Women Drive - Today`s Trucking

Transcription

Broker Fix
Truck World 2016
Managing your freight brokers, PG. 33
April 14-16, 2016 • truckworld.ca
Canadian Mail Sales Product Agreement #40063170. Return postage guaranteed. NEWCOM Business Media Inc., 451 Attwell Dr., Toronto, ON M9W 5C4.
The Business Magazine of Canada’s Trucking Industry
Ontario cracks
down (again).
Can we keep
the wheels on?
PAGE 35
Women
Drive
WITH
PAGE 12
April 2016
PAGE 26
www.todaystrucking.com
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VOLUME 30, NO.4
April 2016
42 Spec’ing trailer floors
RUNAWAYS
Ontario cracks down (again).
Can we keep the wheels on?
35
51 Suspension maintenance
NEWS & NOTES
FEATURES
12 DISPATCHES 26
WOMEN WITH DRIVE
STREET SMARTS
VIEW MASTERS
Cameras, sensors and mirrors expand the view
around trucks. Is there too much of a good thing?
— BY DAVE NESSETH
17
18
18
20
20
21
22
24
70
Ontario, U.S. toughen
training
Caterpillar kills its highway
vocational
Lanes reopen at
Nipigon Bridge
Minor criminals as drivers?
Pardon?
U.S. to redefine risky
business
Logbook
Trending
Heard on the Street
Truck of the Month
31
TRUCK WORLD
42
TRAILER FLOORING
WORLD COMES TO TORONTO
Truck World trade show returns April 14-16,
companion maintenance summit on April 13.
OPINIONS
7 LETTERS
9 JOHN G. SMITH
11 ROLF LOCKWOOD
33 MIKE MCCARRON
SERVICE DEPT
59 LOCKWOOD’S PRODUCTS
65 GUESS THE LOCATION, WIN A HAT
BOTTOMS UP
The right floor will help to maximize trailer life.
— BY JIM PARK
51
SUSPENSIONS
SUSPENDED ANIMATION
Suspensions don’t need anywhere near the
maintenance they once did, but it’s time to
get moving on a few maintenance practices.
— BY JIM PARK
69 COMPANIES IN THE NEWS
COVER PHOTO: John G. Smith
Operation Wheel Check has inspected
29,400 wheel assemblies.
APRIL 2016
5
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Letters
Shine the light on common courtesy
The Business Magazine of Canada’s Trucking Industry
NEWCOM BUSINESS MEDIA INC.
451 Attwell Dr., Toronto, ON M9W 5C4
416/614-2200 • 416/614-8861 (fax)
VICE PRESIDENT, EDITORIAL
Rolf Lockwood, MCILT
[email protected] • 416/614-5825
EDITOR
John G. Smith
ASSOCIATE EDITOR
Dave Nesseth
CONTRIBUTORS:
Steve Bouchard, Mike McCarron,
Jim Park, Nicolas Trépanier
DESIGN LAYOUT
Tim Norton, Frank Scatozza
PUBLISHER
Joe Glionna
NATIONAL ACCOUNTS MANAGER
Heather Donnelly
REGIONAL ACCOUNTS MANAGER
Nickisha Rashid
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Jim Glionna
CONTROLLER
Anthony Evangelista
PRODUCTION MANAGER
Lilianna Kantor
DIRECTOR OF CIRCULATION
Pat Glionna
416/614-2200 • 416/614-8861 (fax)
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
weights of at least 19,500 pounds, and for truck/trailer dealers and heavy-duty
parts distributors. Subscriptions are free to those who meet the criteria. For
others: single-copy price: $5 plus applicable taxes; one-year subscription:
$40 plus applicable taxes; one-year subscription in U.S.: $60 US; one-year
subscription foreign: $90 US. Copyright 2016. All rights reserved. Contents may not
be reproduced by any means, in whole or in part, without prior written consent
of the publisher. The advertiser agrees to protect the publisher against legal
action based upon libelous or inaccurate statements, unauthorized use
of photographs, or other material in connection with advertisements placed
in Today’s Trucking. The publisher reserves the right to refuse advertising
which in his opinion is misleading, scatological, or in poor taste. Postmaster:
Address changes to Today’s Trucking, 451 Attwell Dr., Toronto, ON M9W 5C4.
Postage paid Canadian Publications Mail Sales Agreement No.40063170.
ISSN No. 0837-1512. Printed in Canada.
We acknowledge the financial support of the Government
of Canada through the Canada Periodical Fund of the
Department of Canadian Heritage.
Kenneth R. Wilson
Award Winner
Member
Canadian Business Press
Dear Editor,
As commercial drivers for many decades, my coworkers and I
have been pondering a fairly recent development. We wonder
why, in recent years, common courtesy in regards to oncoming
traffic on two-lane highways has disappeared.
Have dimmer switches been eliminated? Do bumper lights
not have off switches? We are a regional hauler in Northwestern
Ontario and run on two-lane highways exclusively, when not
off road.
I am genuinely curious if this is a regional phenomenon or if
it is widespread. If it is widespread, I think this is an interesting
conversation and relevant topic for a magazine such as yours.
— Hugh Mason, driver
Dryden, Ontario
Strike 2 on the Top 100
Email:
[email protected]
SEND YOUR
LETTERS TO:
Newcom
Business Media,
451 Attwell Dr.,
Toronto, ON
M9W 5C4
If we publish
your letter, we’ll
even send you a
Today’s Trucking
hat as our thanks.
Dear Editor,
I just received my copy of March’s Today’s Trucking, and for the second year in a row,
you have forgotten us. Not sure if they called us for info or checked CVOR records, but
there’s a disconnect somewhere.
The Cooney Group just celebrated 70 years in business, now with its third generation
of family ownership in myself and Wayne Cooney. Why are we not mentioned in the
Top 100? Last I checked, we were certainly worthy of the mention. Proof of life can be
found at www.cooney.ca or a drive by the head office at 77 Bellevue Drive, Belleville, ON.
All kidding aside … current rough numbers have us employing 250+ people, operating over 200 trucks and somewhere around 600 trailers, over five divisions throughout
North America.
— Adam Cooney, MBA, Executive Vice President, Cooney Group
ED: Thanks for your letter. This was clearly an oversight on our part, and the Cooney Group certainly
qualifies for the Top 100 list. You can be sure that we’ll be reaching out when compiling the 2017 list.
Take it as a promise from a new editor who is a former Bellevillian.
Exploring the cause of a wheel challenge
Dear Editor,
To this very day I have never seen a wheel loosened by the rotation of a wheel nut. Good
maintenance practices, calibrated torque wrenches, scheduled re-torque procedures,
scheduled maintenance, rotation of tire and wheel assemblies, and diligence by operators are all factors in being able to achieve that milestone.
This is not to downplay the efforts and duties of technicians under the gun right
now. They have a formidable task and huge responsibility. I offer nothing but praise for
the efforts and responsibility taken on by each and every technician – and also Today’s
Trucking, for being there as a bit of a guiding light.
As a seasoned technician that outgrew the industry, I would like to offer up my
opinion. The wheel-offs have been an ongoing issue since we had wheel-ons.
Steel fasteners (used to clamp hub pilot aluminum wheels) are an issue. The steel
fastener is able to stretch a bit. Two aluminum rims – at high braking temperatures –
cannot overstretch the stud. However, when the rim and brake assembly cools down,
the rims contract more than the studs. After several thermal cycles, the clamping force
of the wheel studs is diminished and eventually we reach the point where you are with
rims running loose, off-centre, and wearing on hub pads.
— Matt Duga
by email
APRIL 2016
7
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Editorial
By John G. Smith
Runaway and Repeat
Ontario is cracking down in the wake of killer
truck wheels. The story sounds all too familiar.
I
’m experiencing a new day and new job at Today’s Trucking,
but there is no escaping the sense of déjà vu. Yes, I still lean on
my GPS to find the office, and I think it will be several months
before I remember the phone number, but something feels oddly
familiar. Too familiar.
Two motorists are dead, killed by runaway truck wheels,
and Ontario enforcement teams are in the midst of Operation
Wheel Check – a campaign that leaves zero tolerance for any
defects involving wheel rims, hubs and fasteners. If any problem
is found, the equipment is parked. As this edition went to press,
three targeted blitzes had inspected 29,400 wheel assemblies.
More of the unannounced 24-hour blitzes were planned.
Paul Koenderman’s GMC Yukon was crushed this January
as he traveled down Highway 400, north of Toronto. That fatal
accident happened barely two months after a wheel smashed
through Kimberly Coordes’ windshield as she traveled Highway
401, outside of London. But this is not why the story sounds
familiar. I was reporting similar tragedies when I first began
writing about trucks in 1995 as the newly hired editor of
Truck News. Back then, the story included the death of Angela
Worona, who was killed at the wheel of her Pontiac Grand Am.
Jamie Tyrrell died in another collision barely two months later.
The trucking industry’s entire image was under siege in those
days as obscure maintenance issues became leading news items
in one of the most densely saturated media markets in North
America. Roadside inspections attracted more TV crews than
a Leafs game. Drive a truck for a living? You had to be ready to
discuss vehicle safety over the dinner table.
Plenty has changed since a coroner’s inquest was launched
into the 1995 deaths. Ontario mandated industry-developed
training for wheel installers and introduced fines of $2,000 to
$50,000 – the steepest such penalties in North America. The
fines even include an “absolute liability” provision that accepts
no excuses about why a wheel broke free.
So far the $50,000 fines have been more of a threat than reality.
Most penalties run closer to $2,000, and even the “absolute”
provision has failed in court. One fleet won a case by arguing
that its wheels did not detach from fasteners. The entire wheel
assembly broke free. “Suppose a tractor-trailer lost the trailer
it was hauling,” Judge John Laskin concluded in that situation.
“Although the trailer would have separated as a unit, because it
included wheels, the owner of the rig could be convicted … such
a result seems unreasonable.”
But make no mistake about it. A crackdown is underway.
Ontario police have laid criminal negligence charges because
of a recent wheel separation. Sources tell Today’s Trucking that
the Ontario Ministry of Transportation has approved plans
to revoke a Motor Vehicle Inspection Station’s licence. The
Ontario College of Trades
is looking to revoke a mechanic’s Trade Qualification
Certificate. Everything from
wheel installation practices
to preventive maintenance
programs and inspection procedures are being evaluated.
As far as the province has come, there are still gains to be
made. The Ontario Ministry of Transportation reported 215
wheel offs in 1997. The numbers dropped to 47 in 2010, and
have been gradually rising since then. Last year there were 127.
The totals probably scratch the surface. Given the penalties, few
fleets are likely to report a wheel that rolls deep into the rhubarb
off the side of the road.
But the challenge of lost wheels is not unique to Ontario. This
should be a wakeup call to fleets, shops and drivers everywhere.
It’s because everyone plays some role in the solution. Installers
need to clean mounting surfaces and use torque wrenches to
tighten fasteners in star-shaped patterns. Drivers need to watch
for issues such as cracks in wheels or rust weeping from the bolt
holes. Purchasing managers need to buy components that are
able to withstand the forces which conspire against them; manufacturers are called on for products that are up to the challenge.
(See Rolf Lockwood’s report on page 35 for more insights.)
Let’s all take the steps to ensure this story doesn’t repeat
itself. TT
“This should be a
wakeup call to fleets,
shops and drivers
everywhere.”
John G. Smith is editor of Today’s Trucking.
You can reach him at 416-614-5812 or [email protected].
APRIL 2016
9
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Lockwood
By Rolf Lockwood
Change and no change
We have a new editor but remain true to the
foundation established 29 years ago.
A
nother milestone in the history of this magazine sees
John G. Smith take over the editorship from Peter Carter,
who has gone on to till new fields. Today’s Trucking is in
good hands. Many of you will know John from his days as editor
of Truck News. He knows trucking, and he’s very involved.
We all wish Peter well.
John is just the fourth editor of Today’s Trucking since its
inception way back in 1987. For several years I was a one-man
editorial band until I had the good sense to hire Stephen Petit.
A few years later he took on the editor’s role until the lure of his
native Seattle took him home again. Then it was Peter’s turn.
Any magazine is defined to some very large extent by its editor
and the character of this one has changed with each successive
man at the helm. It will be different again with John in the hot seat.
But what hasn’t been altered one iota in nearly 30 years – holy
moly, that many? – is our love of trucks, trucking, and the people
of our industry. Not to mention the keystone of it all, our wish
to serve. Make no mistake, this is a for-profit enterprise, but
I believed at the outset that my editorial purpose was to help
readers make better business decisions. Help them make a buck,
simply put. Nothing has changed.
So John takes over from Peter who took over from Stephen
who took over from me. I haven’t gone anywhere, obviously, and
will continue in my luxurious role as editor at large. That means,
in essence, roaming the globe – I wish – exploring various issues
and especially the technologies that you’ll meet in the years to
come. The result of that effort is split between the magazine and
my fortnightly e-newsletter, The Lockwood Report. I won’t be
writing the lead editorial any more, which suits me fine. Gives
me a little more leeway in choosing the subject matter.
My radar screen is crowded right now, but the central focus
is on ELDs. Electronic Logging Devices have been mandated in
the U.S. starting next year and we’ll have them here too, sooner
rather than later. For sure.
I wrote about them last month (‘Uncooked Books’, p. 9)
and have had a lot of feedback, all of it positive. While allowing that such electronic monitoring may help some already
buttoned-down fleets and drivers, I maintained that productivity
will suffer if the absurdly unrealistic hours-of-service rules are
actually followed, as they’ll have to be. I also said, and there can
be no argument about this, that the relationship between drivers
and dispatchers is where the law and company policy disappear
and reality takes over.
“Just have to give you a cheers,” wrote one reader in response.
“This ‘Uncooked Books’ editorial is right on the money.”
Another reader, a veteran driver now well up the management ladder at a major fleet, wrote a near novel in which he said
we must give ELDs the chance to force change in the industry.
He agreed that HOS rules are ridiculous but said they’re something we just have to live with.
But I’m not so sure.
I say that because the U.S.
Federal Motor Carrier Safety
Administration is now being
urged, and strongly, to make
a bunch of improvements in
data and research methods “to
support a more comprehensive understanding of the relationships between operator fatigue
and highway safety and between fatigue and long-term health.”
That comes from a new report prepared for the FMCSA by a
committee of the National Academies of Sciences, Engineering,
and Medicine, released just before press time. It argues that
existing databases don’t offer enough “...information on sleep
deficiency in CMV drivers, their adherence to HOS rules, and
their crash frequency as a result of fatigued driving. Therefore,
research on the linkage among hours of service, fatigue, and
accident frequency is hampered by imperfect knowledge of the
three most central variables.”
The National Academies contends that any newly proposed
changes to HOS rules and those for the medical certification of
commercial drivers “need to be based on research-supported
understanding of the costs and benefits of such changes.”
In other words, as I’ve been saying for ages, the ‘science’
– which is a generous descriptor – behind the existing HOS
mandate just plain isn’t good enough. We need a better system
based on better science, and one of the most respected academic
institutions on the continent says so.
I coulda told ‘em. TT
I believed at the outset that my editorial
purpose was to help
readers make better
business decisions.
Rolf Lockwood is vice-president, editorial, at Newcom Business Media.
You can reach him at 416-614-5825 or [email protected].
APRIL 2016
11
Women with Drive
Only 3% of drivers are women. Want more?
Consider mentorships, a work-life balance – and some respect.
Alison Theriault was beginning to doubt the stories
she was told about a driver
shortage. Her job search was
coming up empty despite a
university education, background in the military, and
newly minted licence. She
even went so far as to post an
online ad on Kijiji, promoting
the idea that she was qualified
and ready to work.
A screaming voice at the
end of the phone suggested
otherwise. “He just said, ‘How
dare you? Who the hell do you
think you are? I just assumed
(you were) a man. We don’t
put women in trucks here,’”
Theriault recalls. Another
recruiter suggested the option
of marrying a man who could
drive. “In his opinion, single,
young women do not belong
in trucks.”
Theriault proved them
wrong. These days she is a
team driver with Clarke Road
Transport, although clearly
12
TODAY’S TRUCKING
Alison and Katrina Theriault have broken gender barriers as team drivers. They are among the minority.
in a minority. While women
represent 48% of Canada’s
available workforce, they still
account for barely 3% of truck
drivers and techs, according
to Trucking HR Canada,
which studies the trucking
industry’s HR challenges
and develops strategies to
solve them. Things are not
much better in fleet offices,
where just 11% of managers
and 18% of dispatchers are
women. Don’t think the
lack of women is a problem?
Consider how many recruiting issues could be solved by
essentially doubling the pool
of available candidates.
The underlying gender
barriers recently led Trucking
HR Canada to host its second
annual Women with Drive
summit, where Theriault and
female peers from the driver’s
seat to the boardroom table
shared stories about challenges and potential solutions
alike. “It isn’t very often in
our industry that we have this
Photos by Peter Power
By John G. Smith
TRAINING — PG. 17
Ontario, US close in on
tougher driver training
MANUFACTURING — PG. 18
Caterpillar kills its
on-highway vocational
LEGAL — PG. 20
Minor criminals as drivers? Pardon?
Stressing the value of mentorships were Andreea Crisan, Andy Transport COO and executive vice
president; Angena Kalhar, XTL president; Jacquie Meyers, Meyers Transport president; Katie Erb,
Erb Transport inside sales; and, Kelli Saunders, Morai Logistics president.
Kelley Platt, Western Star
president: “We have to
challenge (women) to look
at different roles.”
many women together in
one room,” observed Trucking
HR Canada CEO Angela
Splinter, referring to the
room packed with 180 people.
“Our goal is to keep that
conversation going.”
Admittedly, not every
barrier is created by an outside force. Kelley Platt, now
president of Western Star
and Daimler’s Chief Diversity
Officer, said she sold herself
short. She was involved in
reviewing candidates for different career paths, but never
thought of putting forward
her own name to lead the
team responsible for school
buses. The CEO had to call
with that offer. “That told
me we’ve got to look at different places, and we have to
challenge (women) to look at
different roles,” Platt said.
The presenters offered different reasons as to why they
were willing to push through
different gender barriers in
trucking. Andreea Crisan,
COO and executive vicepresident of Andy Transport,
began helping her father with
the books as he expanded
beyond a single truck. Angena
Kalhar, KTL Transport’s president, recalled passing her dad
tools in a household where
gender was never presented
as a barrier. Katie Erb, with
Erb Transport’s inside sales
team, grew up believing she
could do anything her brother
did. Katrina Theriault, who
was struggling to make ends
meet in a service job, realized
more money could be made if
she joined her wife as a team
driver. (They did even better
after moving to a fleet that
did more than split the mileage rates in two.) Samantha
Sharpe of Nova Truck Centres
decided on a career path in
the shop after she realized
the limits of pay in her Early
Childhood Education job. At
first she struggled to pick up a
sledge hammer. Now she finds
the joy in gaining strength
and understanding alike.
“Like, yeah, I can get that tire
on by myself.”
But they all agreed that
fleets could do more when
looking to attract women
to the jobs. It’s something
that will become increasingly important as today’s
drivers approach retirement,
and recruiters face increasing competition from other
industries looking to
attract the same trademinded workers.
Mentorships were presented as one of the most valuable
tools for retaining women
who are ultimately recruited.
Said Crisan: “There’s a special
place in hell for women who
don’t help other women.”
“I’ve worked very hard
on surrounding myself with
people I can learn from,” said
Jacquie Meyers, president of
Meyers Transport, referring
to male and female mentors
alike. “It’s changed my life.”
Such help is hardly limited
to formal programs. Sharpe
referred to ways that she
leans on a female co-worker
in the shop. (“Sometimes you
need to have a girl moment
in a very male-dominated
field.”) It isn’t the only place
she has found support, either.
The apprentice described
APRIL 2016
13
Dispatches
her male shop foreman as the biggest
supporter. One customer who demanded that repairs be completed by a man
was simply directed to another business
down the road.
Several speakers also stressed the
value of creating workplaces which promote a work-life balance, particularly
since women continue to be the primary
caregivers in many families. Kalhar lik-
14
TODAY’S TRUCKING
ened it to a safety briefing familiar to
anyone who ever flew on an airplane.
Put on your own oxygen mask before
assisting others.
Then there’s the challenge of changing
mindsets. “Most of what we’re doing is
overcoming the perception that women
are the inferior sex,” says Meyers.
Times are changing. Meyers
Transport, once led by an executive team
of middle-aged white men, is now guided
by an ethnically diverse seven-member
board with three women and four men –
a structure which encourages new ideas
and innovation.
“It’s a business imperative for us to
make sure we have all the good ideas
on the table,” said Platt, observing that
women tend to approach issues with
a different mindset than their male
counterparts. Women are more likely
to consider how results are achieved,
uncovering people who sacrifice longterm strategies at the expense of individual quarterly results, she said. It’s
one of the reason Daimler looks beyond
internal teams if it lacks a pool of diverse
candidates. But she offered one warning:
Nothing will kill a commitment to workplace diversity any quicker than hiring
someone who is not qualified.
A panel of drivers also suggested it
may be time for more female faces in
recruiting ads. “We need to be represented,” said Helen Thorpe of Seaboard
Transport. “That’s the first thing people
would see.” Trucking HR Canada and
its national advisory committee behind
Women with Drive is looking to make
a difference there. It offered a sneak
peek at a video showcasing women in a
variety of industry jobs.
There are jobs to be had, too. Sharpe
was clearly one of the most popular people in the room. She left with 15 business
cards and several job offers, even though
she’s happy staying where she is.
And those who have the jobs are anxious for another generation of women
to follow their lead. Alison Theriault still
loves it when she makes eye contact with
little girls in family cars. “Their faces
light up when they see, ‘Whoa, there’s
a woman driving that truck!’” When
they pump their arms up and down, she
always answers the universal request
with a short blast of the horn. Just like
the ones she liked to hear when she
was younger.
Leave it to keynote speaker Hazel
McCallion, once the longest-serving
mayor of the host city, to put it into
perspective. “Time has come that we
don’t have to be nurses and teachers,”
she said. “There’s no job a woman can’t
do. Even driving a garbage truck.” TT
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HUSKY ENERGY
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707-8th Ave. S.W.
Calgary AB T2P 1H5
Tel: (403) 298-6709
huskyenergy.ca
UFA
4838 Richard Rd. S.W.
Suite 700
Calgary AB T3E 6L1
Tel: (403) 570-4306
ufa.com
CHRIS PAGE
& ASSOCIATES LTD
14435-124 Ave.
Edmonton AB T5L 3B2
Tel: (780) 451-4373
chrispage.ca
RED-L DISTRIBUTORS LTD
9727-47 Ave.
Edmonton AB T6E 5M7
Tel: (780) 437-2630
redl.com
49 NORTH LUBRICANTS
1429 Mountain Ave., Unit 2
Winnipeg MB R2X 2Y9
Tel: (204) 694-9100
Fax: (204) 775-0475
49northlubricants.com
CASE ’N DRUM OIL INC
3462 White Oak Road
London ON N6E 2Z9
Toll Free: 1 (800) 265-7642
www.cndoil.ca
TRANSIT LUBRICANTS LTD
5 Hill St.
Kitchener ON N2G 3X4
Tel: (519) 579-5330
transitpetroleum.com
R. P. OIL LTD
1111 Burns St. East
Unit 3
Whitby ON L1N 6A6
Tel: (905) 666-2313
rpoil.com
CREVIER LUBRIFIANTS
2320, Rue de la Métropole
Longueuil (QC) J4G 1E6
Tél : (450) 679-8866
crevier.ca
NORTH ATLANTIC
REFINING LTD
29 Pippy Place
St. John’s NL A1B 3X2
Tel: (709) 570-5624
northatlantic.ca
Dispatches
TRAINING
Ontario, U.S. close
in on tougher
driver training
Would-be truck drivers face tougher
paths to earning a licence under plans
that are taking shape in both Ontario
and the U.S.
Ontario is now proposing three
Mandatory Entry-Level Training (MELT)
models, including one for registered
private career colleges, another for
an Ontario College of Applied Arts
of Technology, and a third for training under the Ontario Ministry of
Transportation’s Driver Certification
Program. Written tests are being
updated, too.
One of the underlying goals is to
close a loophole that allows so-called
“licensing mills” to accept less than
$1,000 for a training program that
focuses on passing a government
licensing test alone. Programs that meet
existing standards set by the Ontario
Ministry of Training, Colleges and
Universities typically cost about $8,000
and include more training time.
Comments are being accepted until
April 7, and changes could be introduced
quickly after that. The final standards are
expected to be released this summer, giving training schools one year to develop
related curriculum and have it approved.
South of the border, the focus is on the
time that driver trainees spend behind
the wheel.
After six two-day negotiating sessions
spread over four months, regulators
there are proposing 30 hours of behindthe-wheel training for those who want a
Class A licence, and 15 hours for those
seeking a Class B licence to drive something smaller than a Class 7 or 8 truck.
Class A hopefuls would spend their first
10 hours in a practice yard, while those
looking for a Class B would spend seven
hours in the protected spaces. Then it’s
on to the public roads. Class A trainees
would then need to drive 10 hours on
a public road, or take 10 trips that last
at least 50 minutes. Even then, trainers
won’t be able to issue a certificate until
a student demonstrates “proficiency” at
the wheel.
The U.S. Federal Motor Carrier Safety
Administration (FMCSA) is not proposing any minimum time in the classroom,
and plans to exempt military drivers,
farmers and firefighters, who are also
generally exempt today.
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APRIL 2016
17
Dispatches
MANUFACTURING
Caterpillar kills its
on-highway vocational
We didn’t see it coming. Neither did
Toromont Cat, one of Canada’s biggest
Caterpillar dealers, which had graciously
helped us with some fact checking. But
exactly 11 days after we published a
review of the new Caterpillar CT680, the
manufacturer announced it was leaving
the on-highway vocational truck business.
Don’t blame the truck. Jim Park, who
reviewed it for Today’s Trucking, had
plenty of good things to say. (See the
full review in our March edition.) The
ride quality was said to be nothing short
of outstanding.
Caterpillar cited the “current business
climate” for its decision, which affected
70 staff members. Plans to move production to a Victoria, Texas plant have come
to an end. But trucks that are already on
the road will still be supported.
“Remaining a viable competitor in
this market would require significant
additional investment to develop and
launch a complete portfolio of trucks,
and upon an updated review, we determined there was not a sufficient market
opportunity to justify the investment,”
said Ramin Younessi, vice-president of
Caterpillar’s Industrial Power Systems
Division. “We have not yet started truck
production in Victoria, and this decision
allows us to exit this business before the
transition occurs.”
Caterpillar had been relying on
Navistar to build the CT660, CT680 and
CT681 trucks in Escobedo, Mexico, but
announced late last year that it was
moving to a retooled Texas facility,
which since 2012 has been making
hydraulic excavators.
INFRASTRUCTURE
Two lanes reopen at
Nipigon Bridge
Highway 11/17 at the Nipigon River
Bridge reopened to two lanes of traffic on
Feb. 25, with crews scrambling to repair
the Ontario span that had failed just 42
days after opening.
About 1,300 trucks typically travel that
stretch of the Trans-Canada Highway
each day. But bolts on the new cablestayed bridge failed Jan. 10. One section
of bridge deck lifted about two feet above
its counterpart, effectively blocking the
route. Many trucks had to find alternate
routes through the U.S.
There are no currently no special
weight restrictions at the bridge, as repairs
continue on the south expansion joints.
18
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Dispatches
LEGAL
Minor criminals as
drivers? Pardon?
Canadians with minor criminal records
– combined with a Liberal government
that has hinted at relaxing the pardon
system – could create a new source of
drivers for the nation’s trucking industry,
a pardon advocacy group claims.
Many roles require truck drivers to
be bonded. That shuts out one in eight
Canadians with a criminal record.
Chuck Mercier, vice-president of Pardon
Services Canada and former deputy police chief for Ontario’s Durham
Region, says these barriers could be overcome if the government made it easier
for people with criminal records to earn
a second chance. About 75% of people
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20
with records were arrested for offences
such as impaired driving, marijuana possession, and other summary convictions.
The previous Conservative government quadrupled pardon application
to $631 and brought in longer waiting
periods. Both of these changes may be
overturned by Public Safety Minister
Ralph Goodale, who vows to overhaul
what he calls a “punitive” criminal
pardons system.
“We’d also like to see the transportation industry support these untapped
candidates,” says Mercier. “The workers
would benefit from a career that allows
them to prove their worth and support
their families, while the industry would
benefit from an increased pool of
available workers.”
For offences such as possession of
marijuana, people must wait five years
to prove they’ve become law-abiding citizens. For more serious offences such as
robbery, the wait time is a decade.
When it comes to pardoned Canadian
drivers entering the U.S., however, the
issue becomes more complex. Under
U.S. law, a pardon issued by Canadian
authorities is not recognized for crossing
the border.
TODAY’S TRUCKING
The U.S. Federal Motor Carrier Safety
Administration (FMCSA) plans to adopt
a new “high risk” definition under its
CSA rating system, with the goal of
focusing on carriers who pose the biggest
threats on the road.
Motor carriers who work with anything other than passengers will earn the
negative rating if over two months they
score above the 90th percentile in two
or more specific Behavior Analysis and
Safety Improvement Categories (BASICs).
The related categories include unsafe
driving, crash indicator, hours of service
compliance, and vehicle maintenance.
Fewer carriers are expected to
be deemed “high risk” because of
the change, but those who receive
the unwanted label will become an
“investigative priority”, FMCSA says.
Comments on the proposal must be
received on or before May 6.
Dispatches
logbook2016
April 14 -16, 2016
www.truckworld.ca
April
8
ANNUAL GENERAL MEETING
Manitoba Trucking Association
RBC Convention Centre, Winnipeg, MB
www.trucking.mb.ca
INTERNATIONAL CENTER - Toronto, ON
CONTACT:
Joan Wilson
13
416-614-5817 or [email protected]
CANADIAN FLEET
MAINTENANCE SUMMIT
Produced by Newcom and PIT Group
Automotive Transportation Service
Superintendents’ Association (ATSSA),
Canadian Transportation Equipment
Association (CTEA), Transportation
Maintenance and Technology
Association (TMTA), and Ontario
Trucking Association (OTA).
International Centre, Toronto, ON
www.trucksummit.ca
24 -27
29 -30
SHIPPERS CONFERENCE AND
TRANSPORTATION EXPO
National Shippers Strategic
Transportation Council (NASSTRAC)
Rosen Shingle Creek, Orlando, FL
www.nasstrac.org
LEADERSHIP CONFERENCE
Alberta Motor Transport Association
Rimrock Resort Hotel, Banff
www.amta.ca
17-20
24 -26
ANNUAL MEETING
Truck Renting and Leasing Association
Fairmont Scottsdale Princess,
Scottsdale, AZ
www.trala.org
ANNUAL CONFERENCE
National Tank Truck Carriers
Marriott Marquis, San Diego, CA
www.tanktruck.org
21
DINNER AND SEMINAR
Delta Nu Alpha
Toronto Airport West Hotel,
Mississauga, ON
www.deltanualpha.ca
24 -28
WORKSHOP
Commercial Vehicle Safety Alliance
Sheraton Chicago Hotel and Towers,
Chicago, IL
www.cvsa.org
PRODUCED BY:
24 -26
EDUCATION MANAGEMENT
CONFERENCE
National Private Truck Council
Duke Energy Convention Centre,
Cincinnati, OH
www.nptc.org
26 -30
ANNUAL CONFERENCE
Specialized Carriers and
Rigging Association
Hilton Orlando Bonnet Creek,
Orlando, FL
www.scranet.org/meetings
May
13 - 14
TRUXPO
Tradex, Abbotsford, BC
www.masterpromotions.ca
Log YOUR
Events
Do you have an event you’d
like to see listed on this
calendar or on the interactive
online calendar?
Contact Dave Nesseth
416-614-5813
[email protected]
APRIL 2016
21
Dispatches
Trendingg on
.com
Reel Wheels
Mad Max truck chase wins big at the Oscars
Nearly 18K
Followers!
If you’re not following us on Twitter,
you’re missing out on some interesting
discussions in the world of trucking.
From regulation to product news,
we’ve got you covered.
Make @todaystrucking your go-to
social media source. Now, here is a
small collection of tweets from around
the industry this month.
22
TODAY’S TRUCKING
Photos courtesy of Warner Bros.
The Academy Awards have recognized the best in motion pictures for 88 years,
but it’s difficult to ignore a feature that is traditionally overlooked. Where, you
might ask, are the truck chases?
Look no further. Mad Max: Fury Road – director George Miller’s postapocalyptic chase scene – collected six of the coveted statues this year,
including a production design honor for the film’s overall look.
The project required designers to assemble about 150 vehicles using parts scavenged from Australia and Namibia. And at
the centre of them all was a tanker known as the War Rig, with
Charlize Theron at the wheel.
The six-wheel-drive beast combines a Czechslovakian Tatra
T815, 1947 Chevy Fleetmaster Sedan, and even a Volkswagen
Beetle to top everything off. The Tatra’s original engine was
replaced with a 600-horsepower Deutz powerplant. A pair of
Holley superchargers are added only for looks.
“The War Rig is probably, after the human characters, the next
most important character,” Miller has been credited as saying.
@omgrunvs to @CumminsEngines
1.5 million on my n14.
Thank you.
@WomenTruckers: Stop closing
rest areas! Stop protesting new
#truckstops construction, stop
waking sleeping drivers!
It’s #SAFETY http://ow.ly/Z8qGy
@kbimason82 to @theoztrucker:
iv been using elogs for 3 years
now. i like that you cant be forced
to run illegal.when you out of
hours your done.cant cheat
@TRUCKINGdotORG:
FMCSA’s Entry-Level Driver Training
rules will improve #trucking
https://twitter.com/hashtag/
trucking?src=hash safety, but could
do more. http://trck.ng/entrylevel
@fleetthinking
Thorpe: Fleets should put
faces of women in ads.
“That’s the first thing people
would see ... We need to be
represented.” #WWD16
KEEP IN
TOUCH
facebook.com/
TodaysTrucking
@todaystrucking
TodaysTrucking1
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Dispatches
Today’s Trucking hires a wordsmith
MacPhail to oversee BC container traffic
Labour lawyer Duncan MacPhail has been named
BC Container Trucking Commissioner, joining newly
appointed Deputy Commissioner Michael Crawford
in the task of governing container traffic that rolls
through Metro Vancouver. This means overseeing the
related Truck Licensing System and renewing licences
that terminate May 31; investigating, auditing and
enforcing regulated and retroactive rates; and setting
future rates after consulting with members of the
industry and the Industry Advisory Committee.
Five Canadian
fleets secure
Top 20 honours
Five Canadian carriers recently made
the cut in the annual Top 20 Best
Fleets to Drive For competition run
by the Truckload Carriers Association
and CarriersEdge. Bison Transport
of Winnipeg, MB was named best
overall large fleet. Also honored
were: Challenger Motor Freight of
Cambridge, ON; Erb Group of New
Hamburg, ON; Kriska Holdings
Ltd. of Prescott, ON; and Transpor
Freight Systems, Ltd. of Milton, ON.
Trimac Transportation of Calgary,
AB was identified as a “Fleet to Watch”,
earning its honorable mention for
demonstrating innovation in driver
programs. “For 2016, we’ve noticed a
trend toward the theme of ‘flexibility’
in job structure and routing, as well
as team communication,” said
Jane Jazrawy, CEO of CarriersEdge.
“From within the Top 20 winner
pool, it seems that many companies
are creating different types of jobs so
drivers have more options that suit
their lifestyles.”
24
TODAY’S TRUCKING
VersaCold acquires
Gary Heer, CPX
VersaCold Logistics Services has announced plans
to acquire two refrigerated carrier fleets, including
BC’s Coastal Pacific Xpress (CPX) and Alberta’s
Gary Heer Transport. The acquisitions are part
of a new subsidiary called VersaCold North
America Transportation Solutions Limited
(VNATS). VersaCold, based in BC, is a supply
chain solutions company focused exclusively on
handling temperature-sensitive products.
MACK MEETS
MILITARY’S
COLD TESTS
An $834-million Mack Truck deal with the Canadian
Forces has reached its final testing stage, after the trucks
performed well during cold-weather tests performed by
National Research Council Canada.
The nine-tonne military trucks will be assembled in
a Sainte-Claire, QC plant operated by Prevost, one of the firms partnered with Mack
Defense, LLC of Allentown, PA, reports the Ottawa Citizen. The first trucks are to be
delivered in the summer of 2017, with deliveries completed by the fall of 2018.
Still, the project faces one challenge. Oshkosh Defense is reportedly alleging that
Public Works and Government Services Canada – now Public Services and Procurement
Canada – didn’t conduct a fair and transparent selection process.
Photo: Mack Trucks
Heard
on the
Street
John G. Smith – a veteran trucking industry journalist more widely
known as “John G” – has been named Editor of Today’s Trucking.
Smith was the editor of our sister publications Truck News and
Truck West from 1995 to 2001. In 13 years as a contracted writer and
communications consultant, he contributed to industry-related
titles across North America. Most recently he was responsible for
publishing and editing Private Motor Carrier magazine on behalf
of the Private Motor Truck Council of Canada.
Dispatches
January 2016
Eastern
Canada
20.35% 12.48%
3,000
Kenworth
140
140
270
18.87% 13.01%
2,500
Mack
127
127
171
17.12%
8.24%
2,000
International 111
111
315
14.96% 15.17%
1,500
Freightliner *
NA
548
NA 26.40%
1,000
NA
Western Star * NA
TOTAL
742
175
NA
8.43%
742 2,076
NA
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 reported Class-8 Sales
23
23
33
16.55% 19.19%
International
18
18
50
12.95% 29.07%
Freightliner *
NA
NA
42
NA 24.42%
TOTAL
139
139
172
100%
100%
150
U.S. – Retail Truck Sales
CLASS 8
0
91
27
100%
100%
CLASS 5 This Month YTD ’16 YTD ’15 Share ’16
Hino
49
49
37 85.96%
International
8
8
11 14.04%
Freightliner * NA
NA
6
NA
Kenworth
0
0
0
0.00%
Peterbilt
0
0
0
0.00%
Mitsubishi Fuso * NA
NA
5
NA
TOTAL
57
57
59
100%
Share ’15
62.71%
18.64%
10.17%
0.00%
0.00%
8.47%
100%
January 2016
91
300
200
100
0
YTD ’16 Share ’16
6,915
6,915
43.36%
International 2,605
2,605
16.33%
Peterbilt
2,124
2,124
13.32%
Kenworth
1,682
1,682
10.55%
Mack
1,181
1,181
7.40%
Volvo
1,085
1,085
6.80%
353
353
2.21%
Western Star
0
January 2016
0.00%
December 2015
0.00%
November 2015
December 2015
0
October 2015
November 2015
0
October 2015
0
100
July 2015
NA 40.74%
August 2015
Sept. 2015
11
July 2015
NA
August 2015
September 2015
NA
May 2015
Freightliner *
June 2015
45.05% 51.85%
May 2015
14
June 2015
41
200
April 2015
41
TOTAL
7.41%
April 2015
Hino
Peterbilt
54.95%
Mar. 2015
2
March 2015
50
February 2015
50
Feb. 2015
CLASS 6 This Month YTD ’16 YTD ’15 Share ’16 Share ’15
International
Jan. 2016
Freightliner
Other
4
4
0.03%
TOTAL
15,949
15,949
100%
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
Peterbilt
300
April 2015
23.02% 10.47%
February 2015
18
December 2015
January 2016
32
October 2015
November 2015
32
Sept. 2015
Kenworth
450
August 2015
47.48% 16.86%
July 2015
29
May ’15
66
June 2015
66
Mar.’15
Apr.’15
Hino
Feb.’15
October 2015
November 2015
Dec. 2015
January 2016
259
May 2015
151
January 2016
151
November 2015
December 2015
3,500
Peterbilt
Sept. 2015
28.71% 16.28%
October 2015
338
August 2015
213
May 2015
June 2015
July 2015
213
Mar.’15
April 2015
Volvo Trucks
February 2015
June 2015
July 2015
August 2015
September 2015
Canada – Truck Sales Index
12-month Class-8 Sales, United States
Canada – Provincial Sales (Class 8)
CLASS 8
BC
AB
SK
MB
ON
QC
NB
NS
PE
NL
CDA
Volvo Trucks
Peterbilt
Kenworth
Mack
International
Freightliner *
Western Star *
TOTAL
YTD 2016
26
27
23
12
7
NA
NA
95
95
19
28
27
33
13
NA
NA
120
120
9
7
11
9
2
NA
NA
38
38
12
33
0
1
3
NA
NA
49
49
94
27
34
40
49
NA
NA
244
244
51
16
42
24
14
NA
NA
147
147
0
12
3
4
20
NA
NA
39
39
2
1
0
4
2
NA
NA
9
9
0
0
0
0
0
NA
NA
0
0
0
0
0
0
1
NA
NA
1
1
213
151
140
127
111
NA
NA
742
742
Sources: Canadian Vehicle Manufacturers Association, Hino, and Heavy Duty Trucking.
* January Canadian sales figures for Freightliner Trucks, Mitsubishi Fuso and Western Star were unavailable at press time.
Marketshare and totals based on reported sales.
NA – Not Available
APRIL 2016
25
Street Smarts
INSIDE:
31 World comes to Toronto
33 Fixing the broker deals
Photo courtesy of Hadley
MANAGING PEOPLE, TECHNOLOGY, BUSINESS, AND SAFETY
Images from multiple cameras can be
combined to create a bird’s-eye view of a truck.
View Masters
Cameras, sensors and mirrors can offer drivers expanded
views around their trucks. But researchers want to know
if there can be too much of a good thing.
By David Nesseth
L
ike many drivers, long-time maintenance expert Duke Drinkard has
been blamed for accidents that he
doesn’t believe were his fault. The sports
car that was sitting in his blind spot?
Maybe the damage could have been avoided with some extra warning that the car
slipped into the space. “As a human, I’m
slow,” he shared during the Technology
and Maintenance Council’s (TMC) recent
annual meeting in Nashville, Tennessee.
26
TODAY’S TRUCKING
“It takes me a half second to process
something in my brain and get my hands
and feet to get working.”
It’s why fleets spec’ different vehicle
options to enhance a cab’s view and
offer early warnings about nearby dangers. Fender mirrors reflect spaces that
are otherwise hidden from typical West
Coast mirrors. Down-view mirrors peer
at curbs through passenger-side windows.
Advanced systems use sensors to sound
the alarm if a truck gets too close to a
nearby vehicle, while adaptive cruise controls will react to such threats by slowing
down. High-tech cameras can even create
a bird’s-eye view of the truck.
“Let’s give technology a chance,”
Drinkard says. “The human factor is the
greatest problem we have.”
A recent study at the Virginia Tech
Transportation Institute, which analyzed
905 serious light-vehicle crashes, helps
to prove his point — at least where cars
are involved. Driver-related factors like
fatigue, error, impairment and distraction were recorded in nearly 90% of the
cases. A look at more than 3,500 drivers over a three-year period identified
distracted behaviours nearly 52% of the
time. Eliminate the distractions, the
researchers conclude in the document
released this February, and the U.S. could
Street Smarts
Driver Tim Lampen, who tested a 360-degree
system, is a fan of the 3D view.
Photo courtesy of Hadley
eliminate nearly 4 million crashes per
year. “Emerging crash avoidance systems
on vehicles (e.g., forward collision warnings, automated braking systems) could
have a measureable impact on reducing
distraction-related crashes,” it reads.
Could lives really be saved by adding
more mirrors, cameras and sensors to
trucks, or does the equipment introduce yet another distraction in the cab?
The National Highway Traffic Safety
Administration (NHTSA) has focused on
guidelines for distraction-fighting equipment in passenger cars and light trucks,
“but commercial vehicles have received
little attention,” TMC concluded in a position paper released last year. A Clemson
University study that has attracted
Drinkard hopes to answer these questions
as they relate to truck drivers.
Drinkard and a group of other drivers
are heading to a test track and simulator
to see the difference that expanded views
can offer. Combining several mirrors, each
with different designs and configurations,
researchers will track how long the drivers’
eyes tend to stray off the road.
There have already been plenty of
near misses on the simulator, says lead
Clemson researcher Dee Kivett. One of
the mirrors used in early tests has even
been ruled out as being unsafe after
researchers received overwhelming negative feedback.
“The eyeball can only process so much,
but the quicker you see it the better,” says
Kivett, who notes that there is still lots
of testing to come. “The study could not
only show that this technology is safe, but
improves driving.”
Clemson researchers are looking to
understand how adaptive (or not) longtime drivers like Drinkard can be. Apart
APRIL 2016
27
Street Smarts
from declining eyesight, years of driving
the same way can breed routines that
are difficult to break, and even undermine the very purpose of technology
being introduced to save lives, equipment
and cargo.
“The driver may not be accepting of the
product,” says Kivett. “We can get their
subjective feedback.”
Driver Tim Lampen has already seen
the difference that a 360-degree camera
view can make, having participated in a
different, 40-hour test involving Hadley
(a Michigan-based supplier) and Japanese
electronics maker Fujitsu. In his test, a 3D
camera essentially offered an aerial view
of his truck and adjacent vehicles, leaving
no blindspots.
The 3D imaging is a big improvement
over typical 2D cameras, says Hadley’s
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director of sales, Brian Kujala. “With a 2D
system, people can look 30-feet tall, and
you don’t know if something’s four inches
or four-feet from you.”
Still, Lampen wonders if there can be
too much of a good thing. “Is all that
information always needed?” he asked.
“Can I process what I’m seeing in my monitor fast enough when
I’m going 65 mph (105
km-h)?” It helped at
lower speeds, particularly in tight spots, but
he couldn’t help but
think about the way
Tim Lampen
his kids become mesmerized by the images
on their own screens.
A TMC position
paper on the technology, meanwhile, wants
to ensure that news of
“impending danger”
does not itself add to
Brian Kujala
driver distraction.
From another perspective — mainly
liability — it’s nearly impossible to ever
have too much information. The wraparound view will be able to help reconstruct accidents because it shows what
was happening in the moments before
a collision. But maybe there’s too much
focus on legal liability. The U.S. Center for
Auto Safety says manufacturers are falling
short in the related instruction manuals,
offering light reading for lawyers rather
than guiding the drivers who will actually
rely on the systems.
There is still much to study. Technical
experts at TMC are asking suppliers to
share plans for products that will be marketed over the next decade, and want all
the extra information fed to drivers in a
standard way, rather than introducing a
unique platform in every truck.
For now, Drinkard encourages fleets to
do their homework before adopting new
technologies like high-tech mirrors or
360-degree view cameras. He says it’s
always good to have some healthy skepticism when dealing with product tests, and
like TMC, suggests unbiased third-party
testing practices. “Let them know how
you’re using these vehicles, so the tests are
good for you and meet the requirements
for your organization.” TT
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Street Smarts
Suppliers will showcase their best and
brightest, and in some cases offer
the first look at new equipment.
World comes
to Toronto
Truck World trade show returns April 14-16,
companion maintenance summit on April 13.
T
he Toronto area’s International
Centre will be at the centre of
the trucking industry once again,
as the Truck World trade show opens its
doors April 14-16.
It’s where suppliers display their best
and brightest, and in many cases offer the
first look at new equipment.
The bi-annual event that traditionally
attracts 20,000 visitors celebrates drivers
as much as trucks. Sharing the spotlight
will be the winner of the 2016 Highway
Star of the Year Award. “This is one of the
highest honors for a Canadian trucker,
and clearly one of our favorite moments
on the Today’s Trucking calendar,” says
Today’s Trucking editor John G. Smith.
The winner, selected from candidates
across the nation, takes home $10,000 in
cash and othe prizes.
The world is coming to the event in other
ways as well. This year’s Truck World will
also feature Desi Trucking magazine as an
official South Asian media partner, reflecting an increasingly diverse workforce.
“Growing ethnic communities are an
important part of the trucking industry
and it’s time to make a better effort
at bringing the whole industry
ry
together under one roof,” said
Joe Glionna, vice-president
of Newcom Business Media,
which hosts Truck World.
Maintenance issues will
take centre stage on April 13,
a day before the show opens,
s,
nance
at the Canadian Fleet Maintenance
Summit. The new summit will bring
together industry stakeholders, service
professionals, manufacturers, researchers and enforcement officials under one
roof to discuss the industry’s most pressing issues and point the way forward.
“Canada’s maintenance managers and
service professionals deserve a premier
educational event dedicated to their
needs,” says Rolf Lockwood, Newcom
Business Media’s vice-president – editorial.
One of the biggest draws of the summit
will be a five-person morning panel discussing trucking’s electronic revolution.
The talk will be followed by a keynote
presentation on fleet maintenance from
Ryder System’s Bill Dawson, vice-president
of maintenance operations and engineering. Smith will moderate a panel discussion on the causes and solutions of wheel
losses, as highlighted in this edition of
Today’s Trucking.
The educational opportunities extend
into Truck World as well. Murray Mullen,
chairman and CEO of Mullen Group, is
the keynote speaker at the 2016 Kickoff
Breakfast. And Today’s Trucking equipment editor Jim Park will lead a seminar
on whether it’s time to “put ‘ole Betsy
out to pasture”. He says some owneroperators are hanging on to 10-year-old
trucks in the belief that the equipment
is more reliable, and frankly, just as fuelefficient if they are driven properly.
“With seven and eight miles per gallon
(about 33.6 – 29.4 litres/100 kilometres)
now possible, even likely in some operations, can owner-operators afford to give
up that efficiency?” asks Park.
In Hall 4 on Friday and Saturday, a
show favorite returns for the second year
with the Driver Recruitment Pavilion. As
the intensifying driver shortage continues to dominate industry headlines, the
hall is sure to be packed with carriers
and potential recruits, and could even
change someone’s career path
chang
ri
right on the spot.
“It’s very popular,”
says Truck World show
manager Joan Wilson.
“Really a show within
the show.”
Wilson adds that the
exhibitor list continues to
ex
grow for Truck World 2016,
with more than 400 booths dotting the
International Centre’s tradeshow floor. All
that it’s waiting for is you.
Hosted by Newcom Business Media,
Truck World is endorsed by the Canadian
Transportation Equipment Association
(CTEA), the Ontario Trucking Association
(OTA) and the Canadian Trucking
Alliance (CTA). TT
APRIL 2016
31
ANDROID SYSTEM
DRIVER APPLICATIONS
VIDEO INTELLIGENCE
CLOUD CONNECTIVITY
Open Mike
Fixing the broker deals
By Mike McCarron
F
reight brokers have felt
the scorn of the trucking
industry since deregulation. I’m amazed at the lack of
respect they get, and frankly
bewildered how carriers can
bad-mouth brokers while
counting on them to be a
quasi-sales force.
At some carriers, all they
do is third-party business.
Dispatchers hang around
load boards scooping the
skids they need to make the
irregular-route jigsaw puzzle
fit together. They’re not using
brokered loads to fill the last
six feet of a trailer. This is
their main source of revenue!
Freight brokers are customers. This doesn’t mean you
have “broker customers” and
“real customers”. Customers
are customers. There are good
ones and there are dirtbags.
So manage them that way.
If you’re looking to grow
the freight broker segment of
your business, you might want
to consider the following:
Modus operandi
There are two types of freight
broker: transactional and sustainable. Clearly, I favor one
type over the other.
Transactional brokers are
feverish shoppers. You know
the drill. Their “deal of the
day” freight is the business
equivalent of a one-night
stand — the only long-term
thing about the relationship
is the risk to your health,
since all you’re really doing
is destroying the rates in the
core lanes you run.
On the other side of the
spectrum are the sustainable
brokers. Yes, they do exist.
I used to own one of them.
They act like business partners and have no problem
paying a premium for the
value your fleet provides.
Hauling their customers’ shipments week in and week out
is good for your bottom line.
Hauling them quarterly is not.
Determining a freight
broker’s modus operandi is a
good place to start managing
this segment of your business.
Dispatch wheel deal
How frustrated would you
feel if every time you took
your shirt to the dry cleaner
you were charged a different
price? One week it’s three
bucks; the next it’s 10.
If this is how your dry
cleaner handles pricing, then
he or she is probably a former
trucking dispatcher.
Consider what happens
when dispatchers have too
much control over pricing.
Every time brokers call for
a price, they get a different
number than the day before.
It’s impossible for carriers to
attract sustainable brokers
when pricing systems are
designed to attract transactional brokers.
Giving a deal to a customer
is fine, provided the commitment is stronger than, “Sure,
the load is yours — until I
get a cheaper rate.” You’re
better off taking pricing decisions out of your dispatchers’
hands. Tariffs and pricing
have to be controlled by a
fleet’s C-suite executives.
Speaking of pricing
Taking a percentage
I’m not so naïve to think
you can run a trucking
dispatch board with a rate
sheet. But you have to start
somewhere to protect your
margin and attract the right
type of brokers.
To get the ball rolling,
pick out your best broker
customers, using whatever
criteria happens to be important to you. Pay them a visit,
but instead of talking “deals
of the day”, try floating these
trial balloons:
Q Rebates for increased
monthly/yearly volumes
Q Discounts for early
payment of freight bills
Q Discounts for committed,
regular business
Q Customer-specific rates
Q Technology to create
closed-loop administrative
handshakes
Q Opportunities to act as
wholesale agents for
backhaul headaches
Treat your best brokers like
your best customers, because
they are. Service them.
Incentivize them. Eventually
your dispatchers will see brokers as long-term business
partners instead of hustlers.
This sounds like a broken
record, but the asset-based
C-suite needs to have a good
relationship with its non-asset
counterparts.
Freight brokers want compelling, cost-efficient solutions that help them sustain
their customer base. Truckers
make money when the freight
broker’s customer becomes
their customer. So relax. It’s
OK when a middleman takes
a percentage.
Speaking of good business,
is there anything to be done
about the freight your biggest customer is ramming
down your throat? Maybe
you should ask your favorite
broker if they can move it on
someone else’s truck. Brokers
are great at pimping freight.
Maybe you should try it.
It’s called diversification. It’s a
common growth strategy. 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.
APRIL 2016
33
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Ontario inspectors are taking a zero-tolerance approach to wheel-related defects.
RUNAWAYS
Ontario cracks down (again). Can we keep the wheels on?
By Rolf Lockwood
A
re the chasms and gulches of British Columbia
full of wheel-and-tire assemblies that parted company with their tractors and trailers? Are the
wheat fields of Saskatchewan populated here and
there with flattened spots bearing mysterious imprints like
‘11R/24.5’? Are moose in the forests of New Brunswick happily
licking salt off hundreds of lost and abandoned truck tires?
Maybe.
The thing is, we don’t know. It’s reasonable to assume that
most wheel-off incidents go unreported, especially in Ontario,
where draconian laws exist to penalize the guilty. Drivers
often don’t even know they’ve lost a wheel until their next
circle check. That is, unless the wheel – or, heaven forbid, the
whole 400-pound tire, wheel, and hub assembly – smashes
into a fellow road user and demolishes his car. Perhaps kills
him in the process, as we’ve seen too often in recent months
on Ontario highways, where traffic density raises the odds of
errant wheels hitting things they shouldn’t.
Wheel-offs happen across the country, across the world,
but they do seem to occur pretty often – or at least they’re
more visible – in Ontario. For nearly 20 years the province
has had by far the continent’s toughest response to failures
in wheel integrity, following a spate of deadly incidents
in the mid 1990s, and it’s about to ratchet things up again.
(See our new editor John G. Smith’s editorial on page 9 for
more on that.)
The thing is, truck wheel separations are on the rise again,
from just 47 in 2010 to 148 in 2014, which has demanded a
ramped-up inspection effort.
“More than 3,050 trucks and over 29,400 wheel assemblies
have been inspected in three recent, targeted wheel inspection blitzes,” said Chris Davies, assistant director of enforcement operations at the province’s Ministry of Transportation.
“Additional, unannounced 24-hour wheel-focused blitzes
will be conducted.”
APRIL 2016
35
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Runaways
Are we doing it wrong?
Yes, it seems we are, and Davies sums
it up this way: “Wheel separations from
commercial vehicles are almost always
caused by poor maintenance, improper
tightening/installation of wheel fasteners, or defective parts,” he told us.
“Keeping wheels on trucks is a shared
responsibility and relies on proper installation, maintenance, and inspection.
Wheel installers require certification
and need to ensure wheels are installed
properly, and that only quality parts are
used. Truck owners and operators are
required to perform routine maintenance
to keep vehicles safe. Last but not least,
professional truck drivers must inspect
their vehicles every day – as required by
law – and that includes checking wheels
for defects.”
Such advice isn’t new. Way back in
1991 the U.S. National Transportation
Safety Board investigated wheel separations and concluded that “…the leading causes of wheel separations from
medium and heavy trucks are improper
tightening of wheel fasteners and bearing
failure; both are the result of inadequate
maintenance.”
In 2016, have we learned nothing or
grown complacent? You have to think
it’s the latter. But things have changed
with the advent of very stringent safety
laws and what amounts to a no-tolerance
approach under the U.S.-based CSA 2010
rating regime. Quite apart from the
moral demand that owners keep their
trucks safe, the practical need to do so
has jumped up the priority ladder a rung
or two.
How does it happen?
The specific reasons behind wheeloff incidents are at this stage very well
known. It almost always comes down
to either compromised fasteners, often
because of torquing mistakes, or failed
bearings, usually due to improper installation or lost lubricant.
In 643 U.S. incidents reported between
2000 and 2003, loose wheel fasteners were
to blame 65% of the time, while wheel
bearings were the cause in 26% of the
cases. The remainder were a mix of axle
and/or suspension structural failures and
other causes.
In terms of wheel fasteners, the culprit
is very often laziness, it seems, as impact
wrenches are used to run nuts onto studs
until they just won’t turn any more. Job
done. But not done. A torque wrench has
to be used to finish things off because
the required clamping force has a very
specific torque value in every case.
Use an impact wrench alone and
chances are pretty good that you’ll end up
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V The improper tightening of fasteners has
long been recognized as a leading cause
of wheel separations.
V
Hubs that run out of lubricant are
another source of trouble.
APRIL 2016
37
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wixfilters.com
Runaways
with wheel studs being stretched beyond
their yield point. Fractured or worn-out
nuts with deformed threads have also been
linked to the loss of sufficient clamping
force at the nut flange.
People seem not to realize that even
a little bit of excess paint, rust, or dirt
between the mating areas of wheel-end
components will lead to trouble. You’ll
start off with low clamping force and
things will only get worse from there.
As for wheel bearings, the problem is
usually over- or under-tightened bearings
or a lack of lubrication. Under-tightening
(excessive endplay) can cause the wheel to
wobble on the spindle, damaging the seal,
which can lead to a loss of lubricant and
eventual bearing failure. Over-tightening
(excessive preload) can damage the
bearing, causing overheating, seal failure,
and lubricant loss.
Some easy fixes
One example is the simple little Hub Alert
decal from Toronto’s Spectra Products, a
one-time-use, heat-sensing label that with
a simple color change will alert you to an
above-normal wheel-end operating temperature. Cheap and apparently effective,
assuming someone takes the time to look.
The sensor decal will turn from white to
black once the hub/hubcap surface has
reached the critical temperature.
Catching bearing and seal issues early
will reduce the need for over-the-road
emergency repairs and will avoid additional and costly repairs due to a failure. Might
prevent a fire, for that matter, and could
even save a life or two.
The normal operating temperature
of hubcap grease or oil should not get
above 225°F (107°C), notes Spectra. Dana
and Meritor both recommend that, when
the temperature reaches 250°F (121°C),
you’d better conduct a more detailed
wheel-end inspection.
Tools like that are not in short supply.
Take the Safe-T-Loc from Manufacturer
Direct in Calgary, for example, designed
to warn of a loosened wheel nut before it
backs off the stud. It slips over the nut and
grips tightly, made of a premium-grade
polymer for virtually all two-piece wheelnut systems. Used in Europe for a few
years prior to its introduction here, it was
designed by company principal and former
fleet-maintenance man Bruce Boyce.
If a fastener should loosen, the Safe-TLoc will back off in sync with it, but only
by six degrees, representing about 45 lb ft
of clamping force. At that point a red flag
appears to alert the driver or technician
that trouble is afoot. But the nut can’t
go any further because the Safe-T-Loc
is now jammed – and locked – against
its nearest neighbor on the adjacent
nut. Groupe Robert has bought 267,000
Safe-T-Loc devices, and Bison Transport
has been using them for 12 years. Boyce
says there are more than 3 million in
Canadian service.
And there’s another Canadian product, the Skirt Nut from Safety Trigo of
Brampton, Ontario, invented back in the
1980s by James Holmes, who runs a familyowned trucking fleet there. It replaces
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APRIL 2016
39
Runaways
the standard flange nut on hub-piloted
disc wheels using 22-millimetre studs. It’s
claimed to eliminate torque loss while
improving tire wear by a minimum of 25%.
The nut is made locally.
By replacing the standard flange nut, it
will prevent ‘clocking’ or side-slipping of
the wheel relative to the nut head. No matter how well or how often a standard flange
nut is torqued, Holmes says, torque loss
TRAILER
is created if a wheel is allowed to ‘clock’.
This can be caused by severe impact with
a pothole, a very heavy brake application, a
‘torque twister’ jump start, or stress on the
clamped joint resulting from excessive disc
flexing. Even a stretch of rough road or an
out-of-round tire can cause it, he says.
That clocking action creates vibration
because the wheel is rotating out-of-round
to the hub. In turn it causes loosening as
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the nut threads begin to vibrate against
the stud’s threads, followed by accelerated ‘clocking’ that’s often severe enough
to damage and elongate the stud hole,
damage the stud, and cause rapid torque
loss. If not checked the result will be a catastrophic loss of wheel-end components.
The Skirt Nut prevents that side-sliding,
stress flexing or clocking, so the flange nuts
simply won’t loosen, even under heavy
load conditions or severe road vibration.
Holmes’ solution was to build a nut that
had a shank or ‘skirt’ that partially penetrates each bolt hole, in effect filling the
space between the stud hole and the stud,
eliminating the possibility of the wheel
moving on the studs.
None of these inexpensive fixes can
replace proper maintenance practices, of
course. And there’s absolutely no shortage
of advice and easy-to-access training
materials. Leaves no excuse for not doing
it right. TT
FOR MORE
INFORMATION:
Michelin has teamed up
with the Tire Industry
Association to produce
three terrific videos covering
just about every aspect of truck
and trailer wheel integrity.
A simple online search
will uncover dozens more,
but these three do the
job awfully well:
www.youtube.com/
watch?v=wrsj2UoMeys
25+ locations
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www.youtube.com/
watch?v=n1sZ5OAcaFc
www.youtube.com/
watch?v=ETOAVzB2cOw
ALSO SEE:
Hub Alert
www.spectraproducts.ca
Safe-T-Loc
www.mdltd.ca
1 855 327 9757 | trailerwizards.com
40
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V The wood near the threshold
plate sees more traffic than any
other part of the floor, and that
is also where water is most likely
to collect and go unnoticed.
BOTTOMS
V
UP
The right floor will help to maximize trailer life.
By Jim Park
Trailer floors are not like tires. You can’t overload them, even
once, because they won’t just bounce back to their original
condition. Once the fibre in the wood has been damaged, it stays
damaged. That’s why it’s so important to spec’ the right floor for
the application.
There are other considerations as well, such as how long you
plan to keep the trailer, how many load/unload cycles it will see in
its lifetime, and the amount and concentration of water and road
contamination to which it will be exposed.
When you get right down to it, a lot goes into spec’ing a trailer
floor. Fortunately, the trailer OEM or the floor maker can talk you
through most of the process. All you have to do is be honest and
realistic about the type of service the trailer will see.
42
TODAY’S TRUCKING
Trailer Flooring
VImagine a 24,000-pound forklift with a 9,000-pound roll
of paper driving onto your trailer. Are you sure the floor
will support that weight in a very concentrated area?
Let’s start with the loads the trailer will carry. A typical
truckload carrier running in the U.S. can likely get away with
a lighter spec’ if the trailer will never see gross vehicle weights
above 65-70,000 pounds. If it’s likely to see high-density loads
like rolls of paper or canned beverages, you’ll need something
a little more robust. If you’re a long-haul operator loading
or unloading once or twice a day or even less, a lighter
spec’ might work. If you’re hauling freight on and off the
trailer several times a day, then the floor will get much more
of a workout over its lifetime, and again, a more robust spec’
would be in order. If you can’t guarantee any of the above
operating scenarios, then you have little choice but to spec’ for
the worst.
“Overloading is a problem and will not only destroy the floor
but also the cross members and other structural components
of the trailer,” says Chris Wolford, vice-president of sales and
marketing at Rockland Flooring.
Wolford says carriers often purchase stock units and then
put them into beverage or paper service without thinking about
it. The result is eventually catastrophic, he says.
“The floor or trailer was never designed to handle those
loads, so major problems will eventually follow. Floor replacement is probably the most costly repair that can be made to a
trailer. This is why it’s so important for fleets to spec’ out their
trailers based not only on today’s requirements but how that
asset may be used in the future.”
APRIL 2016
43
Trailer Flooring
Of course, your trailer can be designed
to carry heavy loads, but the privilege
could come with penalties in the form
of weight and cost. You could spec’ a
thicker floor, say 1-3/8 inches rather than
1-5/16, or tighten up the spacing on the
crossmembers, going with six-, eight-, or
10-inch centres rather than the typical 12
inches. This will improve the floor rating
but it will add weight and cost.
44
TODAY’S TRUCKING
“It’s always better to have a thicker
floor than to reduce the spacing of the
crossmember because a crossmember is heavier,” says Yves Taillefer, sales
manager, Prolam Floors. “You can also
buy a very strong but lightweight floor,
but you will pay a lot more for it.”
Depending on the manufacturer, the
floor may be 60-100 pounds lighter, but it
could cost upwards of $1,000 more than
a standard floor. “It will usually last, too,”
Taillefer says. “Unless you plan to keep
the trailer for 12-15 years or longer, you
may not see the benefit from the higher
upfront cost.”
The long-life spec’
According to Wolford, the industry seems
to be looking for a trailer or floor with a
10- to 12-year service life. Some carriers
trade their trailers in five years, while
others will keep them for more than 20
years. That requires a range of options
around spec’ing and cost.
“We are also seeing more fleets ‘over
specifying’ their trailers, which is a
strategy worth considering,” he points
out. “Realizing the floor is an integral part
of a trailer, and shoulders much of the
daily demands of loading and unloading,
some carriers are specifying more floor
than they actually need. With a composite floor and floor protection package, for
instance, they can haul almost anything,
have lower maintenance costs, a longer
service life and higher resale value when it
comes time to trade.”
A composite floor usually adds an
epoxy/fibreglass element to the underside
of the floor, which may nearly double its
strength. With the added strength, manufacturers can shave anywhere from 1/16
to 1/4 inch from the wood’s thickness.
That can save 250 to 350 pounds without
jeopardizing strength, while improving
the durability of the floor.
“The composite sheet radiates the load
over a greater area, covering more crossmembers,” says John Carr, vice-president
of sales and marketing at Havco Wood
Products. “That spreads the load out over
more crossmembers, which leads to less
bowing and bending of the crossmembers,
thus extending their life.”
As well, the composite undercoating
provides lifetime protection against water
permeation. Fleets spec’ing for long life
almost always invest in an upgraded
undercoating to protect the floor, especially in areas with particularly harsh
conditions, such as above the wheels.
Trailers that operate in moist environments or where the snow- and icemelting compounds are widely used often
make the additional investment in a
good undercoating.
Trailer Flooring
Since 1992, the Smart Money has
been on our 5-Year Warranty
V This piece of composite flooring is under an 8,000-pound load
spread between supports that are 30 inches apart. This is called
the Fruehauf test, and all trailer flooring must withstand downward
loading of at least 6,000 pounds.
Environmental protection
The glue line and wood need to be protected from underneath
because they are exposed to the elements, Wolford warns.
“There are several options for this, but we are seeing more
carriers upgrade to composite floors because you seal off the
underside of the board and there’s no routine maintenance.”
Water-based paint was used for decades by trailer makers as
an undercoating material, but newer and better materials are
now available, such as a polyurethane undercoating called PuR.
“A PuR undercoating won’t give you any additional floor
strength, but it will provide a better moisture barrier and lower
maintenance requirements over the trailer’s life,” says Carr.
Depending on the manufacturer, some are more durable
than others, so when spec’ing for long life, especially in hostile
environments, the extra cost of a more durable coating is money
well spent.
Several treatments are available for the topside of the floor,
including some that offer enhanced traction for safety, while
protecting the floor from water incursion.
“Some use a solvent-based sealant, but they take a long time
to dry and off-gas,” says Carr. “Most shippers won’t load a new
trailer until the smell is gone and that can sometimes take five
days to a week.”
The problem with some topcoats is that they may have to be
reapplied a few times over the life of the trailer, whereas wood
soaked in a compound like Prolam’s Waxin or Waxin 100 will
resist moisture much longer, Risi says.
“You have to compare the upfront cost of the treatments
versus repair and downtime costs later in life,” says Risi. “We
can prove it’s better to make the investment upfront – like using
galvanized crossmembers, a good topcoat and a very durable
undercoating – than to have to go back and reapply the coatings
during the trailer’s life. The upcharge for the long-life treatments
can be surprisingly inexpensive, compared the benefits.”
These coatings are becoming more popular, and it’s a sign
fleets are willing to spend a little more to get a better product
that’s less costly to maintain. TT
Our confidence in the exceptional
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Our complete line of commercial tires are built with
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APRIL 2016
45
Trailer Flooring
Trailers operating in wet
environments need to be
protected from moisture.
A floor with a moisture
content above 20% will lose
about 35% of its strength
and hardness, and about
25% of its rigidity.
WATER WEAKENS WOOD
tSignificantly
Lighter Than
Conventional
Self Steers
tLonger Life
Dual Draw Key
King Pin
t9’’ Up Travel
The biggest threat to wooden trailer floors is not the potential for rot or decay
when exposed to wet environments, but a weakening of the wood over time.
The water content of hardwood can influence its load bearing capacity. Before
production, the raw lumber is usually kiln dried to a moisture content of between
6-8%. This provides some consistency in manufacturing and maximizes strength.
Once in service and exposed to a normal operating environment, the moisture
content will rise to 12-18%.
“The strength, rigidity and hardness will be slightly less than when it was when
first manufactured, but it’s still within an ideal range for a long service life,” says
Benoit Risi, general manager of Prolam. “The problems begin when the moisture
content exceeds 20%. At that point the floor will have lost about 35% of its
strength and hardness, and about 25% of its rigidity.”
Decay is probably the worst thing that can happen to the wood flooring material,
but Risi says it’s rare these days.
“Rotting is not an issue,” he says. “Rot and decay will set in when the moisture
content reaches 30%, but at 25% moisture content, the wood has already lost
35% of its strength. That means it will probably break before it rots. And if it
doesn’t rot, I can guarantee you it will break.”
So, the goal isn’t to have a floor that resists rot, but to have a floor that
resists moisture.
The entire underside of the trailer is exposed to water and various other
contaminants, and needs some additional protection such as a moisture-resistant
coating. The most vulnerable point inside the trailer is under the steel threshold
plate at the back, says John Carr, vice-president of sales and marketing at Havco
Wood Products.
“Water gets trapped under there when trailers are left with their doors open in
a drop lot and when backed into non-sealed loading docks in the rain,” he notes.
“Clues that your wood floor may be deteriorating include excessive gouging,
scratches, surface checks and de-lamination of the glue line between the sticks.
If you start noticing unusually high incidents of such damage, it’s time to have
the floor checked.”
Further reading on the subject can be found in Recommended Engineering Practice
723A from the American Trucking Associations’ Technology and Maintenance Council.
An appendix from the U.S. Department of Agriculture, Biodeterioration of Wood, explains
the impact of moisture on hardwoods.
APRIL 2016
47
tPre-Set Caster
Stays In
Constant
Alignment
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Stability Increases
Component Life
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Standard
Service Kits
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Email a request for more
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LIFE•CYCLE
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Goodyear® can help extend the life cycle of your tires with innovative,
spliceless UniCircle retreads. With retreads available in matching tread
designs, you’ll get a repeat performance of the same great benefits of
your original Fuel Max® or DuraSeal™ tires at a fraction of the cost.
See how you can make Goodyear retreads part of your fleet’s total
solution of products, services and fleet business solutions
at goodyeartrucktires.ca.
©2016 Goodyear Canada Inc. All rights reserved.
Trailer Flooring
Manac celebrates golden anniversary
The first semitrailer that Marcel Dutil built in a backyard barn was created to support
Canam Steel, but the project also gave birth to an entrepreneurial venture known as
Manac Inc., which this year is celebrating a half century of success.
Manac now employs more than 1,200 people, with four manufacturing plants across
North America. Facilities are in Saint-Georges, Quebec; Penticton, British Columbia; and
Oran and Kennett, Missouri. Recently privatized, the business is backed by institutional
investors including Caisse de dépôt et de placement du Québec, Fonds de solidarité FTQ,
Investissement Québec, and Fonds Manufacturier Québécois.
“We have everything we need to move the company forward,” said Charles Dutil,
president and CEO.
Information on plant activities to celebrate the 50-year milestone are posted at
www.manac50.com. Scheduled events include everything from plant tours to a dragon
boat race, softball tournament, and other family-focused activities.
TOTAL•SOLUTION
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Trailer Wizards
mobilizes new fleet
Trailer Wizards is enhancing a 50-unit fleet of mobile
service trucks to better support its national trailer rental,
leasing, sales, service, parts and storage business.
New features that were suggested by a panel of
company employees include added capacity, backup cameras, curbside LED lighting,
a rooftop catwalk with safety harness, temperature-controlled cargo space and more.
Traditional 16-foot boxes have been replaced with 18-foot designs.
Special compartments have been introduced for welding equipment, and tools can
now be accessed from outside the trucks. Some technicians even report that setup and
dismantling times have been cut in half. The boxes are also insulated and heated to keep
air tools from freezing in cold temperatures.
The first 15 of the redesigned trucks are being used in Ontario, Quebec, and the
Atlantic Provinces.
Nationwide Dealer Network
2,300+ Dealers Ready To Help
Your Fleets In North America
Trailcon trip draws on Boeing experience
Trailcon Leasing is looking beyond the trucking industry’s best practices as it refines
the parts and inventory practices for its rental, leasing and maintenance operations.
Specifically, company executives recently travelled to Boeing Aerospace in Seattle for
insights into the aviation industry’s “fix it before it fails” approach, says Trailcon president
Al Boughton.
Trailcon staff toured the plant that manufactures the 737 and MAX aircraft, and one of
the highlights of the trip focused on the installation of passenger seats. The task that once
took three shifts and more than 24 hours to complete has been trimmed to two hours by
using an automated loading process. By streamlining processes, Boeing now produces 42
planes per month compared to 22.
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at goodyeartrucktires.ca.
California targets reefer emissions
California is looking to further limit the emissions and operating times of diesel-powered
Transport Refrigeration Units (reefers). And among the proposals is a plan to gradually
reduce the related idling times at grocery stores, with targets of 24 hours in 2020, one
hour in 2022, and five minutes in 2025.
“There are opportunities to move this sector to zero-emission technologies,” according
to the California Air Resources Board’s 2015 Sustainable Freight discussion document. Cited
equipment that could make the difference includes all-electric plugins with extended ranges,
improved van and refrigeration systems, cryogenic refrigeration systems, and fuel cells.
Distribution centres are seen as part of the answer. Those that introduce fuel cells or
electric forklifts could offer the charging infrastructure for on-road trailers.
The California proposal also targets reefers that are parked for temporary storage.
Workshops to discuss the proposal are still being planned.
APRIL 2016
49
©2016 Goodyear Canada Inc.
All rights reserved.
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In Gear
INSIDE:
59 Lockwood’s Products
65 You Can’t Get There From Here
EQUIPMENT NEWS, REVIEWS, AND MAINTENANCE TIPS
There’s little maintenance to be done to many new suspension
components, but don’t over look the small stuff.
Suspended
Animation
Suspensions don’t need anywhere near the amount of
maintenance they once did, but it’s time to get moving
on a few maintenance practices.
By Jim Park
A
ccording to a Frost and Sullivan
fleet survey taken a few years ago,
fleet managers rated “reduced
maintenance requirements” as important
as “fuel efficiency” in the Top 3 rankings
of benefits for powertrain technologies.
While manufacturers have been moving
in that direction for years, it’s safe to say
that the maintenance-free tractor-trailer
is still a few years away.
In terms of suspensions, the only two
big maintenance items we have left are
shock absorbers and air springs. Some of
what historically were large maintenance
items are designed to almost out-live the
trucks themselves. Things like main pivot
bushings on a trailing arm suspension now
come with five- to seven-year warranties.
You can almost forget they even exist.
Almost.
Things like air bags and shocks need
regular inspections and occasionally
maintenance or replacement. The heavy
stuff like bushings, torque rods and spring
packs are usually good for the first life of
the vehicle now, with many warranted
out to 500,000-750,000 miles (800,000-1.2
million kilometres). But the parts that
move or rub up against other parts do
need to be checked – like steering kingpins, and spring shackles.
Also, it’s highly advisable to retorque
some of the suspension components a
week or two after the vehicle goes into
service. It can make a big difference a year
and a half down the road, especially in
severe service applications.
So, while much of the undercarriage is
now more or less maintenance-free, here
are a few places that still need a close eye
from time to time.
Steering components
Whether on the tractor or the trailer in the
case of a self-steering axle, steering kingpins need a fresh supply of grease on a regular basis, says Claude Sauriol, Canadian
sales manager at Ridewell Corporation.
“Seized or binding kingpins are a
fairly common complaint,” Sauriol notes.
APRIL 2016
51
ONCE YOU
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a protection superior to any
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Zig Zag’s innovatively designed
joints outperform conventional
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caused by forklift passages during
loading and unloading. Thanks
to our exclusive design, the joints
are sealed tightly resulting in
significantly increased protection
against water penetration.
A hot-melt polyurethane reactive
undercoating, PUR offers a superior,
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eliminates costly degradation issues
normally associated with traditional
water-based paint undercoatings.
Only PROLAM offers you these three innovative and exclusive technologies that,
combined, are the best solution against moisture. They guarantee significant long-term
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PROLAM HAS IT ALL!
100% SFI Certified Floors Available Only From Prolam
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In Gear
Diesel
Price
When installing a self-steering liftable auxiliary axle, you’re cramming a lot of
hardware into a really tight space. While not as much of a problem on truck
applications like dumps and concrete mixers, ground clearance on trailers needs
some special consideration.
Greg Greer, director of applications engineering at SAF-Holland in
Woodstock, Ontario cautions users to make sure there’s a minimum of three to
four inches of ground clearance when the axle is in the raised position.
“These axles can be placed quite aways forward of the primary axles – up near
the middle of the trailer,” he says. “If there’s not enough room for upward travel,
there’s a high potential for bridging, which can place a lot of extra weight on the
axle when going over a high spot. They are designed to be overloaded, but not to
carry the entire load.”
On some dump trailers there can be as much as 17 to 19 inches of ride height,
and that leaves lots of uptravel on the liftable axle. In some applications the
clearance can be as generous as eight inches. In either case, that extended travel
requires a double-convoluted air spring.
“These will also close down to a fairly shallow profile when in the raised position,” Greer says. That helps in engineering enough space between the frame and
the axle.”
One of the hardest parts to engineer is the shock absorber location. Greer calls
it a packaging nightmare. It can be tricky to find the right location for the upper
and lower shock mounts, he says. “And it’s even trickier when you consider the
turning arc of the wheel and the space that needs. The higher the ride height the
better, because that gives us more space to work with.”
While most of the engineering heavy lifting is done by the trailer maker and
the suspension supplier, be mindful that the customer expectations have to be
tempered with a dose of reality. You can’t always stuff a big, heavy axle system
into really tight spaces.
“Kingpins that don’t move freely can
cause excessive tire wear and handling
issues. They make it harder to turn and
they will cause the tires to shimmy when
driving straight.”
He recommends using a manual
grease gun rather than an air-powered
gun that won’t always flush out the
dried and caked grease in the joint. He
also says, as strange as it may sound,
greasing steering components isn’t a job
for your high-school intern, at least not
until they have been properly trained.
“The old grease has to be purged and
you have to know that’s happening,”
says Sauriol. “Somebody just squeezing a
couple of shots of grease into the fitting
may not be getting enough in there to
push the old grease out. It’s not a difficult
task, but it needs to be done properly.”
Ride-height valve
The other essential component in
an air suspension system, the leveling
valve, isn’t necessarily a maintenance
item, but it should be checked for
proper operation.
“It’s essential for maintaining
proper ride height as set by the vehicle manufacturer,” says Randy Petresh,
vice-president of technical services
at Haldex. “Ride height isn’t a userselected parameter based on preference.
It’s there to maintain proper driveline
angles and maintain the correct height
of the trailer.”
Since these are pneumatically operated mechanical devices, they are subject
to air contamination, corrosion and possible physical damage. Proper operation
can be determined by cycling the valve
APRIL 2016
53
cents per litre
Previous Week
(+/-)
Excl.
Taxes
WHITEHORSE
VANCOUVER *
VICTORIA
PRINCE GEORGE
KAMLOOPS
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TIMMINS
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BARRIE
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GANDER
LABRADOR CITY
CORNER BROOK
106.9
100.5
92.9
92.5
92.5
90.0
95.7
88.9
99.9
82.1
77.3
80.5
79.9
82.2
82.0
79.4
81.6
81.9
80.7
88.9
88.0
87.2
87.3
86.2
88.4
89.7
94.0
90.5
89.9
96.8
88.0
88.9
87.3
85.8
88.9
86.5
86.7
98.7
98.5
97.5
97.2
92.5
97.1
96.6
97.9
94.5
94.7
95.5
96.4
97.5
95.3
97.4
97.3
95.5
98.2
86.7
90.0
89.1
87.4
86.6
87.2
98.7
97.9
97.4
105.7
99.3
0.0
1.7
0.3
-0.5
2.6
1.5
3.6
1.0
0.0
3.1
0.3
1.9
0.0
4.5
2.2
0.8
1.0
0.7
0.2
0.0
-0.5
0.0
-0.3
1.1
0.7
0.4
0.4
0.0
0.2
0.0
-1.3
-0.3
0.1
0.0
0.0
0.5
0.4
-0.4
-0.1
-0.6
0.0
-0.3
0.0
0.1
-0.2
1.5
0.0
-0.7
0.1
-0.1
-0.2
-0.2
0.5
0.2
-0.1
0.0
0.0
0.0
-0.3
-0.1
-0.7
0.0
0.1
0.1
-0.1
1.4
90.6
58.1
58.3
61.5
61.4
59.1
64.5
58.0
82.0
61.2
56.7
59.7
59.1
61.3
59.1
56.7
58.7
60.0
58.9
60.4
59.6
58.8
59.0
58.0
59.9
61.1
64.9
61.8
61.3
67.4
59.5
60.3
59.0
57.6
60.4
58.3
58.4
61.6
61.4
60.6
64.2
60.0
62.1
59.8
61.0
61.8
58.3
59.0
59.8
60.7
58.9
60.7
60.6
59.0
61.4
55.9
58.9
58.1
56.6
55.9
56.4
62.4
66.1
65.7
73.0
67.4
CANADA AVERAGE (V)
90.6
1.1
60.2
CITY
HIGH PERFORMANCE
ENGINE OILS
total-canada.ca
Updated prices at www.kentgroupltd.com • Prices as of March 8, 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
LEAVE ROOM WHEN SPEC’ING
LIFTABLE SELF-STEER AXLES
In Gear
through its extremes, and ensuring the
moving parts are not binding.
“You can check the correct adjustment by referring to the maintenance
manual to determine proper ride height,”
Petresh says.
Normally, once these have been set
to factory spec’s, they don’t need much
adjustment, but then along comes a driver.
Those who sit in a cab have been known
to “adjust” leveling valves in pursuit of a
“softer” ride. Not only will tampering with
the leveling valve not produce a smoother
ride, it could wreak havoc with driveline
angles, U-joints, and steel springs in an
air-over-spring configuration.
Air spring inspection
Like tires, air springs often exhibit signs
of wear caused by some other problem.
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TODAY’S TRUCKING
Worn bushings, for example, can cause
a misaligned air spring, which can result
in holes caused by chaffing against
other components or a loose internal
bumper. The most common problem
found in non-warranty air spring product returns, Firestone advises, is an overextended air spring caused by a broken
shock absorber.
“When a shock absorber breaks, it
allows the air spring to travel too far
and essentially tears the air spring apart,”
says Firestone’s manager of new business
development, Dave Vanette.
Among the more common problems
with air springs are circumferential tears
at the top or bottom of the spring, caused
by over extension. These are often the
result of an inoperative leveling valve or a
faulty pressure regulator.
Aside from obvious damage, air springs
should be checked for air leaks, the presence of abrasive material in the vicinity
of the piston that could wear a hole in the
sidewall, and built-up oil or grease on the
rubber. The air spring should be cleaned
with soap and water, methyl alcohol,
ethyl alcohol or isopropyl alcohol – the
only industry-approved cleaning solutions
for air springs. “Never use organic solvents, open flames, abrasives, or direct
pressurized steam to clean air springs,”
Vanette advises.
Maintaining shock
absorbers
Even the best shock absorbers won’t last
forever, though one might not suspect
a problem from outward appearances.
The American Trucking Associations’
Technology and Maintenance Council’s
Recommended Practice RP 643 strongly recommends replacing shocks when
installing new tires. It stresses that no
two operations or vehicles will see shocks
deteriorate at the same rate, so pre-determined mileage recommendations are not
that useful.
Visually inspect the shocks during the
“A” service, or every 10,000 - 20,000 miles
(16,000 – 32,000 kilometres). Examine the
shock body for damage such as dents and
cracks. Inspect the mounts and bushings
as well for deformed or loose components,
and watch for raw oil leaking from under
the dust tube. An oily residue on the
In Gear
STABILITY CONTROL
AND YOUR
UNDERCARRIAGE
Transport Canada has recently
approved a new manufacturing
standard that will eventually require
all new heavy trucks sold in Canada
to be equipped with an Electronic
Stability Control (ESC) system to
protect against rollovers and other
loss-of-control events.
The heart of such systems is electronic
and tied closely to the truck’s anti-lock
braking system. ESC systems require
no new hardware except, perhaps, an
inclinometer and accelerometer, which
the truck may already have. However,
the brake and suspension systems need
to be well maintained for the stability
control system to be effective.
“These applications can demand
fast and precise application and release
of the brakes as well as predictable
performance from the suspension and
steering systems,” says Fred Andersky
of Bendix Commercial Vehicle Systems.
If the brakes hang up because they
are not properly lubricated or the clevis
pins are seized – or if the suspension
or steering components are stiff due
to improper or lacking lubrication, or
sloppy because of worn bushings and
fasteners – the control system may not
work as intended.
In short, if the critical parts aren’t free
to move as intended, the brakes may
not release as quickly as the system
expects them to. If the suspension is
loose, then it may not support the leaning vehicle as well as the system expects.
While Canada’s ESC mandate is still
without a start date, these systems have
been available to Canadian carriers for
several years, which is just about the
right amount of time for certain undercarriage components to have worked a
little loose or become gummy with old,
dried grease. If you made the investment in ESC, maybe a quick check down
below is in order to ensure you’re getting all the performance you paid for.
shock body is acceptable and considered
normal under some conditions. Liquid oil
running down the shock body demands
a replacement.
During the “B” service, check the body
of the shock for elevated temperature
after a short drive. It should be obviously
warmer than the surrounding hardware.
If not, it’s not doing its job, and has likely
failed. Consequences of running on failed
shocks include a deteriorated ride, excessive vibration, and eventually cupping the
tires’ shoulder ribs. Hopefully, you catch a
failed shock before it begins to wear out
your tires.
And finally, if an alignment is in order,
don’t bother sending it to the alignment
bay until all the suspension components
have been inspected and restored to
original spec’s. TT
The Expertise of Your Local Truck Parts
Professional Backed by the Power
of a North American Network
There’s no beating the ease of doing business with your
trusted local truck parts distributor. As part of North
America’s Leading Truck Parts Network®, your local
VIPAR Heavy Duty Parts Professional offers the brands
you want and the expertise you need, with the strength
and resources of a network of over 500 locations
throughout the U.S., Canada, Mexico, and Puerto Rico.
The Right People. The Right Parts. The Right Places.
Find out more at www.vipar.com
www.VIPAR.com
© 2014 VIPAR Heavy Duty
APRIL 2016
55
Gold Sponsors:
Platinum Sponsor
The Meeting Place For
Canada’s Trucking Industry
International Centre, Toronto, ON
Thursday April 14 – 10:00 am to 6:00 pm
Friday April 15 – 10:00 am to 6:00 pm
Saturday April 16 – 9:00 am to 5:00 pm
Z See more than 250,000 square feet
of new trucks, trailers and equipment
Z New Products
Z Recruitment Pavilion
Z Fleet Managers’ Breakfast
Z Canadian Fleet Maintenance Summit
www.truckworld.ca
Endorsed by:
Official Media:
South Asian Partner:
THIS LONG-TERM
INVESTMENT GOES
A LONG, LONG WAY.
We know you have places to go, so we’ve designed
Shell Diesel Extra to help you save time and money.
Our advanced diesel formula can lower maintenance
costs, prevent fuel system corrosion, and reduce fuel
consumption by up to 3%*. With more hours on the
road that means less time to your destination.
To learn more and find a distributor near you, visit
www.shell.ca/shelldieselextra
* Over the lifetime of the machine/vehicle. Savings may vary per machine/
vehicle, driving conditions and driving style.
®TM
Trade-mark of Shell Brands International AG. Used under license.
PRODUCTWATCH
WHAT’S NEW AND NEWS FROM SUPPLIERS
For more new product items, visit PRODUCT WATCH on the web at todaystrucking.com
MACK
EXPANDS
AMT RANGE
New mDrive HD 13- and 14-speed models
meet a wider range of customer applications
Mack Trucks has announced two new
versions of its mDrive HD automated
manual transmission, available for order
in August, only with the company’s
MP series engines. With the addition
of low-reduction gear ratios, the new
mDrive HD 13- and 14-speed models
meet the needs of a wider range of customer applications in Pinnacle, Granite,
and Titan truck models.
Available in direct or overdrive configurations, the mDrive HD 13-speed offers a
low-reduction gear ratio for easier starting
on steep grades or when the truck is under
heavy load. The 14-speed model, offered
only with overdrive, adds a second ultralow-speed reduction gear designed for
curb pouring applications or low-speed,
heavy-haul maneuvering. Both transmissions offer up to four reverse gear ratios.
They share architecture with the standard mDrive HD, including reinforced
internal components and the same gear
ratios for the 12 forward speeds. The
addition of the low-reduction and multispeed reverse gears is made possible by a
short extension added to the front of the
transmission case. Despite the additional
capabilities, the new models are less than
five inches longer and only 90 pounds
heavier than the standard mDrive HD,
maintaining a weight advantage of nearly
150 pounds compared with automatic
transmissions, Mack claims.
For the first time, customers will now
have the option to spec the mDrive HD
in Pinnacle trucks, including these two
new models. The new low-reduction
gears enable the use of a faster rear-axle
ratio to improve on-road fuel economy
while maintaining startability.
Mack has also extended warranty
APRIL 2016
59
COMPOSILITE
DURABILITY AND
®
PERFORMANCE
1-800-660-2829
www.hendrickson-intl.com/AUXILIARY
The COMPOSILITE® family of truck lift axles promotes reduced
maintenance, decreased system weight and a minimized package
space. The COMPOSILITE family offers a full range of capacities
from 8,000 to 20,000 pounds. At Hendrickson, we never stop
driving to develop innovative, lightweight and durable suspension
systems that add to your bottom line.
Product Watch
coverage on all mDrive transmissions
and clutches used in heavy- or severeduty applications. Coverage now extends
to 36 months with unlimited miles for
heavy-duty applications for both the
mDrive and mDrive HD. For severe-duty
work, coverage goes to 12 months/unlimited miles for the mDrive, and 24 months/
unlimited miles for the HD version.
The mDrive updates also included
several improvements to PTO controls,
including new main cab harnesses for
all mDrive models, a reinforced range
housing to handle higher PTO-bending
torque, and an all-new cab-mounted
Body Builder Module. The latter is
customizable, with user-configured
software parameters to control engine
speed and block reverse gears when the
PTO is engaged. As well, dual PTOs are
now supported.
See www.macktrucks.com
reduce irregular wear. The bottom layer
provides fuel efficiency and retreadability
to minimize internal casing temperatures
for low rolling resistance and extended
casing life. Decoupling grooves and
directional miniature sipes promote even
tire wear, Michelin says.
The X Line Energy Z comes with the
7/7/3 manufacturer’s limited casing
warranty. This includes coverage against
defects in workmanship and materials
for 700,000 miles (1.1 million kilometres),
seven years, or three retreads from the
date of manufacture when retreaded
by an authorized Michelin Retread
Technologies (MRT) dealer.
The tire is available now in 11R22.5,
275/80R22.5, 11R24.5, and 275/80R24.5
sizes in both G and H load ranges.
See www.michelintruck.com
MICHELIN’S
NEW STEER TIRE
MICHELIN HAS LAUNCHED THE X LINE
ENERGY Z LINEHAUL STEER TIRE,
REPLACING ITS XZA3+
THE COST OF
DOWNTIME
Michelin has launched the X Line
Energy Z for linehaul steer applications.
The SmartWay-verified tire is guaranteed to deliver 20% more mileage
than leading competitors, Michelin
says, while also delivering 5% better
rolling resistance than the XZA3+
tire it replaces.
It features a new, ultra-fuel-efficient
casing, so the improvement in rolling
resistance follows the tire throughout its
life, from new to retread.
The new steer tire features a patented
“dual-energy compound” tread. The top
layer controls tread stiffness and stress to
CONSIDER THE INTANGIBLE COSTS
OF A WORN EXHAUST SYSTEM .
A properly functioning exhaust system can improve your bottom line.
Keep your money in your pocket - Walker ® products optimize efficiency
and performance for your hardest-working
vehicles. To learn more visit
walkerheavyduty.com
© 2016 Tenneco Automotive Operating Company Inc.
APRIL 2016
61
Product Watch
REMOTE ENGINE
REPROGRAMMING
is now available as a no-charge option.
It will also be available for purchase on
all 2010 and newer International Truck
models powered by proprietary engines
through dealers.
This first-in-the-industry innovation
will allow truck users to update their
engine control modules with unprecedented ease and convenience, delivering
improved uptime over a safe, secure
OVER-THE-AIR ECM REPROGRAMMING FOR
ALL INTERNATIONAL TRUCKS POWERED
BY N9, N10, AND N13 ENGINES
International Trucks has announced
that over-the-air (OTA) reprogramming of engine control modules for all
International Truck models powered by
its N9, N10, and N13 proprietary engines
CONFERENCE
Wi-Fi connection, says International.
OTA reprogramming will enable the
driver or fleet manager to use a mobile
interface to initiate reprogramming
to approved calibrations. This quick
procedure can be performed at the
customer’s facility.
This revolutionizes the way trucks are
serviced and lays the groundwork for a
future of connected vehicle services, says
International.
See www.internationaltrucks.com
BRIDGESTONE
STEER TIRE
THE R283A ECOPIA TIRE AIMS FOR
IMPROVED WEAR LIFE AND FUEL EFFICIENCY
JUNE 16 & 17, 2016
ALL ROADS LEAD TO THE CONFERENCE
...FIND YOUR WAY
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technology ŝŶŶŽǀĂƟŽŶawards
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REGISTER ONLINE - WWW.PMTC.CA
MORE INFORMATION
[email protected]
905-827-0587
62
TODAY’S TRUCKING
.LQJ&LW\21
The new Bridgestone R283A Ecopia
steer tire is for long- and regional-haul
service, using “advanced” technologies
to offer what the company calls a
superior combination of wear life and
fuel efficiency.
The R283A features several performance enhancements over its predecessor, the R283 Ecopia, designed to deliver
21% longer wear life and 3% better
rolling resistance.
These gains are achieved through,
among other features, ‘IntelliShape’
sidewall design that has less bead-filler
volume, reducing weight and minimizing
rolling resistance without compromising
casing durability and retreadability.
The new tire is SmartWay verified
and California Air Resources Board
compliant. The tire is available now in
sizes 295/75R22.5 and 11R24.5, and will
be available in 285/75R24.5 and 11R22.5
sizes this month.
See www.ecopiatrucktires.com
Product Watch
CUMMINS
Shows
Next-Gen
Engines
AIR BRAKE
TRAINING
NEW FROM TECHNICAL TRAINING
SERVICES IS THE QUICK STUDY TT
PROGRAM ON TRACTOR-TRAILER
AIR-BRAKE SYSTEMS
New from Technical Training Services
is the Air Brake Interactive Quick
Study TT program covering tractor
trailer air-brake systems, the mate to
a previously introduced straight truck
offering, Quick Study ST.
The latter has been popular with
municipal fleets and fire departments,
while the newer program caters to
freight-hauling fleets.
They’re designed as self-study
programs. All visuals and animation
are voice-narrated, so the programs are
‘watch, listen, and learn’.
Cummins unveiled the next generation of its medium-duty engine lineup
at the NTEA Work Truck Show. The
2017 B6.7 and L9 engines are part of a
line that’s been around for more than
30 years, and in that time Cummins
has produced more than 16 million
mid-range diesels.
The B6.7, with ratings from 200
to 325 hp and 520 to 750 lb ft of
torque, is the next iteration of the
B Series line, which dates back to
the 6BT5.9 of 1984. New for 2017 is
an increase in fuel economy for all
ratings. The 200-to-260-hp models
offer an increase of up to 7% over the
current product, says Cummins. The
280-to-325-hp engines will get up to
a 5% increase.
With ratings from 260 to 380 hp
and 720 to 1250 lb ft, the 2017 L9 is
said to lead its class with the highest
power-to-weight ratio and further
enhancements in reliability. New for
2017 will be a 350-hp/1150-lb-ft rating
that maintains more power and torque
across a wider rpm range, suited for
tough vocational duty cycles.
Also coming is the Single Module
aftertreatment system that combines the diesel oxidation catalyst,
diesel particulate filter, and selective
catalytic reduction systems into a
single canister. This medium-duty
system features up to a 70% reduction in space and as much as a 30%
reduction in weight, compared to
current aftertreatment systems. There
is no need for engine coolant lines to
and from the DEF injector, reducing
installation complexity and allowing
for easier serviceability.
Travel the world
differently
...
The
&HQWUHGHIRUPDWLRQHQ
WUDQVSRUWGH&KDUOHVERXUJ&)7&
offers the most comprehensive professional
truck-driver-training program in Québec.
We deliver
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0RUHWKDQIXOO\TXDOLͤHGLQVWUXFWRUVUHSUHVHQWLQJDOOVHFWRUVRIWKHWUDQVportation industry;
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Cutting-edge vehicles, simulators and other training equipment;
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A minimum of 615 hours of training per student;
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A placement rate of over 90% (And that’s with more than 1,200 graduates);
7ZRSURJUDPVWRFKRRVHIURP
1 four months full-time 2 eight months part-time;
A hands-on curriculum: 70-percent practical / 30-percent theoretical;
Some insurance companies consider a CFTC diploma the equivalent of two years
of experience.
A Vocational Referral Centre serving Central Quebec from the American Border to
Northern Quebec, including Gaspésie.
Call us!
1 866 849-5580 ext 3599
cftc.qc.ca
See cumminsengines.com
APRIL 2016
63
Re-introducing a
53 year old institution.
'HGLFDWHGWRWUXFNÁHHW
maintenance professionals.
(WYPS0U[LYUH[PVUHS*LU[YL;VYVU[V*HUHKH
In conjunction with PIT Group, Newcom is proud to
bring together the ATSSA, CTEA, OTA and TMTA for
[OLÄYZ[PUK\Z[Y`^PKLZ\WWVY[LK*-4:[VILOLSK
before Truck World, on Wednesday, April 13, 2016 at
the International Centre, Toronto, Canada. Merging
with the previous PIT Conference this partnership
will bring together the best expertise to ensure a
Z\JJLZZM\S*-4:
KEYNOTE SPEAKERS:
SESSIONS INCLUDE:
● Electronics Revolution and Trucking of the Future
● Learn How To Read Test Results
● Wheel Integrity: What’s To Be Done?
● Bridging the Generational Gap and Preparing
Your Organization for What Lies Ahead:
An HR Discussion
AND DON’T MISS:
Bill Dawson, VP of Maintenance Operations
and Engineering, Ryder System, Inc.
4(05;(0505.;/,-3,,;6-;/,-<;<9,
4Y+H^ZVU^PSSKPZJ\ZZOV^[Y\JRÅLL[THPU[LUHUJL
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KPHNUVZ[PJHUK[LSLTH[PJZ[VVSZHUKOV^ZVWOPZ[PJH[LKHUHS`[PJZJV\SK[YHUZMVYTTHPU[LUHUJLWYHJ[PJLZ
[VILTVYLWYLKPJ[P]L[OHUWYL]LU[P]L
Kirk Altrichter, Vice President, Maintenance,
Crete Carrier Corporation
/6>;6(=60+05-694(;0657(9(3@:0:
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● Canadian
Canad
Fleet Maintenance Manager
of the Year Award, presented by Volvo
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includes:
*-4:7HZZ
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;Y\JR>VYSK:OV^7HZZ
SHOW
PASS
SHOW
To register or for more information, visit::
T
www.trucksummit.ca
Gold Sponsor:
Silver Sponsor:
Produced by:
Award Sponsor:
Lunch Sponsor:
In conjunction with:
Association Partners:
PASS
Product Watch
The interactive Quick Study TT
program, like the ST version, uses
detailed visuals and state-of-the-art,
voice-narrated, multimedia air-brake
circuit and component animations. They
allow users to see, hear, and learn how
a typical tractor-trailer air brake system
functions, how to quickly and effectively
conduct air-system inspections, and
perform simple but effective functional
tests and daily routine maintenance.
There’s no reading required, the
company emphasizes.
See www.airbrakeinteractive.com
REAR IMPACT GUARD
WABASH NATIONAL’S NEWLY
DESIGNED REAR IMPACT GUARD
IS AN OPTION ON ITS 53-FOOT DRY
VAN TRAILERS
Wabash National will soon introduce
a new rear impact guard, an option
for its 53-foot dry van trailers. The
RIG-16 guard is engineered to prevent
underride in multiple offset, or overlap,
impact scenarios.
The new guard is constructed of
“advanced” high-strength steel. Its patentpending design features two additional
DETROIT UNVEILS NEW DD5 ENGINE
The public got its first glimpse of the new Detroit DD5, first
announced in 2014, at the recent NTEA Work Truck Show.
It’s the first of two new medium-duty engines coming from
Daimler Trucks North America (DTNA), with the Detroit DD8
planned for 2018.
DTNA is investing US $375 million to bring medium-duty
engine production to its Redford, Michigan facility. The
engines will first be built in Manheim, Germany before shifting to the U.S. in 2018. The
DD5 will be available for orders later this year in Freightliner Class 5/6 M2 106 trucks.
More extensive availability will begin when production moves to Redford.
The DD5 will initially offer two power ratings, a 210-hp/575-lb-ft version and
another with 230 hp and 660 lb ft of torque, with additional ratings coming in 2018.
The engines will have a 45,000-mile (72,000 kilometre) maintenance interval and will
be equipped with the Detroit Connect Virtual Technician remote diagnostics service.
See www.demanddetroit.com
vertical posts and a longer, reinforced
bumper tube, all of which are engineered
to work together to absorb energy better
and deflect rear impact at any point
along the bumper. The new guard is fully
galvanized to resist corrosion.
It’s in a limited production phase and
will ramp up during the next 18 months.
See www.wabash-trailers.com
YOU CAN’T GET THERE FROM HERE
Our March contest was nearly as popular as George Jones’ 1967 classic song,
“You Can’t Get There From Here,” penned by Dallas Frazier. Many readers not only
recognized the new Stompin’ Tom Connor statue in Sudbury, Ontario — sculpted by
Tyler Fauvelle — but expressed their appreciation for the storied musical career
of the national icon from Saint John, New Brunswick.
This month, we’ve tried to make the contest just a bit tougher. So, your hint?
A little bit of education goes a long way.
The first 10 readers to correctly identify the new photo will win a Today’s Trucking
hat. Contact Dave Nesseth at [email protected] or call 416-614-5813. Don’t forget
to include your full mailing address, or you else you Can’t Get There From Here.
March
Answer:
Stompin’ Tom
Connor statue in
Sudbury, ON
YOU CAN’T GET THERE FROM HERE
c/o Today’s Trucking Magazine
451 Attwell Drive, Toronto, ON M9W 5C4
Phone: 416-614-5813 • Fax: 416-614-8861
Or email: [email protected]
P.S. If you call your answer in, don’t forget to leave your contact details!
APRIL 2016
65
$15,000 lN CAS
AND A CHANCE FOR YO
2016 HlGHWAY STAR OF THE YEAR
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.
PLATINUM SPONSOR:
PROUDLY
SPONSORED BY:
HUR FLEET
ANDTO SHlNE
PRlZES
+THEHlGHWAY STAR OF THE YEAR +
HALL OF FAME
2013
2012
2011
Michael T. Rosenau
Brian Bertsch
Stephen McGibbon
Reg De
DDelahunt
lahhunt
Rosenau Transport,
Calgary, AB
Hi-Way 9 Express Ltd.,
Drumheller, AB
Milltown Trucking,
Oak Bay, NB
lndependence
Transportation
Lanark, ON
2015
2014
Guy Br
Broderick
oderick
d
APPS Transport,
Brampton, ON
2009
2008
2007
2006
Cliff Lammeren
Budd Rush
Rushh
Dale Hadland
Jean-François Foy
Terry Smith
René Robert
Praxair
Edmonton, AB
Armstrong Moving/
United Van Lines
Oakbank, MB
lnternational
Freight Systems (IFS)
Beachville, ON
Transport
J.C. Germain
Neuville, QC
Highland
Transport
Miramichi, NB
Classy Transport lnc.
Libau, MB
2010
GOLD SPONSOR:
SILVER SPONSOR:
2004
ASSOCIATION
SPONSOR:
OVERBOOTHS
B
BOOKED
60
LARGEST
RECRUITMENT
OPPORTUNITY
UNDER ONE ROOF
Friday,10:00 am to 6:00 pm
Saturday, 9:00 am to 5:00 pm
Again this year, Truck World Driver
Recruitment Pavilion. Interact with
5,000 DRIVERS
International Centre
Toronto, Ontario
April 14, 15, 16, 2016
over two days. Turn-key booth packages
available. One call, we’ll do the rest.
Contact Kathy Koras, 416-510-6892
[email protected]
www.truckworld.ca
Gold Sponsors:
Platinum Sponsor
Endorsed by:
Official Media:
National Advertisers
Canadian Fleet Maintenance Summit 64
www.trucksummit.ca
Cat Scale
17
www.catscale.com
CFTC
63
www.cftc.ca
Chevron
16
Continental Tire
54
www.vdoroadlog.com
Cummins Canada
25
www.cummins.com
Detroit Diesel Engines
37
www.demanddetroit.com
Diesel Spec
46
www.dieselspec.ca
Double Coin
45
www.DoubleCoinTires.com
Eberspächer
14
www.eberspaecher-na.com
Fleet Engineers
20
www.fleetengineers.com
Freightliner
2-3
www.freightlinertrucks.com
Goodyear
48, 49
www.goodyeartrucktires.ca
Great Dane Trailers
71
www.greatdanetrailers.com
Hendrickson
4, 60
www.hendrickson-intl.com
HighwayStar of the Year
66-67
Howes Lubricator
28
www.howeslube.com
Imperial Oil
34
www.mobildelvac.ca
Isaac Instruments
18
www.isaac.ca/transport
Kenworth
insert
www.kenworth.com
Manac
23
www.manac.ca
Meritor
29
www.meritor.com
Meritor Aftermarket
41
www.MeritorPlatinumShield.com
PeopleNet Communications 32 (split ad)
www.peoplenetonline.ca
Peterbilt
back cover
www.peterbilt.com
Peterson
50
www.pmlights.com
PMTC
62
www.pmtc.ca
Prolam
52
www.prolamfloors.com
Ridewell
47
www.ridewellcorp.com
Ryder
30
www.ryder.com
SAF Holland
19, 39
www.safholland.ca
Shaw Tracking
44
www.shawtracking.ca
Shell
10
www.shell.ca/rotella
Shell Diesel Extra
58
www.shell.ca/shelldieselextra
Tenneco
61
www.walkerheavyduty.com
Total Canada Inc.
6, 53
www.total-canada.ca
Trailer Wizards
40
www.trailerwizards.com
Truck & Trailer
32 (split ad)
www.trackandtrailer.ca
Truck World Show 2016
56-57, 68
www.truckworld.ca
TruckPro
27
www.truckpro.ca
Utility Trailer
15
www.utilitytrailer.com
Vipar
55
www.vipar.com
Volvo Trucks North America
8
www.volvotruckscanada.com
Western Star
36
www.westernstartrucks.com
Wix Filters
38
www.wixfilters.com
COMPANIES IN THE NEWS
A
Andy Transport . . . . . . . . . . . . . . . . . . . . . . . 13
B
Bendix Commercial Vehicle Systems . . . 55
Bison Transport . . . . . . . . . . . . . . . . . . . . . . . 24
Boeing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Bridgestone . . . . . . . . . . . . . . . . . . . . . . . . . . 62
C
Caterpillar . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Challenger Motor Freight . . . . . . . . . . . . . 24
Clarke Road Transport . . . . . . . . . . . . . . . . 12
Classy Transport . . . . . . . . . . . . . . . . . . . . . . 70
Cooney Group . . . . . . . . . . . . . . . . . . . . . . . . . 7
Cummins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
D
Daimler Trucks North America . . . . . . . . . 13
Dana Commercial Vehicle Systems . . . . 39
Detroit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Deutz . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
E
Erb Group . . . . . . . . . . . . . . . . . . . . . . . . .13, 24
F
Firestone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Fujitsu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
H
Hadley. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Haldex. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Havco Wood Products. . . . . . . . . . . . . .44, 47
I
International Trucks. . . . . . . . . . . . 18, 31, 62
K
Kriska Holdings . . . . . . . . . . . . . . . . . . . . . . . 24
KTL Transport. . . . . . . . . . . . . . . . . . . . . . . . . 13
L
Left Lane Associates . . . . . . . . . . . . . . . . . . 33
M
Mack Defense. . . . . . . . . . . . . . . . . . . . . . . . . 24
Mack Trucks . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Manac . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Manufacturer Direct . . . . . . . . . . . . . . . . . . 39
Meritor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Meyers Transport . . . . . . . . . . . . . . . . . . . . . 13
Michelin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
N
Nova Truck Centres . . . . . . . . . . . . . . . . . . . 13
O
Oshkosh Defense . . . . . . . . . . . . . . . . . . . . . 24
P
Prolam Floors . . . . . . . . . . . . . . . . . . . . . .44, 47
R
Ridewell Corporation . . . . . . . . . . . . . . . . . 51
Rockland Flooring . . . . . . . . . . . . . . . . . . . . 43
S
Safety Trigo. . . . . . . . . . . . . . . . . . . . . . . . . . . 39
SAF-Holland . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Spectra Products . . . . . . . . . . . . . . . . . . . . . . 39
T
Tatra . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Technical Training Services . . . . . . . . . . . . 63
Toromont Cat . . . . . . . . . . . . . . . . . . . . . . . . . 18
Trailcon. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Trailer Wizards . . . . . . . . . . . . . . . . . . . . . . . . 49
Transpor Freight Systems . . . . . . . . . . . . . 24
Trimac Transportation . . . . . . . . . . . . . . . . 24
V
VersaCold . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
W
Wabash National. . . . . . . . . . . . . . . . . . . . . . 65
Western Star . . . . . . . . . . . . . . . . . . . . . . . . . . 13
APRIL 2016
69
TRUCK
MONTH
OF THE
highwayST✭R POWER
Classy Transport’s René Robert — Canada’s first highwaySTAR of the Year — is justifiably proud of his
1999 Freightliner Classic XL. The truck is a “real working horse”, he says, referring to the 2.75 million kilometres
that this big red beast has logged across North America. It was one of the first trucks to pair a 550 Caterpillar with
an 18-speed Eaton AutoShift, too. “The 3.55 ratio really helped to save fuel over the years, pulling all kinds of
loads into all kinds of weather,” Robert adds. These days, the weather is decidedly frosty. The truck is plated to
pull 63,000-kilogram Super B’s from Edmonton to Yellowknife, supplying the diamond mines of the Far North.
And there are miles to go before it sleeps. Robert plans to put 2 million miles (3.2 million kilometres) on the
odometer. “None of the new trucks can rival this one,” he says.
Send Your Truck of the
Month Ideas OR Photos
THE
SPEC’S
1999
Freightliner
Classic XL
550 Caterpillar
Engine
18-speed Eaton
AutoShift
2.75 million
kilometres
▼ ▼ ▼
To [email protected] or
Today’s Trucking Magazine,
451 Attwell Drive,
Toronto, ON. M9W 5C4
Photos: René Robert
70
TODAY’S TRUCKING
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

Women Drive - Today`s Trucking

Transcription

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