen hazard makes itself known with tragic results. For one Woodstock, Ont. driver, that happened when a routine unloading turned deadly April 30. The 47-year-old was moving granite countertops out of his truck at a Kitchener supply store when disaster struck and he was crushed. Details of how the incident came to pass are being closely guarded by authorities until an Ontario Ministry of Labour investigation can be completed, but the incident is hardly isolated. For all the advertising governments do to promote safe practices in the workplace, statistics on workplace safety can be difficult to interpret. No national statistics exist, and those kept and curated by provincial organizations vary. WorkSafe BC, the provincial workplace insurer for British Columbia, keeps statistics by industry, but drivers can be classed in several different occupational groups, and not every stat is available by those individual groups. Ontario’s data sets often don’t include occupations or industry subsectors at all, according to Ministry of Labour sources. What is clear is that, when compared to the broader workforce, those in the trucking industry face disproportionately high injury rates – even after accounting for motor vehicle collisions. According to data collected by WorkSafe BC, the injury rate for those in the transportation sector is double the provincial average. The rate for both groups has remained steady over the past five years, with just 2.2% of the province’s overall workforce facing injuries on the job, but 4.4% of those in transportation experience on-the-job injuries each year. In 2016, 1% of those classified as “general trucking” workers – those not operating specialized equipment like log haulers or fuel tankers – suffered serious injuries. That’s more than three times the 0.3% serious injury rate of the province’s overall workforce. While the numbers may not seem like a lot, WorkSafe BC paid out more than $94 million in claims to trucking industry workers in 2016. Nearly $32.7 million of it went to those in the “general trucking” sector, which also doesn’t include those employed as mechanics, warehouse employees, or dock workers. More than 1,000 short- or long-term disability claims (known as time lost claims) were made in 2016. To be classified this way, the injured worker must be off work for several days, requiring a longer period to recover. This number includes fatalities. These numbers don’t include other direct or hidden costs to businesses associated with injuries, says WorkSafe BC spokesman Mark Ordeman.
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Danger Zones When an injury happens, drivers and fleets know they’ll immediately see costs associated with lost time and productivity, health expenses, administration expenses, damages to property and equipment, and replacement wages, but with each injury there is the potential for even greater costs down the line. The long-term costs of accidents are often the most expensive and can be harder to measure. They range from an increase in insurance premiums, to downtime associated with investigations, to the effect on a fleet’s reputation, employee morale and retention. Not to mention the impact on the injured themselves. In the five years between 2013 and 2017, about 18 drivers were killed during B.C. incidents not related to a motor vehicle crash. Of those deaths, six were related to asbestos exposure and six were due to complications from other long-term injuries sustained while working. One unnamed driver died in 2014, two years after he was injured on the job. His eventual death was the result of an accidental drug overdose from opioids used to treat injuries obtained in a 2012 collision, highlighting some of the hidden consequences of workplace injuries. While it’s easy to focus on the most serious injuries in the workplace, smaller injuries can be just as costly as the big ones. Between 2013 and 2017, WorkSafe BC recorded 5,521 serious and fatal injuries – including those injured or killed as the result of a motor vehicle crash – while it recorded more than 4,900 claims for smaller injuries. Strains and sprains made up the majority of those claims, with a total of 3,348. Those claims alone totaled nearly $70 million over five years. Fractures came next, with 689 reported to the tune of more than $51 million. Some workplace accidents may be seen as just one of the costs of doing business, but does it have to be that way? In that same five-year period, WorkSafe BC conducted more than 2,100 inspections on businesses classified under the general trucking banner. Of those inspections, just 25% of inspected companies did not receive some kind of warning, order, or follow-up for violations. Most of these orders aren’t considered major violations. Just eight received warning letters or administrative penalties. The most-issued citation was for not complying with a regulation that requires employers to have the equipment and supplies to immediately and adequately address first aid issues when they happen, and failing to take the appropriate action. Eighty-five employers faced that. In an Ontario Ministry of Labour blitz conducted in February 2011, there were 1,089 workplaces inspected and 3,233 orders issued – an average of three per workplace. Just 84 of those were serious enough to warrant a “stop work” order. The most frequently issued orders in that inspection were for failing to maintain equipment and facilities in good condition, or not taking reasonable precautions to protect the health and safety of workers. Ministry analysts said the majority of these violations happened during loading and unloading on docks, when safe practices weren’t observed, including failing to ensure vehicles were stopped and properly secured. “This indicated shipping and receiving areas and related equipment may not be regularly inspected and maintained by the employer,” the ministry report said. Trucks and trailers need to be immobilized before loading or unloading begins to prevent them from moving in any direction – including against the dock, which could lead to injuries or deaths due to falls or pinning someone. Of the 15 workers who died while working in a shipping and receiving area from 2000-10, most were pinned by a vehicle that moved when it wasn’t supposed to. In these cases, being pinned between a truck and dock, a truck and trailer, or two forklifts proved tragic. Workers also died after being struck by falling or improperly secured items during the loading and unloading process. Citations during the blitz were also frequently issued for failing to provide workers with information, instruction and supervision to protect their health and safety. Training in material handling is key for all workers when it comes to loading and unloading, according to the Ontario Ministry of Labour. It’s something that may reduce the chance for catastrophes like the one in Kitchener. TT
‘WORKER TOOK OWN LIFE DUE TO PAIN AND OTHER COMPLICATIONS ARISING FROM A WORK-RELATED INJURY’
‘CRUSHED BY AN EXCAVATOR’
‘WORKER DEVELOPED MESOTHELIOMA AS A RESULT OF ASBESTOS EXPOSURE’
‘WORKER’S TRUCK STRUCK BY A TRAIN’
‘A LIFT OF LUMBER FELL ON WORKER WHILE UNLOADING TRUCK’
Examples of trucking-related injuries reported by WorkSafe BC.
JULY 2018
39
In Gear
42 46 50 51
Spec’ing Liftgates Daimler Plugs In Bosch’s NOx Killer Product Watch
EQUIPMENT NEWS, REVIEWS, AND MAINTENANCE TIPS Roller floors are a popular option for those hauling air freight, beverage fleets, and more.
How the Other Half Loads Quick-loading roller floors are not just for air cargo By Jim Park How long do you typically spend at a loading dock? Even when everything is going just swimmingly well, you’re looking at 30 minutes minimum, sometimes as much as an hour if the forklift driver isn’t sufficiently motivated. How would you like to be in and out of a dock, discharging a full load, in 90 seconds? Jim Youse, president of Rollerbed Systems of West Wyoming, Pa. told
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Today’s Trucking that roller floors are common in the beverage industry. He says they can transfer pallets of empty beverage cans from the trailer to the dock in a minute and a half. “That’s such a high-volume industry, every second saved is precious,” he says. “In some instances, with really high-volume customers, they have trucks arriving every few minutes. They just don’t have time to unload with a forklift.”
Another application where roller floors are common is in dedicated lanes where a manufacturer serves a high-volume customer located nearby. A load of auto parts, for example, could be loaded at a plant 10-15 km from the assembly plant, and the parts are rolled on and rolled off in a matter of minutes. The empty racks are re-loaded and the truck is on its way. “In applications like that, the parts producer can pay for the roller system in less than two years with the savings from reducing the number of trucks, trailers and drivers required, from perhaps two or three to just one,” says Brett Murrill, president of Loading Automation of Wilmington, N.C. “In really quick turnaround applications, a roller floor is a real time and labor saver.” Roller floor systems can also be extraordinarily useful when the customer
In Gear doesn’t have a loading dock, Murrill says. A pallet jack is one way of moving the pallets from the front of the trailer to the rear, but stowing the pallet jack might displace a pallet. Heavy pallets, meanwhile, might be difficult for a driver to move, increasing the risk of injuries. “A roller floor in this application can make the driver’s life much easier and safer, and it saves time as well,” Murrill says. Roller floors are essentially metal tracks built into the trailer floor, with integral metal rollers. The tracks are raised and lowered as needed by a series of small air bags placed along the length of the track. In Ancra’s Retract-a-Roll II system, for example, when the airbag is inflated, the rollers rise above the floor and lift the cargo with it. Once a load is raised above the floor and sitting on the rollers, a driver can push or pull a pallet with minimal effort. When the pallet is in place, some systems have locks in the track to keep it from moving while the other pallets are positioned. Once the load is in place, the airbag is deflated and the rollers drop below the floor, leaving the cargo sitting firmly in place. The related pneumatics are powered directly from the trailer’s existing air supply. In Ancra’s case, there’s also a safety interlock that automatically lowers the rollers when the trailer parking brakes are released. Roller systems can be installed in rows of four, six or eight rollers as cargo weight demands. And the rollers themselves can be spaced at intervals, usually four to six inches apart, as the underside
The metal tracks include integrated rollers, usually spaced four to six inches apart.
of the pallets (the stringers) dictate. “Depending on the configuration, they work just fine with a standard CHEP pallet of 40 X 48 inches,” says Murrill. In addition to a basic pneumatic roller system, Loading Automation and Rollerbed Systems offer a variety of powered systems that will move cargo on or off the trailer. They both offer “slipchain” systems that use an electric motor mounted in the nose of the trailer to move loads of up to 60,000 lb. – such as large machines that might otherwise need to be shipped on a flatdeck – into or out of the vehicle. Companies also offer T-Bar systems that in one move will pull a full load of pallets onto a roller system installed in the customer’s loading dock. “Almost everything in transportation is
highly automated now except the loading and unloading process,” says Youse. “We still rely heavily on manual labor to load and unload trailers, even if it’s motorized. But a roller floor system can automate this process too, and in some cases really speed it up.” Murrill says the ballpark price for a basic roller floor system along the line of what UPS, FedEx and other air freight transporters use is about US $12,000-$14,000. Automated systems can run into the $45,000 range. In a dedicated lane with a high-volume customer, cutting loading and unloading times to minutes rather than hours could produce a quick payback – especially in the era of automated driver logbooks. TT
Rollers are lifted and lowered by air bags.
Plumbing for Ancra’s system. JULY 2018
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In Gear Liftgate capacities can range from 600 to 3,000 kg.
obviously need to spec’ for your heaviest loads, but a driver’s weight is also part of the equation. (They are advised not to ride the liftgate, but often do). Then there’s the weight of the material handling equipment. “Your driver might weigh 100 kg, the pallet could weigh up to 20 kg, and an electric pallet jack could weigh as much as 150 kg,” says Collins. “That’s almost 300 kg before you consider the weight of the freight.” An aluminum platform will be lighter than steel, but also more expensive.
➋ Listen to driver concerns
You Gotta Carry that Weight 5 steps to spec’ing a better liftgate By Jim Park Much rides on your liftgate spec’ing decision: your cargo, your customers’ satisfaction, and literally, your drivers. Short-spec’ your liftgate and you put all that and more at risk. You can buy a liftgate for any vehicle from a pickup truck to a tractor-trailer, and units that can handle weights ranging from 600 to 3,000 kg. They come in various configurations. Some with foldaway platforms and some with sliding platforms. They can use electric gearing or hydraulic cylinders for lifting and lowering. Some raise and lower the platform on a vertical rail. There’s no shortage of options, and consulting with a knowledgeable dealer can help identify the best option for your application.
➊ Identify your needs
You know your current needs best, from the weight and size of your cargo to the frequency of use and the environment.
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Manufacturers offer different configurations, such as side- or rear-mounting options and full- or half-width deck plates. Some are solid, while some fold for easier stowage. Be mindful of the truck body when it comes to attaching it, and the unloading environment when it comes to spec’ing the platform. Some customer locations offer limited space to deploy a full-size deck, potentially leaving a folding deck as the best way to go. “Will it see everyday use or will it be used only occasionally?” asks Peter Collins, vice-president of Maxon Liftgates Canada. “Liftgates that see light or occasional use can be spec’d accordingly, but you should be aware of the possibility of the workload or duty cycle changing midlife,” he cautions. “It’s much less expensive to up-spec’ a liftgate when ordering new than to replace one later that’s not up to the task.” When considering the lift capacity, you
Drivers will have some valuable advice to offer in the process, offering insight in how they use the liftgate and different features that would be helpful. For example, cart-stops on the platform can prevent roll-offs, and securement strap tiedowns may be needed if the platform isn’t always level when unloading. Collins suggests paying close attention to how the access steps are constructed, to minimize damage in case the gate contacts an object. “Stiff-wire-rope side steps with aggressive tread patterns will help prevent falls, while the wire-rope step assembly is stiff enough to climb on but flexible enough to prevent serious damage if the driver hits something while reversing,” he says.
➌ Focus on the electrical needs
Liftgates are particularly taxing on batteries, and on long delivery routes there’s never enough time to fully recharge them. Consider using two isolated six-volt batteries located close to the lifgate rather than a single 12-volt battery. John Houweling, president of Coral International Truck Equipment in Langley, B.C., a distributor and installer of Dhollandia liftgates, says that’s common practice in Europe, and a pair of six-volt batteries will hold their voltage better than a single 12-volt battery. “You can run the liftgate batteries right down with no risk to the starting batteries,” he says. “It’s a $2,000 option, but very cost-effective over the life of the truck. Just ask anyone who has had a battery let them down mid-way through a route.”
In Gear Keep the batteries close to the liftgate, too. Over a 20- to 30-foot cable run from the alternator to the back of the truck, a volt or two will be lost through resistance. That’s not as critical to the charging phase as it is to the running phase. “At 30 feet, you have 11 volts rather than 12 volts going to the electric motor,” Houweling says. “When voltage goes down, amperage goes up. That heats up the motor and wears everything out.” Equally important is the integrity of the electrical system, says Collins. “Is the gate properly grounded and are the switches epoxy-filled and waterproof?” he asks. “Any electrical shortcomings will be reflected in the performance and life of the liftgate as well as the battery’s ability to retain a charge.” Depending on where in the country the truck is working, roof-mounted solar panels for top-up charging may be useful. According to Bob Doane, chief technology officer with eNow, solar panels can dramatically extend liftgate battery life, especially with all the antiidling regulations in place. “An auto parts retailer we serve was replacing the flooded-acid liftgate batteries on its trailers about every eight to 10 months,” he says. “We have had the solar panels on a group of test trailers for 30 months now and they haven’t had to replace a single battery.” That’s an inspiring endorsement, but weather can impact their effectiveness. Also consider the potential for roof damage from tree strikes or low-overhead clearances. “Do you know how many roofs I repair every year?” Houweling asked rhetorically.
says. “Galvanized components and elastomeric hydraulic hose fittings can extend the life of your liftgate. Also consider adding grease fittings for all moveable and pivoting components and the sealed and protected connections for all electrical components.” If you plan to keep the liftgate for a long time, or maybe install it on a second truck, going for heavy-duty components will provide the payback with some extra care.
➎ Don’t neglect the maintenance Houweling, who is from Holland, says European regulations require annual inspections for liftgates, but that’s not the case here in North America. Operators are left to their own judgement of when attention is required, and it’s usually after a problem crops up.
You can stay ahead of the headaches by frequently inspecting all the moving parts and stress points. Regular lubrication also goes a long way in preserving the joints between moving parts, especially hinges and pins that create paths for water. “Equally important is the integrity the electrical system,” says Collins. “Is the gate properly grounded? Are the switches epoxy-filled and waterproof? The condition of electrical connections is critical. An electrical failure will put the liftgate out of commission.” Liftgates are fabulous time- and labor-saving tools. Spec’ them right and look after them, and your drivers and customers will thank you. If you try to under-spec’ your liftgate and take shortcuts in the maintenance, you’ll hear about that, too. TT
Be mindful of the truck body and loading environment when attaching a liftgate.
➍ Build in some redundancy
Once the type of liftgate and capacity are identified, consider buying the nexthigher lift rating, Houweling says. “The difference in price isn’t that much.” Most manufacturers offer upgrades to major components, such as galvanized platforms rather than painted steel. This can be money well spent in areas where ice-and-snow-melting chemicals are used, or in coastal areas exposed to sea water. “It’s amazing the kind of damage that road salt and brine can do,” Collins JULY 2018
43
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In Gear
The Clean Routine Spotless equipment involves a regular attention to detail Road warriors should remember to add a quick wipe down of fridge shelves and the inside of microwaves to their regular routines.
Beyond the pet hair that’s left on every surface, trucks have rolled in to be cleaned with animal feces on the cab floor. Not every pet is an issue, however. Sanders says some of the cleanest trucks he’s seen have contained multiple furry friends. The difference comes down to owners who keep things well maintained and organized. TT
Summer is here and there’s no more hiding it. That dirt you’ve accumulated over the winter months has got to go. Andrew Sanders – owner of Dr. Detail in Toronto – offers a few ideas to help:
The simple solution Effective cleaning solutions can be pretty basic. Warm water and some white vinegar can be combined to clean just about any surface, including dashboards and center consoles. Mix the solution in an old spray bottle or a pail, and use an old T-shirt or other dust-free rag to wipe down hard surfaces in a cab’s interior. The vinegar-based solution will not only effectively clean surfaces, but remove any cigarette smells lingering in the cab.
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Floor mats Floor mats can be removed and hosed off, and wiped down or left in the shade to dry. Keep in mind that leaving mats in the sun may shorten drying time, but will also shorten the life of the mats – causing them to dry out and crack.
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Spray cleaners Windex or other glass cleaners are a huge go-to for Sanders. Carrying a bottle and some paper towels on the road makes it easy to clean windows and mirrors when they begin to get grimy..
Problem areas Typical problem areas around trucks include fridges, microwaves, and pets, says Sanders, who has seen his fair share of moldy food and sauce spill-overs that have been nuked one too many times.
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JULY 2018
45
In Gear
The eCascadia is seen as a fit for local, regional, and port drayage applications.
Daimler Plugs In Electric Class 8, medium-duty trucks to be tested by fleets this year By John G. Smith Roger Nielsen asked for the music to be silenced – an odd request given the nature of his presentation. The unveiling of a new truck is typically a raucous affair, complete with light shows and booming music. But the president and CEO of Daimler Trucks North America wanted a crowd of journalists and analysts to hear just how quiet the company’s latest trucks will be. Silent they were. First a fully electric version of the Class 8 Cascadia rolled onto the stage. An electric version of the M2 106 medium-duty vehicle followed right after. They’ll each play a role in a 30-truck “innovation fleet” to test the equipment in real-world settings before the end of the year. “It is our target at Daimler to have the broadest – the absolute broadest – e-truck fleet in North America by 2021,” Nielsen said. “Heavy-duty electric vehicles present the greatest engineering
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challenges, but they also present the greatest learning opportunities.” The eCascadia features up to 730 peak horsepower, with batteries that offer 550 kwh, and a range of up to 400 km. Up to 80% of the battery power can be renewed in about 90 minutes of charging, offering another 300 km of range. It’s primarily seen as an option for port drayage trucks and short-haul applications. For the medium-duty segment, the eM2 offers 480 peak horsepower, drawing on batteries with 325 kwh of capacity and a 375-km range. Recharging of those batteries by 80% can be completed in about 60 minutes, offering another 300 km of range. That truck is being designed for local distribution, pickup and delivery, food and beverage applications, and last-mile deliveries. “It’s easy to find use cases for the eM2 today,” Nielsen said. “We expect high customer demand for this truck when we
make it available for series production sometime in the next two to three years.” The medium-duty eM2 will take advantage of the stop-and-go activity in urban environments, he added, referring to regenerative braking. The eCascadia has an 80,000-lb. gross combination weight rating, while the eM2 comes in at 26,000 lb. While high-profile launches for North America, these are hardly the first electrified trucks to emerge from the Daimler portfolio. Executives made the point of that when stepping onto the stage from the passenger seats of an electric school bus and medium-duty truck. The MercedesBenz eActros has a 200-km range and a 55,000-lb. gross combination weight rating and is being tested with customers in Europe. The E-Fuso Vision One Class 8 truck being tested in Japan has a range of 350 km and gross combination weight rating of 51,000 lb. At the smaller end of the scale, the Class 4 Fuso eCanter – unveiled last year in Atlanta – is available in series production. The fully electric Mercedes-Benz Citaro goes into series production in late 2018, while the Mercedes-Benz eActros
In Gear distribution trucks unveiled earlier this year will be working with the first customers by the second half of 2018. Freight is not the only focus, of course. Thomas Built Buses now has an allelectric Saf-T-Liner C2 Jouley school bus, unveiled in November 2017, which offers a 160-km range and begins limited production in 2019. “A school bus is the most viable use,” Nielsen said of electrified vehicles, referring to its predictable routes and time available for recharging. The early applications are also offering new insights into troubleshooting electric vehicles, he added. “We’re learning about parasitic losses. It takes a lot of energy heating and cooling.” The buses also come in seven different wheelbase configurations, giving engineers a chance to explore different ways to package the batteries. Freightliner Custom Chassis Corp., meanwhile, built more than 100 electric vehicles in 2012 with Electric Vehicles International on the MT-55 walk-in van chassis. Many are still in service. The batteries for the newest trucks are shared by the eCetaro and eCascadia, while the battery management systems can be found in the Actros. The goal is to develop a single unified, proprietary electric powertrain for all the vehicles. The announcements come as Daimler unveils a new global E-Mobility Group that will combine the company’s “global scale, global presence, and a strong backbone of support,” said Martin Daum, member of the Daimler Board of Management for trucks and buses. It will be led by Gesa Reimelt, currently the head of product projects powertrain and eDrive Mercedes-Benz passenger cars. “Even an eTruck needs steering and braking,” Daum added, referring to the wide array of engineering resources that will be leveraged. A key challenge that remains, meanwhile, involves finding spots for such electrified vehicles to recharge. “We are focusing our efforts on quickly advancing that development,” Nielsen said. “We are all in for tackling electrification challenges for North America.” It’s why Daimler AG is a founding member of the CharIN Charging Interface Initiative, looking to devel-
Roger Nielsen showcases features of the eM2 and eCascadia.
Business cases are expected to quickly develop with the eM2.
op a standard charging system for battery-powered vehicles. This work is being completed alongside utilities and service providers. “Without an infrastructure to support and charge these vehicles, there will be no e-trucks on the road,” Nielsen said. “We have the responsibility to give our customers support on the infrastructure side.” There are other key questions to be answered along the way. “How can we improve the range? How can we improve the payload? How can we improve the energy consumption?” Nielsen asks. No announcement was made about current
payload capacities. “We have much to learn, but we are well on our way.” Daum describes it as an “evolutionary, not a revolutionary” process. But expect more electrification rather than hybridization from Daimler. “I’m not a big fan of hybrid,” Daum said. “For me, a hybrid gives you the worst of both worlds.” Such vehicles still include the challenges of emissions systems for combustion engines and the new technologies needed for electrification. “It’s good for the feeling but not much else.” “It’s an exciting moment to be here,” he added. TT JULY 2018
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In Gear
R&D HQ Daimler gives automated research work a home Daimler Trucks will create an Automated Truck Research and Development Center at its North American headquarters in Portland, Ore., focusing on automated driving technology. The new center builds on the company’s established research and development presence, and will be at Swan Island, where a full-scale truck wind tunnel can already be found. North American engineers will tap into company resources from Germany to India, leveraging experience from other divisions including work on passenger cars. Research and development on automated trucks will also be expanded in Germany. It’s all part of plans to invest more than $3.8 billion (Cdn) in research and development overall during 2018 and
2019, and $758 billion earmarked for e-mobility, connectivity and automated commercial vehicle technology. While Daimler Trucks says it doesn’t expect series-produced driverless trucks in the near future, it sees the technology as an eventual way to help keep up with freight demands and a dropping number of longhaul drivers. The center will focus on all aspects of development, testing and validation around software, sensors, machine learning, and simulation, as well as adapting base vehicle platforms. This announcement follows several innovations around autonomous vehicles. The Freightliner Inspiration Truck was the first autonomous commercial truck to drive a U.S. public highway, during demonstrations in 2015. Today’s Detroit Assurance 4.0 safety systems, meanwhile, are expected to be the foundation for increasingly automated applications. The company has also demonstrated platooning – electronically paired
Building Connections Expanded digital product portfolio rolls out this year Daimler Trucks North America will expand its portfolio of connected vehicle offerings this year, giving fleets greater access to vehicle data and new Bluetooth-enabled connections for the cab. A subscription-based service known as Detroit Connect Direct, to come in the fourth quarter, will offer users the chance to select what truck-related data they want, how frequently it arrives, and how it will integrate into back-end systems. “We want to focus on people who, for some reason or other, love data,” says Jason Krajewski, director connectivity, Daimler Trucks North America. That can include everyone from fuel and safety managers, to fleet managers, and even fleet executives. “They want to know the decisions they made to buy our trucks are the right ones,” he says of the latter group. Customization will include data sets, collection frequencies, and delivery intervals. “It’s a very simple interaction,” he says, referring to the series of menus, offering information that measures driver behavior, time and place, and the overall performance of vehicle
Testing and measuring.
A braking platoon.
trucks that tightly follow each other in the name of improving aerodynamics. Using tools such as radar and camera sensors, vehicle-to-vehicle communications, and Advanced Driver Assistance Systems braking, trucks are kept in the center of their lanes, while vehicles to the rear respond in less than 3/10 second to braking by the lead truck. TT
and safety systems. It is the functionality that will allow users to see things like the way a driver uses an accelerator pedal, sits in in top gear, or applies the brakes. “This really opens up a whole new dimension of data-centric thinking for our customers,” he says. Building on the recent U.S. mandate for electronic logging devices, meanwhile, the Detroit Connect Wireless In-cab Device Connection will communicate all-important vehicle data through Bluetooth, pairing with different ELD devices and eliminating connection-related hardware that is otherwise mounted by a driver’s feet. Existing Bluetooth protocols can vary from one device to the next, because of factors like antenna strength, he says. This system has been tested to work about 30 feet from the vehicle. “You can pair with our truck and run whatever application you want,” Krajewski says, adding that Daimler is already working with several partners and authorizing their applications for the rollout. There is even the potential to use this for more than ELDs, perhaps for something like a driver scorecard that measures use of the brake pedal, he says. “We want to help them leverage that connection to their maximum potential.” Potential privacy concerns are being eased through encrypted data, he adds, and customers are provided with a set of standard terms and conditions. “We think we’ve got things covered as much as we can,” he says. “Our customers own the data. We just borrow it.” TT JULY 2018
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In Gear Bosch says this automotive-scale aftertreatment system be scaled up for use on heavy-duty diesels.
The Next NOx Killer? Bosch says it can slash NOx without adding components By Jim Park Bosch says it has pioneered an emissions-reducing technology that can slash NOx to 10% of the levels seen with current diesel-powered cars – and without adding components. Not only that, the company says the technology can be scaled up for use in medium- and heavy-duty diesel engines. Alex Freitag, director of engineering with Bosch’s powertrain solutions group, said during a recent briefing that this new approach will keep diesel engines in the game for years to come, without adding significant costs. “The value proposition of the diesel engine is maintained with a minimal impact on fuel economy,” he said. In tests conducted in Germany, a passenger car equipped with a 1.7-liter, 145hp diesel engine achieved an average NOx output of just 13 mg/km over several test cycles in what Europeans define as an RDE test – which includes urban, rural, and highway driving. Since 2017, European legislation has required that new RDE-compliant passenger cars emit no more than 168 mg of
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NOx/km. As of 2020, that limit will be cut to 120 mg. While it’s difficult to translate these numbers for a North American comparison, the emissions achieved with this new technology are already 10 times lower than limits set to kick in four years from now. “It’s a combination of technologies that made these reductions possible,” said Freitag. NOx is controlled in the cylinder through better air management and injection strategies. Those are combined with low- and high-pressure exhaust gas recirculation (EGR). There’s also a temperature-controlled aftertreatment system using a diesel oxidation catalyst, selective catalytic reduction on the diesel particulate filter, and downstream selective catalytic reduction (SCR) with diesel exhaust fluid dosing and low-pressure EGR. The system combines high-pressure (32,000 psi) common rail fuel injection with multiple injection events to shape the rate at which heat is released. The demands of urban driving cycles forced Bosch to optimize the turbocharger for all driving conditions, and
specifically for low-speed, high-torque operations – similar to downspeeding. New software functions reduce the NOx peaks associated with aggressive acceleration and stop-and-go driving. It all involves a highly responsive airflow management system for the engine. A dynamic driving style demands an equally dynamic recirculation of exhaust gases. Bosch says this can be achieved with an RDE-optimized turbocharger that reacts more quickly than conventional turbochargers. Thanks to high- and low-pressure exhaust gas recirculation, the airflow management system becomes even more flexible. This means drivers can drive off at speed, and without a spike in emissions. The aftertreatment system consists of a diesel oxidation catalyst followed by an inline diesel exhaust fluid injector, right before a diesel particulate filter and selective catalytic reduction device. Next in line is a low-pressure exhaust gas recirculation return from the engine, and then a second selective catalytic reduction device with a “clean-up catalyst” to remove any unconsumed ammonia. Most important, the entire aftertreatment system is carefully temperature-controlled to optimize efficiency. The exhaust gases must be hotter than 200 Celsius, although vehicles don’t reach these temperatures in urban driving. Bosch uses a sophisticated thermal management system for the diesel engine, actively regulating the exhaust gas temperature, ensuring that the exhaust system stays hot enough to function within a stable temperature range, and that emissions remain at a low level. The test on which Bosch returned the astonishing 13 mg of NOx per kilometer used multiple drivers and multiple runs over a prescribed test course and realworld driving, not a controlled test track. When driving in particularly challenging urban conditions, where test parameters are well above legal requirements, the test vehicle’s average emissions are as low as 40 mg/km. Bosch’s new diesel system is based on components that are already available in the market. It is available to manufacturers immediately and can be incorporated into their production projects. TT
PRODUCTWATCH WHAT’S NEW AND NEWS FROM SUPPLIERS
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DRIVETRAIN
LoneStar and LT get X15, Endurant Buyers of International LoneStar and LT trucks can now order a Cummins X15 engine paired with an Endurant transmission – the product of an Eaton-Cummins joint venture. The X15 features an 80,000-km oil drain interval that can be extended up to 128,000 km with the Cummins OilGuard program. The Endurant, meanwhile, includes a self-adjusting clutch and 1.2-million-km transmission oil drain interval. Compared to competing automated transmissions, it consumes half the amount of oil. Performance and efficiency are both improved through seamless communication between the engine and transmission, Cummins adds.
www.internationaltrucks.com
AXLES
MD KENWORTHS GET DANA SPICER AXLES Kenworth has added three Dana Spicer axles to its K270 and K370 medium-duty cabovers. The truck models are now available with the Dana Spicer S140 Series of single-reduction, single-drive axles, with gross axle weight ratings from 16,000 to 21,000 lb. The two S140 Series
axles feature a ratio coverage from 3.31 to 6.50, and standard R Series spindles. The S140 also features GenTech gearing to reduce noise levels by up to 12 dB versus standard gear designs, and provide a smoother vehicle ride. And up to 85 lb. has been shed when compared to the Dana P20060S axle. The Dana Spicer S21-172 and S21172E single-reduction, single-drive axles offer added durability, reliability and
efficiency compared to the S170 Series. Both have a 21,000-lb. rating and ratios between 3.07 and 6.14. The S21-172 is 57 lb. lighter than the S21-170 that came before it, and also uses 10 pints less oil and features a 10-20% power loss for the same ratio. The S21-172E, meanwhile, offers the same weight and oil usage as its S21-170E predecessor. The 10-000-lb. Dana Spicer E1002IL steer axle features a steel-forged beam design, and comes in standard and wide-beam widths, saving 35 lb. per vehicle. The one-piece forged design that includes the steer arm, tie rod arm, and spindle offers turn angles up to 55 degrees. There also is a large-diameter kingpin with a bushing area that’s 15% larger, and kingpin joint-sealed thrust bearings with compressible inserts for added strength. www.dana.com TIRE INFLATION
VANGUARD MAKES MERITOR SYSTEM STANDARD The Meritor Tire Inflation System (MTIS) with ThermAlert has been made a standard option on Vanguard dry van and CIMC reefer trailers. Almost one in three trailers now comes with the tire inflation system, Meritor says, noting that it monitors more than 8 million tire positions. Using tire inflation systems can extend tire life by 10% and increase fuel economy 1.4%, studies by the Federal Motor Carrier Safety Administration and U.S. Environmental Protection Agency have found. ThermAlert monitors wheel end temperatures, to identify a source of potential failures. www.meritor.com JULY 2018
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Product Watch TURBINE TRAILER
XL UNVEILS NEW BLADERUNNER XL Specialized Trailers’ new BladeMate Flip Extension adds 27 feet to the rear of trailers designed to haul wind turbine blades. When a trailer is empty, drivers can flip up the extension, retract the trailer, and be left with a 53-foot trailer and lower permit costs. The action is controlled by a lever at the front of the trailer, along with six-inch hydraulic cylinders. And the cylinder linkage can be unpinned and lowered flat to allow for more loading space on top of the trailer.
XL Specialized Trailers’ new BladeMate Flip Extension
The rear bolster at the end of the Flip Extension has a 20,000-pound capacity, so it’s suitable as a rear-loading platform for the common two-point load setup. Secured with a lug and pin system, the tail can also be removed when not needed. www.xlspecializedtrailer.com
SHOP TOOLS
GRINDERS WITH FEATURES FOR PROLONGED USE
SHOP TOOLS
10-TON WHEEL LIFT FOR LOW CEILINGS Mahle has unveiled the ShopPro CWL-10 air-operated midrise 10-ton commercial wheel lift, suited for shops with low ceiling heights. With a built-in vehicle support stand to offer open access under a vehicle, the unit also has a maximum lifting height of 24 inches – enough room to remove major components. The CWL-10 has a wide, spring-loaded base to offer a stable platform, and the unit comes with small wheel adapters. Meanwhile, a dual trigger control valve allows for the synchronized raising and lowering of a vehicle. www.servicesolutions.mahle.com
Walter Surface Technologies’ Ironman and Ironman PS heavy-duty grinders have been unveiled with several features to support strenuous, prolonged use. Both models offer 1,750 watts of power, six-inch wheel capacity, a Quick-R instant release function, and the Walter Stabilizer that the company says reduces vibration and extends the life of abrasives by up to 30% The Ironman PS adds a deadman switch and mechanical brake. Release the trigger and a grinding wheel will stop turning within two seconds. Cutting wheels will stop turning in 1.5 seconds. www.walter.com
YOU CAN’T GET THERE FROM HERE Tom’s last ride
DO YOU KNOW WHERE THIS IS?
Tom Thomson got into his canoe on Canoe Lake one day in 1917 and was never heard from again. To this day mystery surrounds his death, but there was no mystery behind last month’s location. Ten lucky readers spotted the red canoe – named Tom Thomson’s Canoe – at Canoe Landing in Toronto. This month readers looking to earn a cap can try to take a bite out of the clue seen here. The first 10 correct guesses will snag one by emailing their guess, name, and address to elizabeth@newcom.ca. June Answer:
Tom Thomson’s Canoe – at Canoe Landing in Toronto
YOU CAN’T GET THERE FROM HERE c/o Today’s Trucking Magazine 451 Attwell Drive, Toronto, ON M9W 5C4 Phone: 416-614-5812 • Fax: 416-614-8861 Or email: elizabeth@newcom.ca P.S. If you call your answer in, don’t forget to leave your contact details!
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National Advertisers East Manufacturing Corp. 55 www.EastMfg.com Great Dane 2 greatdane.com/microban Hino 4 www.hinocanada.com Huayi Tire Canada, Inc. 16 www.huayitirecanada.com ISAAC Instruments 33 www.isaac.ca Peterbilt back cover www.peterbilt.com Prolam 6 www.prolamfloors.com
Stoughton Trailers 12 www.stoughtontrailers.com Surface Transportation Summit 44 www.surfacetransportationsummit.com Today’s Trucking 8 www.todaystrucking.com Total Canada 22 www.total-canada.ca Truck & Trailer 48 www.truckandtrailer.ca Utility Trailer 28 www.utilitytrailer.com Vipar 45 www.vipar.com
Let Our Work Be Your Best Promotional Tool! ▼
Order reprints from Today’s Trucking Call Lilianna Kantor (416) 614-5815
COMPANIES IN THE NEWS A ACT Research . . . . . . . . . . . . . . . . . . . . . . . 22 Alcohol Countermeasure Systems . . . . . . . . . . . . . . . . . . . . . . . . 34, 36 Ancra . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 Autocar Connaisseur . . . . . . . . . . . . . . . . 30 B Big Freight Systems . . . . . . . . . . . . . . . . . 26 Bosch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 C CIMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Coral International Truck Equipment . . . . . . . . . . . . . . . . . . . 42 Cummins . . . . . . . . . . . . . . . . . . . . . . . 13, 51 D Daimler . . . . . . . . . . . . . . . . . . . .7, 20, 46, 49 Dana Spicer. . . . . . . . . . . . . . . . . . . . . . . . . 51 DeutscheMesse . . . . . . . . . . . . . . . . . . . . . 24 Dr. Detail . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 E Eaton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 eNow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 F Fernandes Hearn . . . . . . . . . . . . . . . . . . . 30 Fleetmatics . . . . . . . . . . . . . . . . . . . . . . . . . 20 Ford . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Freightliner . . . . . . . . . . . . . . . . . . . . . . . . . 22 FTR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18, 19 G Gerry’s Truck Centre . . . . . . . . . . . . . . . . 25 Grant’s Transport . . . . . . . . . . . . . . . . . . . 54
H Hannover Fairs . . . . . . . . . . . . . . . . . . . . . 24 Hino . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7, 22 I International. . . . . . . . . . . . . . . . . . . . . . . . 22 Irving Pulp and Paper . . . . . . . . . . . . . . . 31 K Kal Tire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Kenworth . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 L Loading Automation . . . . . . . . . . . . . . . . 40 Lytx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 M Mahle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 Manitoulin Transport . . . . . . . . . . . . . . . 54 Master Promotions. . . . . . . . . . . . . . . . . . 24 Maxon Liftgates . . . . . . . . . . . . . . . . . . . . 42 Meritor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 N Navistar . . . . . . . . . . . . . . . . . . . . . . 7, 13, 51 Newcom Media . . . . . . . . . . . . . . . . . 17, 24 O One for Freight . . . . . . . . . . . . . . . . . . . . . 15 Orlicks Transport . . . . . . . . . . . . . . . . . . . 14 Osler, Hoskin, and Harcourt . . . . . . . . . 31 P Paccar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Penner International . . . . . . . . . . . . . . . . 26 Petro-Canada . . . . . . . . . . . . . . . . . . . . . . . 31 Pierquip . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Q Quest Diagnostics. . . . . . . . . . . . . . . 17, 33 R Road Today . . . . . . . . . . . . . . . . . . . . . . . . . 17 Rollerbed Systems . . . . . . . . . . . . . . . . . . 41 S Suncor Energy . . . . . . . . . . . . . . . . . . . . . . 31 T Tandet Group . . . . . . . . . . . . . . . . . . . . . . . 10 TFI International . . . . . . . . . . . . . . . . . . . . 17 Titanium Transportation Group . . . . . 24 Toronto Transit Commission . . . . . . . . 32 Trans Frt. McNamara . . . . . . . . . . . . . . . . 15 TransCore Link Logistics . . . . . . . . . . . . 24 Transport OSI . . . . . . . . . . . . . . . . . . . 13, 20 Truck-Lite. . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Trucks for Change . . . . . . . . . . . . . . . . . . 15 U Ulch Transport . . . . . . . . . . . . . . . . . . . . . . 37 V Vanguard . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Volvo . . . . . . . . . . . . . . . . . . . . . .7, 13, 18, 19 W Walter Surface Technologies . . . . . . . . 52 WorkSafe BC . . . . . . . . . . . . . . . . . . . . . . . . 38 X XL Specialized Trailers . . . . . . . . . . . . . . 52
JULY 2018
53
Faces Gary Schaap (right) ran for the Northern Ontario Party in Timmins.
Shawn Poirier puts out signs for the Ontario general election.
Driving the Vote Northern Ontario drivers add their names to the ballot By Elizabeth Bate Ontario’s provincial election has come to a close, and most lawn signs have been collected, but no one would fault you if you didn’t hear about the Northern Ontario Party (NOP) or its two truck-driving candidates. The party, as its name suggests, is only located in Northern Ontario and prides itself on having no whip or central campaign to force candidates to stay on a single message. That riding-first policy was part of what attracted Shawn Poirier and Gary Schaap to the smaller party. The two drivers each say the lack of party line meant they were able to focus on issues that matter to them and riding constituents – concerns shared by those in the trucking industry. Taking five weeks off from Grant’s Transport, where he hauls wood chips to canvass his riding of Timiskaming – Cochrane, Poirier said being a driver gives him a unique perspective that
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would help at Queen’s Park. “Basically, as a truck driver, you touch every job and domain in Northern Ontario.” Electronic logging devices have highlighted the lack of available, safe truck parking, Poirier adds. He refers to a lack of infrastructure – good roads and rest stops, among other things – that are driving business out of the north. “It’s a huge problem for us in Northern Ontario. Communities [are] shrinking until they become a small village or a subdivision.” Instead, he wanted to keep the communities connected by repairing roads and restoring passenger rail. Schaap, the NOP candidate for Timmins, agreed with Poirier’s assessment of the parking situation. Schaap wasn’t able to take the time off from his job at Manitoulin Transport, where he is a less-than-truckload (LTL) driver four days a week, but made time to speak to voters at the door when not on the road.
“My goal is to get more pull-offs for truckers so they can pull off to rest, and more places [for drivers] to use the washroom,” he said. Schaap believes the lack of rest stops for northern drivers is even affecting the environment. As he makes his twice-weekly run from New Liskeard to Thunder Bay, Ont., he sees jugs littering the side of the highway because there aren’t many places for drivers to use a proper restroom. Addressing waste on the side of the road isn’t the only thing the 13-year road veteran promised to do in the name of a cleaner environment. His wish list included working with the government to switch to beet juice for de-icing, to protect animals and groundwater from the effects of salt. Poirier, with his 17 years of driving experience, also made the case for changes to hours of service rules. “We have to fix the logbooks more so they’re more flexible. When you start hitting traffic or snowplows, your days get longer real quick,” he said. “We have to bring back regulations we used to have. If you stop for 15 minutes, that should still count. That’s a break.” Voters went to the polls on June 7. Both men are still driving. TT
From dawn to dusk from beans to boulders. Because you’re up at dawn. Because you’re hauling heavy loads. Because you need versatility. East delivers the Genesis® smooth-sided dump trailer, designed with the ideal balance of low weight for more payload and heavy-duty strength for durability. East will lower your cost of operation to deliver maximum return on your investment. Whether it’s a frame or frameless dump trailer, you can depend on East.
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