Special - Today`s Trucking

Transcription

The CAT’s Meow
Truck World 2016
We take the new CT680L for a spin, PG. 50
April 14-16, 2016 • truckworld.ca
The Business Magazine of Canada’s Trucking Industry
Top 100
TRUCK
MONTH
PG.26
Ë
Canadian Mail Sales Product Agreement #40063170. Return postage guaranteed. NEWCOM Business Media Inc., 451 Attwell Dr., Toronto, ON M9W 5C4.
CANADA’S
OF
THE
Special
ISSUE
TOP 100: Our Annual Tally of Canada’s
Biggest For-Hire Carriers, PG.29
March 2016
www.todaystrucking.com
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VOLUME 30, NO.3
March 2016
50
CAT’S OUT! We take the CT680L for a run.
10 The $100-Million, 42-Day Bridge
39 Wii Trucks & Big Trucks
NEWS & NOTES
FEATURES
10 DISPATCHES 26
NIPIGON BRIDGE
DISASTER UPDATE
13
13
14
14
16
17
17
17
17
17
19
20
22
23
A Made-In-Canada GHG Plan,
Please
Driver-Retention Tips
Driving Right Through in
New Brunswick
Risky Business at the Border
Sled Tragedy Claims Ice
Road Pioneer
Alberta Chases $$
B.C. Says ‘Yessir’ to Military
Drivers
10 Million-Dollar Thefts
Tarting up Your Trucks
Google’s Truck Patent
What’s Hot on
www.todaystrucking.com?
Who’s Where now?
Trucking Events to Pencil In
Truck Sales Statistics
TRUCK OF THE MONTH
ELI’S COMING
The most important spec on this 2007 Mack CL700
is its truck-obsessed driver.
29
5 LETTERS
7 ROLF LOCKWOOD
25 MIKE MCCARRON
62 PETER CARTER
COVER
TOP 100
Our annual directory of Canada’s top for-hire
carriers, and why it matters to you.
39
OPINIONS
SERVICE DEPT
50 TAKING CAT’S NEWEST
OUT FOR A RIDE
TRAINING
VIRTUAL CEO
Simulators are starting to give the public not just a
feel for driving a virtual truck, but creating budgets,
repairing engines, and building a fictional fleet.
57 LOCKWOOD’S PRODUCTS
60 GUESS WHERE THIS IS, WIN A HAT!
— BY DAVE NESSETH
45
TIRES
5 THINGS YOU NEED TO KNOW
ABOUT TIRES
Make better buying and spec’ing decisions by
understanding what happens where the rubber
meets the road. — BY JIM PARK
61 COMPANIES IN THE NEWS
COVER PHOTO: Arielle Hall
MARCH 2016
3
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Letters
The Business Magazine of Canada’s Trucking Industry
NEWCOM BUSINESS MEDIA INC.
451 Attwell Dr., Toronto, ON M9W 5C4
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VICE PRESIDENT, EDITORIAL
Rolf Lockwood, MCILT
[email protected] • 416/614-5825
EDITOR
Peter Carter
ASSOCIATE EDITOR
Dave Nesseth
CONTRIBUTORS:
Steve Bouchard, Mike McCarron,
Jim Park, Nicolas Trépanier
DESIGN LAYOUT
Tim Norton, Frank Scatozza
PUBLISHER
Joe Glionna
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REGIONAL ACCOUNTS MANAGER
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QUÉBEC SALES MANAGER
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Jim Glionna
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PRODUCTION MANAGER
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Pat Glionna
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Today’s Trucking is published monthly by NEWCOM BUSINESS MEDIA INC.,
451 Attwell Dr., Toronto, ON M9W 5C4. It is produced expressly for owners
and/or operators of one or more straight trucks or tractor-trailers with gross
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action based upon libelous or inaccurate statements, unauthorized use
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We acknowledge the financial support of the Government
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Member
Canadian Business Press
A Bridge Too Far Gone
The following is an open letter to Ontario’s Transportation
Minister Steven Del Duca from NDP MPP Wayne Gates
(Niagara Falls), who is also the Transportation Critic.
EMAIL:
peter@
newcom.ca
or Send a Letter to
Newcom Business
Media, 451 Attwell
Dr., Toronto, ON
M9W 5C4
Mr. Del Duca:
I am writing this letter in the aftermath of the Nipigon River
Bridge failure which occurred just two months after the construction of the bridge. As you know the failure of the bridge and
ensuing delays caused a great deal of stress for Northern families, brought Canadian
trucking to a halt and revealed serious safety concerns for Northern Ontarians who
depend on that infrastructure.
The bridge failure not only severed Western Canada from Eastern Canada but
caused the delay of millions of dollars’ worth of economic activity which routinely
crosses the bridge. More troubling than that is the fact that the failure has left Northern
communities wondering whether or not the infrastructure they depend on is safe and
reliable during Canadian winters.
Coupled with the concerns over snow removal on the province’s highways, the
Nipigon bridge failure follows an unnerving trend of failure to properly ensure that our
Northern roadways are safe. Northern Ontarian families deserve to know if they can
depend on their government to keep the roads they travel on safe for use.
Following the revelation that the Nipigon Bridge will not be fully usable until the end
of February it seems evident that there was no proper contingency plan which accounted
for the importance of this roadway in the instance of such a failure.
Minister, should the families of Northern Ontario expect any more structural failures
on their vital roadways? Are there contingency plans in place to ensure that failures like
the Nipigon Bridge do not happen again and that our economic activity and community
safety is priority in Northern Ontario?
Lastly, I would like to request that your office provide weekly progress reports to the
people of Northern Ontario who depend on the Nipigon Bridge for their livelihoods and
to be forthright and transparent should any new delays push back the projected repair
completion date.
Thank you for time and attention to this matter.
— Wayne Gates, Niagara Falls Riding
THIS JUST IN!
Nominate Your Shop’s Lead Hand
March 4 is the nomination deadline for the 2016 Canadian Fleet
Maintenance Manager of the Year award.
The 26th presentation of the award will take place on April 13 at the International Centre near
Toronto Pearson International Airport during the Canadian Fleet Maintenance Summit.
(The next day, April 14th, is the opening day of Truck World.)
The nominated manager is selected based on criteria such as scheduled maintenance programs,
in-house training initiatives and contributions to the industry and community in general. Those nominated
must have their fleet located in Canada, at least 25 Class 8 vehicles in their fleet, and at least 80 percent of
the fleet’s repairs must be done at its own facilities. Those nominated must also have a minimum of five
years of fleet maintenance experience, three of which must be as a full-time fleet maintenance manager,
superintendent or director. The award is presented by Volvo, but judging is independent of the company.
To learn more, visit trucksummit.ca
MARCH 2016
5
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Editorial
By Rolf Lockwood
Uncooked Books
Minute-my-minute management via ELDs means making
use of every available hour. Is this really a good thing?
E
lectronic logging devices, as we now have them mandated
in the U.S. starting next year, put me in a quandary. I don’t
see the need for ELDs, but I can see benefits for larger
fleets in making the back office much more efficient. And in
further controlling drivers, if that’s how the relationship is to be
seen. Proponents claim fuel savings, but there are other ways to
reduce idling, speeding, and out-of-route miles. Small fleets will
complain about the expense and yet another example of Big
Brother ruling their businesses.
Safety gains? Maybe some, but I maintain that the absurd
one-size-fits-all nature of hours-of-service rules probably causes
accidents because drivers are forced out of natural rhythms and
sleep patterns.
And don’t get me going about parking issues. I’d venture
a guess that a bunch of HOS violations are the direct result
of drivers being unable to find a safe and legal place to
park for their mandated downtime. They drive and drive,
maybe going over hours in the search. ELDs will simply make
it worse.
Yes, for drivers and owner-operators there will be a gain on
the paperwork side with no logbooks to manage, but one cost
will be a total absence of HOS flexibility.
Which brings me to efficiency on the road.
I call a loud and rowdy BS! when the boosters claim ELDs
will improve productivity. Nonsense. If anything, in operational
terms it will suffer, precisely because HOS rules will be managed
by the minute.
No big deal for the squeaky clean, ultra-compliant fleet, likely
already using an on-board recording device or EOBR. Aside from
the task of switching to ELD technology, those folks won’t burp.
Drivers for such fleets appear to be at worst ambivalent about
ELDs from what I can gather.
But what about drivers who are used to being urged by
dispatch to fudge their logbooks? Don’t try to tell me this happens rarely. Nor that it happens only in cowboy fleets. It happens
even at reputable carriers with over-zealous dispatchers who,
with only the customer top of mind, push drivers to do more
than their hours allow or simply more than they’re able to do.
As always, the law is one thing, company policy is another
thing, but the relationship between driver and dispatcher is
where reality happens.
Happily, the new U.S. mandate ‘strictly’ prohibits using ELDs
to harass drivers. A separate rulemaking further safeguards
drivers from being coerced to violate safety regulations and provides the Federal Motor Carrier Safety Administration (FMCSA)
with the authority to take enforcement action not only against
carriers, but also against shippers, receivers, and transportation
intermediaries.
We can thank the Owner-Operator Independent Drivers
Association for that, resulting from a legal challenge that shut
down the first onboard recorder proposal back in 2011. A U.S.
Court of Appeals sent it back to the FMCSA for further work,
specifically on the driver harassment issue.
Even with that corrected, some observers fear that dispatchers will force drivers to use every available hour, since strict
HOS compliance will be required. That’s 13 hours and that’s too
much for most mortals, despite what the HOS regime would
have you believe. How
could anyone drive
truck safely day after
day at that pace?
Veterans know when
to shut down long
before they’ve maxed
out, and sensible dispatchers understand this. Newbies and yes-men don’t have that
luxury, except for those with backbones.
An ELD is very precise, automatically recording driving time
down to the minute. It monitors engine hours, vehicle movement, miles driven, and location information. It will be hard, if
not impossible, for a driver to fudge his hours. And that’s where
productivity will be sacrificed.
Take this example, a simple one as told to me by an Ontario
owner-op who uses an onboard recorder...
“The problems with the EOBR can occur when we’re held
too long at U.S. Customs in Detroit for an inspection,” he says.
“That’s when, if I can’t get far enough away from Detroit, a
normally two-day trip to Indianapolis becomes a three-day trip.
There’s where the lost productivity comes in.”
To make it clear, Canadian drivers operating on American
roads will have to comply too, but we have no ELD mandate
in Canada yet. The federal government has however said it will
introduce ELD regs aligned with the Americans sometime over
the next two years.
But again I ask: what on earth is the point of HOS rules in the
first place and then ELDs if there’s nowhere to shut it down for
8 hours? TT
The law is one thing but
the relationship between
driver and dispatcher is
where reality happens.
Rolf Lockwood is vice-president, editorial, at Newcom Business Media.
You can reach him at 416-614-5825 or [email protected].
MARCH 2016
7
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Nipigon Bridge Disaster.
The “Crown Jewel.” You don’t say.
It was supposed to last 100 years. So why did it last only 42 days?
When it opened, the Ontario
Liberal government said the
spectacular new $100-million
bridge spanning the Nipigon
River was built to last a good
75 to 100 years.
Would you believe 42 days?
Ironic then, the local
Liberal MPP for the area,
Michael Gravelle, has been
known to refer to the new
bridge as the “crown jewel” of
a highway twinning project,
linking the communities of
Nipigon and Thunder Bay.
Maybe it’s because the bridge
— known in the industry as a
‘cable-stayed’ bridge — is the
most expensive in the entire
province.
Researchers are still trying to determine why bolts
snapped, rendering the structure impassable from Sunday,
January 10 to mid-day January
11. Even now, traffic is limited
to single file, and although
early reports say engineers
hope to have traffic flow back
to normal by March, nobody
10
TODAY’S TRUCKING
has stated a firm re-opening
schedule.
Meantime, your trucks
are slowed; the cost to the
Canadian economy continues
to soar; and Canadians get
a daily reminder of just how
fragile this country’s commercial transportation infrastructure really is.
As ministry officials are
investigating what caused
the cables on the structure to
tighten to the point that they
broke bolts, another engineer,
in fact a former truck driver turned engineer, has his
own views on what he calls a
bridge that is fundamentally
flawed. And that cost five
times what a perfectly safe
structure should have. And
broken bolts have nothing to
do with it.
Michael Hogan was a
structural designer of the
world’s first cable-stayed
post-tensioned steel structure; the Baxter Labs headquarters in Deerfield, Ill. He
is a Registered Professional
Engineer in eight Canadian
provinces, and a life member of Structural Engineers
Association of Illinois. He
shared the following with
a publication called Wawa
News and Today’s Trucking.
“These bridge spans are far
too short for a cable-stayed
bridge design. Ironically,
these bridge spans are far
longer than need be,” says
Hogan. “The cables close
to the expansion joint are a
serious mistake and unnecessary because there is a bridge
abutment there. They magnify
the temperature lift forces.
“Why are they there?
For looks?”
“There is no method of
keeping this bridge from lifting in the cold weather,” adds
Hogan. “The longest cable,
unrestrained, will contract
three inches in a temperature change of 100 degrees
F. Expansion joints are not
tie-downs and they lifted
two feet.
“Regarding the failure, in
addition to the two-foot lift,
the expansion joint twisted.
The north end lifted twice as
much as the south end. This
means the expansion joint
unbuttoned — like ripping
the buttons off a shirt from
top to bottom. This puts
tremendous loads on each
bolt, progressively, one at a
EMISSIONS — PG. 13
Canada Needs Own GHG Strategy
INFRASTRUCTURE — PG. 14
Yay! No Tolls for New Brunswick
IN MEMORIAM — PG. 16
Sledding Tragedy Claims
Ice-Road Pioneer
Architectural rendering of the Nipigon River Bridge. Image: MTO/MRC
time. My very rough calculation suggests the 7/8-in.
diameter bolts had a strength
of about 40,000 lbs. each and
the force created by the cold
weather was approximately
600,000 lbs. or 15 times
their capacity.
“Media attention suggesting
the cause of the failure was 40
defective anchor bolts is a red
herring across the trail.”
The Structural Design:
Form follows Function?
Not here!
HOGAN: The bridge span that
failed is only 113 meters, far
too short for a cable-stayed
bridge. The top 100 cablestayed bridge spans in the
world are all over 400 meters
in length. The economical
design for this bridge span is
a box girder or truss. The cost
of the span goes up roughly
by the square of the distance
spanned. It was not necessary
to span 113 meters. If you look
at the old bridge or the train
bridge beside the new structure, you’ll see much shorter
spans. A rough rule of thumb
is to put down as many piers
as possible for economy.
Our predecessor engineers
did just that.
The fundamental purpose
of the cable stays is to replace
piers and reduce spans. This
principal was not applied
here. Two or three cable stays
would have been effective, but
11? Ridiculous! This makes the
deck so light that it is no help
in holding the bridge down
when the weather gets cold
and the cables shrink. So many
cables close to the expansion
joint greatly magnifies the temperature forces. Why is there a
cable right over the expansion
joint? There is a bridge abutment there to carry the end on
the bridge (and hold it down).
There isn’t an ill wind that
doesn’t blow some good.
Bad design detail resulted
in a favorable result.
HOGAN: The bridge spans
are not symmetrical about
the mast. West span is 113
meters and east span is 139
meters. The cables for the
longer east span do not go to
the expansion joint and so it
was spared the humiliation of
the west span.
MARCH 2016
11
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Dispatches
Does economics mean anything?
This bridge is five times the
cost of a conventional design —
before repairs!
HOGAN: The cost of the cable stayed
structure that I designed in Chicago
was 10 times the cost of a conventional
design. It was rationalized as a brand
symbol. I conservatively estimate the
cost of the Nipigon River Bridge to be
five times the cost of a conventional
design based on engineering principals
used to design the bridges right beside it.
Did anybody think of twinning
the highway bridge beside it?
HOGAN: Why did this design evolve
this way? It comes down to the respective roles of architect and engineer. The
architect defines it. The engineer makes
it work. When it succeeds, the architect
is a hero. When it fails, the engineer is
to blame.
EMISSIONS
Canada Needs Own
GHG Strategy
The Canadian Trucking Alliance
(CTA) says that while it’s onside
with the principles of the Phase II
Greenhouse Gas Emissions Standards,
it doesn’t want Environment Canada
to simply piggy back on the GHG plans
of the US Environmental Protection
Agency (EPA).
In a whitepaper, the CTA notes that
US fleets are often standardized around
one configuration, whereas in Canada
there are more nnovative multi-axle
configurations, trailer body styles, and
higher allowable weights. When payload is considered, the CTA says that
the Canadian fleet is 22-percent more
fuel efficient and produces 22-percent
less GHGs than the US fleet, not to
mention the effects of differences
in climate.
The Phase I standards introduced in
2013 covered tractors and engines from
2014 to 2018. Phase II will encompass
the entire vehicle — tractor, engine
and trailer.
“Simply taking the U.S. rule and
imposing it on the Canadian fleet
would be at odds with the goal of
reducing GHG emissions from the
sector and would undercut Canada’s
superior productivity and environmental advantages developed over the
past 40 years,” CTA President David
Bradley said in a statement. “It would
force equipment on Canadian carriers
that is potentially either unsuitable or
untested for Canadian conditions and
which could expose Canadian drivers
to unsafe situations,” added Bradley.
CTA is encouraging the introduction
of a SMART Approach to the GHG
regulation.
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HR
Making Them Stay
Meeting drivers’ requests for time off
can improve performance, bonus cash,
and retention, a new Stay Metrics
study has found.
The University of Florida analyzed
data on 682 drivers for 6,487 driver
months.
“We know at Stay Metrics that home
time, or the lack thereof, is a predictor
of driver turnover,” said Tim Hindes,
Stay Metrics CEO. “What this new
study shows is that now an argument
can be made by fleet operators that
home time has productivity and financial benefits as well.”
The study modeled time-off requests
that were met by the carrier each
month to find the effects on three
variables for desirable driver performance in the months that followed the
requests:
Bonus rate. The mean bonus rate
for drivers in the study is 3.5 cents per
mile. Drivers earned a monthly bonus
that was calculated from their scores in
four categories — compliance, vehicle
care, fuel, and production. The model
suggests that for each time off request
met, their bonus rate increased nearly
three percent the following month.
Miles driven. On average, drivers had
approximately 8,577 miles per month.
For each time off request that was met,
the model showed they traveled 218
more miles the following month than
drivers who did not take time off. Using
a rate of $2.00 per mile for revenue,
MARCH 2016
13
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Dispatches
each time off request met generated $536
more in revenue the following month
than drivers who did not.
Total bonus pay. This is the product
of bonus rate and miles driven. The
mean is US$344.66 per month and the
analysis indicates drivers who took time
off earned $17.85 more in bonus pay, per
month, than drivers who did not take
time off. This is an increase in bonus pay
of more than five percent.
INFRASTRUCTURE
Yay! No Tolls for
New Brunswick
While the New Brunswick government
increased its HST by two percent when
it released its 2016 budget, the trucking
industry breathed a sigh of relief that
highway tolls have been avoided, at least
for the moment.
In response, the Atlantic Province
Trucking Association (APTA) applauded
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14
TODAY’S TRUCKING
the New Brunswick Legislature, noting
that “consumers can’t afford both an
HST hike and highway tolls at once.”
The APTA had previously expressed
frustration over the government’s failure to consult the trucking industry
about implementing highway tolls. The
association also warned tolls could have
serious impacts on the 10s of thousands
of New Brunswickers in trucking and the
some $1.5 billion they contribute each
year to the GDP.
“Today’s decision means companies
in both our sector and in all sectors in
Atlantic Canada can be confident governments will listen to their advice about
what works to bring more opportunity
to the region,” said APTA Executive
Director Jean-Marc Picard. “We know
the province is facing financial challenges, but we also know that tolls would
have made the economy less efficient and
would have impacted not only the transportation sector but every consumer,”
added Picard.
SECURITY
Risky Packages
Escape Scrutiny
A new report from Canada’s Auditor
General has found that one in five
high-risk shipments flagged by the
Canada Border Services Agency is
never inspected.
Auditor General Michael Ferguson’s
report notes that exports are vital to
Canada’s economy and prosperity,
but issues such as Canadian Border
Services Agency (CBSA) staffing
deficiencies and coverage during
vacations and sick leaves are threatening
border security.
Ferguson found that CBSA also
relies on export declarations as a key
method for identifying high-risk shipments, but that the agency is often not
able to review all declarations. Further
complicating the issue is the fact that
some exports are exempt from the
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U.S.A. Owned & U.S.A. Made.
Dispatches
requirement to be declared to the
agency, such as shipments under $2,000,
and the agency has limited authority to
examine undeclared exports.
In a recommendation, Ferguson
writes, “The Canada Border Services
Agency should develop processes to
assess risks, measure its effectiveness
in acting on its priorities, and respond
to priorities and targets identified
through risk assessments by other
government departments.”
The report also found that 11
percent of exporters’ goods were
detained for more than a week,
creating a “major impact” on
corporate operations.
In 2014, Canada’s export of goods
totalled $529 billion, making up 27 percent of Canada’s gross domestic product.
INFINITE
POSSIBILITIES
FW35 – THE MOST VERSATILE AND PROVEN FIFTH WHEEL ON EARTH
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wheels offer fleets more features and
options for more applications than any
other fifth wheel in the industry.
• Approved for moderate, standard and heavy-duty
• FW31 NoLube™—the world’s only completely
grease-free fifth wheel
• Convenient and safe in-cab air release
FW31 NoLube™
• Twin lock design—proven and trusted by
fleets for over 60 years
• Industry’s only Performance Guarantee
of 6 years/600,000 miles
Why would you spec any other fifth wheel?
In-Cab Air Release
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1.519.537.3494
Specify for Peak Performance
16
TODAY’S TRUCKING
© 2015 SAF-HOLLAND, Inc. All rights reserved.
IN MEMORIAM
Sledding Tragedy
Claims Ice-Road
Pioneer
A verifiable and credible ice-roadtrucking success story, Ricky Robinson,
55, was buried by an avalanche near
McBride, B.C., while snowmobiling with
friends on Jan. 29.
Rescuers managed to dig Ricky out,
but unfortunately it was too late.
Robinson was one of three brothers
who owned RTL Robinson Enterprises
Ltd., based out of Yellowknife, NWT.
RTL was the largest and most successful
ice road trucking company in the world.
Robinson, of Spruce Grove, AB, was
one of five men killed in the avalanche.
All were men from Alberta, ranging in age
from 41 to 55.
Robinson was never one to don a suit
or sit at a desk. His years at RTL were
in coveralls either
fixing a truck
or loading it. A
hard-working,
kind-hearted man,
he was famous
for helping those
in need. The
Robinson brothers
sold RTL a few
Ricky Robinson
years back, and
of late, Ricky and his wife Roxanne were
enjoying travelling and spending time
with family and friends. Robinson sadly
leaves behind his wife Roxanne, daughter
Brittney, and his granddaughter.
I had the pleasure of working alongside Ricky for five years and he will be
sadly missed by anyone he ever met.
He was a big man with a giant heart.
Rest in peace.
The four other men were: Vincent
Eugene Loewen, 52, of Vegreville, AB;
Tony Christopher Greenwood, 41, of
Grande Prairie County, AB; John Harold
Garley, 49, of Stony Plain.
In lieu of flowers, the family suggests
donations in Ricky’s memory to the
SPCA of your choice or to the Alzheimer
Society of Canada.
— By Dave MacNevin
Dispatches
COMPLIANCE
TRACTOR TRAILER COMBINATION FLEET GRAPHICS WINNER LAST YEAR:
Voortman Cookies Limited (3M film, Turbo Images graphics)
Alberta Finds New
Rich Resource! You!
Through social media, Alberta
Commercial Vehicle Enforcement is
warning drivers to not exceed bridge
weight limits, or else they could find
themselves in the same unenviable position as one driver who was recently fined
more than $25,000 for travelling over the
Oldman River Bridge on Highway 22.
The bridge is currently undergoing
repairs to one of its key weight-bearing
components. Construction signs show
that the allowable weight on the bridge
is currently restricted to 10 Tonnes GVW
for all vehicle combinations.
The recently fined vehicle owner
exceeded the bridge’s weight limit by a
whopping 37,220 kg.
For route planning considerations,
a list of provincial construction
projects through 2018, and a map of
where they will be completed, Google
Alberta Transportation Provincial
Construction Program.
DRIVERS
B.C. Greenlights
Military Training
for Trucks, Too
British Columbia is now allowing military personnel and retired veterans to
transfer their truck driving credentials
into commercial driving licenses without
the need for additional testing.
The Conference Board of Canada has
estimated that Canada could experience
a labor shortage of 25,000 to 33,000
trained and qualified truck drivers by
2020. This new initiative aims to address
labor shortages in the commercial
trucking industry while helping veterans
transition into civilian life with more
economic stability.
Ontario, Quebec, Manitoba,
Newfoundland and Labrador, and
recently Alberta, have made similar
allowances for military drivers.
“By transferring over commercial
driving credentials from the military
base to B.C. roads, this will save time and
will cut unnecessary requalification processes for military personnel and retired
veterans who already are fully trained in
commercial driving,” said Coralee Oakes,
Minister of Small Business and Red Tape
Reduction, in an announcement.
This agreement will allow retired
and active members with a Department
of National Defence driver’s license to
obtain an equivalent B.C. commercial
license (class 1, 2, 3 or 4). This streamlined approach will allow applicants
with prior DND credentials to drive
semi-tractors, large trucks, buses and
limousines. To further support military
driver transition, BC will also issue class
5 or 7 passenger vehicle licences without
additional testing to drivers with equivalent DND credentials.
The agreement took effect Jan. 25, 2016.
SECURITY
Thefts Hit
New Heights
At least 10 reported incidents of North
American cargo theft exceeded $1
million in 2015, according to new data
released by CargoNet.
In all, Canada and the U.S. combined
for more than 1,500 incidents of cargo
theft, ranging from heavy commercial
vehicle theft to truck company identity
theft. The data reveals that some 881
incidents were specifically associated
with stolen cargo. Those thefts are
estimated to be worth more than
$175.3 million.
Food and beverage cargo remains the
top target for thieves, accounting for 28
percent of theft in 2015. Electronics comprised just 13 per cent of cargo thefts.
FLEET GRAPHICS
Get Your Glow On
Are you proud of the way your trucks
brighten up the truck stop yard? Want
your graphics folks to get the recognition
they deserve? Every year, the Private
Motor Truck Council of Canada (PMTC)
holds a Fleet Graphics contest and the
results are always spectacular. Even better, the truck graphics contest is open to
all fleets—private, dedicated or for-hire
as the PMTC members.
The winners are announced at the
PMTC’s annual conference at Kingbridge
Conference Centre in King City, ON., and
the 2016 version will run June 16 and 17.
In addition to the graphics showdown, the
PMTC offers a host of other private-fleet
competitions and operations seminars.
Competition entry forms and information are available online at www.pmtc.ca.
The deadline for all submissions is
April 30, 2016.
INNOVATION
Who’s Surprised?
Just Google it, and you’ll find that the
world’s Internet search giant was awarded a patent on Feb. 9 for its self-driving
delivery truck technology. The patent
came less than a week after Google, now
known corporately as Alphabet Inc., surpassed Apple to become the world’s biggest and most profitable company. The
new patent, titled “Autonomous Delivery
Platform,” is based on a self-driving
truck that uses a kind of high school
locker storage system for its cargo, which
is locked up through pin pad codes.
The patent suggests the locker could be
unlocked by a customer’s credit card, or
an NFC reader.
MARCH 2016
17
For more than a century, Great Dane has delivered unparalleled Americanmade products. As the times have changed, our products have changed
too, incorporating smarter technology, greater innovation and better
customization. But running through every refrigerated and dry freight
trailer, every flatbed and every truck body we make is one thing that will
never change: our commitment to helping you get the job done. Let’s go.
GreatDaneTrailers.com
GREAT DANE AND THE OVAL ARE REGISTERED TRADEMARKS OF GREAT DANE LIMITED PARTNERSHIP
Dispatches
Trending
What’s Tweetin’?
17,000 AND
Counting
Among the many reasons
@todaystrucking has 17,000-plus
followers? We can attend industry
events while you’re busy working; we
take notes and you check back later
when you get a break. In January,
@todaystrucking attended an HR
Seminar seminar at the Toronto
Trucking Association’s Monthly dinner,
featuring labour lawyer Simon Heath
and HR specialist Leona Wilson.
Here’re some highlights.
Heath: “Before you do any type of
accommodation for any disability,
make the employee prove with a
doctor’s certificate that they need it.”
Heath: “Be careful about disciplining
weekend warriors.”
Heath: “If employees breach the policies, discipline them so down the road
another rule-breaker can’t cite the
precedent.”
Heath: “Science proves marijuana
impairs your judgment, period.”
Wilson: “Recruitment concerns:
Beware small talk before interviews;
don’t write notes on their resume; use
the same questions for everyone.”
Wilson: “If an applicant volunteers protected information, don’t discuss, don’t
write it down or comment on it.”
FOLLOW US
@
todaystrucking
on
.com
From Pete’s Blog & Grille
Why Two Eds Are
Better Than None
Today’s Trucking Editor Carter’s blog Pete’s
Blog&Grille was named a SILVER MEDALIST
in the 2015 Canadian Online Publishing Awards.
Here’s a recent taste:
WWWW
SILVER
MEDAL
– Blog –
A long time ago, I told my university room-mate Vince
about my role in my uncle Ed’s abrupt departure from
BUSINESS DIVISION
this world. When I finished, Vince–now a lawyer—
Canadian
Online Publishing Awards, 2015
said, “That’s probably why you’re so weird.”
Ignore the “weird” comment for a moment.
Until Vince’s remark, it never occurred to me that being in mid-conversation with Ed—
who died instantly of a heart attack while joking with 12-year-old me and my 14-year-old
brother Ed (his namesake) would have had any measurable or long-lasting effects.
Last week, I learned differently.
Ed was my father Tom’s slightly older brother. (Just like me and my brother Eddie.)
In the late ’40s, Tom and Ed started a bus business in Sudbury, ON. They grew the company
into a healthy enterprise, employing
dozens of drivers and mechanics and
assorted go-fers and providing livelihoods for 100s of Sudburians. My folks
alone had 10 kids.
That Tom and Ed ran lean and
worked all the time is a sentence I don’t
really need to write.
Then, just when the company was
facing
one of its many huge crises, Ed
That’s my father Tom on the left. His business
came to visit our house on Eyre Street,
partner/big brother Ed is standing between
two other colleagues who I can’t recognize.
which he did a lot.
At one moment in the evening, Ed
was in a big lazy-boy chair, my brother Eddie was sitting on the floor across the room holding his guitar and I was sort of half kneeling beside Ed’s lazy-boy.
We were the only three in the room.
Uncle Ed asked Eddie to play a tune. My brother had some typically self-effacing comment
like, “Nah, I’ll get in trouble, nobody wants to hear my guitar.”
Ed’s response—which turned out to be the last thing he ever said—was one of encouragement. Along the lines of “No Ed. Tonight we want you to play.”
To read the rest, check www.todaystrucking.com and type “Why Two Eds Are
Better Than None” in the search window.
For more on Pete’s Blog&Grille visit www.todaystrucking.com
MARCH 2016
19
Dispatches
Heard
on the
Street
Morneau Looks North
Morneau Sego has appointed Sabrina Lévesque general manager
with a focus on the company’s services in the Far North. Lévesque
will primarily manage the Far North’s administrative and operational
teams, optimize related processes and ensure long-term development
of the company’s Far North services.
Three-Million-Mile Man
Roger Maltman of Winnipeg is Bison Transport’s first driver to complete three million
consecutive accident-free miles. Maltman has been with Bison since 1994 and reached
the milestone on his way to Calgary in late January. Maltman drove 1.8 million of his safe
miles as part of Bison’s long combination vehicle (LCV) network. Maltman’s advice for
less-experienced drivers hoping to one day reach similar milestones: stay focused on the
moment and remain aware of your surroundings. “You always have to concentrate on
the next mile,” he said. “You have to know your equipment, always be paying attention to
traffic and using clues to anticipate what might happen next on the road.”
Roger Maltman
Not Going to
Kentucky; Not
Going to the Fair
Cummins Inc. is following the lead
of all four major North American truck
makers by withdrawing from the annual
Mid-America Trucking Show (MATS) in
Louisville, KY. Cummins and the truck
manufacturers have suggested that
they intend to participate in the MATS
show on a biennial basis. Daimler was
the first to announce its intentions to
pass on 2016, and Volvo, Mack, Peterbilt,
Kenworth, and International later followed. MATS runs from March 31 to
April 2 at the Kentucky Exposition Center.
Maritime Truckers
Celebrate Great
Driving
The Atlantic Provinces Trucking
Association (APTA) is seeking
nominations for its new Truck Driver
of the Month accolade. Winners will
be announced on the last Friday of
each month.
Canada Cartage Ups Winnipeg Presence
Canada Cartage has moved to the 20,000-acre industrial zone in Winnipeg called
Centreport Canada, a crossdocking and warehousing facility that deems itself North
America’s largest inland port. “With terminals in most major centers, from British
Columbia through Quebec, we recognized the advantages of centralizing operations
at CentrePort. This is a significant investment in CentrePort and the community at
large,” said Tyler Paquin, VP of shared services at Canada Cartage.
V
Editorial Upgrade
Dave Nesseth
— Associate Editor —
[email protected]
416-614-5813
20
TODAY’S TRUCKING
Dave Nesseth is the new Editor of www.todaystrucking.com and the
new Associate Editor of Today’s Trucking.
Nesseth comes to Today’s Trucking with a wealth of experience. He
started his journalism career eight years ago by covering city hall and the
criminal justice system for daily newspapers in Ontario.
In recent years, he switched over to the magazine industry with a focus
on the environment and environmental legislation in Canada.
Most recently, he was editor of Solid Waste and Recycling magazine,
previously based in Toronto.
Dave lives in Toronto with his wife Megan and daughter Penelope.
A new day is
dawning.
Simply meeting expectations is not enough. At Volvo Trucks,
we insist on driving progress.
Find out more march 21st
Volvo Trucks. Driving Progress
Dispatches
logbook2016
April 14 -16, 2016
www.truckworld.ca
March
1-4
SPECIALIZED TRANSPORTATION
SYMPOSIUM
Specialized Carriers & Rigging Association
The Peabody, Memphis, TN
www.scranet.org
INTERNATIONAL CENTER - Toronto, ON
CONTACT:
Joan Wilson
416-614-5817 or [email protected]
2-4
THE WORK TRUCK SHOW
NTEA
Indiana Convention Center
Indianapolis, IN
www.ntea.com
6-9
ANNUAL CONVENTION
Truckload Carriers Association
Wynn Las Vegas Resort
Las Vegas, NV
www.truckload.org
20 - 22
SPRING BOARD MEETING
Canadian Trucking Alliance
The Scottsdale Plaza Resort
Scottsdale, AZ
www.cantruck.ca
March 31 - April 2
MID-AMERICA TRUCKING SHOW
Kentucky Exposition Center
Louisville, KY
www.truckingshow.com
April
8
ANNUAL MEETING
Manitoba Trucking Association
www.trucking.mb.ca
22
TODAY’S TRUCKING
PRODUCED BY:
24 - 26
29 - 30
68TH ANNUAL CONFERENCE
National Tank Truck Carriers
Marriott Marquis
San Diego, CA
www.tanktruck.org
ANNUAL CONFERENCE
Alberta Motor Transport Association
Rimrock Hotel, Banff, AB
www.amta.ca
24 - 26
MANAGEMENT CONFERENCE AND
EXHIBITION
National Private Truck Council
Cincinnati, OH
www.nptc.org
24 - 26
WORKSHOP
Commercial Vehicle Safety
Alliance (CVSA)
Sheraton Grand Hotel
Chicago, IL
www.cvsa.org
26 - 30
ANNUAL CONFERENCE
Specialized Carriers & Rigging Association
Hilton Orlando Bonnet Creek
Orlando, FL
www.scranet.org
May
2
ADVANCED CLEAN
TRANSPORTATION EXPO
Long Beach Convention Center
Long Beach, FL
www.actexpo.com
Get in the
Game!
Do you have an event you’d
like to see listed on this
calendar or on the interactive
online calendar?
Contact Nickisha Rashid
at [email protected]
or 416-614-5824
Dispatches
December 2015
Eastern
Canada
17.58% 16.70%
3,000
International 215
4,183
4,017
17.21% 13.63%
2,500
Mack
211
2,184
2,183
Peterbilt
206
3,168
0
4,837
Freightliner *
Western Star *
TOTAL
0
1,136
8.99%
7.41%
2,000
3,890
13.03% 13.20%
1,500
7,450
19.90% 25.27%
1,000
2,507
4.67%
8.50%
1,389 24,304 29,480
100%
100%
www.easterncanada.cummins.com
www.westerncanada.cummins.com
• Wholesale parts distribution
• Retail parts sales
• Engine and power generation
equipment sales
• Maintenance & Repair
500
0
12-month Class-8 Sales
42
539
569
16.95% 17.55%
International
34
808
745
25.41% 22.97%
Freightliner *
0
612
867
19.25% 26.73%
TOTAL
195
3,180 3,243
100%
100%
150
U.S. – Retail Truck Sales
CLASS 8
0
0
3
0.00%
0.35%
55
936
852
100%
100%
TOTAL
CLASS 5 This Month YTD ’15 YTD ’14 Share ’15 Share ’14
Hino
81 1,086
984 82.65% 65.95%
International
6
146
364 11.11% 24.40%
Freightliner *
0
19
17
1.45% 1.14%
Kenworth
0
7
16
0.53% 1.07%
Peterbilt
0
0
1
0.00% 0.07%
Mitsubishi Fuso * 0
56
110
4.26% 7.37%
TOTAL
87 1,314 1,492
100% 100%
December 2015
0
300
200
100
95,360
38.92%
Volvo
3,394
30,930
12.63%
Kenworth
3,019
36,194
14.77%
Peterbilt
2,419
28,909
11.80%
Mack
2,350
19,826
8.09%
International 2,166
28,840
11.77%
576
4,854
1.98%
3
72
0.03%
20,773 244,985
100%
Western Star
Other
0
0
YTD ’15 Share ’15
6,846
TOTAL
November 2015
December 2015
Peterbilt
100
October 2015
November 2015
31.73% 36.62%
October 2015
312
July 2015
297
August 2015
Sept. 2015
0
July 2015
Freightliner *
August 2015
September 2015
25.96% 22.77%
May 2015
194
June 2015
243
May 2015
13
June 2015
International
200
Mar. 2015
42.20% 40.26%
April 2015
343
April 2015
395
March 2015
42
January 2015
February 2015
Hino
January 2015
Feb. 2015
Dec. 2015
Freightliner
26,000
25,000
24,000
23,000
22,000
21,000
20,000
19,000
18,000
17,000
16,000
15,000
14,000
13,000
12,000
11,000
Mar. 2015
Kenworth
300
January 2015
February 2015
17.99% 18.62%
December 2015
604
October 2015
November 2015
572
Sept. 2015
45
August 2015
Peterbilt
450
July 2015
20.41% 14.12%
May ’15
458
June 2015
649
Mar.’15
Apr.’15
74
Feb.’15
Hino
January 2015
October 2015
November 2015
Dec. 2015
4,923
June 2015
July 2015
August 2015
September 2015
4,272
April 2015
282
November 2015
December 2015
3,500
Kenworth
Sept. 2015
18.61% 15.30%
October 2015
4,510
August 2015
4,524
May 2015
June 2015
July 2015
475
Mar.’15
April 2015
Volvo Trucks
January 2015
February 2015
May 2015
Canada – Truck Sales Index
12-month Class-8 Sales, United States
Canada – Provincial Sales (Class 8)
CLASS 8
Volvo Trucks
Kenworth
International
Mack
Peterbilt
Freightliner *
Western Star *
TOTAL
YTD 2015
BC
AB
SK
MB
ON
QC
NB
NS
PE
NL
CDA
35
21
9
10
21
0
0
96
2404
29
38
21
17
32
0
0
137
3405
5
36
6
15
8
0
0
70
932
28
0
3
17
29
0
0
77
1503
267
93
110
97
61
0
0
628
10,092
99
69
28
37
30
0
0
263
4414
5
25
18
13
25
0
0
86
988
3
0
14
4
0
0
0
21
392
0
0
6
0
0
0
0
6
93
4
0
0
1
0
0
0
5
82
475
282
215
211
206
0
0
1,389
24,304
Sources: Canadian Vehicle Manufacturers Association and Ward’s Communication.
* December Canadian sales figures for Freightliner Trucks, Mitsubishi Fuso and Western Star were unavailable at press time.
MARCH 2016
23
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Open Mike
Growing the
Customer Garden
By Mike McCarron
C
ompanies are no different from the plants
in your garden. Once
you stop feeding them they
stop growing and slowly wilt
away to nothing.
When it comes to tending a
garden of customers, big fleets
have a real advantage. They
have the experienced sales
leadership to keep accounts
watered and fed. They have
the financial resources to buy
the patience needed to reap
the benefits of an investment
in the sales department.
Finally, their scale gives
them the capital to take a risk
to grow through acquisitions.
Unless your head’s been buried in the garden sand you’ve
seen the big dogs gobbling up
smaller competitors. They can
afford to take chances that
smaller fleets can’t.
One of the challenges
facing smaller fleets is that
they are run by ex-drivers
who years ago moved from
driving a truck to driving the
company. Very few like or
understand what it takes to
cultivate a book of business.
They’d rather spend time
fixing a Class B than figuring
out how to fill the trailer it’s
pulling. It’s hard to grow
when sales is not part of the
company culture.
As discussed in my last
column, hiring an experienced sales rep is rarely the
best option for these fleets.
The math doesn’t add up and
usually the business that a
rep promises to bring is more
manure than fertilizer. And
do you really want to hire
someone who is bragging
about how they’re going to
screw their current employer?
Growth isn’t an option, it’s
a necessity. Here are some
things I would consider when
looking for ways to tend a
healthy garden of customers.
Dust Off the
Business Cards
Growth begins and ends with
the company owner. Owners
need to own every customer
relationship and treat it with
the commitment that comes
when the family home is
securing the operating line.
Your owner may despise
the sales process but even he
can’t deny that customers
love dealing with the boss. It
makes them feel important
and they’ll appreciate the fact
that the owner is tending to
their business. I guarantee
you, more business will follow.
Cold Calling
Not Required
There isn’t a sales rep on
the planet who enjoys cold
calling. Phoning 60 people a
day to beg for a 30-minute
meeting is no fun.
Cold calling today is as
modern as using a horse to
plough a field. Any business
can generate beaucoup sales
leads through the rates desk,
website hits, and shipper/
consignees data. Owners and
sales reps just need to learn
how to cultivate the data to
put more prospects in the
sales funnel. More prospects
in the funnel will produce a
more bountiful harvest any
day of the week.
Smart Phones
Not Cell Phones
When you send your kids an
email do they respond? What
about when you send them a
text message?
Today’s younger and
smarter generation of buyers
is no different. They communicate instantaneously
and on the go. Ditch the 7-lb
BlackBerry. Today’s world
rolls in 140 characters. So
should you.
World’s Most
Accurate Rolodex
Twitter is not for blurting
out what you had for lunch.
Facebook is not for kids.
Pinterest is not a sewing club.
You don’t have to be an
expert on every social media
platform but you do need a
basic understanding to have
any chance of connecting
with today’s customers.
People use social media
because they want to be
found. It’s the world’s best
Rolodex. Think about the last
time you tried to reach that
loyal old shipper who moved
on to greener pastures years
ago. Your contact info is stale
but what about LinkedIn?
Fire off a request to connect
and send a message —
LinkedIn is a great way to
keep up with your contacts’
professional lives and stay
in touch.
If getting the boss on the
road isn’t an option, it’s not
the end of the world. There
are other ways to grow your
business. Future columns
will deal other ways to keep
the garden growing including
falling in love with freight
brokers and diversification.
Speaking of diversification,
if you’re interested in growing
your garden you might consider planting some weed.
Understand Pierre, Jr., wants
to legalize it. Just saying! TT
Mike McCarron is the president
of Left Lane Associates, a firm that
prepares companies to maximize
their value in advance of a sale.
A 30-year industry veteran, Mike
founded MSM Transportation which
he sold in 2012. He can be reached
at [email protected],
416-931-7212, or @AceMcC on Twitter.
MARCH 2016
25
TRUCK
MONTH
OF
THE
CLUB
ELI’S COMIN’
“I recently got a phone call from the owner of a small company. He asked where I worked, and after I mentioned the name [Bruce Tait Construction], he
says, ‘I know who that is; he’s the one with all the good-looking trucks up there in Sudbury.’” That from Eli Pitawanakwat, who with his canine co-pilot
Fred, works this 2007 Mack CL700 with a 565 Cummins, 18-speed, pulling a float and live bottom trailer. The truck’s most important spec, though,
is Pitawanakwat behind the wheel. Born and raised on the Wikwemikong Native Reserve on Manitoulin Island and featured in Today’s Trucking’s annual
“20 Under 40” feature, Pitawanakwat spends much of his free time cleaning and polishing the rig. “I used to get ridiculed for my obsession with trucks.
When I was a kid, I was all about trucks, 24/7; still am to this day. I get up every day and get to drive a truck. I’m living my dream.”
DO YOU HAVE A TRUCK THAT DESERVES TO BE IMMORTALIZED? WE WANT TO KNOW ABOUT IT. ³
26
TODAY’S TRUCKING
Canine co-pilot Fred
PHOTO: Arielle Hall
Send your ideas or photos to [email protected] or Today’s Trucking Magazine, 451 Attwell Drive, Toronto, ON. M9W 5C4
MARCH 2016
27
You don’t have time for surprises, so GuardDog® Connect provides 24/7
proactive monitoring of your truck. When it detects a problem, a OneCall®
agent connects you with our coast-to-coast dealer and repair network to
quickly get you back on the road. And our fleet management tools further
enhance operational performance, reduce cost and increase safety.
Because with Mack, it’s always all systems go.
MackTrucks.com
Top 100
CANADA’S
Presenting the annual guide to
Canada’s largest for-hire carriers.
It’s not just a picture of how big the fleets
are; it’s a snapshot of the economy.
— By Today’s Trucking Staff
If the oil-patch debacle of the last few months has re-arranged
Canada’s list of “have” provinces and “have-not” provinces, you
wouldn’t know it by looking at the country’s biggest truckers. Yet.
Of course sitting atop the Top 100 list for a decade now has
been Montreal-based TransForce, and while it has grown its fleet
over the past year, it has re-engineered its operations and streamlined staff size by almost 10,000, dropping from 24,810 to 15,940.
But the west is still home to the largest chunk of big fleets, led
by Mullen, TransX, Bison, and Trimac. In fact, in a time when
the Federal Government is considering accelerating transfer payments to a cash-strapped Alberta government, because of very
clever planning and astute resource management, Mullen, Bison,
Trimac and TransX all report growth year over year.
However, don’t expect that to continue. As Murray Mullen
said late last year, Mullen Group has slashed the company’s capital spending budget for next year, due in large part to the steep
decline in oil and gas prices and activity.
And even though Trimac grew and showed a profit, a statement from the company revealed it’s more a matter of good
strategizing than it is more freight being carried.
“This increase in earnings was the result of lower administration costs, reduced capital expenditures resulting in lower depreciation expense, and lower long-term debt balances resulting in
lower interest costs,” Trimac said. Western Canadian pencils will
be the sharpest in the land over the next 12 months.
Going forward, economists expect the economic engine of
the country to shift back towards Ontario and British Columbia.
And in Ontario, in particular, some of the up-and-comers on
the Top 100 list grew almost exponentially over the last year.
After a spate of purchases in the past 12 months, both Titanium
Transportation Group Inc., and Kriska vaulted up the top 100
list. Consolidated FastFrate Woodbridge, ON, jumped from 94th
place to 41st.
The Prescott, ON.-based Kriska moved from number 26 to
number 15 and the publicly traded Titanium, which was only
launched five years ago after a financial injection from the huge
real estate and home-materials builder the ZZen Group, is now the
29th biggest carrier on the list. Who would have predicted that?
Then again, who could predicted that economists are seriously thinking about less-than-zero interest rates and a barrel of
Alberta oil sells for less than the price of a bottle of cheap Scotch?
As the Nobel Laureate physicist Nils Bohr said, “Prediction is
very difficult, especially if it’s about the future.”
— Nils Bohr, Nobel laureate in Physics
MARCH 2016
29
Our annual survey of Canada’s largest for-hire fleets
2014
6
CANADA’S TOP 100
Rank (2015)
Company Name, City, Province
Total
Trucks
Tractors
Trailers
O/O’s
Employees
1 (1)
TransForce Inc., Saint-Laurent, PQ **
33,720
N/A
15,630
18,090
9580
15,940
2 (2)
Mullen Group Ltd., Okotoks, AB
13,645
1504
3183
8958
1137
4410
3 (3)
TransX Ltd., Winnipeg, MB
6416
84
1577
4755
915
2449
4 (5)
Bison Transport Inc., Winnipeg, MB
5965
20
1595
4350
660
2600
5 (12)
Trimac Transportation Services LP, Calgary, AB
5933
0
1327
4606
776
2069
6 (4)
Day & Ross Transportation Group, Hartland, NB *
5661
507
1668
3486
3776
1562
7 (9)
Challenger Motor Freight Inc., Cambridge, ON
4900
100
1500
3300
160
2000
8 (6)
Canada Cartage, Mississauga, ON
4883
312
2043
2528
692
2961
9 (7)
Armour Transportation Systems, Moncton, NB
4800
150
950
3700
25
2000
10 (8)
Groupe Robert, Rougemont, PQ
4400
0
1100
3300
0
3950
11 (10)
Manitoulin Transport Group, Gore Bay, ON
4172
286
907
2979
329
0
12 (11)
SLH Transport, Kingston, ON
3351
1
350
3000
350
750
13 (13)
UPS Canada, Burlington, ON *
2992
2571
142
279
0
10,231
14 (16)
Westcan Bulk Transport, Edmonton, AB
2723
67
709
1947
220
901
15 (26)
Kriska Transportation Group Limited, Prescott, ON
2595
0
645
1950
225
900
16 (15)
Transfreight, Inc., Kitchener, ON *
2500
0
400
2100
0
1100
17 (17)
Siemens Transportation Group, Saskatoon, SK
2174
82
545
1547
139
1415
18 (18)
H&R Transport Limited, Calgary, AB
2172
0
553
1619
225
920
19 (25)
Erb Group of Companies, New Hamburg, ON
2000
190
560
1250
131
1325
20 (21)
Rosedale Group, Mississauga, ON
1949
56
483
1410
98
855
21 (22)
M-O Freightworks, Brampton, ON
1948
102
411
1435
513
253
22 (14)
Gibson Energy ULC, Calgary, AB
1933
141
516
1276
326
354
23 (20)
Hyndman Transport, Wroxeter, ON
1930
0
430
1500
70
550
24 (24)
Purolator, Mississauga, ON
1920
170
460
1290
13
12,000
25 (29)
Rosenau Transport, Edmonton, AB
1775
90
345
1340
75
650
26 (27)
International Truckload Services, Belleville, ON
1721
6
390
1325
205
625
27 (28)
B&R-Eckel’s Transport Ltd., Bonnyville, AB
1704
197
282
1225
15
450
28 (23)
C.A.T./Canadian American Trans., Coteau du Lac, PQ
1700
0
350
1350
45
450
29 (N/A)
Titanium Transportation Group Inc., Woodbridge, ON
1651
1
450
1200
252
550
30 (30)
Verspeeten Cartage, Ingersoll, ON
1641
0
354
1287
283
358
31 (19)
SGT 2000, St-Germain-de-Grantham, PQ
1625
0
275
1350
10
375
32 (31)
Simard Transport Ltd., Lachine, PQ
1608
73
445
1090
222
902
33 (32)
YRC Reimer, Winnipeg, MB *
1530
35
460
1035
160
1261
34 (33)
Schneider National Carriers Canadian Division, Aberfoyle, ON *
1490
0
390
1100
40
408
30
TODAY’S TRUCKING
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refrigerated van is an on-going commercial
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Learn more at utilitytrailer.com
© 2016
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All marks are trademarks of their respective owners.
INTRODUCING THE NEW INTERNATIONAL® HX™ SERIES.
DESIGNED TO OUTWORK AND OUTLAST.
You need more than a truck that’s capable of doing its job. You need it to overperform,
week after week, year after year. That’s why we designed the HX Series with the strongest
single rail in its class — a 3.5 million RBM rating — a best-in-class steering system and a
150,000-lb front tow pin. So when the others are begging for a break, the HX Series steps
up and asks for more.
ca.InternationalTrucks.com/HXSeries
2014
6
CANADA’S TOP 100
Rank (2015)
Total
Trucks
Tractors
Trailers
O/O’s
Employees
35 (34)
Gibson Transport, Alliston, ON *
1487
0
255
1232
26
433
36 (36)
Groupe Guilbault, Ste-Foy, PQ
1469
4
302
1163
53
638
37 (39)
Western Canada Express, Concord, ON
1420
25
420
975
295
260
38 (35)
XTL Transport Inc., Etobicoke, ON
1408
0
275
1133
95
495
39 (40)
Caravan Logistics Inc., Oakville, ON
1390
8
325
1057
112
365
40 (37)
Normandin Transit Inc., Napierville, PQ
1386
1
340
1045
30
558
41 (94)
Consolidated FastFrate, Woodbridge, ON
1305
20
320
965
301
683
42 (41)
Speedy Transport Group, Inc., Brampton, ON
1240
300
240
700
300
310
43 (63)
Arrow Transportation Systems Inc., Richmond, BC
1121
72
353
696
245
651
44 (44)
Q-Line Trucking Ltd., Saskatoon, SK
1046
34
172
840
212
330
45 (N/A)
Landtran Systems Inc., Edmonton, AB
1041
42
361
638
173
512
46 (50)
V.A. Inc., Boucherville, PQ
1015
11
186
818
0
450
47 (46)
Groupe Boutin, Plessisville, PQ
980
13
276
691
7
537
48 (43)
Caron Transportation Systems, Sherwood Park, AB
938
25
287
626
12
394
49 (47)
Calyx Transportation Group Inc., Brampton, ON
925
10
165
750
80
407
50 (48)
Penner International, Steinbach, MB
920
0
45
875
315
98
51 (49)
Wilson’s Truck Lines, Etobicoke, ON
915
0
215
700
150
296
52 (53)
AYR Motor Express Inc., Woodstock, NB
894
0
194
700
52
438
53 (51)
Travelers Transportation Services, Brampton, ON
890
3
237
650
14
225
54 (60)
Thomson Terminals, Etobicoke, ON
890
3
155
732
1
400
55 (52)
Musket Melburne, Mississauga, ON
885
0
225
660
115
320
56 (45)
DCT Chambers Trucking, Vernon, BC
869
28
350
491
45
201
57 (54)
Sokil Transportation Group, Edmonton, AB
865
80
165
620
0
280
58 (55)
Team-Transport Services Ltd, Richmond, BC *
859
0
48
811
48
11
59 (57)
Shadow Lines Transportation Group, Langley, BC
846
3
182
661
178
62
60 (58)
Bruce R. Smith Limited, Simcoe, ON *
840
0
205
635
36
250
61 (59)
Meyers Transportation Services, Peterborough, ON
829
7
122
700
54
302
62 (56)
Paul’s Hauling Ltd., Winnipeg, MB
823
10
223
590
1
280
63 (61)
Cascades Logistique et Transport, Kingsley Falls, PQ
800
0
160
640
0
350
64 (62)
HBC Logistics, Brampton, ON
755
0
38
717
0
225
65 (81)
Transport St-Michel, St-Michel, PQ
734
7
167
560
29
242
66 (64)
Les services logistiques Trans West Inc., Lachine, PQ
715
0
210
505
90
550
67 (66)
Andy Transport, Salaberry-de-Valleyfield, PQ
705
0
255
450
77
300
68 (65)
Wolverine Freight System, Windsor, ON
692
2
140
550
65
220
69 (42)
Northern Industrial Carriers, Edmonton, AB
685
5
80
600
6
100
70 (67)
Transport Bourassa Inc., St-Jean-sur-Richelieu, PQ
662
1
180
481
1
400
71 (N/A)
Falcon Motor Express Ltd., Caledon, ON
662
2
210
450
60
340
72 (83)
Easson’s Transport Limited, Kentville, NS
650
0
300
350
20
500
73 (68)
Arnold Bros. Transport Ltd., Winnipeg, MB
648
15
205
428
99
208
MARCH 2016
33
2014
6
CANADA’S TOP 100
Rank (2015)
Total
Trucks
Tractors
Trailers
O/O’s
Employees
74 (70)
McKevitt Trucking, Thunder Bay, ON
628
3
175
450
25
260
75 (72)
Transport Herve Lemieux, Saint-Laurent, PQ
625
42
268
315
29
437
76 (71)
System 55 Transport, Oakville, ON *
614
4
134
476
53
98
77 (76)
Transport TYT, Drummondville, PQ
550
0
100
450
40
225
78 (73)
Doug Coleman Trucking Ltd., London, ON
547
39
143
365
12
350
79 (74)
Groupe Jules Savard, Jonquiere, PQ
540
0
160
380
1
300
80 (91)
Fleetway Transport, Brantford, ON
490
104
89
297
10
105
81 (80)
Transport Bourret Inc., Drummondville, PQ
488
10
154
324
9
441
82 (85)
Chester Cartage Ltd., Toronto, ON
465
50
65
350
0
115
83 (79)
Samuel Son and Company Ltd., Mississauga, ON
445
10
160
275
135
0
84 (93)
Transport Gilmyr Inc., Montmagny, PQ
442
0
122
320
22
263
85 (82)
Fluke Transport, Hamilton, ON
432
12
110
310
62
130
86 (84)
Groupe Goyette, Saint-Hyacinthe, PQ
428
0
50
378
45
159
87 (92)
Transport Bessette et Bourdreau Inc., Saint-Hyacinthe, PQ
428
2
141
285
2
202
88 (77)
BLM Group, Kitchener, ON
420
0
120
300
5
180
89 (98)
TransPro Freight Sysems Inc., Milton, ON
410
0
110
300
80
80
90 (97)
Tandet Dedicated Logistics, Oakville, ON
408
6
107
295
60
162
91 (86)
Transport Bernières Inc., Decary, PQ
395
0
100
295
0
225
92 (87)
Accord Transportation Ltd., Surrey, BC
393
2
29
362
155
61
93 (90)
APPS Transport Group, Mississauga, ON
392
17
75
300
40
250
94 (88)
TVM Limited, Cottam, ON *
386
0
151
235
139
42
95 (89)
Empire Transportation, Grimsby, ON *
386
0
65
321
0
80
96 (96)
Total Logistics Trucking, Vaudreuil, PQ
382
2
30
350
85
250
97 (55)
T.E.A.M.S. Transport, Winnipeg , MB
333
0
103
230
0
0
98 (N/A)
Vitesse Trucking Services Inc., Lachine, PQ
332
0
91
241
16
152
99 (100)
Transport Matte Limited, Donnacona, PQ
327
1
116
210
0
130
100 (99)
Gosselin Express, Thetford Mines, PQ
319
9
60
250
2
110
189,939
7700
26,091
95,952
GRAND TOTAL
52,962 129,277
FOOTNOTE: nr = not previously ranked. * Statistics unavailable for 2016 survey. Asterisk donates 2015 survey results.
** TransForce did not separate straight trucks from tractors for the purposes of counting.
HOW WE DID IT
1. Companies are ranked based on total vehicle counts, including power units and trailers, as reported in January, 2016. Only trucks of class 6 or
above are enumerated unless otherwise noted. Vehicles and employees based in the United States are included provided they are administered from
a Canadian head office.
2. Most of the statistics were entered into the Today’s Trucking data base by representatives of the companies themselves. The remaining companies
and additions were gathered by Today’s Trucking editors via phone, email or fax. While we strive to present accurate figures, the statistics have not
been independently verified.
3. Several large fleets do not respond to our requests for information. These include Irving Transportation Services (comprising Midland Transport,
Sunbury Transport and RST Industries based in New Brunswick). As well, the Canadian operation of Federal Express is not on the list.
4. If you have any enquiries or if you think your company should be on next year’s list, please contact Peter Carter at 416-614-5828 or [email protected]
MARCH 2016
35
ANDROID SYSTEM
DRIVER APPLICATIONS
VIDEO INTELLIGENCE
CLOUD CONNECTIVITY
Company Directory
Company Name
A
Accord Transportation Ltd.
Andy Transport
APPS Transport Group
Armour Transportation Systems
Arnold Bros. Transport Ltd.
Arrow Transportation Systems Inc.
AYR Motor Express Inc.
B
B&R-Eckel’s Transport Ltd.
Bison Transport Inc.
BLM Group
Bruce R. Smith Limited *
C
C.A.T./Canadian American Trans.
Calyx Transportation Group Inc.
Canada Cartage
Caravan Logistics Inc.
Caron Transportation Systems
Cascades Logistique et Transport
Challenger Motor Freight Inc.
Chester Cartage Ltd.
Consolidated FastFrate
D
Day & Ross Transportation Group *
DCT Chambers Trucking
Doug Coleman Trucking Ltd.
E
Easson’s Transport Limited
Empire Transportation *
Erb Group of Companies
F
Falcon Motor Express Ltd.
Fleetway Transport
Fluke Transport
G
Gibson Energy ULC
Gibson Transport *
Gosselin Express
Groupe Boutin
Groupe Goyette
Groupe Guilbault
Groupe Jules Savard
Groupe Robert
H
H&R Transport Limited
HBC Logistics
Hyndman Transport
I
International Truckload Services
K
Kriska Transportation Group Limited
L
Landtran Systems Inc.
Les services logistiques Trans West Inc.
M
M-O Freightworks
Manitoulin Transport Group
McKevitt Trucking
Meyers Transportation Services
Mullen Group Ltd.
Musket Melburne
2014
6
CANADA’S TOP 100
Rank (’15)
Total Units
92 (87)
67 (66)
93 (90)
9 (7)
73 (68)
43 (63)
52 (53)
393
705
392
4800
648
1121
894
27 (28)
4 (5)
88 (77)
60 (58)
1704
5965
420
840
28 (23)
49 (47)
8 (6)
39 (40)
48 (43)
63 (61)
7 (9)
82 (85)
41 (94)
1700
925
4883
1390
938
800
4900
465
1305
6 (4)
56 (45)
78 (73)
5661
869
547
72 (83)
95 (89)
19 (25)
650
386
2000
71 (N/A)
80 (91)
85 (82)
662
490
432
22 (14)
35 (34)
100 (99)
47 (46)
86 (84)
36 (36)
79 (74)
10 (8)
1933
1487
319
980
428
1469
540
4400
18 (18)
64 (62)
23 (20)
2172
755
1930
26 (27)
1721
15 (26)
2595
45 (N/A)
66 (64)
1041
715
21 (22)
11 (10)
74 (70)
61 (59)
2 (2)
55 (52)
1948
4172
628
829
13,645
885
Company Name
Rank (’15)
N
Normandin Transit Inc.
40 (37)
Northern Industrial Carriers
69 (42)
O
Paul’s Hauling Ltd.
62 (56)
Penner International
50 (48)
Purolator
24 (24)
Q
Q-Line Trucking Ltd.
44 (44)
R
Rosedale Group
20 (21)
Rosenau Transport
25 (29)
S
Samuel Son and Company Ltd.
83 (79)
Schneider National Carriers Canadian Division * 34 (33)
SGT 2000
31 (19)
Shadow Lines Transportation Group
59 (57)
Siemens Transportation Group
17 (17)
Simard Transport Ltd.
32 (31)
SLH Transport
12 (11)
Sokil Transportation Group
57 (54)
Speedy Transport Group, Inc.
42 (41)
System 55 Transport *
76 (71)
T
Tandet Dedicated Logistics
90 (97)
T.E.A.M.S. Transport
97 (55)
Team-Transport Services Ltd *
58 (55)
Thomson Terminals
54 (60)
Titanium Transportation Group Inc.
29 (N/A)
Total Logistics Trucking
96 (96)
TransForce Inc. **
1 (1)
Transfreight, Inc. *
16 (15)
Transport Bernières Inc.
91 (86)
Transport Bessette et Bourdreau Inc.
87 (92)
Transport Bourassa Inc.
70 (67)
Transport Bourret Inc.
81 (80)
Transport Gilmyr Inc.
84 (93)
Transport Herve Lemieux
75 (72)
Transport Matte Limited
99 (100)
Transport St-Michel
65 (81)
Transport TYT
77 (76)
TransPro Freight Sysems Inc.
89 (98)
TransX Ltd.
3 (3)
Travelers Transportation Services
53 (51)
Trimac Transportation Services LP
5 (12)
TVM Limited *
94 (88)
U
UPS Canada *
13 (13)
V
V.A. Inc.
46 (50)
Verspeeten Cartage
30 (30)
Vitesse Trucking Services Inc.
98 (N/A)
W
Westcan Bulk Transport
14 (16)
Western Canada Express
37 (39)
Wilson’s Truck Lines
51 (49)
Wolverine Freight System
68 (65)
X
XTL Transport Inc.
38 (35)
Y
YRC Reimer *
33 (32)
Total Units
1386
685
823
920
1920
1046
1949
1775
445
1490
1625
846
2174
1608
3351
865
1240
614
408
333
859
890
1651
382
33,720
2500
395
428
662
488
442
625
327
734
550
410
6416
890
5933
386
2992
1015
1641
332
2723
1420
915
692
1408
1530
MARCH 2016
37
Perhaps you need to be
surrounded by actual human
drivers out on the road to
actually understand what it
feels like to drive a truck, and
of course, you can’t run a
business without people. That
ability to fully interact with
one another isn’t yet a virtual
option. It has to be learned
through life’s trials and errors.
No simulations. [SCS]
VIRTUAL
CEO
— By David Nesseth
I’m told I don’t have enough capital to buy my own truck
right now, so I’m a driver for hire with a ramshackle office
and an overdrawn bank account. Welcome to American
Truck Simulator 2016, where we’re not just driving trucks in
a virtual world, but trying to survive in the trenches of the
trucking economy. We’re in business, just without the realword consequences.
This brand new game’s been off to a hot start, too, selling
more than 100,000 copies in its first week alone. People don’t
just want to be behind the wheel anymore, they want missions,
just like real truck drivers. They want to sleep in the berth and
scan Satellite radio, even able to adjust their driver’s seat to
perfection, despite the fact that you can’t actually feel it. They
want to be responsible for, as the game allows, some 22,000 lbs.
of certified cargo, like rice or tires. Players even bid for these
delivery opportunities on the virtual market. There are budgets. Delivery deadlines. Maintenance costs. And, of course,
speeding tickets. When it’s all said and done, and you’ve
parked your trailer just so, there’s the satisfaction of a solid
Simulators are
starting to give the
public not just a feel
for driving a virtual
truck, but creating
budgets, repairing
engines, and building
a fictional fleet.
pay day, too, and inspiration enough to set me on the path to
buying that first garage, building a fleet, hiring my own drivers.
The pressure to succeed feels real, but right now, I’m plain
broke. It’s just me and the Peterbilt 579 that I’m told my boss
has so generously supplied for me. “Don’t let anyone down and
arrive on time,” a voice from the game warns me.
At the depot, my engine’s humming; eight different camera
views are ready; sat nav is set; and there is an array of controls
at my hands. Just nine measly miles to sunny Bakersfield, CA,
where I’m transporting a massive reservoir tank. What could
go wrong? A lot, it turns out, but we’ll get to that.
This isn’t the first trucking game that allows users to build
a company from the ground up. Euro Truck Simulator 2, also
created by SCS Software, has sold some 3.5 million copies
since late 2012 and created a passionate fanbase. There are
even popular online forums (the website Reddit even has a
group called “truck sim”) where thousands of players wait
for updates to games like these. For example, before we
went to press, gamers were anticipating the virtual release of
the iconic Kenworth W900 to American Truck Simulator’s
vehicle options, plus the addition of a new state to add to the
MARCH 2016
39
This is an undercover
Ryder truck.
The logo is True Value, but the truck and its driver are Ryder. When True Value
hits the road, they do it with Ryder Dedicated vehicles at their disposal, all
powered by our industry-leading supply chain operations. So while you see True
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Virtual CEO
game’s scenic arsenal of Nevada and California’s finest roadways.
However, it turns out that adding a new truck to the fleet isn’t as
simple as it seems:
“[…] It did not turn out to be the best choice for the first
vehicle to approach Kenworth with during initial licensing discussions,” explained SCS in a recent blog post. “Truck manufacturers tend to be very careful about their image, and Kenworth,
as the pioneer in aerodynamics in cabin design with their T680,
had a rather different idea of the ideal truck to have in our game
at the moment of release. So, it was back to work for us to finish
the other truck first before we could hope for the licensing deal
to be successfully signed.”
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Simulators are becoming an integral part of the modern classroom, having even become top training tools in university medical labs. Studies are revealing that our brains tend to interpret
data in similar ways — whether that data is real or not. Studies
are also showing that driving simulations can reduce training
time by about 30 per cent, which makes it difficult for simulation
skeptics to ignore the industry completely.
To help me assess and navigate the virtual trucking biz, I’ve
recruited some real-life help in the form of Jason Goudreau, a
46-year-old driver who’s been behind the wheel for 23 years now. I
want to get his take on the game, and determine whether it has any
real-life benefit to the prospective entrepreneur. As some drivers
seem to benefit from using high-end driving simulators, I wonder if
this game can show us the ropes
for building a fleet. Goudreau,
complete with a degree in
economics, started his driving
career as an owner-operator, so
he seems perfectly equipped to
determine whether the game
has any actual business savvy,
or if it’s just an opportunity for
gamers and gearheads to tune
out on the open road without
leaving the couch.
Goudreau leans over the
laptop, his eyes scanning the
Driver Jason Goudreau
cargo delivery options availcompetes against Today’s
Trucking staff in a trucking
able. As a nod to his real-world
business simulation game.
delivery merchandise for RT
Systems in Brantford, ON, he
selects an ice cream delivery request in Nevada. The delivery destination is only a few miles away, not so different from the short
southwestern Ontario routes he’s grown accustomed to. Our GPS
barely shows us the way out of the depot, and we’re gone.
“Sometimes I miss looking at maps,” Goudreau muses.
After a couple of keyboard adjustments, Goudreau finds the
best position to drive our truck. He’s not much of a gamer, so it’s
not very intuitive to drive a truck with a laptop. He plays it safe,
cautiously making his way down the boulevard looking for the
on-ramp to the highway. As he navigates the game, Goudreau
thinks out loud about trucking. Why he loves it, and why he
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MARCH 2016
41
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Virtual CEO
thinks the general public may be curious
about his profession. A simulation game
about one’s own occupation must be, after
all, inherently flattering, no?
He says for him, at least, his love of
trucks is quite uncomplicated. “My mom
says that since I was three, every other
toy but the trucks collected dust,” recalls
Goudreau, who paid $82,400 for his own
first truck, a 1994 Ford AeroMax L9000,
paid off in one year.
Goudreau studies his computerized
dashboard. In reality, he’s snacking on a
burrito at a café in Toronto’s west end.
It’s 20°C out; but on screen he’s cruising through the soothing heat of the
Nevada desert.
“It’s a good game, but the parking at the
end seems a bit odd,” he says. We arrive at
our destination, told to unhitch our trailer, but we’re not sure where. “The actual
driving out on the highway is good, too,
it’s all very detailed. I wonder if that’s the
actual state scenery we’re seeing.”
We start a new mission and I take the
wheel for a stretch. Soon enough, I’ve
damaged the engine, and I have to pull
over and call for driver assistance. And
believe me, they actually come, even if
summoned, say, 12 times in a shift. As
much as the other drivers on the road
around seem to be remarkably patient
with my jackknife parking skills, if I do violate the legal rules of the road, like running
a red, my dashboard gets lit up with a hefty
virtual fine to reign me in, however in vain.
Goudreau says it’s good that maintenance
is part of the game, as it can be the source
of many a headache for the real-world
owner operator.
“There’s always something wrong with
a sensor,” he grumbles, still smiling.
Goudreau says no matter which simulator he uses, “there’s always something
missing.” And he would know. Goudreau
was selected as a top driver from his company to fly to Saskatchewan to compete in
a truck simulator face-off, testing the best
technology available. He thinks about how
the driving feels, and says the illusion may
be ruined by such a simple truth: “Maybe
it’s because I’m not actually moving,” he
offers. Nor is any fake money earned in
American Truck Simulator going to help
buy that first truck that Goudreau’s parents lovingly made the down payment
for. There are no advertised parent loan
options in the game, which now advises
me that I appear to be getting tired and
that perhaps I should park my rig for the
night. Probably right.
As much as I can grow this virtual
trucking business into a flourishing company. Maybe. It’s impossible to escape the
fact that I’m the only one who’ll ever work
there. Perhaps you need to be surrounded
by actual human drivers out on the road
to really understand what it feels like to
drive a truck, and of course, you can’t run
a business without people. That ability to
interact with one another isn’t yet a virtual option. It has to be learned through life’s
trial and error. No simulations.
American Truck Simulator is out now
for Steam on PC, Mac, and Linux for
$19.99. TT
MARCH 2016
43
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In Gear
INSIDE:
50 Caterpillar’s CT680
57 Lockwood’s Products
60 You Can’t Get There From Here
EQUIPMENT NEWS, REVIEWS, AND MAINTENANCE TIPS
5 Things You Need
to Know About Tires
Make better buying and spec’ing decisions by understanding
what happens where the rubber meets the road. By Jim Park
TIRES ARE ROUND AND BLACK AND COST LOTS OF MONEY. Some say that’s all
you need to know about tires. We beg to differ. While tires remain a commodity in the
buyer’s eyes, the engineering and sophisticated production that goes into a modern
tire begs a little understanding from the consumer. Here are five things about tires
you may not know that will help you get full value from your tire investment.
1
Retreading lowers the
lifecycle costs of tires.
Retreaded tires get a lot more bad press
than they deserve. It’s a common perception that much of the tire debris we see
at roadside is the remains of retreaded
tires. A study of those carcasses done several years ago by the U.S. Department of
Transportation put that message to rest,
concluding that more than half of those
former tires were in fact virgin casings,
not retreads. That study also proves a
point with which any tire expert would
concur; it’s underinflation that causes tire
to overheat and explode. That applies to
both new and retreaded tires.
If fleets could get past those perceptions,
they’d find retreaded tires can save thousands of dollars every year in tire costs.
“The larger fleets know retreads will
save at least 50 percent over the acquisition cost of new tires,” says Harvey
Brodsky, managing director of the Retread
Tire Association. “They’d have to be out of
their minds not to use retreads.”
One very sane fleet happens to be one
of the largest in North America. Ryder
Systems has more than 1.25 million tires
on the road on any given day, and a significant portion of those tires are retreads.
“In a full-service lease, we carry the
burden of the maintenance costs including the tires,” says Scott Perry, vice president of Supply Management and Fleet
Management Solutions at Ryder System.
“It’s our call all the way so we try to optimize uptime and reliability as well as the
best possible operating expense. Retreads
allow us to do that in the right application.”
According to a study conducted by
the American Trucking Associations’
Technology & Maintenance Council’s
S.2 Tire & Wheel Study Group in 2015,
retreaded tires in drive and trailer positions in linehaul applications, retreads outlasted virgin tires. Surprisingly, low-rollingresistance retreaded trailer tires outlasted
standard tires by a margin of 20,000 miles
or more on average. The results come from
a survey of 51 fleets running more than
20,000 trucks in total.
“As to why LRR tire outlived standard
tire retreads, perhaps it is due to more
diligent maintenance or improvements in
the raw materials used in tread rubber that
reduce rolling resistance while providing
good tire mileage,” guesses Peggy Fisher,
president of Tire Pressure Monitoring
System provider, Tire Stamp, and regular
contributor to TMC’s S.2 task force.
While it would probably be a combination of all the factors Fisher mentions,
none of them would get you very far without solid maintenance. “Tire related failures can be proactively avoided with a
tire pressure monitoring program or automatic tire inflation system,” notes Paul
Crehan, director of product marketing
with Michelin Truck Tires. “Those tools
will not only prevent or reduce the frequency of on-road failures, they also help
protect the fleet’s tire and casing assets.”
MARCH 2016
45
In Gear
2
Your steer tires are
probably underinflated.
Steer tires tend to run very close to their
maximum load even when the truck is
lightly loaded, thanks in part to all the
emissions hardware we now carry around.
The standard steer axle weight in most
of the country is 5,500 kg (12,000 lb). In
order to support that load, steer tires
need to be inflated to 105 psi in most
cases and as high as to 115 psi in some
cases. The actual pressure required varies
with the exact size of the tire and the
load range. A typical pair of 11R22.5 load
range G tires needs 105 psi to get comfortably over 5,500 kg, while a pair of typical
275/80R22.5 G tires would need 110 psi.
All western Canadian jurisdictions now
permit up to 6,000 kg (13,200 lb) on steer
axles in some instances. To get to 6,000
kg, you first need an axle rated for that
weight. Then you need tires capable of
handling the load, and the tire has to
be properly inflated. The 275/80R22.5 G
noted above is not even rated for 6,000
kg. The table we looked at shows its max
load at maximum pressure is 6,175 lb at
110 psi, or 12,350 lb per pair. That’s nearly
1,000 lb less that maximum weight permitted in those provinces.
To get to 6,000 kg or 13,200 lb, you’ll
likely need a load range H tire and you’ll
need 110 psi, or in at least two cases we
found by perusing various load and inflation charts, 120 psi. There aren’t many
load range G tires that will accommodate
a 6,000-kg (13,200-lb) load.
“Simply put, maintaining correct inflation pressure is the single most important
tire care practice that a trucking operation can employ,” notes Brian Buckham,
general manager, product marketing,
Goodyear Commercial Tire Systems.
“Tires are engineered to run at specific
pressure levels based on the load they’re
carrying. To determine the correct inflation level for your tires, first gather information about your axle loads and then
refer to [the load and inflation charts for
your specific tires.]”
Arbitrarily running 100 psi in your
steers may be costing tire life and fuel
economy. And if you don’t check your
pressure regularly, like weekly, you may
be running as low 85 or 90 psi. You won’t
know unless you check.
“Multiple studies have been conducted
in both Europe and the U.S. showing in
general there is 12 percent under-inflation
across all fleets,” says Prosser Carnegie,
Continental’s Product Development
Manager for NAFTA Truck Tires. “Hence,
this can be interpreted as 12% of tires
running are being run under-inflated vs.
the fleet’s inflation guidelines.”
3
These factors are really one and the same
thing. It’s the air inside the tire that supports the load, not the tire itself, so the
tire must have the minimum inflation
pressure for the load on the tire.
“Tires must be inflated for the heaviest
load the tires will carry,” says Paul Crehan,
Michelin’s director of Product Marketing.
“The problem is, when empty, the tires are
wildly over inflated. The condition exists
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46
TODAY’S TRUCKING
Overloading and under
inflation are the same
thing to a tire.
In Gear
with duals and wide base tires, but it’s
more apparent on wide base.”
People tend to get the pressure right
when they are operating closer to max
GVW, notes Crehan.
“People who operate slightly lighter
tend to be over inflated. If you run a lot
of variable weight loads, you might not
be aware of exactly how much you’re
carrying on a daily basis and your weight
and inflation pressure might not be an
exact match.”
Since overloading and underinflation
are basically one and the same. The tire
sidewalls are not able to support the
weight of the load, thus they tend flex
more dramatically each time the wheel
rotates.
“Overloading, under inflated or excessive speed can cause damage because of
heat buildup,” said Patrick Gunn, director
of sales and marketing for Giti Tire (USA)
Ltd. “These factors would affect driving safety and will also accelerate wear.
Tire failure rates are higher because tires
run hotter due to the increased load.
Excessive heat can weaken the construction of the tire.”
4
Irregular wear
is probably not the
tire’s fault.
It’s a classic case of “shoot the messenger.”
A tire starts displaying irregular wear,
so the fleet yanks the tire and complains
long and loud to the tire maker. A closer
examination would likely reveal the problem lies with the truck; perhaps and alignment issue or improper inflation? Maybe
something mechanical, like worn steering
components, bad shocks or mismatched
tire sizes in dual assemblies.
“Keeping a truck in correct alignment
might seem like an expensive proposition,
but it’s an investment that can pay big dividends when it comes to extending a tire’s
service life,” notes Goodyear’s Buckham.
“Fleets should keep in mind that traditional front end alignments aren’t always
enough. Drive axles need to be brought
into alignment, as well. This can have
a number of positive effects above and
beyond the prevention of irregular wear,
including improved truck fuel economy.”
Mechanical problems also extend to
worn and loose components, like kingpins, spring shackles, bushings, shock
absorbers etc. But wheel bearings can
have an impact as well.
“Loose wheel bearings will cause a negative camber condition, though small,
which can impact the inside shoulder of
the tire,” notes MD Alignment president,
Mike Beckett. “We see the problem with
wide base tires mostly but duals as well.”
While it may seem like closing the gate
after the horses have left the barn, it pays
to closely inspect scrap tires to discover
why they came off the truck prematurely.
“Tires tell a story,” says Crehan. “A good
understanding of your scrap pile will tell
you when you’re running over inflated or
under inflated, or if there are alignment
or mechanical issues. There are different
signs for different causes of wear.”
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MARCH 2016
47
In Gear
5
Low-Rolling-Resistance
(LRR) tires are outliving
standard tires.
The perception on the street is that LRR
tires do not last as long as standard dual
tires and that may be holding some fleets
back from reaping their benefits. Judging
by the results of a another fleet tire survey
conducted by TMC’s S.2 Tire & Wheel
Study Group last year, fleets might be off
the mark assuming the LRR tires aren’t
going the distance.
The results from that survey showed
that LRR steer tires outlived standard
tires by an average 10 percent. The
aggregated mileages reported in the
survey showed standard steer tires ran
106,700 miles while the more fuel efficient
tires saw an average of 114,000 miles
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48
TODAY’S TRUCKING
before they came off the truck.
“The numbers seem a little low, but
the interesting thing is that low-rollingresistance tires, in general, outperformed
the standard tires,” said Fisher. “The
results of the drive tire section showed
similar results.”
“In the average truck tire, for every
one-percent improvement in rolling resistance or reduction in force, a one-thirdpercent improvement is realized in fuel
economy,” writes Double Coin’s Dave
Smothers. “But engineers must make
sure they manage improvements in rolling resistance without affecting the other
performance characteristics of the tread
area, including wear rates and irregular
wear-fighting capabilities.”
On single drive axles, wide single tires
outlive the others by quite a margin.
The range wasn’t quite so stark for the
tandem axles.
Where no external factors are chewing up your tires, calculating mileage to
take-off is easy once miles-per-thirty-second of an inch of rubber is established.
Comparing a deep tire with 32/32 of tread
to a low-rolling-resistance tire with 26/32
of tread, you subtract the tread depth a
typical pull point like 6/32.
“You could make the assumption that
since the deeper tire has 18% more usable
rubber that it should last 18-percent
longer,” says Rick Phillips, vice president
of sales for Yokohama Tire Corp. “In a
perfect world that might be the case but
there are too many variables in play to
make that assumption.”
One final consideration, or perhaps it
should be the first, is putting the right tire
on the truck for the application. Easier said
than done, to be sure, but Bridgestone’s
Loos suggests smaller fleets lean heavily on the advice of their tire dealers, or
do a little snooping around truck stop
parking lots.
“Larger, more sophisticated fleets with
maintenance managers and a good relationship with their tire providers are probably doing more things right than wrong,”
he notes. “Watching what big fleets in
similar lanes and applications are doing is
an educational opportunity for the smaller
fleets and owner-operators that don’t have
the testing and evaluation luxuries big
fleets have.” TT
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PASS
In Gear
Cat’s CT680 joins the CT681 and the
CT660 bringing the Cat fleet to three.
Who Let the Cat In? SPEC
The CT680 cements Caterpillar’s place among the world’s
Class 8 truck builder. By Jim Park
C
aterpillar has plenty of experience
building equipment that thrives
in tough environments. It looks
like they pulled a lot of that through in the
design of their first long-hood highway
truck, the CT680.
I say highway truck, but on-/off-road
would be more accurate. The truck is
engineered to be equally at home on a
jobsite or out on the four-lane. The truck
we drove for this test was spec’d as a
heavy-hauler, which fits with the CT680’s
target market: the folks who own and
operate Cat equipment.
“That group already knows us and
what we’re all about,” says Rob Hall, key
account manager for the truck division at
Toromont Cat in Concord, ON. “We don’t
have to sell them on the relationship. With
these trucks we can now offer a complete
line of Caterpillar products for every part
of their business. But believe me, that
doesn’t mean we’ll be turning away anyone else who wants one.”
Cat unveiled the CT680 in May 2015
bringing its truck lineup to three. It joins
the CT681 medium-hood set-forward-ax-
50
TODAY’S TRUCKING
le truck introduced in late 2014 and the
CT660, a medium- and long-hood truck
and tractor with setback steer axle that
came out in 2011.
The truck is available in two exterior
trim packages; the flashy and stylish L line
and the more austere LG series. The LG
comes with a one-piece fiberglass hood, a
three-piece bumper, sealed-beam halogen
headlights and LED parking-turn signal
lights. In L trim, the CT680 comes with
a three-piece metton hood with chrome
and stainless steel grille surround,
three-piece chrome bumper, composite
halogen headlights and incandescent
parking-turn signal lights. Also available
are a pair of cowl-mounted stainless steel
air cleaners.
The modular design of the L-series hood
enables easier and less costly repairs to the
hood, grille, fenders and bumper without
any special tools. The stylish looks of the
CT680L will help keep the company name
front and centre in drivers’ minds while
giving the competition pause as well. It
certainly makes its presence known in a
crowded landscape.
SHEET
CATERPILLAR CT680L
On-off highway tractor:
140,000 lb GCWR
Frame: 12.250 x 3.380 x 0.375 in.
Engine: Cat CT13 12.4 litre (EPA 2015)
475 hp @ 1,700 rpm,
1,700 lb-ft @ 1,000 rpm
Transmission: Eaton Fuller 16918B
18-speed 0.73:1 double-over
Front axle: Meritor MFS-14-143A
14,600 lb
Suspension: Parabolic taperleaf
springs, 16,000 lb
Drive axles: Meritor RT-46-164EH
46,000 lb 4.10:1 ratio
Suspension: Hendrickson
HAS-460-55 46,000 lb
Emissions package: undercab,
RH side, switchback horizontal
Wheelbase: 224 in.
Bumper-to-back-of-cab: 124 in.
Dry weight: 17,828 lb
In Gear
In, On, and
Around the CT680L
There’s no such thing as a one-size-fitsall vocational chassis, and Caterpillar
has designed a ton of flexibility into this
platform. Starting with the big stuff,
it’s available in 6x2 and 8x6 configurations with tandem axles from Dana
and Meritor in ratings up to 70,000
pounds. Meritor steer axles are available up to 20,000 pounds. Rear suspensions are available from Chalmers and
Hendrickson in capacities up to 85,000
pounds. There won’t be much you can’t
do with a CT680.
Powering the truck is the Cat CT13
engine. It’s built by Navistar, but programmed by Caterpillar to serve vocational applications. It comes in ratings of
410, 430 and 475 horsepower with torque
output of 1,450, 1,550 and 1,700 lb-ft. A
15-litre is said to be coming, but we have
nothing firm to report on at the moment.
The truck is offered with the Eaton
Fuller UltraShift Plus AMT, as well as a
full line of applicable manual transmissions. You can also spec the Cat CX31
automatic transmission with a cast-aluminum torque convertor, six forward
gears and an ECM optimized for the
CT13 engine. It boasts two side and one
high-output rear PTO openings along
with an optional hydraulic retarder.
The aluminum alloy cab is a nice bit
of work. Cat’s says it’s about 250 lbs
lighter than a comparable steel cab, leaving that much more room for payload.
It’s thoroughly insulated and has nice
thick floor covering and upholstery on
the walls and doors. That helps deaden
road and powertrain noise to a remarkable degree—especially for a day cab.
While shooting a video on the CT680L,
my in-cab narration required almost no
noise reduction in post production to
make the speech intelligible. Had there
been someone in the cab with me, we
could have easily carried a conversation
at a normal speaking volume.
The driver environment is nicely
appointed and featured the premium
trim option. I found no shortage of storage compartments, including on the
doors, the back wall and up in the header above the dash. One of my favorite
design elements was the sculpted dash
surface. It too has several small trays or
nooks for putting stuff like keys, wallets,
phones, etc., but best of all it’s level and
does not slope down to meet the windshield. In many of today’s trucks, that
tSignificantly
Lighter Than
Conventional
Self Steers
tLonger Life
Dual Draw Key
King Pin
t9’’ Up Travel
tPre-Set Caster
Stays In
Constant
Alignment
tHighest Lateral
Stability Increases
Component Life
tIndustry
Standard
Service Kits
tMuch Less Expensive
Than Conventional
Self Steers
The CT680 dash bears a resemblance to Cat’s heavy equipment.
It’s attractive and has several storage trays on the top.
5,
5SBJMFS4FMG4UFFS
A big wrap-around windshield (available in 1- or 2-piece) offers stunning
visibility from the driver’s seat.
Email a request for more
information to:
[email protected]
MARCH 2016
51
In Gear
is more than an arm’s length away. Often,
objects placed on the dashes of those
trucks wind up slipping down out of reach,
or worse, down between the dash and the
windshield never to be seen again. Thanks,
Cat, for resisting that design trend.
I was particularly pleased with the overall visibility from the driver’s seat. It’s a
pretty tall cab, so that helps, but the big
windows, side and front, were a treat.
TRAILER
Even with the big square hood, seeing
clear in tight spots was easy and didn’t
require much craning of my old neck. A
special mention here for the hood-mounted mirrors. Some drivers eschew these
things as something for rookie drivers but
they help immeasurably with the side view
and they are as solid as a rock.
Getting under the hood for the driver’s
daily inspection was surprisingly easy.
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Cat has designed a clever hood latch that
requires a single motion of the hand, not
a complicated arrangement of hooks and
handles and catches. Even slicker still,
the hood is designed to be opened from
the side, where the latches are. You don’t
have to walk back out front again to pull
in the hood up. In fact, there isn’t even
a grab handle on the front of the hood.
Nice touch.
The inspection points were all easy to
access, even with the large splash guard
in place. There’s a lot of room under the
hood and much of the engine is accessible
from a position in the wheel well. Because
of its high ground clearance, getting at it
from below would be easy too, even for
a tech with a pretty big belly. It’s a small
item, but I think the CT680 has the easiest-to-change headlights of any truck in
the business. It’s literally a 30-second job
and requires no tools.
Getting on and off the truck is clean and
uncomplicated, and it’s a pretty big step up
to the cab. Well-placed grab handles help,
and the aggressive step plates will help
lessen the chance of a fall. One of my only
unflattering comments about the truck
comes with the width of the door opening.
True, it has big air cleaners outside and
that limits the swing of the door a little, but
I’m not a big guy compared to some drivers. That said, I just fit in the door without
a struggle, so if I was 50 pounds heavier it
might have been a challenge.
Driving the CT680
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52
TODAY’S TRUCKING
Driving the CT680 was anything but a
chore. The driving position was great,
the visibility even better. Cab noise and
ride quality were outstanding, and the
manoeuvrability surprised me. In fact, I
like everything about the way it steered.
I bobtailed the truck from Concord,
just north of Toronto, to Stoney Creek,
ON, on the Niagara Peninsula to pick up
a trailer, and ran into some stiff head and
crosswinds. The truck ignored them completely and maintained its lane position
perfectly. The CT680 has twin Sheppard
M100/M80 steering boxes, for times when
the front end is loaded right up. The feel of
the steering was very confident with a nice
over-center reaction.
I turned into a coffee shop on the way
to Stoney Creek and found a few extra
In Gear
Price
C
Critics might want to call attention
to the big square hood on the CT680. I
say it doesn’t really matter in this case.
Aerodynamics certainly aren’t the primary concern with a truck that will be
hauling heavy equipment on an open
deck trailer. There’s enough of a hit
there that sloping the nose down a little
won’t make much of a difference, and
it won’t be running at highway speed
all the time, like an OTR freight hauler.
Personally, I rather like the styling and
its big commanding presence.
Cat’s line of CT truck has been on the
market for fewer than five years, yet with
some help from Navistar they have managed to craft a really stylish and competent vocational truck. I admit to being a
little skeptical when I first heard about
Caterpillar’s entry into the Class 8 truck
market. But today, less than five years
later, I think the CT680 cements Cat’s
position as truck builder, along with
everything else it does so well. TT
MARCH 2016
cents per litre
Previous Week
(+/-)
Excl.
Taxes
WHITEHORSE
VANCOUVER *
VICTORIA
PRINCE GEORGE
KAMLOOPS
KELOWNA
FORT ST. JOHN
ABBOTSFORD
YELLOWKNIFE
CALGARY *
RED DEER
EDMONTON
LETHBRIDGE
LLOYDMINSTER
REGINA *
SASKATOON
PRINCE ALBERT
WINNIPEG *
BRANDON
TORONTO *
OTTAWA
KINGSTON
PETERBOROUGH
WINDSOR
LONDON
SUDBURY
SAULT STE MARIE
THUNDER BAY
NORTH BAY
TIMMINS
HAMILTON
ST. CATHARINES
BARRIE
BRANTFORD
GUELPH
KITCHENER
OSHAWA
MONTRÉAL *
QUÉBEC
SHERBROOKE
GASPÉ
CHICOUTIMI
RIMOUSKI
TROIS RIVIÈRES
DRUMMONDVILLE
VAL D’OR
SAINT JOHN *
FREDERICTON
MONCTON
BATHURST
EDMUNDSTON
MIRAMICHI
CAMPBELLTON
SUSSEX
WOODSTOCK
HALIFAX *
SYDNEY
YARMOUTH
TRURO
KENTVILLE
NEW GLASGOW
CHARLOTTETOWN *
ST JOHNS *
GANDER
LABRADOR CITY
CORNER BROOK
106.9
99.7
91.9
92.3
89.7
89.5
91.4
88.2
95.9
77.4
74.6
76.7
82.6
78.3
78.2
78.2
83.1
78.7
78.9
90.2
89.5
88.9
87.8
85.7
89.6
90.9
94.8
89.0
92.9
96.8
89.3
89.7
88.6
87.3
89.9
88.5
87.1
99.1
98.9
99.5
98.9
93.8
98.6
97.9
98.9
95.4
96.2
94.5
98.6
99.5
100.3
99.1
98.9
96.2
97.9
88.9
93.3
93.7
90.8
89.8
92.5
98.7
99.9
97.7
108.2
104.2
7.0
0.8
1.0
0.0
-0.6
-0.4
0.1
0.4
0.0
0.9
-1.0
1.2
0.0
-2.6
1.0
0.1
-1.5
0.2
0.0
-0.4
-0.1
1.1
-0.4
-1.0
0.3
-0.6
-0.5
1.2
-0.2
-0.9
-2.0
-0.6
0.1
-0.6
-1.0
0.0
0.0
0.9
0.3
1.6
0.0
-0.7
-0.3
0.0
0.4
-1.6
2.9
-0.8
3.9
3.5
6.2
2.8
3.5
2.3
0.7
2.9
3.9
5.3
4.1
3.9
5.3
0.0
3.4
1.8
3.3
7.5
90.6
57.3
57.4
61.3
58.7
58.6
60.4
57.3
78.2
56.7
54.1
56.0
61.6
57.6
55.5
55.5
60.1
56.9
57.1
61.5
60.9
60.4
59.4
57.6
61.0
62.1
65.6
60.4
63.9
67.4
60.7
61.1
60.1
58.9
61.3
60.0
58.7
62.0
61.8
62.3
65.6
61.2
63.4
61.0
61.8
62.6
59.6
58.2
61.7
62.6
63.3
62.2
62.0
59.6
61.1
57.9
61.7
62.1
59.6
58.7
61.0
62.4
67.9
65.9
75.3
71.7
CANADA AVERAGE (V)
89.7
0.5
59.4
CITY
ATERPILLAR announced in November
that it would begin designing and
building its CT-model trucks during the
first half of 2016 at its manufacturing facility in
Victoria, TX. Currently, Navistar builds the CT
trucks for Caterpillar in Escobedo, Mexico.
“The on-highway vocational truck product
family is important to our product line,” said
Chris Chadwick, Caterpillar’s director of the Global On-Highway Truck Group. “To
continue to provide the best solution for our customers, we will bring the design
and manufacturing of this product into Caterpillar, and the production specifically
to Victoria. Our updated strategy reaffirms our commitment to grow and develop
our presence in the vocational truck industry moving forward.”
Navistar will continue to manufacture trucks for Caterpillar through the end of
2016 as Cat transitions production to Texas. Bill Kozek, president, Navistar Truck
and Parts, confirmed the split, saying, “This next phase provides Navistar with an
exciting opportunity to introduce new technologies and product features into our
new line of premium vocational trucks that we’ll launch in 2016.”
In February Navistar launched the HX, for Heavy eXtreme, in four models to
replace its PayStar model on which Cat’s CT product line is based.
While unveiling the CT680 last May, Cat executives acknowledged that there
would soon be a 15-litre diesel offered in the CT series, but offered no hints as to
where it would come from.
Rob Hall, key account manager for the truck division at Toromont Cat in
Concord, ON, confirmed for Today’s Trucking in February that “an announcement
from Caterpillar on a 15-litre engine option is pending.”
53
HIGH PERFORMANCE
ENGINE OILS
total-canada.ca
Updated prices at www.kentgroupltd.com • Prices as of February 9, 2016 • V-Volume Weighted. (+/-) indicates price variations from previous week. Diesel includes both full-serve and self-serve prices. The Canada average price is based on the relative weights of 10 cities (*)
Price Watch
CAT BRINGING CT PRODUCTION
IN-HOUSE, ADDING 15-L ENGINE
turns of the wheel. It’s obviously set up
for vocational work and the extra turns
of the wheel make the steering that
much more precise.
The ride and handling of the truck
was above my expectations too. With
its heavy suspensions fore and aft, it
felt no different from my seat than
your typical well-crafted highway truck.
There are two air springs under the
back of the cab, set about as wide apart
as they can be. That added a nice stiffness to the cab when turning, but it
didn’t compromise the ride at all. In
fact, coupled with the parabolic taper
leaf front springs, I’d say it felt as nice
as anything I’ve driven lately.
After we grabbed a loaded trailer
from Battlefield Equipment in Stony
Creek, I wheeled around the area for
awhile, running mostly on the back and
sideroads and around the yard. Again,
the manoeuvrability stands out, along
with the general smoothness of the ride.
Diesel
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We’re looking for one driver who embodies the term “professional”. A driver with
that certain outlook on life and the industry that sets them apart from the rest.
A driver who gives to the community, operates with the highest regard for other
road users, and who generally sits tall in the saddle. In short, we’re looking for a
driver with STAR quality to be the 2016 Highway Star of the Year. The Highway Star of the Year
award is open to ALL drivers — company drivers and owner-operators alike. If you know someone
worthy of such an honor, please submit your nomination as soon as you can. We’ll be presenting the
award during Truck World 2016 in Toronto, ON., on Saturday April 16, 2016.
Winner will receive...
FORMS ARE
AVAlLABLE ON-LlNE
+ $10,000 IN CASH
+ An Eberspaecher Heater System
+ Road-ready, trucker-friendly laptop from OBAC
+ Special-edition leather Today’s Trucking jacket with
winner’s name and Highway Star of the Year logo
6
+ Travel and accommodations for two to Toronto for Truck World 2016
todaystrucking.com/hsoy
Having a winning driver on your team pays huge dividends. There’s free
publicity. It’s a morale boost, a proud flag to fly, and just entering
somebody’s name shows you care. The winning driver and his or her
carrier are often used as expert sources in subsequent magazine stories.
Nominate as many drivers as you want.
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PRODUCTWATCH
WHAT’S NEW AND NEWS FROM SUPPLIERS
INTERNATIONAL
HX
The PayStar is Reborn
The venerable PayStar is gone, replaced by
the new International HX Series, a line
of heavy vocational trucks and tractors
aimed at severe-service work. They’re the
company’s first new vehicles since 2010.
There are four models, with set-forward or set-back steer axles and long- or
medium-length hoods. You can order one
now, with delivery starting in April.
“The launch of the HX Series is an
opportunity for International to recap-
ture a leading position in the vocational
market, a segment we previously led,” said
Troy Clarke, Navistar president and CEO,
at the recent Las Vegas introduction.
The four HX models include:
The HX515, a 115-in. bumper-to-back
of cab truck with a set-forward steer axle.
Its primary vocations include concrete
mixer, construction dump, refuse/rolloff and crane carrier. Offered only in 6x4
trim, front or rear PTOs are available.
nline Resources:
For more new product items, visit
PRODUCT WATCH
on the web at todaystrucking.com
Its brother, the HX615, also comes with
a 115-in. BBC, in this case with a set-back
steer axle in truck or tractor form. It will
serve similar vocations plus construction
dump and platform. Only a rear PTO
is offered.
The HX520 is a 120-in. BBC set-forward
axle truck or tractor with primary vocations covering heavy-haul, construction
dump, and platform stake/crane.
And the HX620, with the same BBC
and a set-back axle, is also available as
a truck or tractor. But with this one you
can get a front axle rated up to 22,000 lb
and tandem rears to 70,000. A 69,000-lb
tridem version is also offered. Like the
HX520, it can be ordered with dual
external air cleaners.
The HX515 and the HX615 models are
powered by Navistar N13 diesels rated up
to 450 hp and 1550 lb ft, while the HX520
and HX620 models get the Cummins
ISX15 with ratings up to 600 hp/2050 lb ft.
A sloped hood helps with forward
vision while a 40-degree front wheel
MARCH 2016
57
Product Watch
cut makes for good maneuverability.
The frame is huck-bolted together, and
available on all models are 12.5- by 0.5in. main rails rated at 3.5 million resistance-bending moment at 13 percent less
weight than a 10-in. rail, allowing room
for a heavier load.
The HX sports industry’s only aluminum cab on a vocational truck, and the
three-piece Metton LMR (liquid molding
resin) hood is said to be stronger and
lighter than fiberglass and is designed
to resist cracking. Doors feature
stainless steel piano hinges, which
will please many.
The HX Series also gets the new
DriverFirst cab air suspension, designed
with 52-in. springs to produce a comfortable and quiet ride.
See www.internationaltrucks.com
Pass the toughness test
with Eco-flaps®.
TERRAPRO GETS
TELEMATICS
GUARDDOG CONNECT TELEMATICS
NOW STANDARD ON MACK TERRAPRO
MODELS WITH THE MP ENGINE
GuardDog Connect, Mack’s integrated
diagnostics and telematics product,
is now standard in all Mack TerraPro
cabover trucks equipped with a Mack
MP engine.
It monitors fault codes that could
potentially shut down a truck or lead to
an unplanned visit to the shop. It quickly
diagnoses problems and automatically
schedules dealer repairs, also confirming
that needed parts are in stock and ready
to install, all while the truck is still on
the job.
Mack made GuardDog Connect standard on the TerraPro concrete pump
chassis last year, the first OEM to offer
such support service for pump applications. GuardDog Connect has been
standard on the Mack Pinnacle, Mack
Granite and Titan models since 2013.
Aside from a concrete pumper chassis, TerraPros can be configured for
applications like dump, mixer, and
refuse collection.
See www.macktrucks.com
Made from durable, high-impact nylon, Eco-flaps® splash guards
pass the toughness test by increasing durability and providing
longer life than competitive flaps. Molded, aerodynamic channels
reduce wind resistance, moving air and water through the flap
surface with minimal drag to improve fuel economy up to 3.5%.
Boasting a full 2-year warranty. Available in 18- and 24-inch
widths, and 24-, 27-, 30- and 36-inch lengths. Call us at
866-543-5277, or visit us at ecoflaps.com.
58
TODAY’S TRUCKING
MERITOR EXPANDS
CLUTCH LINE
MERITOR’S NEW LINE OF ALLFIT
CLUTCHES COVERS HEAVY-, MEDIUM- AND
LIGHT-DUTY TRUCKS
Meritor is releasing a new line of aftermarket AllFit clutches that includes
both manual-adjust and self-adjusting
models that covers heavy-, medium- and
light-duty trucks.
The new clutch line — with brand
new internal components — includes
a standard one-year product warranty
with labor reimbursement up to $800.
Product Watch
Meritor
AllFit clutch
wheel prior to initial refinishing.
The company says its EverSteel product enables customers to save as much
as $105 in refinishing and maintenance
costs, as well as the downtime associated
with taking wheels out of service.
Independently-performed cyclic corrosion testing (GM9540P) showed that
EverSteel wheels, according to Accuride,
demonstrate six times longer life than its
North American and offshore competitors and double the operational life of its
own Steel Armor steel wheels.
The new technology is available initially on two Accuride 22.5 x 8.25 steel
wheels: 50408 (2 hand-hole) and 50487
(5 hand-hole). The wheels are available
now in white, black, and grey.
See www.accuridewheelendsolutions.
com
The clutch launch is supported by a
new catalogue that covers the full line of
AllFit clutches, clutch accessories, and
installation kits. It includes essential
replacement details, product views,
an installation guide, and key crossreference charts. A guide helps users
determine the proper clutch for their
application.
The manual-adjust model is designed
to maximize uptime and offer more
comfort for drivers, says Meritor. The
high-torque, easy-pedal-effort clutch
reduces severe drivetrain vibration to
lower maintenance costs and minimize
downtime.
The self-adjusting model is designed
to help extend service life by eliminating
the downtime typically associated with
regular clutch adjustments.
See www.meritor.com
ANTI-RUST
WINTER WHEELS
ACCURIDE IS OFFERING A FIVE-YEAR
WARRANTY AGAINST CORROSION FOR
ITS NEW EVERSTEEL WHEELS
Accuride is offering a five-year warranty
against corrosion for its new EverSteel
wheels, marketed as a must for fleets
operating in ice and snow.
Traditional steel wheels need to be
refinished about every three years to
maintain performance and appearance.
By delaying the onset of corrosion for up
to eight years, Accuride says its EverSteel
coating extends the usable life of the
MARCH 2016
59
Product Watch
LONGER DPF CLEANING
INTERVALS
CUMMINS ANNOUNCES AN EXTENDED
DPF ASH-CLEANING INTERVAL ON ITS
ISX15 ENGINE
Cummins has announced two enhancements for its ISX15 engine: an extended
diesel particulate filter (DPF) ash-cleaning interval and the Encore Xtra protection plan.
The 2016 ISX15’s DPF can reach an
ash-cleaning interval reaching up to
500,000 miles (804,672 km) for conventional linehaul applications with fuel
economy greater than 5.5 mpg. How
did they do it? Cummins credits design
enhancements that reduced oil consumption and ash accumulation.
Encore Xtra is a new in-service
extended protection plan available
for 2010 and 2013 ISX12 and ISX15
engines. The plan must be registered
by 6 years/650,000 miles and after any
current extended coverage has expired.
While traditional Encore plans have
only been available to used-truck buyers,
Encore Xtra is also available to the first
owner in recognition of some customers’
longer trade cycles. With extended maintenance intervals and increased peace of
mind, Cummins says the result is lower
cost of ownership for the first owner and
increased residual value at time of resale.
See cumminsengines.com
EXPANDED VOCATIONAL
AMT LINE
designed to improve vehicle control for
vocational use.
The transmissions can be spec’d with
optional Urge to Move, Creep Mode, and
Blended Pedal functionality for better
low-speed maneuverability in situations
such as backing into a loading dock or
moving around a construction site.
Eaton says other benefits, compared
to its UltraShift Plus automated manual,
include reduced weight, increased efficiency, and lower maintenance costs.
The Fuller Advantage is ready for
vocational duty with 110,000-lb GCW
capability, 6- and 8-bolt PTO openings,
and driver confidence features such
as Hill Start Aid and intelligent gearselection logic.
See www.eaton.com/roadranger
EATON HAS EXPANDED COVERAGE OF
ITS FULLER ADVANTAGE SERIES OF
10-SPEED AUTOMATED OVERDRIVE
TRANSMISSIONS
Eaton has expanded coverage of its
Fuller Advantage series of 10-speed automated overdrive transmissions to include
use in more vocational applications.
Initially launched in other applications
in 2013, the Fuller Advantage has
now been configured with features
Eaton Fuller
Advantage
YOU CAN’T GET THERE FROM HERE
Ice Work If You Can Get It
From around Christmas ‘til Valentine’s-ish, Sainte-Anne-de-la-Pérade, a few klicks south of
Quebec City, is the tomcod ice-fishing Capital of the World. Hundreds of electrified huts
appear on the Sainte-Anne River; as if the whole town takes a month-and-a-half off to icefish.
There’s no place like it. As of press time, readers Eric Poulin of Scott, QC, Gene MacDonald of
Charlottetown, PEI, and Randy Post of Tilbury, ON, identified the location. If you know where
this month’s statue is, call Dave Nesseth at 416-614-5813 or email him at [email protected].
The first 10 correct guessers win a swell Today’s Trucking cap.
February
Answer:
Sainte-Annede-la-Pérade, a
few klicks south
of Quebec City.
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60
TODAY’S TRUCKING
National Advertisers
Canadian Fleet
Maintenance Summit
www.trucksummit.ca
Cat Scale
www.catscale.com
Cummins Canada
www.cummins.com
Detroit Diesel Engines
www.demanddetroit.com
Double Coin
www.DoubleCoinTires.com
Eaton
www.ultrashiftplus.com
Eberspächer
www.eberspaecher-na.com
Eco Flaps
www.ecoflaps.com
Goodyear
www.goodyeartrucktires.com
Great Dane Trailers
www.greatdanetrailers.com
Hendrickson
www.hendrickson-intl.com
Hino
www.hinocanada.com
49
48
23
2
41
14
43
58
12, 13
18
4
38
HighwayStar of the Year
54-55
Howes Lubricator
47
www.howeslube.com
International Truck & Engine
32
www.InternationalTrucks.com
Isaac Instruments
59
www.isaac.ca/transport
Location Brossard
split insert
www.brossard.com
Mack Trucks
28
www.macktrucks.com
Manac
24
www.manac.ca
PeopleNet
Communications
36 (split ad)
www.peoplenetonline.ca
Peterbilt
back cover
www.peterbilt.com
Petro Canada
42
www.petrocanada.ca/osr
Prolam
63
www.prolamfloors.com
Ridewell
51
www.ridewellcorp.com
Ryder
40
www.ryder.com
SAF Holland
16
www.safholland.ca
Shell
6
www.rotella.com
Stoughton Trailers
15
www.StoughtonTrailers.com
Today’s Trucking
36 (split ad)
Total Canada Inc.
53
www.total-canada.ca
Trailer Wizards
52
www.trailerwizards.com
Truck & Trailer
56
www.trackandtrailer.ca
Truck World Show 2016
8-9, 44
www.truckworld.ca
Utility Trailer
31
www.utilitytrailer.com
Volvo Trucks North America
21
www.volvotruckscanada.com
Watson & Chalin
34
www.watsonsuspensions.com
COMPANIES IN THE NEWS
A
Accuride . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
B
Bison . . . . . . . . . . . . . . . . . . . . . . . . . . . .20, 29
Bridgestone . . . . . . . . . . . . . . . . . . . . . . . . 48
Bruce Tait Construction . . . . . . . . . . . . . 26
C
Canada Cartage . . . . . . . . . . . . . . . . . . . . . 20
Caterpillar . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Consolidated FastFrate. . . . . . . . . . . . . . 29
Continental Tire. . . . . . . . . . . . . . . . . . . . . 46
Cummins Inc. . . . . . . . . . . . . . . . . 20, 26, 60
E
Eaton . . . . . . . . . . . . . . . . . . . . . . . . . . . 50,60
F
Freightliner . . . . . . . . . . . . . . . . . . . . . . . . . 23
G
Giti Tire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Goodyear . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Google . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
H
Hendrickson . . . . . . . . . . . . . . . . . . . . . . . . 50
Hino . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
I
International. . . . . . . . . . . . . . . . . . . . .23, 57
K
Kenworth . . . . . . . . . . . . . . . . . . . . . . . .23, 39
Kriska. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
L
Left Lane Associates . . . . . . . . . . . . . . . . 25
M
Mack . . . . . . . . . . . . . . . . . . . . . . . . 23, 26, 58
MD Alignment . . . . . . . . . . . . . . . . . . . . . . 47
Meritor . . . . . . . . . . . . . . . . . . . . . . . . . .50, 58
Michelin . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Mitsubishi Fuso . . . . . . . . . . . . . . . . . . . . . 23
Morneau Sego . . . . . . . . . . . . . . . . . . . . . . 20
Mullen Group . . . . . . . . . . . . . . . . . . . . . . . 29
N
Navistar . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
R
RT Systems . . . . . . . . . . . . . . . . . . . . . . . . .
RTL Robinson . . . . . . . . . . . . . . . . . . . . . . .
Ryder Systems . . . . . . . . . . . . . . . . . . . . . .
S
SCS Software . . . . . . . . . . . . . . . . . . . . . . .
T
Tire Stamp . . . . . . . . . . . . . . . . . . . . . . . . .
Titanium. . . . . . . . . . . . . . . . . . . . . . . . . . . .
TransX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Trimac . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
V
Volvo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
W
Western Star . . . . . . . . . . . . . . . . . . . . . . . .
Y
Yokahama . . . . . . . . . . . . . . . . . . . . . . . . .
Z
Zzen Group . . . . . . . . . . . . . . . . . . . . . . . . .
41
16
45
41
45
29
29
29
23
23
48
29
P
Peterbilt . . . . . . . . . . . . . . . . . . . . . . . . .23, 39
MARCH 2016
61
Rear View
By Peter Carter
Roger.
Over but Not Out.
Why you should always talk to strangers.
S
cientific fact: If you’re at an all-inclusive resort on a sunny
warm morning and an attractive woman in a bathing suit
sipping on a straw that’s stuck into a huge coconut smiles
at you, it is physically impossible to not smile back and say “Hi!”
I made this breakthrough at about 10 a.m., Jan. 1, 2016, when
my wife Helena and I were staying at the
Melia Cayo Santa Maria Resort in Cuba.
Roger Perry
Even more interesting? The subsequent conversation with that coconut-milk woman taught me a few things
about the Canadian trucking industry.
And life.
After she and I started talking, she
asked where I was from and what sort
of work I do.
“You have to meet my husband,” she
said, “He’s an owner-operator.”
“Name’s Roger Perry,” a guy who
looked like a C&W bass player said
from the beach chair beside hers. Then,
taking me completely by surprise, added,
“I know you. We met a few years ago.”
Since I started this job, I’ve met, oh,
a few thousand truckers. Most encounters were brief. Many were on the phone
or via snail mail. I don’t remember every meeting (though I’d like
to) and I feel bad when I can’t immediately recall them. Which
was the case here.
He said I had interviewed him on the phone when he and
his sons were travelling from their Beamsville, ON., home to
Nicaragua, on a charitable mission to help locals source fresh
drinking water. It was the kind of project I love writing about.
For some reason, a story never materialized.
That happens, too. I interview someone but the account never
sees print. I feel guilty about those, as well.
However, if Roger had any hard feelings, you couldn’t tell.
Rather, he and his wife Catherine were super kind and fun to
talk to.
I often carry a Today’s Trucking cap and magazine around with
me, for occasions like this. I fetched them for Roger, but Catherine
very charitably snatched the hat and gave it to somebody who
62
TODAY’S TRUCKING
needed it more than her husband. She gave it to Alex, a Cuban
groundskeeper hard at work raking the grass beside the pool.
The more we talked, the more we learned we had in common:
Catherine, like my wife Helena, is Polish-Canadian; we each have
three kids we worry about; I was the youngest of 10; Roger’s the
second-last of eight. Grew up in religious households.
Roger fell in love with trucks when
he was being raised by his missionary
father in India. And like most of the
preacher’s kids I know, he’s a riveting
storyteller and intent listener.
Solid citizen, too. Not only did they
help Nicaraguans with their wells, this
past January, the Perrys sponsored
a family of Syrians to a new life in
Beamsville.
Making friends with Roger and
Catherine was one of the highlights of
my winter.
But remember a dozen paragraphs
ago I said she taught me something
important about the Canadian trucking industry? It was actually more a
case of “reminding” than “teaching”.
Reminder A: If you’re born in Canada, you’ve already won
the lottery. Odds are not many Cuban truckers vacation at allinclusive resorts.
Reminder B: Almost every driver I’ve met over the years has
had great stories to tell and they are almost all goodhearted.
What truckers do, by definition, is help people get stuff they
need. And I once profiled a 72-year-old Sikh driver who was so
proud of the story that he gave me a little gift after it was published. Only in this industry would that happen.
Reminder C: For reasons I won’t go into here, this is my last
issue as editor of Today’s Trucking. I hope I’ve been entertaining
and reassuring; and I leave happy, confident that the friendships
I’ve made over the years will remain intact, never mind what road
I head down next.
Getting to know you readers has been a privilege and a joy.
Keep up the good work. TT
ONCE YOU
HAVE IT,
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NEVER
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Special - Today`s Trucking

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