Private Motor Carrier September 2013

NORTH AMERICA’S PRIVATE TRUCK FLEET MAGAZINE

September 2013 • issue 2

MOTOR CARRIER

A LONG TIME

COMING PRODUCTIVITY GAINS FOR THOSE WHO THINK OUTSIDE THE 53-FOOT BOX

Talk to the Boss

Dream Teams

The Complete Conference

Prepare to influence managers

Your future stars will shine

Full coverage from Canada’s

around the boardroom table

during early interviews

largest private fleet conference

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pg 21

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issue 2 SEPT, 2013

18

FEATURES

9

A Long Time Coming

5 Editor’s view

35 New Products

Productivity gains are coming to those who think outside the traditional 53-foot box

16

7 President’s report

38 Stats and facts

Talk to the Boss Prepare to influence managers around the boardroom table

7 Chairman’s message

18

Dream Teams The trucking industry’s future stars can shine during early interviews, road tests CONFERENCE

report

21-31

21 Four for Fame

Hall of Fame for Professional Drivers inducts latest members

31

22 A Rewarding Experience

35

EOBRs (and a few incentives) helped Hensall reach key targets

24 Recruit and Retain

Early focus on the hiring process makes a long-term difference

26 Best and Brightest

Fleet graphics honoured in annual awards

31 Got a Grip

contents

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“

Equipment productivity could help to offset the driver shortage The

transportation sector is edging toward a demographic cliff.

”

John G. Smith EDITOR

SOME PRIVATE FLEET MANAGERS dismiss reports about an impending driver shortage with little more than a shrug, and it is easy to understand why. When trucks are moving and job postings generate qualified candidates, the topic seems to merit little more than an academic debate.

But the transportation sector is edging toward a demographic cliff. The age of an average truck driver has climbed higher than 46, reflecting an increase in retiring workers and a failure to attract a new generation of employees. To compound matters, the demand for new truck drivers continues to grow. The U.S. Bureau of Labor Statistics expects the number of driving jobs to increase 21% between 2010 and 2020, outpacing other occupations; the Conference Board of Canada expects fleets north of the border to be short as many as 33,000 drivers by the same deadline.

It is a complex problem that will require more than a single solution. An era of carrier safety ratings and higher collision costs mean that recruiters need job candidates who can do more than fog a west coast mirror. The increased competition for these dream candidates will put added pressure on everything from compensation packages to delivery models, all in a bid to make job openings more attractive. Extra training and automated transmissions might also need to be embraced when hiring candidates who have the right attitudes but lack gearing and steering skills.

As important as each solution will be, we also can’t afford to overlook the option of allowing individual drivers to haul more freight.

In this edition of Private Motor Carrier we explore Long Combination Vehicles that, while limited to specific routes and requiring drivers with enhanced skills, could dramatically increase the amount of freight moved per trip. Walmart and Loblaw have also shown that individual shippers and private fleets are able to explore solutions based on unique needs, demonstrated through their respective tests of Super Cube trailers and a road train with three 53-foot trailers.

Productivity could be boosted on U.S. interstates as well, if lawmakers allow decadesold Gross Vehicle Weights to climb up to 97,000 lb. with the help of an extra axle.

We’re a long way from truly harmonized weights and dimensions across Canada or the U.S., and each jurisdiction will place restrictions on just how big equipment can be. But when there are not enough drivers to move the freight, we will have to find ways to maximize the productivity of those who do sit behind the wheel.

John G. Smith on Twitter: @wordsmithmedia

EDITOR John G. Smith 905-686-4851

wordsmithmedia@rogers.com Twitter: @wordsmithmedia

EDITORIAL DIRECTOR PRESIDENT, PMTC Bruce Richards 905-827-0587 trucks@pmtc.ca

PUBLISHER Jack Meli 647-823-2300

jmeli@bizinfogroup.ca

PRODUCTION MANAGER Steve Hofmann shofmann@bizinfogroup.ca

ART DIRECTOR Lisa Zambri CIRCULATION MANAGER Mary Garufi 416-442-5600 ex 3545 mgarufi@bizinfogroup.ca

VICE PRESIDENT PUBLISHING Alex Papanou PRESIDENT Bruce Creighton

02-07 Contents-Edit.indd 5

Private Motor Carrier magazine is produced under contract by BIG Magazines LP, a division of Glacier BIG Holdings Company Ltd., a leading Canadian information company with interests in daily and community newspapers and business-tobusiness information services.

Editorial services and content supplied by WordSmith Media Inc.

The contents of this publication may not be reproduced or transmitted in any form, either in part or full, including photocopying and recording, without the written consent of the copyright owner, the Private Motor Truck Council of Canada. Nor many any part of this publication be stored in a retrieval system of any nature without prior written consent.

ISSN 2291-3998 (Print) ISSN 2291-4005 (Online)

Return Undeliverable Canadian Addresses to: Circulation Department – Private Motor Carrier magazine 80 Valleybrook Drive, Toronto, Ont M3B-2S9 Subscription Inquiries – 416-442-5600 The content of this magazine should be viewed for information purposes only, and should not be seen as an alternative for legal advice.

NORTH AMERICA’S PRIVATE TRUCK FLEET MAGAZINE

MOTOR CARRIER

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PRIVATE MOTOR TRUCK COUNCIL OF CANADA

The conference for the private trucking community

PMTC

Associations have much to offer

“

“

THE PRIVATE MOTOR TRUCK COUNCIL of Canada (PMTC) recently concluded its annual conference in a beautiful country setting just north of Toronto, Ontario. This has been the must-attend event for the private trucking community for many years.

The conference is regularly attended by senior fleet managers, human resources experts, regulators, and industry suppliers of every manner of products and services. And there are several reasons why these folks return year after year.

The agenda packs in a series of educational seminars led by professionals who deliver important information. Some of these seminars deal directly with current issues facing private fleet operators, providing the opportunity to get the answers and explanations needed to stay on top of the fast-paced world of private trucking. Other seminars take a look into the future through discussions about current research or the testing of products that one day may well be important parts of fleet operations.

The Exhibitors’ Showcase is another opportunity for attendees to mingle in a casual setting with a wide variety of product and service providers, to see what’s new and what can help make operations even more successful.

And one of the most important features of a conference like this one is the opportunity for people in the industry to connect, to discuss specific problems, to share ideas and experiences.

We’ve often pointed out that private fleet managers are more than willing to share their experience and knowledge with their confreres and it is this willingness to assist one another that sets private fleet associations apart.

I hope you enjoy reading the conference reports in this issue of Private Motor Carrier, and even more, I hope you plan to attend in 2014 and see first-hand what this conference has to offer.

Bruce Richards, President

”

Bruce Richards PRESIDENT

Dennis Shantz CHAIRMAN

I AM HONOURED to have been elected Chair of the Private Motor Truck Council of Canada (PMTC) during the recent annual conference. It is a privilege for me to be selected as the leader of an organization that has dedicated itself entirely to the needs of private carriers since its inception in 1977.

As a director and Vice Chair of PMTC for the past few years I have come to realize how much associations like these have to offer their members. The PMTC and its members are invaluable sources of information.

The company I work for as director of fleet services, Home Hardware Stores Ltd., is one of Canada’s iconic companies, and our fleet of yellow trucks can be seen in virtually every community in the country.

That type of exposure comes with its own set of responsibilities for our fleet, so like many other private fleet operators we take extra care to ensure that we do things right in the eyes of the public. PMTC’s goals align closely with those of responsible private carriers and this is but one of the reasons we take pride in being a member of the PMTC. In our company we view the PMTC as an extension of our operations — one that we can call on whenever we have questions about regulations or operating concerns. It’s also a source of friends among fleet managers who are more than willing to share their expertise when we have a challenge.

So as I embark on my new role as Chair of PMTC I look forward to having the support of all the members who make this such a great organization, and thank everyone for their confidence in me.

Dennis Shantz, Chair

”

September 2013

02-07 Contents-Edit.indd 7

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A

Long Time

by John G. Smith

COMING

Productivity gains are coming to those who think outside the traditional 53-foot box

I

Major brands to adopt Long Combination Vehicles and Ontario's related yellow placards are Canadian Tire,

n a Tim Hortons drive-thru, the call of a “double-double” refers to a coffee with two creams and two sugars, but this is not the only way that doubles are important to the caffeinedispensing cultural icon.

The TDL Group, which oversees Tim Hortons’ private fleet, is among the growing list of companies hooking up to Long Combination Vehicles (LCVs). Its latest turnpike doubles – pairing two 53-foot trailers behind a single tractor – make nightly trips between Kingston, Ontario and Vaudreuil, Québec. That is on top of the fleet’s extended combinations in other jurisdictions which include triple 28-foot trailers, and the Rocky Mountain doubles with 53-foot lead trailers and 28-foot pups.

The configurations are obviously not for everyone. While early adopters of the twinned 53-foot trailers include retail giants such as Walmart, Loblaw and Canadian Tire, other companies have been slow to embrace the extra cubic space. Ontario recently expanded its

Tim Hortons, and Loblaw. (Photos: John G. Smith) September 2013

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long time,

continued from page 9

v

program to allow up to 100 fleets a maximum of six permits each, but as of this April it had approved no more than 64 carriers and 258 permits. “The uptake has been very gradual,” agrees James Perttula, manager of the Ontario Ministry of Transportation’s Goods Movement Office, and one of the architects of the program.

They’re probably

”

the safest trucks on the road

RENTALS

James Perttula, manager of the Ontario Ministry of Transportation’s Goods Movement Office

Of course, adopting the equipment involves much more than filling out some paperwork and coupling to an extra trailer.

Regulators continue to place strict restrictions on the industry’s longest trucks. The TDL Group, for example, had to complete engineering assessments of its routes and rebuild curbs near the fleet yard. Every Ontario fleet that wants to use this equipment also has to be a member of the Private Motor Truck Council of Canada or the Ontario Trucking Association, both of which helped regulators develop the LCV program’s conditions, while drivers need 1,000 km [620 miles] of practical LCV training and are limited to traveling at certain times.

The province also took the opportunity to mandate Electronic Stability Controls on LCVs in a bid to promote the technology. “It had a broader safety benefit across the fleet,” Perttula explains.

It is not the first time the province has used the promise of longer trucks as a way to promote new components. When 53-foot trailers were first approved for widespread use, the brake systems had to have Automatic Slack Adjusters.

Once an LCV is on the road, the trips are closely monitored.

Auditors track GPS records to ensure the vehicles stick to identified routes and remain close to 90 km-h [55-mph] speed limits. Some fleets have already faced temporary suspensions after running afoul of the latter requirements.

All the extra rules appear to have delivered dividends.

“We’ve had an excellent safety record, and they’re probably the safest trucks on the road,” Perttula says of the Ontario experience. When there have been collisions, the problems could not be linked to the vehicle’s length. For example, an extra trailer has nothing to do with a car that is in a head-on crash with a left-turning tractor.

“The partnership we have had with industry has been a really important thing,” he adds, referring to the two participating associations. “It wasn’t just in the development of the program,

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long time,

continued from page 11

but it’s been in the management of the program and the decision [leading to the] growth of the program.”

Just don’t expect to see turnpike doubles traveling from coast to coast anytime soon. Ontario limits the trucks to divided highways with restricted access, and that effectively closes the door on any westbound trips. Its longest configurations are not permitted in Michigan, either, requiring trailers to be uncoupled before crossing the Ambassador Bridge at the Canada-U.S. border. New Brunswick and Nova Scotia, meanwhile, have yet to require LCVs to have Electronic Stability Controls. “Most of the dimensional requirements are the same, but there are some minor differences and we’re talking about where we can adjust,” Perttula says.

Wherever adjustments have been made, barriers have fallen, and that has led to a growing number of LCVs in regions across North America.

There may even be other productivity gains to come.

Super Cubes and triple 53s Ontario has hardly been shy about embracing unusual vehicle combinations. By adopting the multiple axles of “Michigan configurations,” it already has some of the heaviest gross vehicle weights in Canada. And now it is allowing Walmart to test a Super Cube configuration with a 60.5-foot dropdeck trailer and 5,100 cubic feet of space. A drome box loaded at the back of the cab can hold four skids of its own.

As many as five fleets are allowed to be part of the pilot project, and one fleet is now asking about using a version with a flatdeck trailer, Perttula says. A chance to use the latter configuration will depend on dynamic performance tests, which are looking at rollover thresholds, avoidance manoeuvres and the amount of off-tracking at high or low speeds.

The new trailers allow Walmart to deliver more products per trip, reducing the environmental impact, said Andy Ellis, senior vice-president of supply chain and logistics for Walmart Canada.

It’s also good business for a company with freight that tends to cube out before reaching maximum allowable weights. But the retailer doesn’t expect to keep such productivity gains to itself.

“Sustainability is not a competitive advantage. We’ll share the knowledge and technology put into this truck with anyone who’s interested,” he added.

In Saskatchewan, Loblaw is in the second year of a pilot study testing triple 53-foot trailers, running at nights between Saskatoon and the food retailer’s 2,000-acre Global Transportation Hub in Regina. But the configuration’s broader use would obviously be limited to long, straight stretches of highway. In fact, LCVs will always be somewhat limited in their routes. Fewer than one in four highway interchanges could handle turnpike doubles, according to research by the American Association of State Highway and Transportation Officials (AASHTO).

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long time,

continued from page 13 There are more productivity gains to come.

Transportation and Productivity (CTP), which represents 200 shippers and allied associations, has been vocal in praising the U.S. House Committee on Transportation and Infrastructure, which is exploring the widespread use of three-axle semi-trailers and Gross Vehicle Weights up to 97,000 lb., up from the 80,000-lb. tandems that ply today’s interstate highways.

“Truck capacity has dropped by 16% since the recession started, and the 30-year-old federal vehicle weight limit compounds the problem by forcing many trucks to travel when they are only partially full,” said CTP Executive Director John Runyan.

Don’t expect the weights to increase on U.S. interstates overnight. The proposed Safe and Efficient Transportation Act (HR 612) would leave final decisions to individual states. Still, some jurisdictions appear to be relatively prepared for the idea.

Most New England states allow heavier trucks, and jurisdictions

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Much of this proposal’s success hinges on a U.S. Department of Transportation study, which will release preliminary findings in the spring of 2014. Says Runyan: “That will go a long way to pMC deciding whether we can advance the issue.”

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talk

TO THE BOSS

T

here are times when talking to the boss can be a frustrating experience. The best ideas for your fleet might appear to fall on deaf ears while the leaders of other divisions secure scarce budget dollars for initiatives of their own.

It’s almost like everyone is speaking a different language.

As strange as it may sound, members of the executive suite do speak a specific language, and successful fleet managers keep that in mind when communicating important information.

16 • PMC

A focus on the needs of your audience will go a long way. (Photo:Thinkstock)

by John G. Smith

Prepare to influence managers around the boardroom table

Steve Ropp, distribution manager at Molson Coors Canada, is always careful to include financial details when answering any fleet-related questions. “A lot of people think trailers and equipment grows on trees,” he says as an example. “But at the end of the day they’re business people, and when you explain the cost of a trailer ... they see more trailers are not the solution to every problem.

“Just about everybody understands finances in the business world.”

Dennis Shantz, director of fleet services for Home Hardware Stores, has adopted a

similar approach in his own discussions.

At first a preventive maintenance program looks like a cost, but the related budget transforms into an investment once senior managers understand that the work allows a trailer to stay on the road for an extra three to four years, he says. “There is a cost of doing business, but this is a smart cost.”

Shantz also stresses the need to provide some extra context for figures that can appear familiar to any fleet manager.

Home Hardware’s out-of-service rate of 9.5% is admired among truckers, but he is

September 2013

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careful to include information about industry averages at the same time. “Is that [number] good or bad or what led up to that?”

Still, Ben Decker, CEO of San Franciscobased Decker Communications, cautions against focusing on numbers alone. “Too often, what we do is we dive into data, and we dive into the background and the context and the reasoning,” he says.

Decker stresses the need to make personal and emotional connections wherever possible, even in the boardroom.

Discussions about a safety budget, for example, have added meaning when they are presented along with the story about an injury and how it could have been prevented. “That pulls you in.”

The arguments need to be supported with data, but the numbers do not have to be the focus of the story. “Don’t be afraid to put things in the appendix and don’t be afraid to have leave-behinds,” he says. “Too often we fall into the data dump.”

“It’s almost this fear that if I don’t tell you every detail, if I don’t give you all the information, then there’s going to be a weakness in the proposal,” adds Brad Holst, principal and executive director of Mandel Communications, which has business coaches in 55 countries.

One way Shantz makes the personal connections during his annual fleet updates is to remember that everyone around the table is still a driver in their own right. Reports about fuel costs become more meaningful when they describe how truck drivers are being steered toward different suppliers to save a few cents a litre, or why the skirts that motorists have seen on the sides of trailers are needed to improve aerodynamics. Since the business is owned by hardware retailers, discussions about the dangers of equipment downtime will also have a greater meaning when expressed as how a problem would impact delivery times.

It is not the only way the audience should be considered.

Don’t be afraid to put things in the appendix and don’t be afraid to have leave-behinds Ben Decker, CEO of Decker Communications

”

“What is going on in that decision maker’s world?” Holst asks. “Their day is really an ongoing string of meetings... and, more often than not, someone is trying to influence them.” This is why fleet managers should focus as much on why an issue is important as how a problem can be resolved.

“We have to step back,” Decker says.

“What do they need to know?”

It is an approach that can also help many presenters avoid the shop talk and acronyms which can leave executive teams confused and pull discussions off track.

Rather than describing intricate details about Hours of Service regulations, for example, the impact on delivery times will resonate with everyone at the table.

“Our core business is selling beer,” Ropp says. “The number one thing here is to support the business. Production at our facility is at the top of the list. We have to support production. After that, we get the product to the end customer.

Everyone understands that’s our focus.”

When it comes to preparing a presentation, both Decker and Holst value a “rule of threes” when delivering key information of any sort. That usually means offering the context for an issue, a recommendation, and then supporting information. When listing information it is a matter of creating, building and releasing tension.

The tone of a message will play another role in a fleet manager’s success, Holst adds, referring to one senior executive he

recently interviewed. “He’s looking for the fire in the belly.” And there is a good reason. Every senior manager relies on the actions of others. “Are you the person who can make it happen?”

Equally, fleet managers should be careful not to act defensively if any questions are posed. “Remember: You want these questions. This is where you can explore the details,” Holst says. Those who pause for a moment before delivering a response, and consider why a question was asked and how it was asked, will be able to show an understanding of the underlying issue. The best answers will echo the concern before leading to the response.

It all helps to build a stronger relationship in the executive suite, just like every conversation before it. And that can be a valuable asset for those times when anyone challenges the role or importance of a private fleet.

“My personal school of thought is to do the job, make sure you’re a low cost but you provide the best service possible,” Ropp says. “If the knock at the door comes, I’ll be able to answer the questions.”

He also finds other ways to remain visible in the meantime. Freshly wrapped trailers, for example, are always parked within view of the corporate offices.

“Some people at corporate or head office may not know we have a private fleet,” he says. Nothing puts that to rest like a trailer plastered with corporate branding elements.

Shantz also pays particular attention to the role of the fleet in branding efforts.

Every call about a dirty piece of equipment is taken seriously, especially since the fleet invested in a new wash system as recently as two years ago. “They are our ambassadors out on the road,” he says, referring to the drivers.

“We bring a lot of other things to the table that you wouldn’t necessarily get a for-hire carrier to do for you,” Ropp adds.

It’s a vital message for any member of the executive team to understand. pMC

September 2013

16-19 BossDreamteams.indd 17

PMC • 17

13-08-16 9:13 AM

dream TEAMS

by John G. Smith

The trucking industry’s future stars can shine during early interviews, road test

S

ome people seem born to be truck drivers. They move effortlessly through the gears, are never rattled by traffic, and approach every task like true professionals.

They can also reveal themselves during carefully designed recruiting processes.

Dave Marvin, transportation director for Praxair Canada, refers to one driver who stood apart from 10 other qualified candidates, each of whom was looking to secure one of two openings with the fleet that hauls cryogenic gases. This candidate said he was looking to leave his employer of 19 years after being told to drive equipment with tires that had bald spots.

The hiring team had found a perfect match. “We preach and practice that [drivers] stop the job when it’s unsafe,” Marvin explains. While there are always unique skills to learn, the right attitude may be most important of all.

The fleet’s interview questions are designed to extract this type of detail on top of the data collected from a typical application form or driver’s abstract. Rather than asking something that can be answered with a curt yes or no, Praxair Canada transportation supervisor Vince Ciufo poses open-ended queries. Candidates are asked to describe a time when they stopped a job, or to explain two “safety principles” they follow every day.

It is surprising how much drivers will admit in an interview, says John Harrison, manager-business development for the Canadian operations of Huron Services Group, a supplier of logistics services and personnel. Some candidates will boast about being able to manage dual logbooks to slip through Hours of Service rules.

Others will complain about dispatchers

18 • PMC

and begin to boast like they are the smartest people in the room. “We particularly like to ask about some of their previous employers,” Harrison says.

Did they like how they were dispatched?

For that matter, what are they looking for in their next employer? “A lot of them just say, ‘What job’s available right now?

What’s it pay?’”

The search Attracting the right candidates to an interview can be a tougher challenge.

Marvin favours word-of-mouth advertising as a recruiting tool, and prefers to ask existing employees for the names of potential candidates. It certainly delivers results. Ciufo says a casual comment made to five drivers recently reaped no fewer than 30 applications.

Praxair’s U.S. fleet has found similar success. “We have had tremendous luck with word of mouth here,” says Albert Stanley, safety and environmental representative in the U.S. northeast.

“They’re not going to give us a guy who is not going to stay in the mix.”

Hensall District Cooperative has been known to post ads in local newspapers in the search for drivers, but some of the best candidates appear long before anything is posted. Local residents with experience in equipment like feed trucks and bulk grain containers will often come knocking on the door in search for a broader career. “These aren’t skills your average over-the-road driver has,” says Mike Millian, a safety auditor for the fleet which travels through Southwestern Ontario.

Granted, there are times that searches require looking further afield. Praxair uses online recruiting websites, and even trade

magazines devoted to industries other than trucking.

There is another advantage to internetbased ads, says Harrison. “When we get a response from the online ad, we know that our applicant is somewhat computersavvy.”

Carefully structured pre-screening processes are the key to finding the applicants who even deserve a second look.

Praxair candidates in the U.S., for example, first need to pass a phone interview by a third-party service provider.

Harrison notes how each search should be refined for specific needs. “It’s not as simple as, ‘Give me a truck driver’. What type of work are they doing?” he asks.

Indeed, every job has unique demands, whether it involves point-to-point deliveries, interacting with clients, hand-bombing freight or using specialized equipment.

Some warning signs can even appear on the application form itself. A decade of experience is valuable, but a driver who has held 19 jobs in that time is unlikely to be committed to any employer, Ciufo says.

The road test As insightful as the interview questions and resumes can be, Millian believes the true stars will emerge in a 90-minute road test. Even the most aggressive drivers will be on their best behaviour at first, but they will slip into regular habits with time, particularly as he asks about the candidate’s lives and families. “They forget what they’re doing,” he says.

Suddenly the drivers who claimed to care about safety are seen racing through yellow lights, or allow speedometers to creep up to 100 km-h (60 mph) in an 80

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Praxair interviews place a particular focus on a candidate's commitments to safety. (Photo: Praxair)

km-h (50 mph) zone. Those who boasted about being team players offer added insight. “It’s suddenly all about, ‘Me, me, me’,” Millian says. “You find out whether they’re going to care about the company or just themselves.”

The extended test can even benefit the star candidates in the mix. After all, anyone can be nervous during a test. If a supposedly experienced driver begins to grind the gears, Millian asks if they usually rely on a clutch. “Don’t do it just because I’m here,” he tells them. “I’m just here to know how you handle the vehicle.”

Harrison is hardly dissuaded by a few mistakes behind the wheel, either. “It’s hard to ace a safe driving test every time because every truck feels a little different,” he says. The secret is whether the driver stops grinding gears after a few minutes in the truck. Then an assessor can watch for signs of the safe, courteous driver who treats equipment well,

managing attitudes, turns and lanes alike.

The response to any criticism can be as telling as the mistake itself. “Are they willing to learn?” Millian asks. “You might make a mistake out on the road and get in an accident, but if you’re not willing to look at yourself, you’re not going to learn.

You’re going to have another [collision].

As long as a person is willing to learn and willing to adjust, they can learn how to drive and they can always get better.”

The star candidates may not even be limited to the most experienced drivers.

Harrison hired one driver who had recently changed careers. The quality of the paperwork was outstanding, and every supporting document was already in hand. The driver also offered details of a collision-investigation process that he had recommended to his previous employer, demonstrating a real interest in the job.

Millian, meanwhile, recognizes that some candidates may never have seen a

four-axle dump truck, so he describes how to conduct the related circle check, and then simply asks them to repeat the process on the other side of the specialized equipment. “I treat it as a learning experience,” he says.

There are times when the wrong drivers will be hired regardless of any process.

The problems may not even manifest themselves right away. Marvin, for example, refers to one driver who spent three months on the job before falling into bad habits.

But those situations offer lessons of their own. Praxair now displays a copy of its massive employee manual during every interview, to reinforce the commitment that drivers are expected to make.

“When a guy slips through the cracks, you sit back, scratch your head and wonder what happened,” Ciufo says. That leads to refined questions and processes.

And it helps to shine a bright light on the dream teams of the future. pMC

September 2013

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PMC • 19

13-08-16 9:13 AM

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four fame FOR

CONFERENCE

report

PMTC Hall of Fame for Professional Drivers inducts latest members

Honoured drivers include, from left, Jeff Foell, Mike Demone, Rick Packham and (inset) Jimmy Peters.

(Photos: John G Smith and TMH Logistics)

Huron Services Group, and is now assigned to one of the company’s longest and most demanding routes. In addition to being a reliable professional driver, Packham and his wife Cathy are also committed to their community and assist underprivileged residents of the Dominican Republic.

I

t only seems appropriate that some of the trucking industry’s top drivers would be crowned in a municipality known as King City, Ontario. Here, the Private Motor Truck Council of Canada (PMTC) inducted four new members into its Hall of Fame for Professional Drivers, sponsored by Huron Services Group.

“The skills and professionalism of Canada’s commercial drivers are evident to all road users,” said PMTC president Bruce Richards. “Through the Hall of Fame induction ceremony we are pleased to recognize just a few of these professionals — individuals who have compiled safe driving records that are truly outstanding. Only a select few match the caliber of the drivers in the PMTC–Huron Services Group Hall of Fame.

The industry salutes these individuals and we are pleased to honour them.”

Mike Demone, Home Hardware Stores Mike Demone began his driving career at the age of 21 and has been working behind the wheel for 36 years, 31 of which have been with Home Hardware. He’s based in Wetaskiwin, Alberta, has accrued more than 6.5 million accident-free kilometres, and can even be described as a highway hero after rescuing a baby who was found hanging upside down in a car seat after a collision. The child was pulled to safety just before the vehicle caught fire. Home Hardware describes Demone as detailoriented, dedicated, and a great ambassador for the company.

Rick Packham, Huron Services Group/John Deere Rick Packham joined the John Deere fleet in 1992, hauling a variety of equipment in the U.S. and Canada. He has run more than 5 million kilometres as part of the

Jeff Foell, Patene Building Supplies Jeff Foell joined Patene Building Supplies in 1987 and now has more than 25 years of clean driving to his credit, logging more than 2.5 million kilometres while delivering various weights and sizes of building materials throughout Ontario. He is considered a role model for other drivers and is always willing to assist and share his knowledge of the industry, his employer says.

Jimmy Peters, TMH Logistics/TONA Transport Jimmy Peters has been working for Huron Services Group for more than 30 years and has accumulated more than 5 million accident-free kilometres. He delivers bulk dangerous goods, including hydrogen peroxide and corrosive acids. For the last five years Peters has hauled tankers of compressed gas between Maitland, Ontario and Utah on a regular schedule for TONA Transport. He is described by his employers as a true professional, respected by peers pMC and clients alike.

September 2013

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CONFERENCE

report

rewarding

by James Menzies

A

EXPERIENCE

EOBRs helped Hensall reach key targets… once drivers began to earn incentives

D

river-monitoring technologies may lead to better performance in the short term, but those improvements may be short-lived unless drivers see a benefit.

That was what Hensall District Cooperative discovered when deploying Electronic On-Board Recorders (EOBR) across its fleet of 74 highway trucks.

The Southern Ontario company began installing the devices in October 2011 to measure idle time, speed and

22 • PMC

harsh-braking events.

“Our plan from the start was to provide a driver bonus program to those meeting or exceeding the standard,” said Mike Millian, who oversees driver and vehicle safety in the fleet.

Driver behaviour improved immediately after the devices were installed, but the improvements soon “flatlined”, he said.

Shortly thereafter, some of the early gains were lost. Millian thinks it was because drivers didn’t see the benefits.

It took nine months to establish the program’s meaningful targets and rewards.

“If you are going to do a bonus program, you have to make sure of two things,” Millian explained. “One, that the bar is not set so high that no one can achieve it. And don’t set it so low that everybody can achieve it without putting any effort into it whatsoever.”

The incentive program was rolled out in December 2012. To qualify, drivers had to average at least 800 kilometres per week.

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The maximum bonus that could be achieved was $25 per week, paid quarterly. Driver stats were tracked and shared regularly, so drivers could monitor their performance.

Any at-fault collision or CVOR (Ontario Commercial Vehicle Operator’s Registration) infraction wiped out a driver’s bonus for that quarter. Harshbraking incidents resulted in a 20% cut to a particular week’s bonus, although Millian said drivers had the opportunity to call in and explain extenuating circumstances. “If you tell me you had a harsh brake because a car cut you off or a kid ran out onto the road, obviously I want you to hit the brakes,” he said. “Call me and explain it to me and we’ll remove it. But if the same driver has 10 harsh brakes every week, we’re going to start not to believe your stories.”

Hensall also set a pre-determined idle-time limit for each division, based on routes, loads, and other factors. Exceeding

that target cost a driver 40% of a week’s available bonus.

When measuring speed, Millian said the company provided a 10 km-h grace window, meaning a driver wouldn’t trigger an alert unless they hit 91 km-h in an 80 km-h zone.

Drivers are now given weekly, monthly and quarterly scorecards showing them how they perform against the fleet baselines. With the incentive program in place, the results were more pronounced and sustained than when the devices were first installed.

Prior to the bonus program being put in

“

place, Hensall’s average idle time was 13.9% and the kilometres travelled per speeding notice was 329. From January 5 to March 29, idle time decreased to 11.5% and the kilometres per speeding notice climbed to 601. From March to May, idle time once again declined to 9.6% (warmer weather helped) and the kilometres per speeding notice climbed to 676.

Improvements have continued since then, with idle time dropping to 8.6% since May and kilometres per speeding notice up at more than 900.

“It has had a good effect on our pMC drivers,” Millian said.

If the same driver has10 harsh brakes every week, we’re going to start not to believe your stories

”

Mike Millian, Hensall District Cooperative

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PMC • 23

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CONFERENCE

report

Early focus on the hiring

recruit retain AND

process makes a

long-term difference

by James Menzies

D

oes your company have a driver retention problem, or is it actually a recruiting issue?

Tamara Miller, director of programs and services with Trucking HR Canada, says the two causes of turnover should not be lumped together. An exodus of drivers within the first six months of employment generally points to a recruitment issue, while retention weaknesses may be to blame if drivers are leaving after six months on the job, she told a crowd at the Private Motor Truck Council of Canada’s annual conference.

Fleet managers with Hensall District Cooperative, TDL Group (Tim Hortons) and Praxair Canada shared details about their proven driver selection and retention programs that are making a difference when tackling each challenge.

The TDL Group’s initial phone interview may seem like it’s designed to chase job applicants away. “I try to talk them out of the job and tell them the worst it has to offer,” said Mark Mostacci, national manager – commercial fleet and compliance. Formal Predictive Index Assessments were introduced to reveal each candidate’s likelihood to succeed.

Then there is a road test, criminal background check, reference check and physical evaluation.

It all seems to be making a difference.

Driver turnover of 11.68% in 2006 dropped as low as 1.84% in 2012. Among first-year drivers, the turnover dropped to 0.61%, even though the newest employees face erratic schedules as they relieve senior drivers. “If you’re a relief driver for

24 • PMC

the first six months, it’s kind of hell,” Mostacci admitted. “You could be shunting trailers one day and going up north the next day.” The rookies are told to always bring an overnight bag to work, with no indication where they’ll be going.

TDL Group also looked internally to ensure it had the people in place to create a positive working environment. This meant ensuring dispatchers and managers actually like working with drivers. “If they don’t like drivers, they aren’t going to be sympathetic about what happens to a driver on the road,” Mostacci said.

The benefits have not been limited to improved turnover. The fleet’s CVOR (Ontario Commercial Vehicle Operator’s Registration) violation rate has dropped from the “high 20s” down to 8.6%.

Turnover and safety sometimes go hand in hand, he added.

Dave Marvin, Praxair Canada’s director of transportation, says most of Praxair’s 120 Canadian truck drivers will stay with the fleet until retirement, but there is tough work ahead in the search for candidates to replace the retirees. “Five to six years ago if we were hiring in a location like Oakville, we’d put it out (by word of mouth) that we were looking for a driver and we’d get 30 to 40 applications,” he said. “This is getting much more difficult for us. Demand is increasing, especially in provinces like Alberta. We’ve had to change our advertising methods. We’re now starting to use the Internet, job fairs, newspaper ads, and we’re soliciting from outside the province at times.”

Once drivers are selected, Hensall District Cooperative’s retention program includes incentives such as annual barbecues and Christmas parties for staff and families, paid attendance at safety meetings, a family skating party, a pension plan, employee benefits, and an allowance for clothing and work boots.

For its part, Praxair offers a benefits package, savings plan, safety awards and fuel incentives, awards for years of service, uniforms, new equipment (the fleet’s trade-in cycle falls between three and five years), opportunities for career advancement and even funds for licence renewals. “Small things like that mean a lot to the drivers,” Marvin said.

However, perhaps the biggest incentive to stay on with these companies is a shared commitment to safety. Drivers, Marvin said, know they will have “safe working conditions through to retirement. They’re going to retire [at Praxair] and they’re not going to be injured. They’re going to operate safely and go home every night.”

For more insight into TDL Group, Praxair and Hensall recruiting processes, pMC see Dream Teams on page 18.

TDL Group’s Mark Mostacci and Praxair Canada’s Dave Marvin. (Photo: John G.Smith)

September 2013

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SETTING THE STANDARD More industry jobs defined

The new standards reflect real-world requirements, says Tamara Miller of Trucking HR Canada.

(Photo: John G. Smith)

S

everal trucking-specific careers are more clearly defined than ever before thanks to National Occupational Standards which can be used to build everything from job descriptions to training programs.

The voluntary guidelines were officially announced by Trucking HR Canada, during a presentation at the Private Motor Truck Council of Canada’s (PMTC) annual conference.

The knowledge, skills and abilities needed to work as a cargo worker, freight claims specialist, safety and loss prevention specialist, supervisor/manager/foreman, and licensed shunt driver have been defined for the first time. Existing documents addressing dispatchers were also updated, building on those already available for entry-level drivers, professional drivers, driver specialties, and coaches/mentors/assessors.

Related competency charts – which clearly list the individual skills and attributes needed for each occupation – are among the most popular downloads available on Trucking HR Canada’s website.

“This is one of the broadest updates to

National Occupational Standards since they were first introduced to Canada’s trucking industry,” says Angela Splinter, CEO of Trucking HR Canada. “Fleets and trainers that have used existing standards have already been able to enhance everything from job descriptions to training curricula and employee appraisals. Now they have the tools to focus on a broader range of jobs.”

“These standards clearly reflect the real-world requirements of the industry

Mississauga: (905) 564-5404 Thunder Bay: (807) 577-5724 Winnipeg: (204) 632-8269 Brandon: (204) 571-5980

Regina: (306) 757-5606 Saskatoon: (306) 242-3465 Lloydminster: (780) 875-9115 Lethbridge: Equip.

(403) 331-6315

because they were closely developed and reviewed by industry representatives,” adds Tamara Miller, director of programs and services. “Each standard clearly describes what successful job performance looks like; details the tasks, skills and knowledge needed in the role; and identifies related legal responsibilities.”

Free downloads of the standards are now available through Trucking HR Canada’s online store at pMC www.truckingHR.com.

Calgary: (403) 236-9712 Red Deer: (403) 343-1383 Edmonton: (780) 447-4422

Head Office 2525 Inkster Blvd Winnipeg MB

Langley: Equip.

(604) 888-5522 Grande Prairie: (780) 402-9864

I P. (204) 632-8261 F. (204) 956-1786 (800) 282-8044 September 2013

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PMC • 25

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CONFERENCE

report

best brightest AND

Fleet graphics honoured in annual awards

TRUCKS AND TRAILERS can deliver corporate branding elements as effectively as any freight, and some of the best examples of that role were on display during the annual Private Motor Truck Council of Canada (PMTC) – 3M Vehicle Graphic Design Awards.

“For 28 years 3M Canada has been an integral part of the vehicle graphics design awards, and the competition is truly a national event,” said PMTC President Bruce Richards. “The large number of entries confirms the interest that companies have in promoting their products and services through illustrative graphics.”

WINNERS OF THE 28TH ANNUAL COMPETITION INCLUDE:

TRACTOR-TRAILER FLEET: SAPUTO

Graphics Film Type: 3M Graphics Supplier: National Graphic Solutions Inc.

FLEET: NATUREFRESH

Graphics Film Type: 3M Graphics Supplier: Toronto Digital Imaging Inc. HONOURABLE MENTION

FLEET: SOBEYS

Graphics Film Type: 3M Graphics Supplier: Toronto Digital Imaging Inc.

HUMAN INTEREST

FLEET: SCOTLYNN COMMODITIES INC. Graphics Film Type: 3M Graphics Supplier: Advantage Vinyl and Design

FLEET: GIANT TIGER

Graphics Film Type: 3M Graphics Supplier: Toronto Digital Imaging Inc. HONOURABLE MENTION

FLEET: TRAILER WIZARDS Graphics Film Type: 3M Graphics Supplier: iArk Media

26 • PMC

September 2013

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SPECIAL EVENT/PROMOTIONAL FLEET: STIHL

Graphics Film Type: 3M Graphics Supplier: Artcal Graphics

FLEET: BIG RIDGE BREWING COMPANY Graphics Film Type: 3M Graphics Supplier: National Graphic Solutions Inc. HONOURABLE MENTION

FLEET: COCA COLA

Graphics Film Type: 3M Graphics Supplier: Toronto Digital Imaging Inc.

STRAIGHT TRUCK FLEET: CHENAIL

Graphics Film Type: 3M Graphics Supplier: Toronto Digital Imaging Inc.

FLEET: SLEEMANS

Graphics Film Type: 3M Graphics Supplier: Maher Sign Products HONOURABLE MENTION

FLEET: TRADITION

Graphics Film Type: 3M Graphics Supplier: Toronto Digital Imaging Inc.

FLEET IDENTITY

FLEET: LABATT BREWERIES Graphics Film Type: 3M Graphics Supplier: Toronto Digital Imaging Inc.

FLEET: ONEIL ELECTRIC

LIGHT-DUTY COMMERCIAL TRUCK

FLEET: CHEETAH POWER SURGE

Graphics Film Type: 3M Graphics Supplier: Toronto Digital Imaging Inc. HONOURABLE MENTION

Graphics Film Type: 3M Graphics Supplier: Toronto Digital Imaging Inc.

Graphics Film Type: 3M Graphics Supplier: Toronto Digital Imaging Inc.

Graphics Film Type: 3M Graphics Supplier: Artcal Graphics HONOURABLE MENTION

FLEET: ITN LOGISTICS

FLEET: FIRE ROASTED COFFEE

FLEET: HAPPY PLANET FOODS

Graphics Film Type: 3M Graphics Supplier: National Graphic Solutions Inc.

September 2013

20-33 ConfrenceReport.indd 27

PMC • 27

13-08-16 9:14 AM

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©2013 Nu-Line Products, Inc. 20-33 ConfrenceReport.indd 28

13-08-16 9:14 AM

CONFERENCE

healthy IDEAS

E

very day in Ontario, someone wakes up for work and does not come home for dinner because of a critical or fatal injury. Yet the “overwhelming majority” of workplace injuries could be prevented, says Ken Rayner, Ontario Infrastructure Health and Safety Association (IHSA) vice-president of business development and labour relations.

History proves how the status quo can change. In 1915, when Ontario’s Workers’ Compensation Board was first introduced, hydro linemen faced a staggering mortality rate of 50%. “Imagine that. If you were a mother or father of one of these workers it was probably in your better interest to send them out to fight World War One,” he told the annual conference of the Private Motor Truck Council of Canada.

While today’s workplaces are far safer, there is still room to improve. Rather than reacting to injuries, fleets can take more of a proactive approach to health and safety, he said. Some solutions may even be free of charge.

The IHSA already provides safety-related courses through its Centre for Health and Safety Innovation, near Toronto’s Pearson Airport, and its mobile classroom takes training-by-truck to areas of Ontario where classroom facilities may

not be available. While some of the training is free to IHSA members, the fees for other programs are meant only to recover costs.

The trucking industry can take advantage of such offerings as training in defensive driving, pre-trip inspections, hours of service, and lift trucks, along with a comprehensive four-week course for fleet safety managers.

“We’re moving towards having a more e-commerce friendly [website] and making it as interactive as possible. Currently the site (www.ihsa.ca) shows the courses and locations where they are provided over the next six months,” he said.

“Is there an opportunity perhaps to develop programs that more closely reflect

MONDAY

23

report Education is key to workplace health and safety: IHSA

by Julia Kuzeljevich

The Ontario Infrastructure Health and Safety Association offers several safety-related courses, says Ken Rayner, vice-president of business development.

(Photo: John G. Smith)

what you do? We’d be happy to be a part of that conversation,” said Rayner, who added that the IHSA plans to hold four large open houses over the next year. pMC

REGISTRATION • 905-827-0587 • info@pmtc.ca • pmtc.ca

SEPTEMBER

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Etobicoke, Ontario

September 2013

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PMC • 29

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3 13-08-16 9:14 AM

CONFERENCE

grip

report

GOT A

by Julia Kuzeljevich

Low-Rolling-Resistance tires are durable and still grip on snow: Transport Canada

F

leets adopting Low Rolling Resistance (LRR) tires are enjoying better fuel economy, and they don’t seem to be sacrificing winter traction or durability in the process.

That is the finding of some of the latest truck-based research by Transport Canada, which examined tires with the U.S. EPA SmartWay program’s stamp of approval – earned if a tire reduces nitrogen oxide emissions (NOx) and improves fuel economy by at least 3% when compared to the bestselling Class 8 linehaul tires.

“Tires are how operators maintain control of a vehicle on the road. The resistance between the tire and the pavement keeps it on the road,” said Brad Richard, energy and advanced vehicle program engineer. “The main aspect we [looked] at is the contact patch of the tire, and deformation losses.”

Among the findings, a 10% drop in rolling resistance was found to cause a

1-3% bump in fuel economy. But the SmartWay models performed like conventional tires in other ways, showing no real difference when braking or making a low-speed turn on packed snow.

Testing was performed at Smithers Rapra’s Ohio laboratory and Michigan winter testing facility, as well as at a track in Kapuskasing, Ontario.

“The current generation of LRR tires can offer a similar level of snow traction performance as conventional tires, while reducing fuel consumption and emissions.

This is consistent with recent [Society of Automotive Engineers] findings,” said Richard. Future tests will compare tread depths, contact areas, voids and weights, and also explore how the tires perform on vocational vehicles.

“There are lots of variables contributing to fuel and traction performance and we’ll definitely be testing these in future,” he said.

The tests were part of Transport Canada’s EcoTechnology for Vehicles II (eTV) program – a four-year, $40-million initiative that until 2015 will be testing and evaluating light and heavy vehicle technologies which could enter the Canadian

Canadian research shows that LRR tires can deliver fuel savings and grip the road.

(Photo: Michelin)

market over the next 10 to 15 years. The results will play a role in safety and environmental codes alike.

The program will look at electric vehicles, renewable fuels, Compressed Natural Gas, Liquefied Natural Gas, powertrain emissions, aerodynamics, hydrogen and fuel cell technologies, and intelligent transport. About 20 tests are already underway. For example, researchers are exploring how well natural gas vehicles run in cold conditions. Another three-year test is looking at the economics of aerodynamic vehicle features.

“It’s easy to put [aerodynamic features] on a truck, but as a regulator it’s harder to come up with what standards should be in place outside of operating in a wind tunnel. We want to enable real-life designers to simulate real-life conditions,” said Jim Lothrup, senior director, environmental and transport programs.

One study, for example, is analyzing how snow and ice sheds from boat tails.

Other researchers are seeing if West Coast mirrors, which effectively act like large “parachutes”, could be replaced with camera systems. “Transport Canada is not endorsing safety mirrors,” Lothrup cautions. “The [camera] prototype works, but we have to see what the human factor analysis is. How does the average driver deal with screens versus mirrors? The technology is out there. It’s not coming tomorrow but it could come.”

Meanwhile, the federal government is looking for a tool that can compare alternative fuels (testing for that comes in 2013/14), and is also exploring truck “platooning” which would allow a lead truck to control a larger convoy while the drivers in the rear trucks rest or perform other tasks. “There is a lot of stuff going on in Europe around this, and Japan is also looking into it. The U.S. said it’s ready. What do we need to look at to prepare for the possibility of this if it’s something that starts being marketed?” pMC Lothrop said.

September 2013

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PMC • 31

13-08-16 9:14 AM

IN THE

news

From the headlines

American Trucking Research Institute.

FATIGUE-FIGHTING STRATEGIES — The North American Fatigue Management Program (NAFMP) took almost a decade to develop, but it is now online at www.nafmp.com. The site includes 10 learning modules for recognizing fatigue; health and wellness; medical screening for sleep disorders; scheduling; and fatigue detection technologies. The program was developed by: Alberta Occupational Health and Safety; Alberta Transportation; Alberta Workers’ Compensation Board; Commission de la santé et de la sécurité du travail de Québec (CSST); Federal Motor Carrier Safety Administration; Société de l’assurance automobile du Québec (SAAQ); and Transport Canada. In-kind development support was provided by the Alberta Motor Transport Association and

AWARD FOR BEST EMPLOYERS — Trucking HR Canada has announced the launch of the Best Fleets to Drive For: Canada program, an offshoot of the popular Truckload Carriers Association (TCA) competition. The new initiative will recognize fleets that provide the best workplaces for Canadian drivers. Private and for-hire fleets will each have unique selection criteria, with independent programs run in partnership with the Private Motor Truck Council of Canada and the Canadian Trucking Alliance, respectively. The Canadian awards will be run using systems developed by CarriersEdge, which has also played a key role in the TCA program. The first call for submissions will take place in early 2014.

AVERAGE DRIVER NOW 46 — Canada’s truck drivers could be forgiven if they feel older than expected. New data from the 2011 National Household Survey found that the average truck driver is 46, compared to Conference Board of Canada figures that had pegged the age closer to 44. “This confirms that in the trucking industry, more than in others, ‘new’ sources of labour are [actually] delayed retirements,” said Vijay Gill, a Conference Board principal research associate.

PEOPLENET PARTNERS WITH DRIVEWYZE — PeopleNet, a provider of fleet mobility solutions, has partnered with Drivewyze PreClear to create the hands-free version of a device used to bypass weigh stations. If the carrier and vehicle pass a state’s criteria for safety

Solution to

The

Recruiting and Staffing

Montreal, QC Toronto, ON Vancouver, BC Ottawa, ON

1-888-4Unique www.uniquepersonnel.com

32 • PMC

September 2013

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scores, registration and IFTA tax compliance, the driver receives permission to bypass the inspection site. “With PeopleNet’s integrated bypass service, fleets can eliminate the need to manage multiple vendor accounts and costly transponders, while accessing a more comprehensive service site footprint including temporary inspection sites,” said Brian Heath, president of Drivewyze.

“A [Federal Motor Carrier Safety Administration] study demonstrated that one weigh station stop made for even five minutes can save a carrier $8.68 in fuel and time. So, the ability to bypass unnecessary inspections generates tremendous ROI.” SHELL UNVEILS LNG STATION — Shell unveiled its first commercial Liquefied

Appointments Ivor J. Evans is the new chairman, CEO and president of Meritor. He had served in an interim role since May, and until 2005 he led Union Pacific Railroad. • Navistar has named Walter G. Borst as executive vice-president and chief financial officer. Borst, who was recently chairman, CEO and president of GM Asset Management, replaces A.J. Cederoth. • Julie Tolley has been named new vice-president and general manager of Eaton’s commercial vehicle clutch business. She reports to Tim Sinden, president, North America Truck Operations. Tolley will be charged with handling customer interactions, commercial strategies, product development, maximizing uptime reliability and strategic initiatives. • Anne McKee is the new vice-president of Mississauga, Ontario-based Trailer Wizards, building on her roles in human resources, payroll and safety programs to develop business processes and other training. Daran Ultican, recently manager of the company’s branch in Moncton, NB, has been named vice-president, Atlantic Region.

Colin Slade has been named director, national parts and purchasing.

Natural Gas refuelling station on May 28 in Calgary. The site is located at the Shell Flying J Travel Plaza on 40 Street SE. pMC

HYDRAULICS • LIQUID & DRY BULK TRANSFER • HEAT EXCHANGE & COOLERS • DRIVELINE • GPS VEHICLE MONITORING • ANTI-IDLING SOLUTIONS

SYSTEMS ENGINEERING • MANUFACTURING • INSTALLATION • REPAIRS

CALL US TOLL FREE 1.800.668.6012 VANCOUVER • EDMONTON • CALGARY • REGINA • TORONTO • MONTREAL • HALIFAX

www.driveproducts.com September 2013

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Volvo Trucks. Driving Success.

®

“The D16 fuel economy is huge - 2 mpg savings means around $20000/truck.”

“We run 54 power units – 48 of which are now Volvo. We transport fuel in b-trains in a demanding environment throughout Alberta and BC. What became apparent very quickly with our Volvo D16s is that our round trip fuel consumption came in considerably less than with our previous fleet. The D16 is a bulletproof engine – we have experienced savings all around – from fuel economy, downtime, and maintenance to driver safety and loyalty. Our 9 cents/mile is approximately 40% of what we were experiencing before we changed to Volvo.

It’s just a phenomenal product.”

Mark Taylor, Western Canada Regional Manager, Flying J Canada Transport Test drive Volvo advantages at your nearest Volvo dealer.

Visit us at volvotruckscanada.com ©2013 Volvo Group North America, LLC

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”

• CHART OFFERS COLD FUEL SOLUTION FOR LNG Chart Industries has unveiled a new Cold-Fuel Pressure Builder that will allow vehicles to accept under-saturated or cold Liquefied Natural Gas

WHAT’S

new

(LNG). Stations traditionally deliver LNG at two different pressures and saturation temperatures to support spark-ignition (SI), compression-ignition indirect injection (CI-IDI), and direct injection (CI-DI) fuel systems. But the Cold-Fuel Pressure Builder will accept cold fuel saturated at less than 60 psi, while still supporting most engine pressure requirements.

•Chart • MERITOR OFFERS AFTERMARKET HIGH-TORQUE CLUTCH

• FONTAINE PARTS COMBINE REBUILD KITS FOR FIFTH WHEELS

Meritor has introduced a high-torque 15.5-inch

Fontaine Parts Connection’s new Major Rebuild

clutch to its aftermarket products for medium- and

Kit has combined six separate rebuild kits for

heavy-duty trucks. Unique features in the clutch with

popular fifth wheel models. The Major Rebuild

a maximum torque of 2,250 lb-ft of torque include

Kit (P/N KIT-RX-67NTL) includes parts required to

improved dampening for a lower drivetrain torsional

service all left-hand 6000, 7000, 7000 Clean

rate, a strong back plate to slow spring wear,

Connect and Ultra NT top plates. The kits are

and a strap-driven pressure plate that reduces

even labeled with a QR code linking to an

noise and delivers a smoother release.

instructional video about the rebuild procedure.

•Meritor

•Fontaine

Transportise

TM

[trans-pore-teez] Definition: The financing expertise of CIT in the transportation sector.

As one of Canada’s leading providers of equipment financing, CIT works with companies and owner/ operators across a broad range of industries, specializing in transportation and construction. We offer loans and leases, sale leaseback, fixed or floating rate options, CDN and USD currencies, portfolio acquisitions and dealer programs.

Our unmatched expertise and industry knowledge gives us an edge in creating customized financing solutions that help you stay one step ahead of the competition.

Visit www.cit.ca or call 877-590-7356

TRUCKS/TRACTORS • TRAILERS • VOCATIONAL • NEW AND USED

© 2012 CIT Group Inc. CIT and the CIT logo are registered ser vice marks of CIT Group Inc.

C September 2013

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AD

• KENWORTH T680 OFFERED WITH 52” MID-ROOF Kenworth’s T680 is now available with a 52” mid-roof sleeper, well-suited for regional applications where drivers may spend just two or three nights on the road. The result sheds 600 lb. when compared to a model with a 76” sleeper.

The mid-roof sleeper also features a liftable lower bunk and upper storage units on the sleeper’s back wall, including space to hang clothes, or an optional upper bunk for driving teams.

•KENWORTH FACT #2 (of 6)

RIDEWELL offers “government approved” automatic axle control kits for Ontario truck SPIF legislation, Western Canada conservation lift trailer applications and both Ontario and Quebec SPIF requirements for trailers.

RIDEWELL is an approved distributer of Wheel Monitor RM60TM, BalancerTM, and ProvisoTM products.

index

3M 30 www.3M.com CIT Group 35 www.cit.ca Cummins Engines 4 www.cumminsengines.com Drive Products 33 www.driveproducts.com Espar 2 www.espar.com Fort Gary Industries 25 www.fgiltd.com GTA Trailer Rentals 32 www.gtatrailer.com Hino 14 www.hinocanada.com Howes Lubricator Products 6 www.howeslube.com Huron Services 12 www.hurongroup.com Kenworth 8 www.kenworth.com Mack Trucks 20 www.macktrucks.com Maxim 11,13 www.maximinc.com NU-LINE 28 www.nuline.ca PeopleNet 22,23 www.peoplenetonline.ca Peterbilt Canada 40 www.peterbilt.com Ridewell Corp.

36 www.ridewellcorp.com Shaw Tracking 39 www.shawtracking.ca Tiger Tool International 15 www.tigertool.com TMW Systems 10 www.tmwsystems.com Unique Personnel 32 www.uniquepersonnel.com Volvo 34 www.volvotruckscanada.com

View our Digital Edition online @ www.privatemotorcarrier.com

800.641.4122 36 • PMC

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

www.ridewellcorp.com

September 2013

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2013 PMTC Conference Partners

2013 PMTC Conference Partners 2013 PMTC Conference Partners DiamonD Partners Diamond Partners Diamond Partners

2013 PMTC Conference Partners

2013 PMTC Conference Partners Diamond Partners 2013 PMTC Conference Partners Diamond Partners Platinum Partners Platinum Partners Diamond Partners Platinum Partners

Platinum Partners Platinum Partners Platinum Partners

Gold Partners Gold Partners GolD Partners Gold Partners

Gold Partners GoldSilver Partners Partners

Silver Partners Silver Partners

silver Partners

Silver Partners Silver Partners Bronze Partners

Bronze Partners Bronze Partners

Bronze Partners Bronze Partners Bronze Partners

BACKED BY

SUPPORT

BACKED BY

B A C K ESDU B PY PORT BACKED BY

SUPPORT

SUPPORT BACKED BY

SUPPORT

…..thank you to our conference partners

…..thank you to our conference partners

…..thank you to our partners partners …..thank youconference to our conference …..thank you to our conference partners

…..thank you to our conference partners 34-40 ProdsStats.indd 37

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STATS AND

facts

Closing the Productivity Gap Active proposals and options to increase truck capacity

LONG COMBINATION VEHICLES The search for added productivity can involve thinking outside the box. In selected jurisdictions it can even mean, well, adding another box in the form of another trailer.

Consider these Long Combination Vehicles (LCVs) that are already traveling limited routes in various North American jurisdictions.

PUSHING THE BOUNDARIES Two major retailers are exploring unique vehicle configurations of their own in Canada.

Loblaw’s Triple 53’s Test jurisdiction: Saskatchewan Length: 177’ Gross Vehicle Weight: 90,000 kg

Turnpike Doubles

Triples

Twin 33’s

BURNING DESIRES The benefits of longer configurations are not limited to added capacity. Long Combination Vehicles also burn less fuel than a typical tractor-trailer.

13% 21%

Rocky Mountain Doubles (Source: Volvo Trucks North America) *Graphics not according to scale.

THE 53 TO BE? The U.S. is studying two proposed changes to increase the productivity of 53’ trailers on interstate highways.

The Comprehensive Truck Size and Weights Limits Study, part of the Moving Ahead for Progress in the 21st Century Act, is to be completed next spring.

The report goes to U.S. Congress in November 2014.

Rocky Mountain Doubles 13% less fuel/ton mile Turnpike Doubles 21% less fuel/ton mile

(Source: U.S. Environmental Protection Agency — SmartWay)

Axles

GVW

Today

5

80,000 lb.

Proposal 1

5

88,000 lb.

Proposal 2

6

97,000 lb.

(Source: U.S. Department of Transportation)

Walmart’s Super Cube Test jurisdiction: Ontario Main trailer: 60.5’ Dropdeck: 5,100 cubic feet Drome box: 521 cubic feet

38 • PMC

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