Private Motor Carrier May 2013

NORTH AMERICA’S PRIVATE TRUCK FLEET MAGAZINE

May 2013 • issue 1

MOTOR CARRIER

THE POWER OF

POSITIVE TESTING

IS IT TIME FOR BROADER ALCOHOL AND DRUG TESTING PROGRAMS?

Brand Builders

Leave a lasting impression with your private fleet

pg 16

A Driving Force

Conference Planner

pg 19

pg 33

The best drivers want more than a paycheque

Prepare for Canada’s leading private fleet conference May 2013

PMC Cover May 13.indd 1

PMC |

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issue 1 MAY, 2013

16 FEATURES

9

The Power of Positive Testing

5 Editor’s view

Alcohol and drug programs are stricter than ever.

Maybe they should be broader.

7 President’s report

16

Brand Builders Private fleets enhance corporate brands, and vehicle graphics are only one of the tools.

7 Chairman’s message

19

A Driving Force

46 Stats and facts

Want to attract the best drivers? They’re looking for more than a paycheque.

33 Conference planner Prepare for the leading conference for Canada’s private fleets.

41 New products An integrated powertrain from Eaton and Cummins, lighter Mack suspension, trailer tracking and more.

24

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A Natural Fit? Natural gas offers a cheaper fuel supply, but there are other factors to consider.

27

41

Power Plays Better fuel economy, more sensors and other changes coming to your engines.

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Volvo Trucks. Driving Success.

®

“Uptime with our Volvos is Incredible.”

“We now have 37 Volvos in our fleet and running them has substantially improved our uptime.

That’s huge for us - if our trucks aren’t on the road they’re not making money for us.

Our dealer response has also been phenomenal - with two-hour diagnostic triage service and Volvo Link for fuel economy and service.

We have a mix of – 670’s and 730’s all D13 500hp. We chose Volvo engines because we are dealing with one vendor and can get things resolved quickly, and the D13 power, fuel efficiency and weight give us everything we want.

We will definitely continue to grow the Volvo side of our fleet.”

Darcy Hammond, President Muskoka Transport

Test drive Volvo advantages at your nearest Volvo dealer.

Visit us at volvotruckscanada.com

02-07 Cont-Edit-Pres.indd 4

©2013 Volvo Group North America, LLC

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“

Natural gas is gaining ground, but diesel will dominate for awhile The industry’s

most popular fuel

packs more energy per volume and is widely available.

” John G. Smith EDITOR

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 Kimberly Collins kcollins@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 Cont-Edit-Pres.indd 5

NOTHING IGNITES AN INTEREST in alternative fuels quicker than the soaring price of diesel.

Recent seminars about natural gas vehicles have been drawing packed crowds of fleet managers from the Green Truck Summit in Indianapolis to the Technology and Maintenance Council’s (TMC) annual general meeting in Nashville.

While natural gas vehicles have been available for decades, they have come a long way. Early challenges with cold starts have disappeared.

Upgraded components like hardened valve seats contribute to durability.

Today’s fuel-injected engines also deliver power, torque and fuel economy similar to diesel designs.

As the cost of the premium-priced equipment begins to drop and the gap between diesel and natural gas prices continues to grow, natural gas is making evermore business sense.

It hardly means every challenge has been addressed. Compressed Natural Gas (CNG) may be a great alternative for local haulers who have space for the fuel tanks, but the range is limited. The energy-dense Liquefied Natural Gas (LNG) may offer an alternative for regional routes, but the network of refuelling stations is still in its early days.

A recent study by the National Petroleum Council (Advancing Technology for America’s Future) predicts diesel will remain the fuel of choice in the near future, even with some of the more dire predictions about costs at the pump. The industry’s most popular fuel simply packs more energy per volume, is widely available, and is gaining ground through related improvements in fuel economy. But gasoline engines are expected to become strong competitors in Class 3-6 trucks because of the ever-increasing cost of diesel emission controls, and don’t discount hybrids or electric vehicles in heavy stop-and-go applications.

“We have every kind of drive cycle. Every kind of truck,” says Michael O’Connell, senior director of fleet operations for PepsiCo/Frito-Lay. “We can fit a lot of technical solutions into our fleet.”

They won’t be the last private fleet to explore more than one fuel source.

John G. Smith, Editor Twitter: @wordsmithmedia

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

Bruce Richards

Annual conference is the highlight of PMTC calendar

u

PRESIDENT

“

A magazine dedicated to private fleets

”

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u

“

WELCOME TO PRIVATE MOTOR CARRIER, a magazine dedicated to North America’s private trucking community.

With the support of publisher Jack Meli, the Business Information Group, and the investigative and editing skills of John G. Smith, we are staffed and dedicated to providing a quarterly magazine aimed at the issues and concerns of the private trucking community.

This is the first magazine of its kind to reach such an extensive audience. You are one of more than 16,000 people in the private trucking community to be receiving Private Motor Carrier and we look forward to receiving your comments.

The magazine will consistently feature leading edge articles on management techniques and industry trends, along with topical pieces on industry issues. The 2013 editorial agenda has been developed specifically with the private fleet manager in mind. As a result we think you will agree that Private Motor Carrier is the magazine that private fleet managers will want to read.

That being the case, Private Motor Carrier is positioned to be the premier advertising vehicle for industry suppliers to reach private fleet operators throughout North America.

In this first issue, among other subjects, we take a look at how companies go beyond fleet graphics to use their private fleet to “brand” themselves. It’s an interesting examination of how some premier fleet operators see the added value of the truck fleet.

We also weigh the effectiveness of, and perhaps the necessity for, alcohol and drug testing of commercial motor vehicle drivers. We look at whether more than a decade of alcohol and drug testing is making a difference.

And we examine some common attributes of Hall of Fame drivers, as they tell us how companies attract and keep the best drivers for their fleets.

We all hope you enjoy Private Motor Carrier!

Bruce Richards, President

PMTC

Steve Ropp CHAIRMAN

INSIDE THIS EDITION of Private Motor Carrier you will find all the information you need to convince you to attend the annual conference of the Private Motor Truck Council of Canada (PMTC).

So mark June 19 and 20, 2013 in your calendar, and prepare to join us at the Kingbridge Conference Centre in King City, Ontario (just north of the Toronto airport). These are the most important educational opportunities on the PMTC calendar.

The conference agenda clearly illustrates the value-laden program, with topics and speakers on a wide variety of subjects that are all important to the private trucking community. Along with the educational seminars, attendees will enjoy the Exhibitors’ Showcase, where they will meet industry suppliers and learn about new products and services.

Many participants confirm that the networking opportunities are second to none and the ideas exchanged often pay for the investment of attending.

We also take time to celebrate excellence by recognizing some of the best contributors to the world of private trucking. During the Hall of Fame luncheon, sponsored

by Huron Services Group, we will induct some professional drivers with impeccable safety records.

The Private Fleet Safety Awards, sponsored by Zurich, will reward private fleets that have implemented intensive safety programs and demonstrated on-road excellence.

And of course the Vehicle Graphics Design awards, sponsored by 3M Commercial Graphics, will celebrate some of the best of the best in truck and trailer graphics.

Come on out and join us to see what PMTC can do for you.

Steve Ropp, Chair

May 2013

”

PMC • 7

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THE POWER OF

positive T testing

by John G. Smith

Alcohol and drug programs are stricter than ever. Maybe they should be broader.

hink of them as the rules designed to keep truck drivers on the straight and narrow, emphasizing the straight. Cross-border drivers have since 1996 been blowing into Breathalyzers and peeing into bottles after accidents, because of reasonable

continued on page 11

May 2013

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positive testing,

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suspicion, or when allowed to return to work in the wake of a positive test. Sometimes it’s the luck of the draw. Regulators also require carriers to test half a randomly selected driver pool for drugs, and 10% for alcohol.

No legal challenges have been able to stop them.

It’s been a decade since a Canadian Human Rights Tribunal heard the landmark case of Salvatore Milazzo, a bus driver fired after testing positive for cannabis. There, tests were upheld as a “legitimate way to promote road safety” and deter employees from using alcohol or other drugs in the workplace. It didn’t matter if the tests were effectively discriminatory. Even if drug tests couldn’t prove that someone was impaired at a specific moment in time, they did raise a red flag, the tribunal found.

The related policy which emerged from Canada’s Human Rights Commission in 2009 set the stage for companies to screen any employees in safety-sensitive positions, as long as those who test positive and have an addiction are treated rather than being fired.

State initiatives [on recreational marijuana] will have no bearing.

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This ruling actually gave all Canadian fleets — including those in domestic operations — the chance to introduce policies which include employee testing provisions, adds industry consultant Barb Butler, one of Canada’s foremost experts in workplace alcohol and drug policies.

North of the border, two pending rulings could affect programs in unionized environments. Suncor Energy is involved in a grievance hearing in a bid to introduce random alcohol and drug screening for workers in the Oil Sands, many of whom serve roles similar to truck drivers when it comes to “highrisk” duties. And late last year, Canada’s Supreme Court heard arguments about whether Irving Pulp and Paper can introduce random alcohol tests at a New Brunswick mill. A ruling on that is expected in the coming months. The question is whether the court limits itself to talking about unionized workplaces or takes a broader look at the issue, Butler says. “That might further open the doors for some of the other motor carriers who operate solely in Canada to introduce policies that include random testing.”

A broader testing regime makes sense when it comes to safety, she adds. “They’re on the same roads the cross-border drivers are on. They do the same work.” Even if Canadian programs do not include random testing, there is certainly room to address substance use in broader safety policies, complete with tests conducted for reasonable cause or as part of an accident investigation.

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PMC • 11

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positive testing,

continued from page 11

“Safety-sensitive positions, which go well beyond drivers, should possibly be subject to testing,” says Private Motor Truck Council of Canada (PMTC) President Bruce Richards. “There’s no point having a sober driver if the mechanic who worked on the truck was under the influence of drugs or alcohol.”

But has more than 17 years of testing made a difference in highway safety?

Alcohol-related truck collisions certainly dropped since the tests were introduced, according to statistics from the U.S. Department of Transportation. In 1990, 2.8% of the drivers of large trucks involved in fatal crashes had a Blood Alcohol Content (BAC) above 0.08. The number has not poked above 2.0% since 1996. In 2010, almost one in every four passenger car drivers involved in fatal crashes (23.2%) had a BAC above 0.08. “If 2.8% was enough to drive North America into testing truck drivers,” Richards muses, “what does it take to get car drivers tested?”

Fatal collisions involving alcohol have not been the only thing to decline. One of Canada’s largest third-party testing administrators saw positive driver drug tests drop from 2.3% in 1996 to less than 0.5% in 2010. Similar results have been reported for the testing regime as a whole. The U.S. Department of Transportation reports that a mere 0.9% of drivers tested positive in 2011.

The gains have come despite ever-stricter testing requirements. Since first being introduced, guidelines for urine tests have expanded to include more drugs and tighter limits alike. The original package of drugs known as the “NIDA 5” — amphetamines, cocaine, codeine, marijuana and PCP — has expanded to include ecstasy and heroin. The U.S. is also expected to add four other drugs including a pain reliever known as oxycodone, and expand testing options to include laboratory analyses of fluids swabbed from a driver’s mouth.

The latter changes were approved by the U.S. Health and Human Services secretary, but still need to make their way through the regulatory process, Butler says.

While some states are taking a more liberal stand on marijuana, the Department of Transportation continues to take a hard line on that drug. “We want to make it perfectly clear that the state initiatives will have no bearing on the Department of Transportation’s related drug testing program,” Jim Swart, director of the Office of Drug and Alcohol Policy and Compliance, said in a December 2012 memo. Put another way, Medical Review Officers will not record a positive test for marijuana as a “negative” result just because the driver smoked a joint in a lenient jurisdiction.

“The transportation industry over time has worked hard to reduce the number of accidents and crashes directly related to drug and alcohol use,” reads a statement by U.S. Transportation Secretary Ray LaHood. “Nevertheless, human risk factors remain.” Some employees will continue to use illicit drugs or abuse alcohol, he says. “Employers must also have strong drug and alcohol testing programs.”

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PMC • 13

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positive testing,

It hardly sounds like a regime looking to loosen the rules, and testing has become a way of life for a broad array of industries south of the border, where Wal-Mart’s retail employees face tests just like the truckers who deliver freight to the loading dock.

Granted, there may be additional factors behind the improving highway safety and test results.

Random alcohol and drug tests are promoted as a deterrent, but so are recent increases in the sanctions for drunk drivers in some jurisdictions.

Several studies suggest the overall

continued from page 13

population’s drug use is also on the decline.

While 18% of Canadian men used cannabis in 2004, this rate dropped to 12% in 2011, according to the Canadian Alcohol and Drug Use Monitoring Survey.

While Canadian programs are required to support substance-abusing drivers who test positive, offering treatment rather than a job loss, those who abuse alcohol and drugs can opt to leave for domestic jobs or other industries where testing is not required. “Are we creating a Canadian ghetto?” Richards asks, questioning whether the tests are simply pushing substance abuse challenges onto domestic fleets.

Any domestic fleets that want to introduce programs of their own should carefully choose third-party administrators for their testing program,

Butler says. The chosen companies need a clear understanding of the U.S. regulations, have a proven random selection system in place, and a wide network of trained collectors along with breath-testing capabilities, she says. Medical Review Officers need to be certified by the American Association of Medical Review Officers or Medical Review Officer Certification Council. Meanwhile, Substance Abuse Professionals who conduct drug assessments are not allowed to offer the treatment programs, Butler warns, adding that she is aware of several locations where this occurs.

Those who want to be proactive and introduce a new program should be working alongside their employees, Richards adds. “It should not be a combative situation. If it’s not reactionary, you have time to sit with everyone and discuss what a sound pMC program might look like.”

May 2013

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PMC • 15

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brand

by John G. Smith

BUILDERS

(From left) Securitrim allows conspicuity tape to be branded, 3M graphics highlight a bigger Big Mac, and the PMTC continues to highlight winning designs in annual awards.

(Photos: Securitrim, 3M Commercial Graphics, PMTC)

Photo: istockphoto.com

Private fleets enhance corporate brands, and vehicle graphics are only one of the tools

Fleet graphics continue to convey key messages.

Y

ou know private fleets play an important role in corporate branding efforts when they become the stars of advertising campaigns. Coca-Cola’s tractor-trailers are lit up like Christmas trees in one holiday classic. The thirsty residents of another fictional town are

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shown forming a human bridge to allow a Budweiser truck to pass. Yet another TV ad shows stars driving their own versions of Diet Pepsi trucks, after rapper Sean “Diddy” Combs hitches a ride in one of the delivery vehicles to a red carpet event.

It’s all about making a lasting impres-

sion with customers.

Company names and logos have appeared on vehicle doors and panels for about as long as there have been trucks on the road. But the real leap in vehicle graphics emerged in the early 1990s, when a 3M vinyl wrap transformed an entire bus

May 2013

13-04-16 11:04 AM

into a moving Crystal Pepsi ad. Then the results were impossible to ignore.

Advances in digital printing are now delivering more vibrant colours and photo-realistic looks than ever. Reflective graphics enhance visibility during the day and night, and installation times have been slashed with the help of pressure-sensitive adhesives which keep the film from sticking in the wrong place. Even conspicuity tape can be included in the final image. Securitrim offers low volumes of the reflective markings with a buyer’s logo.

The size of the potential audience for these graphics is staggering, and it can even be verified. Using GPS data tracking 10 Snapple trucks for three months, Cadbury Schweppes found that its vehicles delivered a Prime Daily Effective Circulation of 6 million people.

Best of all, the trucks can be steered toward specific geographic areas, says Glenn Pattison, image and graphic specialist with 3M’s Commercial Graphics division. “You can use specific trucking routes to optimize targeted demographics,” he explains. Want to capture the attention of young families? Make sure the route passes schools and parks.

Some messages simply make a bigger impact than others.

Truck graphics play their most effective roles when supporting already-wellknown brands, explains Alan Middleton, marketing professor with the Schulich School of Business at York University. In just a few seconds, the moving ad can reinforce an existing company image.

But smaller brands can still benefit. A Longos grocery store, for example, can remind consumers about a community’s retail location, he says. “It’s a very good reinforcement medium.”

The best versions of the graphics also tend to combine large product images with simple messages like a slogan, Pattison adds. “You don’t want to make it too busy.” Those who combine picture of people with the products risk detracting from the key message, he says.

Middleton refers to the side of a trailer as a “one concept” medium because the tagline and picture should convey a single thought. Rather than listing an entire McDonald’s menu, the message should boil down to the idea that there is a promotion for great coffee. This is when it becomes an effective part of the “brand-scape”.

The value of a brand will still remain unblemished if the truck driver’s actions annoy another motorist, Middleton adds.

“Most people are intelligent enough about how things work. It’s not the one-off that’s remembered. It’s the consistency ... If you’re not being rigorous about the state or condition of the truck or the driver, there will be potential harm.”

Fleets certainly need to consider the anticipated lifespan of the message when making related product choices. There is a difference in the materials used to support a short-term interchangeable message and one that is expected to last several years.

The wrong choices will fade or peel prematurely, leaving a tired appearance that can actually harm the brand, Pattison says.

The most effective projects also tend to join fleet personnel and corporate marketing teams together, to ensure every message complies with brand controls as diverse as font choices and images. And the funds themselves tend to be covered by corporate out-of-home advertising budgets, such as those dedicated to buying space on a billboard.

But a fleet’s branding power is not limited to trucks alone.

Driver uniforms, for example, can play a key role in conveying a company’s professionalism. Researchers at Suffolk University’s Sawyer Business School found that 56% of those surveyed in a 2011 study said uniforms were more effective than internet advertising, and 75.7% said the uniforms topped billboard advertising.

The more exposed employees are to their customers, the bigger the impact.

The uniforms also add an instant sense of credibility to those who interact directly with customers, such as service personnel who install Bell Fibe internet service, Middleton says. “It’s just an added element that makes the end user feel safer.”

Of course, the most effective branding efforts are more than skin deep. Fleet employees like drivers can transform into brand ambassadors, whether they interact with the general public or share their thoughts through social media.

That transformation begins with training, Middleton says, referring to sessions like an annual briefing on the meaning of the corporate brand. The biggest challenge is in the language. Rather than echoing the “pablum” of many mission statements, it should be in a clearly defined message, he says.

Drivers who are asked to play a bigger role in the branding, and shown they are part of a broader corporate team, will show more pride in their work. “The more you treat them as a commodity, the more they are to act that way,” Middleton says.

“You want to make sure the graphics, the uniform, the brand, and the training is consistent with the overall direction,” he says. “It breaks these people away from just being regarded as routine drivers.”

Collectively, it helps a brand make pMC its mark.

May 2013

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PMC • 17

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driving A

FORCE

Want to attract the best drivers?

They’re looking for more than a paycheque.

by John G. Smith

M

About six in 10 fleets already struggle to find drivers, says Trucking HR Canada.

ost managers would dream of a fleet packed with personnel from the Private Motor Truck Council of Canada’s (PMTC) Hall of Fame for Professional Drivers. When researchers studied this group and other high performers in private fleets they found employees who are focused, self-disciplined and conscientious; comfortable working on their own without being antisocial; and, serious about “getting it right”.

They don’t add to the challenge of employee turnover, either. Experience of drivers in the Hall is typically measured in decades rather than years. Mike Sawicki, who was inducted last year, has been driving for Cardinal Health for 32 years, accumulating more than 5 million safe kilometres along the way. Paul Boshart joined the Hall after four decades with Home Hardware, and was also recognized by the Infrastructure Health and Safety Association after traveling more than 8 million kilometres.

May 2013

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PMC • 19

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Predictive Success looks for specific attributes when using its surveys designed to identify the best job candidates for safety-sensitive roles. A lower dominance score shows someone who is tolerant, follows leaders, and will do exactly what they are taught to do, says managing principal and former fleet executive John Lobraico. A lower extrovert score shows someone who is more focused on their job and able to work independently for long periods of time. High levels of patience identify someone who can follow a process.

“You teach them a circle check and they’ll do it from start to finish,” Lobraico says. And someone with a high level of formality will follow rules to the letter. The latter group will take more time to train during orientation programs, but they will be safer on the road.

TUESDAY

28

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The search for dream drivers like these is no small task, particularly at a time when employees of every sort are harder to come by. According to Trucking HR Canada, an industry group that includes PMTC, about six in 10 fleets already struggle to find drivers. To make matters worse, the number of jobs in the trucking industry is expected to grow 26.6% between 2011 and 2021. A recent report by the Conference Board of Canada echoed the same threats. It said Canada could experience a shortage of 25,000 to more than 33,000 truck drivers as early as 2020. And the U.S. Bureau of Labor Statistics expects driving jobs to grow 21% between 2010 and 2020, outpacing all other occupations.

It can be tough to find someone who is able to fog a West Coast mirror, let alone identify someone who boasts the skills and experience to lower collision rates and enhance productivity.

What will attract the best drivers in the first place?

“As a driver, you look for certain things in a company. You look at the type of equipment and how you’re treated and what the rewards are,” Sawicki says. “You look at the whole picture ... good drivers can get a sense of what a company is offering.” In particular, the industry veteran says the safest drivers will be looking for proof of a commitment to maintenance. “You have to have someone who firmly believes it can be done well and done legally, and the driver can be rewarded and treated respectfully.”

Late-model equipment certainly helps. He knows he is attracted by the promise of a brand new tractor every four years, and even looks forward to the Saturday morning meetings held every three months to discuss any challenges that drivers may have. “The company shares that with us and updates us on any changes in the law, or changes in the business, and what we can expect in the future,” Sawicki says.

Private fleets may also have an underlying advantage in the recruiting process. “The private industry has a little better image,” Boshart suggests, although he can’t put a finger on why that is. Sawicki thinks it has to do with the nature of the routes. “We don’t do a lot of pin-to-pin work.

We do a lot of customer interactions,” he says.

Trucking HR Canada suggests that company branding can play a key role in attracting qualified candidates as well. “What makes you different from the competition? Why should a qualified, experienced driver work for you? What do you have to offer that is better or different from the competition?” asks the group’s Your Guide to Human Resources. Any valued candidates need to be left with a positive impression after speaking with recruiters. “Well-maintained equipment, and drivers who act and look professional while

May 2013

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“You teach them to do a circle check and they’ll do it from start to finish,” says John Lobraico.

representing your company on the road, all contribute to building your brand,” the guide says.

As important as equipment and images can be, personal relationships may be the biggest factor in keeping superior drivers on the payroll. Sawicki, for example, refers to Cardinal Health’s open-door policy to address any issue. “They’ve been sensitive. If I need personal time, they’ve always been cooperative. If the run is too much, they’ve adjusted it,” he says.

While every workday can cause stress, Boshart admits the company atmosphere can help to keep them from getting out of hand. He always enjoyed a good rapport with dispatchers, even if the best route went to another driver. “They’d always get your input instead of saying, ‘Boom. This is how it’s going to be done.

Here’s the map. Here are the hours.’”

It’s a matter of respect. Boshart joined Erb Transport 47 years ago because he was attracted by the work ethic of founder Vernon Erb. “I knew if I put the effort into Vernon that I would get a benefit.” The same was true when he made the transition to the only other employer he would ever know. “[Home Hardware founder Walter Hachborn] said, ‘My boys work hard for me. I look after my boys.’” The unabashedly religious driver refers to them as Christian ethics. “We thrived in doing well,” Boshart says. “We loved doing well.

Whenever we came home, all the dispatchers said,

May 2013

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PMC • 21

13-04-16 11:03 AM

Stretch your Ad dollars

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a driving force, continued from page 21

5 Key Questions A checklist for your fleet’s recruiting process

‘Good to see you.’”

He saw drivers treated with dignity, and given a sense of ownership over the truck. If the company equipment had to be used by someone else, drivers were still called and notified as if their names were on the bill of sale. “If I put a mark on a piece of equipment, it broke my heart,” Boshart adds.

Small rewards can make a lasting impression, too, and reinforce the feelings about a good job. After decades on the job and several awards, Boshart still refers to modest gifts like a flashlight and sleeping bag that made a lasting impression.

Scratch and win tickets were added to pay envelopes, for prizes such as a set of fog lights for the family car.

“They won my loyalty and they won my respect,” Boshart says. “There’s a thing called reaping and sowing ... it will pMC all come back to you.”

RESPECTED SERVICE

Is your strategy attracting the right type of people? Poorly qualified candidates should quickly and naturally remove themselves from the recruiting process.

Are you attracting enough qualified people? With an increasing competition for qualified drivers, it may be time to explore largely untapped sources of workers. For example, you could target newly licensed drivers from specific training schools, women, retirees, or recent immigrants.

Do your recruiting strategies discriminate? – Although legislation varies slightly between provinces, Human Rights Commissions place limits on the information that can be collected and the questions that can be asked.

Are you providing an accurate picture of your fleet? – What you tell candidates in the recruiting process needs to match what they will experience when working for your company. Any inconsistencies or inaccuracies may lead to an unhappy employee and increased driver turnover.

Are you acknowledging every applicant? – Ideally, every person who applies for a position in your company should be acknowledged and thanked. A candidate who does not meet your criteria today could be a candidate in the future.

Source: Trucking HR Canada – Your Guide to Human Resources

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May 2013

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by John G. Smith

natural fit?

A

Natural gas offers a cheaper fuel supply, but there are other factors to consider

There is a difference between hauling the fuel and using the fuel to haul.

T

hose who haul potato chips have an undeniable advantage when experimenting with alternative fuels. A volume of diesel tends to pack more energy than other available options, but this is a lesser concern when working with a lightweight-yet-crunchy cargo.

“We can’t put enough chips on the truck to overweigh it,” observes Michael Birk, senior national fleet sustainability manager at FritoLay. That, combined with relatively short trips in a hub-and-spoke delivery model, has helped the fleet try an array of engine technologies as it looks to slash gasoline and diesel use in half between 2008 and 2020.

“There’s no silver bullet with fuel,” Birk told a crowd at the annual meeting of the American Trucking Association’s Technology and Maintenance Council. “We’re looking for solutions with every single weight class.”But with one in five FritoLay trucks running on natural gas by the end of this year, the fuel extracted from layers of North American shale is obviously playing a key role in the strategy.

It is hardly the only fleet to show interest. Natural gas seminars from the Work Truck Show in Indianapolis, Indiana, — to the Technology and Maintenance Council in Nashville, Tennessee, — were recently drawing standing-room crowds, as fleet managers looked to learn lessons from some of the equipment’s leading adopters.

Trimac Transportation, for example, was working with Liquefied Natural Gas (LNG) before it actually began to burn the fuel in truck engines. But there is a difference between hauling the fuel and using the fuel to haul freight.

“We had the knowledge base of how to handle the fluids, but not necessarily how to drive the trucks,” explained U.S. maintenance director Randy Tumbarello.

Granted, it has been a relatively positive experience. Drivers enjoyed the extra pulling power from 15-litre Westport engines which offered an extra 200 lb-ft of torque when compared to their 13-litre diesel predecessors. “The trucks handle just like any other diesel truck,” he added. The engines are even quieter.

Photo: Natural Gas Vehicles for America

24 • PMC

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How a natural gas station works.

Illustration: Chart Industries

That is the good news. While the fuel is cheaper, the equipment itself is not.

Ryder, for example, has seen natural gas tractors cost an extra $50,000 to $60,000, large straight trucks costing $30,000 to $40,000 extra, and small straight trucks costing another $10,000 to $20,000 when compared to diesel equipment. The added fees do not end there. It can cost $250,000 to $500,000 to prepare a service facility, adding safety equipment like methane detectors and air exchange systems, and this is on top of the $25,000 to train and equip technicians. The dedicated parts add another $10,000 to maintenance-related inventories.

At Trimac, the shift to LNG has been accompanied by new maintenance costs such as the need to stock spark plugs, fuel filters and dedicated engine oil. The quality of the fuel can have a “dramatic impact” on the life of the fuel filters, Tumbarello added.

Another unexpected issue came from drivers who thought the fuel was leaking because they smelled sulfur. But the odour, linked to an additive known as mercaptan, is only found in Compressed Natural Gas (CNG). It was eventually traced to off-gassing batteries.

One of the more annoying ongoing maintenance requirements appears to be the need to inspect fuel tanks every three years or just under 58,000 km, in a rule clearly designed with automotive applications in mind.

“There’s work that needs to be done there to correct that,” said Scott Perry, Ryder’s vice-president of supply management/ fleet management solutions, referring to the need to extend inspection periods for the tanks. Few commercial fleets will ever reach the three-year mark before the mileage threshold.

The safety-related considerations do

will open this year. “We need the fueling not end with tank inspections, either. infrastructure,” he said. “We want to be Drivers need to wear protective apparel good partners.” when refueling LNG tractors because the The planning needs extend to truck fuel is stored at between -130 and -160 dealerships as well. “Not every dealer in Celsius, which can lead to severe frostbite. the country is prepared to work on CNG,” The time needed for refueling also Birk said. changes. A 450-litre (120 US gallon) tank The shops certainly require a number of LNG can be filled in about 15 minof investments before any related work utes. While most CNG cylinders tend to begins. “We’re not dedicating a bay. We’re be refilled overnight, there is the option making the entire facility compliant,” to turn to fast-fill stations, which can Perry explained, referring to needs for excomplete the job in just 12 minutes. The plosion-proof lights, fire sensors, exhaust challenge with the fast-fill stations is that fans and gas detectors. Ryder facilities will the process generates heat, meaning that exchange all of the building’s air within a cylinder will only be able to accept 80% 15 minutes of a sounded alarm, protecting of its maximum volume, and this limits against the threat of methane or carbon the truck’s effective driving distance. monoxide. Even adjoining office areas Perhaps the biggest challenge of all need audible and visible alarms, while the comes when looking for the fuel in the administrative staff members who work first place. The U.S. boasts about 10,000 there must know how to respond if an outlets offering diesel fuel, which means alarm sounds. Meanwhile alarms and air supplies are always close by. Those exchange systems are actually tied into considering natural gas will need to look fire suppression systems. “It’s not a few at how fuel searches can affect hours of sensors that are stapled up to the ceiling. service and out-of-route miles, said Perry.

This is a very complex system,” Perry says.

A 10-km side trip looking for fuel may “Be prepared to take on the unknowns not be a problem when traveling down an pMC of such a young technology.” open road, but it can create a scheduling nightmare in a traffic-congested area.

The level of service can vary widely Refueling requires extra training. between CNG stations, Photo: Natural Gas Vehicles for America added Birk. Some are built to support commercial vehicles, while others are strictly designed for cars. It is why his fleet committed to buying specific volumes of fuel over five to seven years as long as suppliers built the stations where FritoLay wanted them.

Seven of the sites

May 2013

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PMC • 25

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thinking of ways to drive your business forward.

That’s Ryder.

L E A S E & M A I N T E N A N C E • R E N TA L • D E D I C AT E D • S U P P LY C H A I N

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www.ryder.com

©2013 Ryder System, Inc. All rights reserved.

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power plays

by John G. Smith

Better fuel economy, more sensors and other changes coming to your engines

T

he next generation of trucks built with the promise of cleaner exhaust will also deliver better fuel economy, and most available engine models will be certified to meet related standards a year ahead of schedule.

That should be welcome news for fleets who are struggling with high diesel costs.

The 2014 engines need to be 3% more fuel-efficient than their 2010 counterparts, while 2017 models have to be 5% better than 2010 designs.

Granted, duty cycles will still play a role in real-world results, much in the way that a car’s fuel economy is often different from the promises on a sticker in the vehicle showroom. The gains linked to the U.S. Environmental Protection Agency’s 2014 emission standards will be measured through a tool known as the Greenhouse Emissions Model (GEM).

With that, regulators will be tracking improvements to Class 7 and 8 trucks involving aerodynamic devices, low-rolling-resistance tires, weight savings from wide-based tires and aluminum wheels, automatic engine shutdowns, vehicle speed limiters, and the engines which produce lower Greenhouse Gases.

“The EPA is not going to come knocking on your door asking for the carbon input for your fleet,” Detroit Diesel manager of technical sales and support, Vic Meloche, told maintenance managers during the annual meeting of the American Trucking Associations’ Technology and Maintenance Council. But there may be demands to maintain the equipment listed on a new

Vehicle Certification Label found inside the driver’s door. “You as a customer are expected to keep all this equipment,” he said. That means damaged aerodynamic devices would need to be repaired, and equivalent tires will need to be used. Some related engine parameters — such as speed limiters and a top speed of 105 km-h, and automatic shutdowns after 5 minutes of idling — may also be locked in place.

Then again, there is no enforcement of the rules at this point.

It isn’t the only equipment to be maintained. The after-treatment systems such as Diesel Particulate Filters (DPF), Selective Catalytic Reduction (SCR) and Diesel Exhaust Fluid (DEF) will be “here for the foreseeable future,” Meloche said.

Another emission-related change is taking place in the midst of it all. Requirements for On-Board Diagnostics (OBD) are introducing added sensors and warning lights to watch over exhaust-cleaning components.

“It does not make your engine last longer. It doesn’t make it run better. It doesn’t make emissions lower,” said Bill Kendrick, assistant chief engineer at Cummins. If anything goes wrong with the

Photo: Detroit Diesel

related components, drivers will be simply warned by an ambercoloured Malfunction Indicator Light.

Some of the systems are already in place. The rules have been gradually introduced to specific product lines since 2010, and this year they apply to one rating in every engine family. But manufacturers expect to meet the standards with all diesel engines in 2013, three years ahead of schedule. (A deadline for alternativefuelled engines follows in 2018.)

“We expect to find a few bugs as we go to the market,” Kendrick said. “There’s a lot of software; a lot of codes.” Engine makers will actually tend to err on the side of caution and turn on the warning light more often than required, he said.

“We want to make sure it comes on when it should.” But some of these issues will

May 2013

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13-04-16 11:39 AM

“

You as a customer are expected to keep all this equipment.

Vic Meloche, Detroit Diesel

”

be addressed by replacing “virtual” sensors with physical versions.

Unlike the warning lights linked to DPF systems, these readings will not cause an engine to de-rate. But the light may offer an early warning of other problems to come, and those could cause the snail-like speeds.

The components will seem familiar to anyone who works on passenger cars, which have had the OBD systems since the 1990s, but the heavy-duty diagnostic codes, datalink protocols and connectors are all different.

The news of more regulations may still be discomforting to fleets which lived through earlier changes made in the name of cleaner air.

David McKenna, director of powertrain sales at Mack Trucks, had the unenviable task of listing equipment problems linked to earlier decrees by the U.S. Environmen-

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

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28 • PMC

tal Protection Agency (EPA), and it was a long list.

The last 11 years have seen the biggest changes in diesel technology since Rudolf Diesel created the first engine of its kind, McKenna said, referring to EPA mandates that came in October 2002, 2007 and 2010. First came Exhaust Gas Recirculation systems to lower smog-producing NOx created in the combustion process.

Diesel Particulate Filters followed those, capturing lung-clogging flakes that would otherwise be released from an exhaust stack. Selective Catalytic Reduction and tanks of DEF were introduced to transform remaining NOx into nitrogen and water.

New maintenance challenges emerged every step of the way, and with every nameplate.

“Exhaust Gas Recirculation challenged us all,” McKenna said. Coolers cracked in the face of demands to lower exhaust gases from 1,000 Fahrenheit to 300 Fahrenheit in a space of just 24 inches. Valves failed. Pitot tubes plugged.

The most common hardware-related complaints these days seem to be traced to

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

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

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

DPFs. Delta pressure sensors have cracked, filters are plugging ahead of schedule, and fleets report unwanted spikes in the regeneration processes which transform trapped soot into ash. Many shops are cleaning the filters ahead of schedule — after as little as 325,000 km of service — largely to spot emerging problems while the equipment is still under warranty. Meanwhile, engines are being de-rated to sloth-like speeds when “drifting” NOx sensors generate faulty engine codes.

Engineers have responded. The diameters of pitot tubes were enlarged to keep them clear. EGR coolers have been remounted to protect against cracks, and new software and upgraded sensors are addressing DPF challenges. The addition of Diesel Exhaust Fluid has also allowed earlier EGR rates to be lowered, reducing the strain caused by that process.

But fleets have a role to play in maintaining the equipment. “Follow the recommended guidelines for ash cleaning,” McKenna said as an example. He stressed the need to ensure engine software is updated, in a process that can begin as soon as a laptop or service tool is hooked up to the Electronic Control Module. It’s not just about updates. Corrupt software codes can also be overwritten.

Meanwhile, service bulletins cover the maintenance of delta pressure sensing systems, care for the seventh injector, and other hardware-related upgrades. Specific fuel and oil filters, as well as fuel-water separators, may be recommended as well.

Any air in the cooling system has to be removed after the coolant is changed, and the pressure cap must sit properly in place, McKenna added. “In fact, make sure it’s the correct psi for the system.” A simple $150 refractometer was also seen as a valuable tool to measure unwanted water in any DEF. And any solutions to maintenance challenges may be more than skin deep.

“Please, when you’re following a diagnostic tree, follow it right to the end,” McKenna said, referring to the fact that the root cause of an issue might still remain.

The solutions needed to meet emission pMC mandates are not always simple.

May 2013

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super A trucks BIG GAINS,

Manufacturers close in on trucks which will offer 10 mpg

by John G. Smith

t a time when a truck’s typical fuel economy floats around 6 mpg (39 litres/100 km), the promise of 10 mpg (23.5 litres/100 km) may seem like a pipe dream.

But the dream may be closer to reality than you think.

Fifteen industry manufacturers have joined together in the 21st Century Truck Partnership, experimenting with everything from engines to heavy-duty hybrids,

15 manufacturers have joined in the 21st Century Truck Partnership.

May 2013

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13-04-16 11:39 AM

vehicle power demands, creature comforts in sleepers, idle-reducing technology, and new lightweight materials such as carbon fibre and high-strength steel.

There are four projects in all – led

by Daimler, Navistar, Volvo, or a joint venture between Cummins and Peterbilt – and each of them expect to have working prototypes within two years, a crowd was told during a recent meeting of the American Trucking Associations’ Technology and Maintenance Council.

“There’s a lot of new work going on here. It’s not just tweaking what we already have,” said Ken Howden, director of the 21st Century Truck Partnership in the U.S. Department of Energy’s Vehicle Technologies Office.

Each truck includes several technologies.

The Cummins and Peterbilt project includes components such an enhanced Eaton transmission, Dana driveshaft, Delphi fuel cell, Alcoa wheels and Bridgestone tires, as well as a new energy recovery system. “The challenge is to get a lot of the heat energy out of the exhaust system,”

30 • PMC

Howden says. And the technology needs to be durable.

Gains in the Cummins engine will focus on things like turbocharger efficiencies and enhanced pumps. New sensors and upgraded electronics will also work closer with the transmission to find the truck’s “sweet spot”. And heat from the truck’s exhaust or Exhaust Gas Recirculation will be recovered and transformed into mechanical power, while parasitic losses are being attacked with things like variableflow lube pumps and low-friction cylinder kits. The size and shape of piston bowls are also being changed.

A Waste Heat Recovery System for a linehaul truck would look much like an air conditioning loop, explained Jeff Seger, Cummins’ executive director of customer engineering and controls. Refrigerant is fed through a pump at 300 psi and heads to a heat exchanger to capture “highquality heat”. At that point, the refrigerant transforms into a vapor which spins a turbine to create power. As it loses heat, the vapor is fed into a condenser where it turns back into a liquid and flows back

to the pump. For its part, the turbine combines with gear reducers and belts to deliver driving power to the crankshaft.

Under a heavy state and when fully loaded, it could help a truck improve fuel economy by 5%.

Closely integrated transmissions will support down-speeding, lower weights, and enhance communications, he added, referring to automated transmissions as a key “enabler” of this approach. Cruising speeds of 1,370 rpm could drop to 1,270 or as low as 1,170 rpm. And every 100 rpm drop will improve fuel economy by 1%.

Daimler’s project involves partnering with Great Dane Trailers on a complete tractor-trailer package to be tested by Schneider National. A combined solution may be a logistical challenge for some fleets, but it would be an option for dedicated operations.

For its part, Navistar is working with Meritor on a truck with a hybrid powertrain. And Volvo’s Super Truck team is drawing on European experience, incorporating everything from a new transmission to Freight Wing aerodynamics, and a Waste

May 2013

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Heat Recovery System of its own.

There are certainly gains to be made.

A mere 42% of the energy in a load of diesel is turned into useable power.

The remainder is wasted through friction and parasitic losses in pumps and Exhaust Gas Recirculation loops, coolant, heat transfer through the radiator, and exhaust. Friction accounts for 8%, heat transfer wastes 24%, and exhaust amounts to another 26%.

Heavy-duty trucks consume 1/5 of the fuel consumed in the U.S., and the world’s commercial transportation needs are expected to consume 70% more energy in 2040 than they did in 2010. “In developing countries, their demand for diesel is even higher than ours,” Howden said. And there are few advantages to looking at other modes of transportation. Doubling the volume of today’s intermodal shipments, for example, would increase the railways’ share of the market by just 0.3%, he said.

But each equipment-based option presents unique challenges for engineers.

As valuable as any enhanced aerodynamics may be, they also have to meet

practical demands. “It can’t just look good,” Howden said. “This thing needs to work as a truck.” Engines and transmissions may offer the biggest potential gains, but they are the most expensive.

Eaton Chief Technology Officer Tom Stover expects hybrids to play a larger role in vocational vehicles by 2025 and even emerge in linehaul vehicles. The good news is that the motors for hybrid systems are more affordable and less complex than ever. But there are still limits on battery technologies.

Equipment will also need to rely on faster and smoother shifts, placing a larger focus on automated transmissions.

“GPS-enabled cruise control may just be the first step,” he said. Other controls could base decisions on traffic density, or the information shared between surrounding vehicles and infrastructure. Eaton is already testing a system that will communicate with traffic signals to see if a light is about to change.

As valuable as the equipment may be, the most important piece of the puzzle will still be sitting in the driver’s seat.

“You can put all the technology you want in a truck, and a driver who is careless or indifferent about fuel economy can destroy that ... the era of unrestricted decisions about gear shifting are likely coming to an end,” Stover said.

It hardly means that more traditional sources of fuel economy gains will be abandoned in the meantime. Selective Catalytic Reduction (SCR) equipment added to meet 2010 emission standards improved fuel economy by 5%, Seger noted. The U.S. Environmental Protection Agency’s (EPA) next round of standards, to come in 2014, will also focus on reducing carbon dioxide, and that means improved fuel economy. Over the next four years, EPA mandates will require fuel efficiency to improve by 10-23%. The second phase to come in 2019 will see that improve by another 10-20%.

The gains won’t even be limited to diesel. Stover expects the gap between diesel and natural gas engines to close in the next 10 to 15 years.

“It’s going to be a different world. The pMC trucks are going to look different.”

And Larry. And Dwayne. And Dotty. Automation that lessens the long haul load so drivers can deliver powerful productivity and have an enjoyable in-cab experience. Find out more and get the power too:

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www.PMTc.ca Your Voice. online.

• • • • •

•

Read news and views from PMTC Register for industry events Download Private Motor Carrier magazine Link to important resources Members-only bulletins, presentations and resources And much, much more!

www.PMTc.ca 32-37.indd 32

13-04-16 11:32 AM

a

PRIVATE MOTOR TRUCK COUNCIL OF CANADA ASSOCIATION CANADIENNE DU CAMIONNAGE D’ENTREPRISE

TRAIN ING

NETWOR KING

N ENTIO T E R R DRIVE

ASE C W O H TER S I B I H EX

PORTS INDUSTRY RE

HUMAN R ESOURCE S

AWARDS

CONFERENCE JUNE 19 & 20, 2013 R E T S I REG INE ONL a c . c t pm 32-37.indd 33

King City, ON

13-04-16 11:32 AM

WEDNESDAY, JUNE 19 WEDNESDAY, JUNE 19 8:30 a.m.

9:30 a.m.

Registration & Coffee

10:30 a.m.

11:15 a.m.

12:15 p.m.

1:45 p.m.

2:45 p.m.

PMTC – Huron Services Driver Hall of Fame Luncheon Be on hand as the best of the industry’s drivers are inducted into the Hall of Fame. These drivers have amassed exceptional safety records over many years and this is your chance to recognize their professionalism.

Seminar III: Identifying High‐Risk Drivers The hiring process is replete with pitfalls and we need all the help we can get to make the right choice, and then we need the tools to identify driver behaviour that could lead to collisions. Scott Creighton of Northbridge Insurance will present this seminar that will provide fleet operators with some of the tools they can use for early intervention and accident prevention.

Seminar IV: Driver Selection and Retention Programs that Work Keeping your best drivers from jumping ship is an important ingredient in any successful fleet. In this seminar fleet operators will describe their programs for selection, training, monitoring, and rewarding drivers – programs that are proven to work.

3:45 p.m.

Networking and Reception in the Exhibitors’ Showcase Another opportunity to network with your peers, continue conversations, and visit with exhibitors as we prepare for the Fleet Safety Awards Dinner.

5:15 p.m.

32-37.indd 34

Seminar II: Human Factors in Carrier Safety A key component in reducing collisions or accidents is mitigating some of the human factors that cause them. A study released by CCMTA entitled ‘Addressing Human Factors in the Motor Carrier Industry’ explains a number of these factors and delivers recommendations for dealing with them effectively.

Pierre Thiffault, Chair of the CCMTA committee and author of the report will review its key features and discuss the recommendations.

The Conference Exhibitors’ Showcase Visit with our conference exhibitors and network with fellow registrants. Meet old friends, make some new ones, and see products and services that can make your fleet more effective.

Seminar I: Introducing Trucking H.R. Canada This newly formed association will dedicate its resources and expertise to addressing human resource issues in trucking, and will become the go‐to source of information and best practices. Executive Director Angela Splinter will discuss the organization’s goals, its current activities and invite discussion on specific areas of interest to private fleet operators.

The Chairman’s Dinner Evening The first day of the conference wraps up over dinner during which we will present the PMTC‐Zurich Private Fleet Safety Awards to some of our best‐in‐class fleet operators.

Dinner Speaker: Meg Soper Meg Soper is a keynote motivational humourist speaker who combines the skills of a premiere stand‐up comic with the hands on experience in health care to provide motivational, inspirational entertainment for her audiences. Meg’s emergence as a leading workplace motivational humourist was inspired by her ability to make people laugh. She saw how laughter could alter attitudes and help people cope in difficult situations. It was out of the pressure packed environment of the hospital operating room and balancing two careers that Meg came to realize that humour offered one of the most effective means for dealing with stress and difficult situations.

13-04-16 11:32 AM

THURSDAY, JUNE 20 THURSDAY, JUNE 20

8:15 a.m.

8:45 a.m.

e e n

9:45 a.m.

e y’ y. d

10:45 a.m.

e

e ir

11:30 a.m.

e, of ls

12:30 p.m.

is g

2:30 p.m.

as

Seminar V: Health and Safety Programs for Private Fleets The Infrastructure Health and Safety Association is a well known provider of information, training, and education for the transportation sector, and many of their offerings will interest PMTC members. Paul Casey, Vice President of IH&S will discuss their role and the many tools they have available for the private trucking community.

Seminar VI: The FleetSmart / Smartway Partnership Always a popular topic at PMTC conferences the role of Canada’s FleetSmart group has grown through a partnership with Smartway of the U.S. Bob Smith, will explain how the partnership will benefit Canadian fleet operators, and review new and existing programs that have been developed to help fleet operators contain or reduce their cost of operations.

Seminar VII: ecoTechnology for Vehicles Transport Canada conducts a good deal of research ‘behind the scenes’, and often their work yields very useful information for fleet operators. Ryan Klomp of the Transport Canada Environmental Initiatives group will provide an overview of the department’s ecoTechnology program and update us on its multi‐year testing and evaluation plans.

Exhibitors’ Showcase Reception One more opportunity to meet with our exhibitors and conference supporters, and collect the contact information you will need to follow‐up with them after the conference.

Annual Meeting & Vehicle Graphics Awards Luncheon The annual PMTC – 3M Canada Vehicle Graphics Design Awards are the feature of this closing luncheon. Join us as we celebrate creativity and imagination in vehicle graphics – it’s always the best show in town!

Conference Adjourns

ROOM RESERVATIONS: ROOM RESERVATIONS: Reservations can be made by calling the Kingbridge Centre directly at 1‐800‐827‐7221

h

p nt er n d ns

Registration and Coffee

Be sure to mention you are with the Private Motor Truck Council Conference o Reservations can be made by calling the Kingbridge Centre directly at 1‐800‐827‐7221

o Be to mention you are with the Private Motor Truck Council Conference sure The room rate is $180.00 per night plus tax

o The room rate is $180.00 per night plus tax Rooms are allocated on a first‐call, first‐served basis, so reserve your room o Rooms are allocated on a first‐call, first‐served basis, as soon as possible

King City, ON

so reserve your room as soon as possible

If you have any questions regarding room reservations, please contact Kingbridge directly at 1‐800‐827‐7221.

King City, Ontario

If you have any questions regarding room reservations, please contact Kingbridge directly at 1‐800‐827‐7221.

32-37.indd 35

13-04-16 11:32 AM

PMTC 2013 ANNUAL CONFERENCE REGISTRATION FORM 3 WAYS TO REGISTER: PMTC 2013 ANNUAL CONFERENCE REGISTRATION FORM

1. EMAIL TO INFO@PMTC.CA 2. ONLINE AT PMTC.CA 3. FAX TO 905‐827‐8212

REGISTRANT INFORMATION

Name:

Company:

Phone:

Email:

Additional registrants: 1.

2.

Email:

Email:

Non‐PMTC members please complete the following: Address:

City:

Province:

PC:

CONFERENCE FEES

INDICATE HOW MANY WILL ATTEND EACH EVENT

PMTC Member Full Registration¹ $445 + HST = $502.85

Wednesday _______ Seminar I: Introducing Trucking H.R. Canada

_______ Seminar II: Human Factors in Carrier Safety _______ The Conference Exhibitors’ Showcase

One Day Registration $300 + HST = $339.00

_______ PMTC ‐ Huron Services Driver Hall of Fame Luncheon _______ Seminar III: Identifying High‐Risk Drivers _______ Seminar IV: Driver Selection & Retention Programs that Work _______ Networking and Reception in the Exhibitors’ Showcase

Non‐PMTC Member Full Registration¹ $495 + HST = $559.35

_______ Chairman’s Dinner Evening: PMTC—Zurich Private Fleet Safety

Spousal Plan¹ $175 + HST = $197.75

¹ Includes all events and meals.

Awards & Guest speaker Meg Soper

ADDITIONAL TICKETS

Thursday

_______ Seminar V: Health & Safety Programs for Private Fleets _______ Seminar VI: The FleetSmart / Smartway Partnership _______ Seminar VII: ecoTechnology for Vehicles _______ Exhibitors’ Showcase Reception _______ PMTC ‐ 3M Vehicle Graphics Awards Luncheon

Hall of Fame Luncheon $150 + HST = $169.50

Fleet Safety Dinner $150 + HST = $169.50

Graphics Luncheon $150 + HST = $169.50

PAYMENT DETAILS

�

Card #: _______________________________________________________________________

�

Expiry: ______________ Name on Card: ___________________________________________

Note: Those cancelling prior to June 1, 2013, will be entitled to a refund less a $50.00 processing fee. No refunds will be offered after June 1, 2013.

Questions? Call 905‐827‐0587 or email info@pmtc.ca Questions?

Call 905‐827‐0587 or email info@pmtc.ca 32-37.indd 36

13-04-16 11:33 AM

2013 PMTC Conference Partners

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

Diamond Partners

Platinum Partners Platinum Partners Platinum Partners Platinum Partners Platinum Partners

Gold Partners Gold Partners GolD Partners Gold Partners Gold Partners Silver Partners Silver Partners Silver Partners silver Partners Silver Partners

a a

Bronze Partners Bronze Partners

Bronze Partners Bronze Partners Bronze Partners

BACKED BY

BACKED BY

SUPPORT

B ASCUKPEPDO R BTY

SUPPORT BACKED BY BACKED BY SUPPORT SUPPORT

…..thank you to our conference partners

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

…..thank you to our conference partners 32-37.indd 37

13-04-16 11:33 AM

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13-04-16 11:47 AM

By John G. Smith

A Goodyear G394 SST wide-base truck tire, equipped with DuraSeal Technology, remained inflated after being punctured 367 times in a recent demonstration.

Photo: Goodyear

UNDERSTAND THE

whole wide world

Wide-based tires can promise fuel savings, but are your trucks ready for the change?

W

ide-base single tires are often called “super singles” for a good reason.

The combination of lighter wheel ends and fewer flexing sidewalls can improve fuel economy by 2-5%, and the tires are expected to play a role in helping some truck manufacturers meet 2014 standards for lower Greenhouse Gas emissions.

“The fuel savings is real. It’s big dollars,” said CR England maintenance head Greg Kitchen, during a presentation for the American Trucking Associations’ Technology and Maintenance Council.

The potential advantages are not limited to fuel economy. The products end the worries about mismatching dual

tires, a known cause of premature tread wear, and the designs can save 1,272 lb. when coupled with aluminum wheels across a tractor-trailer.

Most of the designs officially known as Low Profile Metric Wide Base Radial Tires come in the form of 445/50R22.5 sizes rated at 10,200 lb. at 120 psi, but some buyers opt for the 455/55R22.5 designs rated at 11,000 lb.

Still, despite their promise, widebase designs represent a mere 5% of the tire market.

CR England has actually put its related tire program on hold because of challenges with retreading. When using the wide-base tires on tractors, the fleet

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PMC • 39

13-04-16 11:47 AM

lost eight traditional casings which could otherwise be retreaded for use on trailers.

The fleet has also been reluctant to mount wide-base tires on trailers because that’s where most of its on-road tire failures occur.

Then there are unique maintenance needs to consider.

A negative camber or flexing axle can cause the shoulder to wear prematurely, and the latter might be a bigger issue for those hauling higher weights, said Guy Walenga, director of engineering for Bridgestone Americas.

Shops also need to take the care to properly seat the brake drum on its pilots. And operating pressures can differ when the tires are compared to traditional sizes. This means checking load/inflation tables before reaching for a compressor.

“Fleets can achieve the best overall wear on wide-base trailer tires with consistent inflation pressure maintenance, trailer alignment, proper bearing preset, and when possible, tire orientation,” Walenga said. “When

spec’ing trailers, incorporate wider axles and zero-offset wheels at a minimum, and confirm that the axles do not start out with any negative camber.”

The shift could affect the choice of a fleet’s retreading shops as well. “Do they have the right equipment, and are they following the right process?” asked Ed Steck, director of franchise business services for Michelin Retread Technologies. “With short cuts, you’re going to end up with problems out on the road.”

The shop’s probes should be 12.1” long, about double the length of a probe used for traditional tire sizes, to reach from one shoulder to the other. Otherwise punctures in the shoulder could be missed. Rotation speeds also need to be slowed, and buffing should not begin until pressures are running between 18 and 22 psi. Those who are too quick on the trigger will expose steel.

The impact of wide base tire choices is not limited to tires, either.

The tires can be run in three different outsets, explained Al Cohn, director

– new business development and product support at Pressure Systems International. A 2” outset will have a 92-inch total width, 1.13” will have a 90.4” width, and 0” will have an 88.2” width. “There’s a big, big difference in the scenarios,” Cohn said. Those who simply swap standard dual wheels with a single wheel can alter the stresses in the bearing’s spindle and hub. The bigger the outset, the higher the loads on the outer bearing. This can reduce bearing life and wear the spindle.

Parallel systems use a larger outer bearing to resist the increased stress, Cohn added. “The wider axles, together with the wide-base, 0-offset wheels, will avoid bearing issues.” And housings will need to be thick enough to counter the increased bending caused by outset wheels.

But each bearing supplier will set its own standards for bearing geometry and profiles. “There is a big, big factor in reducing bearing life when you mix cones and cups,” Cohn added, noting how Timken and Meritor have quantified this at 80%. “Never mix cups and cones.” pMC

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13-04-16 11:47 AM

WHAT’S

new • VOLVO TRUCKS UNVEILS 1,850 LB-FT RATING FOR D13 • EATON AND CUMMINS INTEGRATE POWERTRAIN

Volvo Trucks is boosting peak torque in the 13-litre D13 engine with a 500 horsepower, 1,850 lb-ft

Eaton and Cummins have collaborated on an integrated powertrain, combining enhanced

torque rating – up from previous peak torque ratings

versions of the Eaton Fuller Advantage (FA) Series UltraShift Plus transmission and Cummins

of 1,750 lb-ft.

ISX15 engine with SmartTorque 2 ratings. The end result is promised fuel savings of 3-6%.

Both the Eaton UltraShift Plus transmission and Cummins ISX15 engine have been enhanced to optimize performance. On the transmission side, the UltraShift Plus FA Series

The engine will focus on linehaul, heavy-haul and on- and off-highway vocational applications.

The new rating will be available on all Volvo

will weigh 75 lb. less than today’s version, thanks to the use of aluminum parts and a

VNM, VNL, VAH and VHD models beginning in the

newly developed lubrication system which eliminates the need for an oil cooler. The ISX15

third quarter.

will debut SmartTorque2, which allows operators to stay in the top gears longer, by

This is described as an “Eco-Torque” rating, which

providing an additional 200 lb-ft of torque when needed. The ISX15 in this powertrain

allows the truck to accelerate normally through all

package will be available with two new ratings: 415 ST2, with 1,450-1,650 lb-ft of

bottom gears. In the top two gears, where most of the

torque, and the 450 ST2, with 1,550-1,750 lb-ft.

fuel is traditionally consumed, the engine defaults to

Also new to the ISX15 is a vehicle acceleration management (VAM) system, which provides only the power necessary to get up to speed, allowing for smoother shifting

the lower torque curve, helping save fuel. The higher torque is available on demand.

and fuel savings.

•

•

Eaton and Cummins

Volvo

The road isn’t one size fits all.

Your transmission shouldn’t be either.

Get your personalized UltraShift ® PLUS presentation, courtesy of Brian Fletcher and Eaton, at ultrashiftplus.com.

Learn more at: UltraShiftPLUS.com

© 2013 Eaton Corporation- All rights reserved

The UltraShift ® PLUS series gives you the options needed to spec a transmission that’s tailored to your fleet, and our extensive portfolio of transmissions integrates into every major OE in North America. As with all Eaton® components, you’ll be backed by the industry-leading solutions, support and expertise of the Roadranger ® network.

BACKED BY

SUPPORT

May 2013

38-45 Remote-Prods-Adindex.indd 41

PMC • 41

13-04-17 10:43 AM

WHAT’S

new • 3M ENVISION WRAP MADE WITHOUT PVC The new Envision Wrap Films from 3M Commercial Vehicle Graphics are made without polyvinyl chloride (PVC), and also promise to out-perform all other wrap films.

The films can stretch up to 150% when needed, and will not become brittle or tear in cold weather. Thanks to a greater tensile strength, they also resist tearing and can be removed in bigger pieces.

•

3M

FACT #2 (of 6)

• MACK TWIN Y

SUSPENSION TO SHED WEIGHT, SAVE TIRES Mack says fleet trials show that its new Twin Y suspension, which sheds more than 400 lb. when compared to its predecessor, can also extend tire life by 25%.

The Twin Y includes four parts: a spring hanger bracket, an upper axle seat, a Y blade assembly and a lower axle seat. It is the industry’s first air suspension to use a Y-shaped stamped steel design, offering the promise of a smoother ride because it places its load on an air bag rather than a pivot bushing.

The Twin Y weighs 630 lb. -- 403 lb. lighter than the AL-401.

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.

•

Mack

• TRACKING TRAILERS

WITHOUT NEW HARDWARE PeopleNet is offering a new way to track trailers without any additional trailer hardware.

The Tethered Trailer Tracking system uses the

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

existing Power Line Communication (PLC) cable and Multi-Bus Adapter to exchange data between the trailer’s ABS and the PeopleNet system.

Once connected to the tractor, the trailer’s serial number is sent to the PeopleNet system, which logs location-based hook and drop events, and stores information including the date and time, location, vehicle and trailer odometer reading. The odometer readings alone can offer a history to support maintenance programs based on trailer use.

800.641.4122 42 • PMC

May 2013

38-45 Remote-Prods-Adindex.indd 42



www.ridewellcorp.com

•

PeopleNet

13-04-16 11:47 AM

IN THE

news

From the headlines

Appointments

BRIDGE FUNDING — The Canadian government has announced up to $80 million to improve three border crossings.

The Lansdowne Border Crossing, located at the Canadian side of the Thousand Islands Bridge in Lansdowne, Ont., will get up to $60 million in infrastructure improvements. The Emerson Border Crossing, just south of Winnipeg, will receive up to $10 million in upgrades, including improvements to its Canada Border Services Agency (CBSA) inspection facility.

The North Portal Border Crossing, located southeast of Regina, is earmarked for up to $10 million for expanding and modernizing its CBSA commercial facility.

Ancra Canada has appointed Rick Everitt as regional sales manager for Western Canada. Everitt was recently district sales manager for The Crosby Group.

• Troy A. Clarke, formerly the president and COO of Navistar, has been named the company’s president and CEO and joins the board of directors. • Darrin Bossence is the new vice-president, Canadian sales at Dynamic Tire. Most recently, he was business development manager, commercial products at Yokohama Tire. • Jo Frost of Edmonton Kenworth has been selected to chair the company’s Parts Council. • Andreas Renschler, head of Daimler Trucks has been replaced in that role by Dr. Wolfgang Bernhard. Renschler will oversee Daimler’s Mercedes-Benz passenger car and van division.

HR SUPPORT — The official launch of Trucking HR Canada has given Canada’s trucking industry a valuable resource for addressing HR challenges (www. truckingHR.com). The organization’s first board of directors includes Private Motor Truck Council of Canada President Bruce Richards, Mike Millian of Hensall District Cooperative, Canadian Trucking Alliance president and CEO David Bradley, and Manitoba Trucking Association executive director Bob Dolyniuk. Early services already include HR seminars, and a library of manuals, training programs and research findings. The group is also preparing to launch a self-guided online tool to help fleets identify and address gaps in HR practices.

HINO EXPANDS — Hino Motors Canada has opened four new dealerships in Southern Ontario, including Mississauga Hino in Mississauga, Expressway Hino in Ayr, Expressway Hino in Windsor, and Anderson Hino in Woodstock.

ROBICA FORMAN AQUIRED — Tank trailer manufacturer Tremcar has acquired Robica Forman Tank, a London, Ont.-based manufacturer of truck tanks and tank trailers.

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BURNING DESIRES — The North American Council for Freight Efficiency (NACFE) continued on page 45

Call us: 1.800.215.7010 Online: SmarTempControl.com

May 2013

38-45 Remote-Prods-Adindex.indd 43

PMC • 43

13-04-16 11:47 AM

PRIVATE MOTOR TRUCK COUNCIL OF CANADA ASSOCIATION CANADIENNE DU CAMIONNAGE D’ENTREPRISE

Join Us Now! The PMTC is the only Canadian association dedicated to the interests of private fleet operators.

We offer forums for fleet operators and suppliers to exchange views and resolve issues together, and we are at the forefront in representing your interests to government, protecting your rights and supporting the needs of private carriers.

PMTC members are kept up-to-date with industry news through PMTC’s digital newsletter, have access to the Private Fleet Benchmarking Study and the Fleet Security Checklist. They receive member only pricing at PMTC events and on services such as Canada-wide driver licence verification by VerX Direct, and guidance on establishing alcohol and drug testing programs and participating in the group consortium by DriverCheck Inc.

Visit our Website at

www.pmtc.ca

Complete and fax this information request form to receive a no-obligation membership kit.

Please send me a free no-obligation membership kit

q

Mail to: The Private Motor Truck Council of Canada 1660 North Service Road East, Suite 115 Oakville, ON L6H 7G3 Or Fax to: 905-827-8212 Or on line at www.pmtc.ca

Name _________________________________Title________________________ Company__________________________________________________________ Address___________________________________________________________ City___________________Province/State______________PC/ZIP____________ Telephone (

)__________________________Fax(

)____________________

Email________________________________Website_______________________

Join Us Now! I am: a fleet operator a personnel agency an equipment lessor an industry supplier

38-45 Remote-Prods-Adindex.indd 44

q q q q

( Fill in the numbers) with _______tractors_______trailers______st. trucks_______others with _______drivers_______other leased personnel with _______units

13-04-16 11:47 AM

AD

index

in the news, continued from page 43

says U.S. fleets are adopting fuel-efficient practices and products at an increasing rate, saving an average of $5,700 per year or $22,800 over four years in fuel expenses. Its study analyzed 60 known technologies and practices available to fleets over the past 10 years. Full details are at www.nacfe.org.

PORT PLANS — Port Metro Vancouver plans a three-year Smart Fleet trucking strategy — designed to improve efficiency and reliability. Strategies include the expanded use of GPS, research, a Container Drayage Leadership Team, and a Container Vessel On-time Incentive Program. Container traffic at Port Metro Vancouver reached a new record of 2.7 pMC million TEUs in 2012.

U-JOINT PULLERS

3M Maxim www.3M.com 22 www.maximinc.com 11, 13 Capacity of Ontario PeopleNet www.capacitytruck.com 40 www.peoplenetonline.ca 30, 31 Ancra Peterbilt of Canada www.ancra.com 21 www.peterbilt.com 48 Brossard Ridewell Corp. www.brossard.com 15 www.ridewellcorp.com 42 Cummins Engines Ryder www.cumminsengines.com 18 www.ryder.com 26 Drive Products SAF-Holland www.driveproducts.com 39 www.safholland.ca 23 Eaton Securitrim www.ultrashiftplus.com 41 www.securitrim.com 12 Espar Shaw Tracking www.espar.com 2 www.shawtracking.ca 14 Fort Gary Industries Tiger Tool International www.fgiltd.com 28 www.tigertool.com 45 GTA Trailer Rentals TMW Systems www.gtatrailer.com 41 www.tmwsystems.com 8 Hino Twin City Graphics www.hinocanada.com 6 www.twincitygraphics.com 19, 29 Howes Lubricator Unique Personnel www.howeslube.com 38 www.uniquepersonnel.com 23 Huron Services Volvo www.hurongroup.ca 47 www.volvotruckscanada.com 4 Mack Trucks Webasto www.macktrucks.com 10 www.smartempcontrol.com 43

PITMAN ARM PULLERS

AXLE SHAFT PULLERS

WHEEL STUD SERVICING

SLACK ADJUSTER PULLERS

PIN & BUSHING PULLERS

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PMC • 45

13-04-17 10:43 AM

STATS AND

facts How Private Fleets Roll

23.3%

PE IS

E

IC

40.3%

RF

ORM

ED

36.5%

• In house • By my servicing dealer • A mixture of both

23.3% 40.3% 36.5%

SE E R I ET W HER

SERVICES PERFORMED IN HOUSE

Mount/dismount 56.6% Rotation 78.3% Flat repairs 52.8% Pressure checks 91.5% Nitrogen inflation 6.6% Wheel assembly balancing 18.9% Alignment 19.8%

RV

SERVICES PERFORMED

BY THE DEALER

71.2% 48.3% 74.6% 36.4% 26.3% 69.5% 69.5%

HOW WILL YOU OPTIMIZE TIRE COSTS IN THE FUTURE?

Acquisition price 28.3% Better product selection

14.2%

Better in-house maintenance (inspections, etc.)

57.5%

46 • PMC

TIRES CONTINUE TO REPRESENT one of the leading operating costs for any fleet, and the costs grow even higher when the rolling components are ignored. Fuel economy drops 1% for every 10 psi drop in tire inflation, and tread life shortens by 9 to 16% when tires are underinflated by 10%.

But the maintenance decisions hardly end with the purchase of a tire gauge.

A recent survey of 143 fleet managers, supervisors and executives including PMTC members offers some added insight into the way private fleets care for their rolling resources, and where the work is performed.

40.9% who outsource say it’s because they lack the right equipment.

67.5%

who keep work in house say it’s because of vehicle access and scheduling.

May 2013

46-48 Insidenumbers.indd 46

13-04-16 11:01 AM

THE BEST DRIVERS ON THE ROAD DRIVE HURON.

Huron Services Group was an early pioneer in the driver logistics industry in Canada and we’ve been growing for over forty years. Today, with offices in Canada and the U.S., our staff and drivers are helping to improve productivity for fleet managers of companies across North America. As your partner in meeting your transportation fleet objectives, Huron Services Group can provide your driver staffing solution and assist in ensuring your private fleet is a positive asset and superior service provider for your company!

877-544-8766 46-48 Insidenumbers.indd 47

hurongroup.ca 13-04-16 11:01 AM

46-48 Insidenumbers.indd 48

13-04-16 11:01 AM