Today's Trucking August 2018

Mob Rule

Life in ElectriCity

The Mafia and cargo crime PG. 12

Volvo’s electric vision PG. 42

e c r g n i F v i r D

Canadian Mail Sales Product Agreement #40063170. Return postage guaranteed. Newcom Media Inc., 5353 Dundas Street West, Suite 400, Toronto, Ontario M9B 6H8.

The Business Magazine of Canada’s Trucking Industry

ower p l l i w s le How ax revolution ric PG. 4 8 an elect

August 2018

www.todaystrucking.com

+

SMILE? Your truck, on camera

The corner office redefined.

Competitive financing available through Daimler Truck Financial. For the Freightliner Trucks dealer nearest you, call 1-800-FTL-HELP. FTL/MC-A-1459.

Specifications are subject to change without notice. Copyright © 2018 Daimler Trucks North America LLC. All rights reserved. Freightliner Trucks is a division of Daimler Trucks North America LLC, a Daimler company.

Have a seat behind the wheel of the new Cascadia® and take it all in.

The sleek design of the ergonomic dash. Large LCD display. Controls at your fingertips. All housed in Freightliner’s quietest cab for maximized driver comfort. You’ve worked hard to get here.

Take a look outside your office window and enjoy the ride.

Experience it for yourself by taking a virtual tour at freightliner.com/corneroffice.

Contents

August 2018 | VOLUME 32, NO.8 7 9 11 29 31

Letters John G. Smith

12

35

42

46

Rolf Lockwood Alan S. Cofman Mike McCarron

NEWS & NOTES

Dispatches 17 Alberta’s Mandate Humboldt crash spurs driver training changes, new exams and more

20 21 22 23 24 25 26 27 28 62

Heard on the Street Logbook Truck Sales Peterbilt Projections Pulse Survey Stat Pack Shipper’s Choice Trending

Features

Trucks of the Month

12 Mob Rule

Faces

Italian Mafia remains the leading force in Canada’s cargo crime problem.

In Gear

35 Smile?

52 Deep Trouble

Onboard cameras are giving fleet managers an in-cab view.

Flood damage remains when the water drains away

By Jim Park

56 Refuse to Compromise A review of the Mack LR

By Jim Park

59 Product Watch 60 Guess the Location, Win a Hat

By John G. Smith

By Jim Park

42 Life in ElectriCity Volvo’s electric future is about more than trucks alone. By John G. Smith

46 Purposeful Innovation Peterbilt explores future tech in the heart of Silicon Valley.

By John G. Smith

For more visit www.todaystrucking.com AUGUST 2018

5

Letters Thanks for the Humboldt help The Business Magazine of Canada’s Trucking Industry

PUBLISHER Joe Glionna joe@newcom.ca • 416/614-5805 VICE PRESIDENT, EDITORIAL Rolf Lockwood, MCILT rolf@newcom.ca • 416/614-5825 EDITOR John G. Smith johng@newcom.ca • 416/614-5812 ASSOCIATE EDITOR Elizabeth Bate elizabeth@newcom.ca • 416/614-5828 CONTRIBUTORS: Steve Bouchard, Alan S. Cofman, Mike McCarron, Jim Park, Nicolas Trépanier

Re: Support for Humboldt (July 2018) I’d certainly like to thank all the people involved with the move of the wheelchair.

I shed a tear reading the article. With the focus on the almighty dollar these days, its so rewarding to read what people are willing to do.

— Dave Pyke By email

Emissions-related repairs are a burden Re: Dirty Secrets (July 2018)

SALES AND MARKETING CONSULTANT Anthony Buttino anthonyb@newcom.ca • 514/292-2297

Each time I go in to repair my emission system, a safe average semi repair cost runs about $2,800 to $3,000. Bypassing my emission system would cost about $3,000. The smart money would suggest bypassing it.

I have spent upwards of $25,000 on my emissions system in two years and it still gives fault codes. No one can decide what is wrong.

SALES AND MARKETING CONSULTANT Nickisha Rashid nickisha@newcom.ca • 416/614-5824

— Frank Eros By email

DESIGN / LAYOUT Tim Norton, Frank Scatozza production@todaystrucking.com • 416/614-5818

QUÉBEC ACCOUNTS MANAGER Denis Arsenault denis@newcom.ca • 514/947-7228 CIRCULATION MANAGER Pat Glionna 416/614-2200 • 416/614-8861 (fax) PRODUCTION MANAGER Kimberly Collins kim@newcom.ca • 416/510-6779

Kenneth R. Wilson Award Winner

NEWCOM MEDIA INC. 5353 Dundas Street West, Suite 400, Toronto, Ontario M9B 6H8 416/614-2200 • 416/614-8861 (fax) CHAIRMAN AND FOUNDER Jim Glionna PRESIDENT Joe Glionna VICE PRESIDENT, OPERATIONS Melissa Summerfield CHIEF FINANCIAL OFFICER Peter Fryters DIRECTOR OF CIRCULATION Pat Glionna

Today’s Trucking is published monthly by NEWCOM MEDIA INC., 5353 Dundas Street West, Suite 400, Toronto, Ontario M9B 6H8. It is produced expressly for owners and/or operators of one or more straight trucks or tractor-trailers with gross weights of at least 19,500 pounds, and for truck/trailer dealers and heavy-duty parts distributors. Subscriptions are free to those who meet the criteria. For others: single-copy price: $5 plus applicable taxes; one-year subscription: $50 plus applicable taxes; one-year subscription in U.S: $90 US; one-year subscription foreign: $120 US. Copyright 2018. All rights reserved. Contents may not be reproduced by any means, in whole or in part, without prior written consent of the publisher. The advertiser agrees to protect the publisher against legal action based upon libelous or inaccurate statements, unauthorized use of photographs, or other material in connection with advertisements placed in Today’s Trucking. The publisher reserves the right to refuse advertising that in his opinion is misleading or in poor taste. Postmaster: Address changes to Today’s Trucking, 5353 Dundas Street West, Suite 400, Toronto, Ont., M9B 6H8.

Postage paid Canadian Publications Mail Sales Agreement No.40063170.

ISSN No. 0837-1512. Printed in Canada.

Police don’t respond to thefts

Email: johng@newcom.ca

Re: Mob Rule (online) I understand cargo crime is a big problem, however, police are slow to react and do not care to attend the scene of a theft. I recently experienced the lack of response from Greater Toronto Area police when one of my tractortrailers was stolen from a truck stop.

My driver was showing them the actual GPS location, minute by minute. No one bothered to intercept the criminals red-handed with the stolen trailer and cargo.

— Amit Kumar By email

SEND YOUR LETTERS TO: Newcom Media Inc., 5353 Dundas Street West, Suite 400, Toronto, Ontario M9B 6H8

We need to protect CBs A friendly conversation over the CB often helps to keep a driver alert, instead of getting lulled into a state of stupefied drowsiness. This makes the CB a safety device rather than a cause of distracted driving.

— Ben Bennink By email

No fan of legal marijuana Re: Smoke Screen (July 2018) Drug use will increase with the right to smoke dope for recreational purposes. Now drivers going to the U.S. will be tested more, and the cost of these tests will most probably be passed on to the driver.

— Robert Allard By email

Correction Member

Predictions of a shorter timeline to legalize recreational marijuana were premature.

Canada set Oct. 17 as the deadline after our June edition went to press.

AUGUST 2018

7

MERITOR® RPL DRIVELINES Reduce maintenance costs and save on your bottom line with Meritor ® Permalube™ RPL drivelines. The first permanently lubricated driveline in the North American market, RPL drivelines eliminate lubrication costs, offer the lowest lifecycle costs and extend U-joint life (1.5 million miles and counting). Good for your wallet.

Good for the environment.

Run With The Bull.

meritordrivelines.com

©2018 Meritor, Inc.

Editorial

By John G. Smith

Farewell, Uncle John He was from an era that fixed things. All things.

T

here is (or was) a small church in the Eastern Townships of Quebec that bore an unusual scar. It stood strong for decades but, if you knew where to look, some of the building materials were a slightly different color.

It’s against this wall that my family history is forever connected to the trucking industry.

My Uncle John was driving a gravel truck in those days, and for some reason or another his brakes gave way. At the last minute, though, he jumped from the cab just before the careening vehicle hit said wall. My grandfather is the one who repaired the structure, and while I can’t say for certain, I’m pretty sure a young Uncle John would have been enlisted to help.

Because Uncle John fixed things. All things.

The man who always reminded me a bit of John Denver was from a generation, now fading, that didn’t simply toss things away. They always found a way to repurpose and reuse what they had in front of them.

And his abilities left me in awe.

Uncle John never held a mortgage, for example. It’s because he built the family homestead. One room at a time. The garage came first, and my cousins and aunt camped out in that one summer as he built the first main room for the house itself.

Then there were the many mechanical things that he always found a way to keep on the move. I’m told that my cousin Roy once came home with a box of motorcycle parts.

Uncle John simply set about working with him to transform everything into a working motorcycle. During one Christmas visit, at an age barely into double digits, I remember the thrill of having the chance to take the controls of one of several snowmobiles, no doubt part of a fleet that he cobbled together himself. And when a tree crushed his car during his retirement years, inflicting damage that would see most people call for a tow, he rolled it into the barn and set to work pulling everything back into shape.

When home computers emerged, he became fascinated with them as well, cobbling together the used parts to build and repair systems for little old ladies living around Lennoxville.

That’s where he also cared for the local curling rink. He could speak for hours on how to properly build the base and maintain that pebbled surface.

He just had this uncanny ability to understand how things actually worked, and a fascination with the way things were connected. When my brother Rick came home at a young age, saying that he didn’t understand why he’d ever need to know the Pythagorean Theorem, Uncle John was the one who sat down to explain exactly how it applied to his job. He needed it to build things, to fix things.

One of my last memories of him came in recent years, when Rick and I hopped on our motorcycles to visit. Uncle John and I happened to wake up earlier than anyone else one morning, and the conversation shifted to trucks, as they tend to do whenever I’m around people who are interested in talking about such things. We sat there over a coffee, as I soaked up his memories of days gone by, talking about things that he fixed over the years.

We said farewell to Uncle John last month, but I’ll choose to think he’s helping out somewhere, tinkering away and putting things back together. Because we all need to lean on those who know how to fix things. TT

“He just had this uncanny ability to understand how things actually worked.”

John G. Smith is editor of Today’s Trucking.

You can reach him at 416-614-5812 or johng@newcom.ca.

AUGUST 2018

9

The Mobil Delvac 1™ range of synthetic engine oils helps protect your fleet and your business by extending oil drain intervals.

©2018 Imperial Oil. Mobil is a trademark or registered trademark of Exxon Mobil Corporation or one of its subsidiaries. Imperial Oil, licensee.

There’s no such thing as a slow summer in the trucking business.

See all of our oils at mobildelvac.ca

Lockwood

By Rolf Lockwood

Is Autonomy Necessary?

The more I think about it, the more I think the answer might be ‘yes’

H

ow on earth can distracted human driving be the cause of a crash involving a vehicle under autonomous control?

Sounds like a good question, doesn’t it? But that’s exactly what happened last March in the accident involving an Uber “taxi” in Tempe, Ariz.

In my May column (“What’s the rush?”) I wrote about that fatality, and while I said the facts were “a bit sketchy,” I suggested that autonomy likely had little to do with it, that nothing could have prevented the woman’s death. There simply wasn’t time for any reaction, human or otherwise, I guessed.

Well, turns out I shouldn’t guess. I was just plain wrong.

Actually, half wrong.

There actually was time for the driver to react according to a 300-page report recently released by the Tempe Police Department. And in fact the report blames the crash on distracted driving. Sound familiar?

To remind you of the circumstances, the Uber vehicle – a Volvo XC90 SUV – was doing 70 km/h on a multi-lane roadway at night, apparently in Level 4 autonomous mode, and simply failed to “see” Elaine Herzberg crossing the road while walking her bicycle. She was jaywalking. A so-called “backup” human driver – Rafaela Vasquez – was present, though not actively driving.

Worse than that, the police report says the driver was watching The Voice on a cell phone, and in the 20 minutes or so before the crash, her eyes were off the road some 32% of the time.

Vasquez saw the woman crossing the road only half a second before impact. That’s clear in an in-car video the police released on Twitter, but they say she could have seen the victim 143 feet away and stopped the Volvo some 43 feet before impact. If she’d been paying attention. Simply, she was willfully distracted.

Confusing the issue, the vehicle’s native collision-avoidance system had been partly disabled, according to a report by the National Transportation Safety Board (NTSB). It “saw” Herzberg with six seconds to spare but did not automatically apply the brakes as it would ordinarily do. Nor did it issue a warning to the driver. The automatic braking function was turned off, the NTSB report said, “to reduce the potential for erratic vehicle behavior.”

It depended on human intervention. And therein lies Uber’s big mistake, it would seem, alongside an apparent failure to hire smart drivers.

So I was pretty much correct in writing last May that autonomy itself wasn’t to blame here, rather its management. What I didn’t see was the egregious human error.

What does all that really tell us? That humans can’t be trusted, but we knew that. After all, that’s the basic justification for building autonomous vehicles at any level in the first place. We now know that distracted driving can be an issue even at high levels of autonomy like Level 4, which can run the vehicle on its own but requires “supervision” by human means. It assumes the human is diligent, and that can obviously be a stretch. But does semi-autonomy get us anywhere if that’s the case?

Frankly, I think it may actually justify Level 5 autonomy – completely driverless vehicles.

That seems to be the view of Michael Ruf, head of Continental’s commercial vehicle and aftermarket business units in Germany. By no means just a tiremaker, the company actually has 7,000 employees working exclusively on emerging technologies like vehicle telematics, big data, and active safety systems.

At a recent press event in Frankfurt Ruf predicted that Level 5 autonomous commercial vehicles will be in limited operation by 2028, following an initial introduction to autonomous technology via platooning operations, which he expects to see in routine operation within five years or so.

That’s an aggressive timeframe. Do you agree? TT

“Frankly, I think it actually makes the case for Level 5 autonomy – completely driverless vehicles.”

Rolf Lockwood is vice-president, editorial, at Newcom Media Inc. You can reach him at 416-614-5825 or rolf@todaystrucking.com.

AUGUST 2018

11

Mob Rule Italian mob remains the driving force in Canada’s cargo crime

By John G. Smith Todd Moore was playing hockey in Hamilton, Ont., when some guys came forward with 10 cases of Moosehead beer that had “fallen off a truck”. He knew exactly where it had come from, though. Everyone knew. The theft of two loads of beer in New Brunswick had been all over the news, complete with jokes about Moose being on the loose.

It was no joke to the career police officer, now president of Canadian Armed Robbery Training Associates.

All too many people turn a blind eye to the cost of cargo thefts, he said during a presentation to the Private Motor Truck Council of Canada. Contractors might see a cheap load of lumber as a way to cut costs, just like a chef who’s offered a deal on a load of beef that’s too good to be true. “People don’t see the significance. They say it’s insurance,” he admitted. “But everybody is paying.”

The Greater Toronto Area

12

TODAY’S TRUCKING

now has the highest rate of cargo theft in Canada.

Research by the Canadian Trucking Alliance (CTA) and several insurers suggests the crime across our nation costs about $5 billion a year.

A typical cargo theft is now valued at about $196,000, with more than $500,000 in goods disappearing every day in the Toronto area alone.

That rivals numbers seen in U.S. crime capitals like Los Angeles, Dallas and Miami.

In the first quarter of 2017, Ontario actually displaced Texas as the Number 2 juris-

Todd Moore, Canadian Armed Robbery Training Associates.

diction for cargo thefts in North America, with $4.3 million in missing products, CargoNet reports.

Drug cartels fueled cargo crime in Mexico, where 3,300 such thefts were recorded in a single quarter this year, and they’re also behind many of the gang-related thefts in the U.S. But in Canada, Moore says traditional organized crime groups are at the top of the food chain.

Mafia connections In the Greater Toronto Area and Montreal, leading Mafia groups include the ‘Ndrangheta, Cosa Nostra, and Camorra, which can be traced to Italy and Sicily.

The Cosa Nostra is likely the most widely known.

“They’ve been involved in cargo thefts and hijackings for decades,” Moore said. But the ‘Ndrangheta – otherwise known as the Calabrian Mafia – is the biggest in the GTA and the world at large. It has 10 related groups in the GTA and Hamilton, Ont. The Calabrian Mafia’s 25,000 made members with 250,000 affiliates and associates made an estimated $75 billion in 2017 alone. He calls them the “McDonald’s Mafia” because of it.

In Montreal, the Sicilian

Mafia connected to the original “five families” of New York City has a stronger presence, although it also has an active cell in the GTA. They don’t work alone, either. These groups also work alongside outlaw motorcycle gangs, and organized crime cells linked to Russia and Europe.

Alberta’s Mandate PG. 17

Mullen Acquires PG. 18

Humboldt Charges PG. 19

The ‘Ndrangheta mafia is believed to dominate thefts around Toronto.

“It’s set up like a normal business,” Moore said.

A cargo theft network might include a warehouse used by thieves to store stolen loads and distribute contents to buyers. Other members target specific loads, often for pre-arranged buyers.

Yet other members target random loads as crimes of

opportunity, while stolen food is unloaded in restaurants connected to organized crime. Then a broker or “fence” receives a stolen load and distributes it to perspective buyers, paying a commission to the mafia.

It’s often an inside job, too.

“Someone who’s vulnerable, and someone who might be

in trouble,” Moore explained.

Inside information could come from truck drivers who are slipped $5,000, or maybe warehouse supervisors, or shippers and receivers themselves. Thieves might choose to extort or intimidate a driver who has gambled away $10,000, a debt that can double every three weeks

in an illegal gaming house.

In other cases, they might threaten to expose incriminating information.

The targets Nothing seems to be safe.

Travelers Insurance has cited FreightWatch statistics showing that 24% of cargo thefts involve food and drinks, AUGUST 2018

13

Dispatches followed by electronics (15%), home and garden products (12%), and autos and parts (9%). “There’s an underground market for anything,” Moore said.

But it’s important to realize that the thefts are not ends unto themselves.

Usually they help to finance other crimes such as drug deals. The $196,000 in goods stolen in an average heist, for example,

could pay for 128 kg of cocaine with the potential of a tenfold profit, he explained.

It also offers the promise of low risk and high reward.

In 2015, an average bank robbery netted $4,330, with a retail robbery averaging $1,589 and convenience store robbery averaging $769. If a thief uses a firearm during such a crime they face a minimum

The Tire of 1,000 Sipes.

HDW2 All Season Drive Tire Performance in extreme weather

Excellent traction

More grip on ice and snow

Lateral stability

Contact your Continental Representative today to learn more!

Need a Representative? Call 1 (800) 461-9681

Commercial Vehicle Tires | www.continental-truck.com

14

TODAY’S TRUCKING

of four years in prison. With a pellet gun they face at least a year behind bars.

“With cargo theft you don’t have any of those minimum sentences,” Moore said.

Admittedly, there are more tools than the past. The relatively new Auto Theft and Property Crime Act offers a maximum term of 14 years for trafficking or possessing stolen property. But that’s the law as it’s written. “I guarantee no one is getting 14 years,” Moore said.

To compound matters, police have few resources to stop it.

“In policing we have strategic plans, we have investigations that are prioritized,” Moore told the crowd of private fleet managers. “Some things get attention and some things don’t.”

The Greater Toronto Area includes three major organized crime units – the Combined Forcers Special Enforcement Unit, the RCMP Toronto Airport Serious and Organized Crime Unit, and OPP Biker Enforcement Unit, but there is ongoing competition for resources among them.

Since 80% of Canada’s 670 organized crime groups are involved in drug trafficking, that tends to get the focus.

“We have budget restrictions and investigative priorities, and every interest group thinks their investigation is most important,” Moore said. The irony, remember, is that cargo thefts often provide seed money for many other criminal activities.

In contrast, there are only seven dedicated cargo theft teams in the U.S., in California, Texas, Florida, Georgia, Illinois, Tennessee and N.Y. The only such units in Canada are in the Toronto area’s Peel and York regions. But since they aren’t Tier 1 investigations, there’s no funding for wiretaps or running agents, Moore says.

Cargo theft units are instead left with tools like tips through Crime Stoppers, confidential sources, surveillance, and canvassing property owners for security

Dispatches video. But with six officers responsible for hundreds of thefts, only so much can be done. “There’s so much volume it’s hard to focus on your particular cargo theft,” he said.

Besides, three in four cargo thefts aren’t even reported, Moore said. “There’s probably very good reasons.” Fleets might worry about how a report might affect insurance costs, or their reputation with other potential customers.

Finding the stolen property doesn’t always solve the problem, either. Moore referred to the theft of 15,000 kg of candy from a rented parking lot in York Region.

The $200,000 in goods were recovered, and two people were arrested, but the foodstuffs had to be sent to landfill because there was no way to track the chain of custody. “When an arrest is made, even a success can be a failure.”

The tools Fleets are not completely powerless when it comes to battling cargo crime. Guards at access gates can verify the identities of drivers and carriers, while human resources teams can conduct employee background checks. One of Moore’s police sources said almost half his information came from inside employees. “You want to weed these people out before they ever become employees.”

Another key tool has come in the form of a central database, the CTA Cargo Crime Incident Report, established in 2014 by the Canadian Trucking Alliance and Insurance Bureau of Canada. With that, it’s possible to identify what is stolen and where.

Technology offers help of its own.

“The Number 1 thing is to GPS the trailer,” Moore said of the tools he recommends. A “slap and track” device will activate if a trailer begins to move, and when configured with a personal device for the driver it can offer instant tracking information. Fleet teams could then trace stolen goods to a warehouse and give police the data needed to secure a search warrant.

Covert police teams often use cellphone-based cameras, he added. They don’t require an internet connection, and can be fixed inside the trailer, storing images on a SIM card. Infrared systems

will even capture views in the dark.

A portable intruder spray, meanwhile, can be magnetically attached to a trailer, leaving a forensic marker on property and bad guys alike if someone breaches the barn doors. The spray is invisible to the naked eye but seen under UV light. Police can be provided with the equipment to read it. Fleets can use its presence as a

deterrent, by posting stickers and signs that warn of the system in place.

Still, one of the keys is to convince the public that this is not a victimless crime, he said. “You have to somehow change the mindset of the general public to realize this is an epidemic.”

“It is a huge problem,” Moore said.

“But it is a fixable problem.” TT

Bringing Integrated Workflow to the Next Level Complete automation from dispatching to invoicing thanks to ISAAC’s APIs. Improve operational efficiency with pre-populated fields and pushed information. Simplify driver activities with a single-screen workflow on ISAAC’s ultra-intuitive mobile tablet.

Learn more at www.isaac.ca/workflow | 1 888 658-7520 AUGUST 2018

15

WHAT ELSE ARE YOU HAULING

IN YOUR REEFER?

BEAT BACTERIA WITH THE INDUSTRY’S ONLY ANTIMICROBIAL REEFER Our Everest reefer is the only refrigerated trailer on the market that offers broad-spectrum antimicrobial protection standard to fight bacteria growth on the liner for the entire life of the trailer.

At Great Dane, we’re committed to providing innovation that moves you—starting with a cleaner environment for your food deliveries.

See how our technology works at greatdane.com/microban INNOVATION THAT MOVES YOU

GREAT DANE AND THE OVAL ARE REGISTERED TRADEMARKS OF GREAT DANE LLC. Confidential Scientific, Technical Information. Not for Public Release or Dissemination; Not an Offer for Sale. 728 ELV 0218

Dispatches rules work before operations can begin.

Mason said the province is even considering mandatory compliance reviews for new carriers within nine to 12 months after an operation is launched, along with a review of carrier safety fitness certificates every three years. “This will effectively eliminate the month to finalize such details. ‘chameleon’ carrier, where a new start-up The goal is to enhance, regulate and trucking company is put out of service standardize a curriculum that will for violations and then simply changes include skills-based in-class, in-yard, and the name and reopens and continues to in-vehicle training, while also improving operate,� claimed Mason. “That has been Class 1 and 2 knowledge and road tests. a particular problem in Alberta.�

Ontario, the only other province with Adesh Deol Trucking’s only other mandated training at this time, requires driver and truck were put back to a minimum of 103.5 hours of driver trainwork under a numbered company ing, including 36.5 hours in the classroom, after the Saskatchewan 17 hours in the yard for precrash in April. While trip inspections, 18 hours in the government initialthe truck and off road, and 32 ly suspended the new hours on road. Saskatchewan is company’s safety fitness also discussing plans for mancertificate, it couldn’t dated training of its own. continue the suspension Mason said Alberta’s trainonce the carrier showed ing has been insufficiently regit complied with related ulated for some time and that rules. But conditions the lack of oversight is quite Alberta Transport were attached, and a folstriking.

Minister Brian Mason low-up audit is expected It isn’t the only change to in three months. come. The government also plans to There are other areas expected to eliminate temporary safety fitness certifichange around road tests, too. A review cates for new commercial carriers. showed that Alberta’s road test fees are “Alberta has been the only province to the highest in Canada, and that residents offer a 60-day temporary safety fitness mistrust the examination model. Mason certification for new commercial carriers says the province is considering whether prior to their passing the safety fitness to make examiners government employrequirements,� said Mason. “We are going ees once again. to remove that temporary certificate.� “Humboldt underlined the urgency of New carriers in Alberta will also be moving forward,� Mason added, “and required to complete a mandatory course we’re prepared to do that now.� TT to gain a better understanding of how the

Alberta’s Mandate

Mandatory driver training, changes to safety certificates moving forward after Humboldt crash Alberta has been discussing the idea of mandatory entry-level driver training since 2016, but it was ultimately the fatal crash of a truck and team bus that accelerated plans to require such training by January 2019. “The horrible tragedy at Humboldt was the real impetus,� Alberta Transport Minister Brian Mason said at the offices of the Alberta Motor Transport Association (AMTA), referring to the Saskatchewan collision that killed 16 members of the Humboldt Broncos and injured 13. A Calgary-based Adesh Deol Trucking driver, recently charged, was at the wheel of the truck involved. “The matters that we are working on today were matters that we were working on at that time, but clearly the terrible tragedy has focused everyone on the need to do even more to make sure that our highways and the trucking system are as safe as possible,� he said.

Once the framework is in place, anyone in Alberta looking to obtain a Class 1 or 2 licence – or the S endorsement needed to drive a school bus – will require some level of training. The question that remains is how much training will be required. The minimum hours needed on the road, off road, in a yard, or in a classroom have yet to be determined. Mason says the provincial government will consult with groups like AMTA over the next

The ultimate protection for your aluminum equipment

looking for distributor &RQWDFW info@nanoprotex.ca

Advantages ‡ (DV\ WR FOHDQ VXUIDFH ‡ 3URWHFWLRQ DJDLQVW FKHPLFDO DWWDFNV LQFOXGLQJ JUDIILWL DWWDFNV ‡ &RUURVLRQ SURWHFWLRQ R[LGDWLRQ SURWHFWLRQ ‡ 89 SURWHFWLRQ SURWHFWLRQ DJDLQVW EOHDFKLQJ QR \HOORZLQJ ‡ 'XUDEOH JORVV H[WUHPHO\ ORQJ ODVWLQJ GXUDELOLW\ ‡ 5HFRORUDWLRQ RI IDGHG VXUIDFHV )RU DOPRVW DOO QRQ DEVRUEHQW VXUIDFHV PHWDOV SODVWLF JHOFRDW ODFTXHUHG RU PLQHUDO VXUIDFHV HWF

Quebec Distributor : X Protect, Drummondville

AUGUST 2018

17

Dispatches

Trump tariffs called ‘illegal’

MANAGE THE WESTERN RUN

The Canadian Transportation Equipment Association (CTEA) is adding to voices against the steel and aluminum tariffs imposed by the U.S. federal government.

“This action is illegal and will not only negatively impact Canada and Canadian companies, but will also do serious harm to U.S.-based CTEA manufacturing members and the U.S. economy in general,” the group said in a communique.

The association represents commercial vehicle manufacturers, dealers, distributors, component manufacturers, and service providers.

Mullen acquiring two in Alberta The Mullen Group has announced plans to acquire Canadian Hydrovac and AECOM’s Canadian industrial services division.

Based out of Sherwood Park, Alta., Canadian Hydrovac services midstream, pipeline, construction and municipal sectors in Western Canada.

The company has additional branches in B.C.’s Lower Mainland and in Saskatchewan.

AECOM’s Canadian industrial services division (ISD) operates largely within the heavy oil and oil sands regions in Alberta. The company employs more than 350 people and has more than 250 pieces of equipment, including pressure trucks, hydrovacs, vacuum trucks, combo units, and fluid-hauling equipment.

JG Drapeau triples through acquisition Polaris Transportation Group’s JG Drapeau is acquiring Mainliner Freightways’ Ontario LTL division and will move into a related 150,000-sq-ft cross-dock and warehousing facility in Etobicoke, Ont. “With this acquisition, JG Drapeau more than triples in size, as our growth initiatives for that business continue to

18

TODAY’S TRUCKING

gain momentum with team members and customers,” said Dave Cox, president of Polaris Transportation Group.

Estevan facility opens its doors Custom Truck Sales has relocated its Estevan, Sask., facility to a nine-acre location at 201 Shand Road.

The building is 40% larger than the previous facility. Features include a 15,500-sq.-ft. service department with 14 service bays, and a shop designed for large-bed trucks and truck-and-trailer combinations.

John Deere, Home Hardware recognized John Deere Canada and Home Hardware Stores have been honored through the Private Motor Truck Council of Canada’s annual Fleet Safety Awards.

John Deere won in the small fleet category. It operates 55 power units and owns 150 trailers, averaging 11.5 million km a year, hauling agricultural products across the U.S. and Canada. It has 67 drivers supplied by CPC Logistics and is a six-time Fleet Safety Award winner.

Home Hardware Stores won in the large fleet category. It employs 157 fleet-related personnel including 136 drivers who operate 141 trucks, averaging 17.7 million km a year. The fleet has an enviable 12.09% CVOR violation rate, and has won the award eight times.

John Deere

Home Hardware

Dispatches

Big Freight merges with Kelsey Trail

Shining a light on solar energy

Kelsey Trail Trucking – which has locations in Saskatoon, and Innisfil, Ont. – will become a division of Big Freight Systems under a recently announced merger.

Kelsey Trail is Canada’s largest dedicated B-train operator, and offers truckload and LTL service from coast to coast. It also has a regional B-train operation in Ontario and Quebec.

The fleet has 80 tractors and a trailer fleet, mostly consisting of five-axle B-trains. Together, the Daseke-owned companies will operate about 750 pieces of equipment.

“While we will operate somewhat autonomously, we will share many resources,” said Big Freight president Gary Coleman.

The North American Council for Freight Efficiency (NACFE) is showing confidence in the sun as a practical power source for trucks and trailers.

“Fleets should seriously consider investing in solar systems,” the council said in the launch of its Solar Confidence Report, the latest in a series

Keep your business going strong from anywhere with the HuskyPRO card.

Truck driver in Humboldt crash faces 29 charges Calgary truck driver Jaskirat Sidhu has been formally charged following an investigation into the fatal crash with a bus carrying members of the Humboldt Broncos hockey team.

The 29-year-old, who worked for Adesh Deol Trucking, faces 16 counts of dangerous operation of a motor vehicle causing death and 13 counts of dangerous operation of a motor vehicle causing bodily injury.

Saskatchewan RCMP say their three-month investigation included more than 60 interviews and 6,000 crash scene photos.

“We’ve looked at every aspect of the collision, including the speed of the vehicles, point of impact, position of the vehicles, impairment, road and weather conditions, and witness evidence,” said Supt. Derek Williams.

But specific details about their findings are being held until the trial.

Adesh Deol Trucking had its safety certificate suspended during the investigation, althought the company’s other truck was transferred to another carrier operating under the same address. It’s now running under a temporary safety fitness certificate.

FROM THE EASTERN OFFICE

of studies that explore fuel-saving technologies and practices.

“The application of solar panels on trailers with extra electrical loads like telematics, refrigeration units, and liftgates make sense as a means of improving battery life and reducing the need for roadside assistance. This is especially true if the trailer spends long periods without being attached to a tractor. And the opportunity to extend the run time of battery HVAC systems makes installing solar for battery HVAC support a good solution,” it said.

Today’s solar panels are flexible, thin, easily installed, and reliable, the report found. Although, potential fuel savings were seen to be “a very small part” of the overall benefit.

AUGUST 2018

19

•

Manage your fleet anywhere

•

Preferred pricing

•

Keep drivers happy with myHusky Rewards

•

24-hour online management and fraud protection

HuskyRoadSolutions.com/fuel

Dispatches

Heard Street on the

Richard Rose

Arves to retire from TFI board Scott C. Arves has retired from TFI International’s board of directors. He took on the role in 2016 and previously served as president of Transport Corporation of America, which was acquired by TFI in 2014. Leslie Abi-Karam, who has served executive roles at companies including Pitney Bowes, was named as the candidate to fill the board vacancy.

Tony Kelly

Volvo names new president Peter Voorhoeve, the president and CEO of Volvo Group Australia, has been tapped to serve as president of Volvo Trucks North America, effective Sept. 1. Leading Volvo Group Australia since 2013, he succeeds Goran Nyberg who left for a role with Europe’s MAN Truck and Bus. He will be headquartered in Greensboro, N.C., and will report to Volvo Trucks President Claes Nilsson. Per Carlsson continues to serve as acting president until the transition.

Fastfrate appoints new regional vice-presidents Peter Voorhoeve

Trail King names new international director Mike Heschke is Trail King Industries’ director of international market development, a newly created position. In the new role, Heschke will be responsible for managing the sales process, providing quotes, and delivering technical training to the Trail King and Goldhofer sales teams.

Meritor names CTO John Bennett has stepped into newly created role of vice-president and chief technology officer at Meritor. Bennett will be responsible for establishing the company’s advanced technology portfolio and global product strategy. This appointment follows the introduction of Meritor’s Blue Horizon brand, which will differentiate the company’s growing platform of offerings for electric drivetrains, efficiency and connectivity systems.

20

TODAY’S TRUCKING

Daseke appoints new CFO Daseke has named Bharat Mahajan the company’s new chief financial officer. Mahajan will assume the role of CFO from Scott Wheeler, who was named Daseke’s president earlier this year. Mahajan previously served as CFO for Aveda Transportation and Energy Services, which merged with Daseke in June. The company’s Canadian holdings include Big Freight Systems.

Richard Rose has been added to the Fastfrate Group in the newly created role of vice-president of the prairie region. Based out of Calgary, Richard will be responsible for all Fastfrate activities in Manitoba, Saskatchewan and Alberta. He will also oversee activities in Thunder Bay, Ont., and Kelowna, B.C. Tony Kelly is taking on a newly created role of vice-president in the B.C. region. Based in Vancouver, Kelly will be responsible for terminals in Vancouver and Vancouver Island.

Bendix names supply chain vice-president Mike Pogorelc is the new vice-president of supply chain excellence for Bendix

Commercial Vehicle Systems and the newest member of the Bendix leadership committee. He started with the company in May 1990 as a facility design engineer.

Dispatches

L gbook2018 13-17

AUGUST 2-5

NORTH AMERICAN INSPECTORS CHAMPIONSHIP Columbus, Ohio • www.cvsa.org

RODEO DU CAMION

23-25 GREAT AMERICAN TRUCKING SHOW Kay Bailey Hutchinson Convention Center Dallas, Texas www.gatsonline.com

SEPTEMBER 7-9 NORTH AMERICAN TRAILER DEALERS ASSOCIATION’S TRADE SHOW AND CONVENTION Indiana Convention Center, Indianapolis, Ind. www.natda.org

9 -12 PEOPLENET/TMW SYSTEMS’ IN.SIGHT USER CONFERENCE George R. Brown Convention Center Houston, Texas www.insightuserconference.com

11 BRITISH COLUMBIA TRUCKING ASSOCIATION GOLF TOURNAMENT Meadow Gardens Golf Club, Pitt Meadows, B.C. www.bctrucking.com

Notre-Dame-du-Nord, Que. www.elrodeo.com

WELCOME TO THE NEW INDUSTRY STANDARD

12

SPEEDS

1,850 LB.- FT. TORQUE CAPACITY

750,000 MILES LUBE CHANGE INTERVAL

The All-New Endurant™ Automated Transmission Intelligently engineered from the ground up with features that protect your investment and make it easy to maintain. It is the lightest heavy-duty transmission and includes breakthrough innovations such as a transmission fluid pressure sensor and clutch life prognostics. Designed specifically for today’s linehaul trucks, Endurant delivers industry-leading downspeeding and maintenance intervals, all while hauling up to 110,000 pounds Gross Vehicle Weight.

Learn more at eatoncumminsjv.com/endurant

©2018 Eaton Cummins Automated Transmission Technologies. All rights reserved.

AUGUST 2018

21

Dispatches

Truck orders continue to surge Class 8 truck orders hit an all-time record for June, with North American buyers signing up for 41,800 vehicles. And numbers could have been higher.

“Fleets are desperate for more equipment, but trucks are in short supply,” says Don Ake, FTR vice-president of commercial sales. The problem is a shortage of parts and components. “This bottleneck is causing fleets to get more orders in the backlog in hopes of getting more trucks as soon as they are available.”

If manufacturers were producing at capacity, this year’s truck build could have been as high as 360,000 units, he added.

As for the year-to-date Canadian sales secured by this May, Freightliner led the Class 8 business with 32.4% of the market. International topped Class 7 with 26.8%.

In Class 6, Freightliner and Hino were essentially tied at about 32% each. Ford continues to dominate Class 5 sales with a 52.1% marketshare.

Canada – May 2018 SALES CLASS 8

22

U.S. – May 2018

MARKET SHARES

SALES

May

YTD

May %

YTD %

CLASS 8

Freightliner Kenworth Volvo Truck Peterbilt International Western Star Mack Other Total CLASS 7

1,181 500 471 401 425 342 284 0 3,604 May

4,257 2,071 1,832 1,611 1,554 1,140 692 0 13,157 YTD

32.8 13.9 13.1 11.1 11.8 9.5 7.9 0.0 100.0 May %

32.4 15.7 13.9 12.2 11.8 8.7 5.3 0.0 100.0 YTD %

International Freightliner Peterbilt Hino Kenworth Ford Total CLASS 6

148 92 167 99 64 7 577 May

662 603 473 465 246 25 2,474 YTD

25.6 15.9 28.9 17.2 11.1 1.2 100.0 May %

Freightliner Hino International Peterbilt Ford Isuzu Kenworth GM Total CLASS 5

58 54 19 60 9 5 3 0 208 May

221 219 137 64 22 11 10 0 684 YTD

485 220 140 168 6 0 1 0 0 0 1,020

1,832 673 525 523 14 6 3 0 2 0 3,578

Ford Hino Isuzu Dodge/Ram Mitsubishi Fuso Freightliner International GM Kenworth Peterbilt Total

TODAY’S TRUCKING

www.total-canada.ca

MARKET SHARES

May

YTD

May %

YTD %

Freightliner Peterbilt Kenworth International Volvo Truck Mack Western Star Other Total CLASS 7

6,050 2,632 3,355 2,431 2,536 1,607 584 0 19,195 May

31,496 13,561 13,039 11,803 9,903 6,579 2,284 9 88,674 YTD

31.5 13.7 17.5 12.7 13.2 8.4 3.0 0.0 100.0 May %

35.5 15.3 14.7 13.3 11.2 7.4 2.6 0.0 100.0 YTD %

26.8 24.4 19.1 18.8 9.9 1.0 100.0 YTD %

Freightliner International Peterbilt Kenworth Hino Ford Total CLASS 6

2,880 1,193 546 441 191 139 5,390 May

12,468 5,027 3,090 1,754 723 683 23,745 YTD

53.4 22.1 10.1 8.2 3.5 2.6 100.0 May %

52.5 21.2 13.0 7.4 3.0 2.9 100.0 YTD %

27.9 26.0 9.1 28.8 4.3 2.4 1.4 0.0 100.0 May %

32.3 32.0 20.0 9.4 3.2 1.6 1.5 0.0 100.0 YTD %

Freightliner Ford International Hino Kenworth Isuzu Peterbilt GM Total CLASS 5

1,720 1,962 1,354 715 241 136 6 7 6,141 May

10,156 8,063 7,760 3,239 1,070 459 62 23 30,832 YTD

28.0 31.9 22.0 11.6 3.9 2.2 0.1 0.0 100.0 May %

32.9 26.2 25.2 10.5 3.5 1.5 0.2 0.0 100.0 YTD %

47.5 21.6 13.7 16.5 0.6 0.0 0.1 0.0 0.0 0.0 100.0

51.2 18.8 14.7 14.6 0.4 0.2 0.1 0.0 0.0 0.0 100.0

Ford Dodge/Ram Isuzu Freightliner Hino GM Mitsubishi Fuso Kenworth International Peterbilt Total

4,601 1,152 542 492 205 20 26 12 2 4 7,056

21,157 5,625 2,119 1,681 1,069 129 65 15 11 4 31,875

65.2 16.3 7.7 7.0 2.9 0.3 0.4 0.2 0.0 0.1 100.0

66.4 17.6 6.6 5.3 3.4 0.4 0.2 0.0 0.0 0.0 100.0

Source: WardsAuto

Dispatches

‘An excellent position to set records’ Peterbilt projects up to 285,000 Class 8 sales in Canada and U.S.

By John G. Smith Peterbilt general manager Jason Skoog is understandably bullish about the state of North America’s truck market.

“Industry orders have been robust to say the least,” he said during a briefing with industry media at the Paccar Innovation Center. “This year is in an excellent position to set records.”

The company that brands its trucks with the famed red oval currently projects between 265,000 and 285,000 Class 8 truck sales for Canada and the U.S. this year. Class 8 orders have pushed beyond 30,000 units for six consecutive months.

And Peterbilt expects to maintain the record 15.3% market share it achieved in 2017.

“I’m pleased with where we’re at in our production,” he added, when asked about component shortages that have slowed the output of several other manufacturers.

introduced steel and aluminum tariffs.

“We work very closely with our suppliers to manage costs as best as we possibly can, regardless of what environment we’re in,” Skoog said.

But the value of used trucks is cer-

tainly on the rise. Act Research recently reported that the average price of used Class 8 trucks had increased 11% year over year as of May. “Taken as a whole,” he says, “the economic environment is very healthy.” TT

PUT MORE THAN JUST

‘SPRING’ IN YOUR RIDE

THE INDUSTRY’S LIGHTEST WEIGHT SLIDER AXLE SYSTEM

More features and benefits with the ULX40.

Paccar Innovation Center’s Jake Montero, with Peterbilt chief engineer Scott Newhouse and GM Jason Skoog.

As of July 2, that production also included the Model 579 UltraLoft, as the assembly line put a new robotic manufacturing cell to work. Buyers have already placed orders for 2,500 of those trucks.

It’s an important addition to the product family. The UltraLoft has helped Peterbilt secure deals with customers who had drifted away over the last three to four years because of the lack of an integral sleeper, Skoog said.

Meanwhile, Peterbilt has been able to maintain prices in the face of recently

• Lightest Weight for More Payload • SAF Composite Springs for Enhanced Ride Performance

ULX40 FEATURING STANDARD SAF DRUM BRAKES OR

• Lowest Total Cost of Ownership • 10-Year Durasystem™ Warranty • Black Armour™ Corrosion Protection • SAF 53⁄4 ˝ Weight and Strength Optimized Axles

OPTIONAL

Series

TM

AIR DISC BRAKES

*See warranty XL-MS10204WC

Visit

Follow us on

www.ULX40.com www.safholland.ca 519.537.3494 © 2017 SAF-HOLLAND, Inc. All rights reserved.

AUGUST 2018

23

Dispatches

Pu se Reader Survey Tell us your thoughts on ... Driver Etiquette There are unspoken rules of the road, which make every day a little bearable. But are we losing that sense of common courtesy? This month, Today’s Trucking asked how you feel about etiquette on the road.

Do you think a sense of driver etiquette is declining?

Do you think most entry-level drivers lack good manners on the road?

YES

93

%

NO %

7

43% 36% 12% 3% 3% 1% 1%

Unsafe driving habits by passenger vehicles Unsafe driving habits by other truck drivers Other Drivers who aren’t friendly Drivers who litter Other drivers hogging the facilities at truck stops Other truck drivers not leaving enough space at fuel islands/parking spots 1% Drivers who don’t stop for a stranded truck on the side of the road

“Represent our industry in a way your mother would be proud of you! …I’m ashamed of how you behave and am no longer proud to say I’m a Professional Driver.”

Today’s Trucking Pulse surveys are conducted once per month, covering a variety of industry issues. To share your voice in future surveys, email elizabeth@newcom.ca.

TODAY’S TRUCKING

81

BAD MANNERS

What is your biggest pet peeve on the road?

(Choose one)

24

YES

GOOD

%

NO

19 %

Should etiquette be included in training for entry-level drivers?

✔

✘

YES

99 % NO %

1

What are the top three things that today’s drivers should demonstrate more often? (Choose only three) 71% 50% 37% 27% 21% 21% 16% 13% 11% 10% 8% 5% 4% 3% 1%

Avoid tailgating Avoid improper passing Use turn signals properly Dress in clean, professional clothing Flash the lights to thank those who leave room to merge Let other drivers know when there is a hazard on the road ahead Drive slowly through parking lots Wave and engage in friendly behavior with other drivers Other Avoid parking on the fuel island during longer stops Pull forward at the fuel pump Leave more room for other trucks in parking lots Avoid hogging truck stop facilities Avoid having long or personal conversations on a group CB channel Avoid taking unnecessarily long breaks at truck stops

Next month: Smartphones and Apps

Dispatches

StatPack 15 -MINUTE OIL CHANGES © Daimler AG

30 ELECTRIC TRUCKS Penske Truck Leasing and NFI will receive the first 30 eCascadia and eM2 electric trucks as part of Daimler Trucks North America’s Electric Innovation Fleet. Series production of the electric vehicles is to begin in 2021.

Canada’s first Total Rubia rapid oil change center has opened in Kleinburg, Ont., in a partnership between RTP and Total Canada. The service bay can accommodate two trucks at a time, and will complete oil changes in 15 minutes. The model has already been proven in South America, Europe and Asia, said Total Canada president Franck Bagouet. “It’s a huge concept. Time is money.”

178.4 TON-MILES PER GALLON The aerodynamic Starship Initiative truck, a demonstration project involving Shell Lubricants and AirFlow Truck Company, completed its 3,700-km test run on May 24 – and achieved 178.4 ton-miles per gallon along the way. This betters the North American average by about 248%, test participants said, referring to the measurement that combines cargo weight and fuel consumed. Average fuel economy was around 8.94 miles per U.S. gallon (26.4 liters per 100 km).

700 OPERATION CORRIDOR CHARGES

88%

A June 13-14 safety blitz by the Ontario Provincial Police (OPP) and Ontario Ministry of Transportation resulted in about 700 charges against commercial drivers. The top violations recorded during Operation Corridor included speeding (with 226 charges), equipment issues (176 charges), and failing to wear seatbelts (107 charges).

LINKED TO BEHAVIOR

2 NEW TRUCKPRO LOCALES TruckPro has added Garage Benoit Trudeau of Gatineau, Que., and Webb Truck Repair in Dryden, Ont., to its network of more than 130 Canadian service centers specializing in heavy vehicle repair.

The U.S. Federal Motor Vehicle Safety Administration’s Large Truck Crash Causation Study determined driver behavior plays a role in more than 88% of large truck crashes and 93% of passenger vehicle crashes. And the Commercial Vehicle Safety Alliance (CVSA) cited those numbers when announcing plans for a focus on unsafe driving behaviors during Operation Safe Driver Week, July 15-21.

AUGUST 2018

25

Dispatches

How Did You Rate?

Annual Shipper’s Choice awards highlight on-time performance, pricing and service focus

By John Tenpenny The more things change, the more they stay the same. Since the Shipper’s Choice Awards were launched by Canadian Shipper magazine in 2002, we’ve endured a recession, and seen technology alter the transportation and logistics landscape.

But more than 15 years later, on-time performance, competitive pricing and customer service remain the Top 3 items on the wish lists ranked by shippers.

In 4,000 evaluations submitted in the program’s less-than-truckload (LTL) category, on-time performance ranked just ahead of customer service in the top two spots. In fact, the customer service expectations were higher here than any other category.

But Canada’s LTL carriers appear to be delivering on that front, securing the second-highest customer service ratings across all transportation modes. They edged out their truckload counterparts as well.

Fourteen LTL carriers surpassed the program’s Benchmark of Excellence, with Bourassa Transport making the list for the first time.

The truckload (TL) transportation category secured the highest satisfaction scores among shipping options. That transportation mode led the way in six out of eight key performance indicators – on-time performance; quality of equipment and operations; competitive pricing; leadership in problem solving; ability to provide value-added services; and sustainable transportation practices.

Nearly 1,300 shippers submitted almost 2,000 carrier evaluations for that category, with 10 carriers surpassing a related Benchmark of Excellence. TT

26

TODAY’S TRUCKING

▲ Shippers ranked how different transportation modes performed on a variety of factors, each out of a maximum score of 25.

▲ Several LTL carriers surpassed the program’s Benchmark of Excellence, exceeding the average scores in a number of categories.

▲ Nearly 1,300 shippers submitted almost 2,000 truckload carrier evaluations. Ten carriers met a related Benchmark of Excellence, exceeding the overall average scores.

Dispatches

Trendingg on

.com

Connecting the Dots — By Elizabeth Bate In the first successful on-highway platooning demonstration involving a truck manufacturer and fleet, Volvo and FedEx took three electronically connected tractor-trailers onto North Carolina’s Highway 540 in late June.

The project had been kept under wraps for about a year, including months on closed tracks in South Carolina and three months on the North Carolina Triangle Expressway itself – a route designated for testing autonomous vehicles. The specially equipped VNL 300 and VNL 670 tractors also shared the roads with other traditional FedEx vehicles serving as a control group.

Trucks in the platoon were pulling 28-foot trailers, with each vehicle connected through cooperative adaptive cruise control (CACC) and wireless vehicle-to-vehicle (V2V) communications.

Together they traveled at speeds up to 100 km/h, just 1.5 seconds apart. Antennas at the front of each truck supported the ongoing flow of data, while sensors at the bottom of the bumpers combined with autonomic braking technology to

@todaystrucking Your go-to social media source

ensure everything would slow at a common rate.

Drivers were at the wheel of each truck, but the actions of those in the rear were controlled electronically. The technology was put to the test as vehicles cut into the pack at staged and unplanned intervals, too.

The platooning trucks saw fuel economy improve by about 10% overall, thanks to the enhanced aerodynamics of the tight following distances.

But Keith Brandis, vice-president of product planning Volvo Trucks North America, says the technology will be tested in stages.

Northern U.S. states and Canada shouldn’t expect to see platooning trucks on the road anytime soon. Volvo says it wants to perfect the technology in good weather before taking on the challenges associated with operating during high winds or on icy roads.

23.8K FOLLOWERS

If you’re not following us on Twitter, you’re missing out on some interesting discussions in the world of trucking. From regulations to product news, we have you covered.

HERE ARE A FEW EXAMPLES OF TWEETS POSTED BY TODAY’S TRUCKING THIS MONTH

KEEP IN TOUCH facebook.com/ TodaysTrucking

@todaystrucking Looking for a beautiful way to kickstart your weekend? We’ve got all the beautiful trucks you need from day one of the 36th Annual @Shell Rotella #SuperRigs Truck Beauty Contest. Check it out! buff.ly/2MrP63H

@todaystrucking Nathan Bentall checks out the trophy his dad Rob of @home_hardware earned as a @privatefleets Hall of Fame #truckdriver. #pmtc2018

@todaystrucking It’s a special day when the #transportation industry celebrates your special day.

Happy birthday, @MicheleRomanow!

Thanks for sharing it with the Toronto Transportation Club’s Ladies’ Lunch.

@todaystrucking

TodaysTrucking1

AUGUST 2018

27

Dispatches Kevin Trelford’s 1972 Peterbilt 359

Ross Mackie’s 1950 Kenworth

B&L Farm Services’ 1944 Kenworth 600

Trucks of the Month

1989 and 1978 Freightliner cabovers share parking space

Clifford’s Classics Unlike last year – when rain and mud dominated festivities, and some trucks were well and truly stuck – the ninth annual Antique and Classic Truck Show enjoyed brilliant sunshine on June 29 and 30. If anything it was too hot, but the crowd seemed big as ever.

Held in the small town of Clifford, Ont., two hours northwest of Toronto, the affair is organized by the Great Lakes Truck Club. They’re just a bunch of truck lovers, and the show they lovingly run holds no pressure for anyone, with no competition for prizes and only a handful of low-key vendors. That’s how the club wants it, and the 1,500-or-so folks who attend the show obviously like it.

In 2010, the show’s first running attracted 80 trucks, which rose to about 120 in 2011. Over the last three years

the count has been well over 250 units.

Among those trucks was the 1950 Kenworth bubblenose owned by Ross Mackie, retired chairman of Mackie Moving Systems in Oshawa, Ont. Another Kenworth (there were many) was the pristine 1944 Model 600 from B & L Farm Services. Claimed to be one of only five in North America, it’s a numbers-matching truck with a 160-hp Cummins mated to a four-and-three Spicer transmission. Its “coffin” sleeper is accessed from the outside.

Peterbilts were abundant, too, including a pair owned by show regular Kevin Trelford of Tara, Ont. The Peterbilt devotee showed off his spiffy ’72 359 with 12 Detroit cylinders, parked alongside his 2002 379 that’s used every day to haul cattle. TT

Do you have an unusual, antique, or long-service truck to be profiled?

Send your Truck of the Month ideas or photos to johng@newcom.ca, or mail Today’s Trucking Magazine, 5353 Dundas Street West, Suite 400, Toronto, Ont., M9B 6H8

28

TODAY’S TRUCKING

Legal

Defend the Driver, Defend the Operator

By Alan S. Cofman

A

ll of Canada’s provinces require some form of commercial vehicle registration, such as Ontario’s Commercial Vehicle Operator’s Registration (CVOR), and each province has some form of safetyrating scheme to monitor offences, collisions and maintenance. Consequences of a poor safety rating range from higher insurance premiums to the outright loss of an operating registration.

Such ratings can also be affected by more than the demerit points associated with an operator’s own traffic violations, including those relating to dangerous goods regulations.

Convictions against individual employees – even independent contractors who are not operating under their own registration – are also counted against the operator.

This is why an operator should maintain an open line of communication with drivers, so it can learn about any charges as soon as possible. (Ideally, the operator would actually require the prompt reports.)

It may even make sense to defend individual drivers or independent operators who face such charges.

After all, if the driver pleads guilty, or plea bargains for a reduced fine, the demerit points will still count against the operator.

The operator may even want to pay for the person’s

complete a required task.

In this circumstance, the operator and driver would have adverse interests and couldn’t have a joint defence.

If this problem arises, the services of a lawyer or paralegal would be particularly valuable.

Assessing options

legal defence, particularly where both the operator and the driver were charged. So too might it want to agree to cover any eventual fine issued to the driver, to ensure they cooperate in the defence rather than negotiating a reduced fine.

Plead down charges In many jurisdictions, prosecutors are open to negotiating a plea bargain, including a reduced fine.

However, generally speaking, the amount of the fine should not be an operator’s primary concern. It may make more sense to negotiate an amended charge that carries fewer demerit points.

The services of a lawyer or a knowledgeable paralegal may be particularly valuable here.

Independent operator fines While carriers often require independent operators to

pay incurred fines, this can discourage them from reporting such issues when they arise. Moreover, it encourages drivers to enter into plea bargains that result in lower fines, but may not address the operator’s exposure to higher demerit points.

Some drivers, with no stomach for litigation, may imprudently resolve a charge simply to make it go away, without any regard to the negative consequence to the operator’s safety rating.

An operator’s decision to help employees or independent operators may be further complicated where the business wants to make a “due diligence” defence, arguing that it did everything reasonably required by the legislation, when the driver wants to argue the contrary.

For example, the driver might want to argue that he was not properly trained to

Generally speaking, it’s worthwhile to challenge a charge that carries demerit points. Although the challenge may theoretically increase the potential fine above the ticket amount, prosecutors rarely seek more than that, if ever, unless the matter proceeds the whole way through trial.

Once the charge is challenged, a request can be made for full disclosure of the prosecution’s file. Once disclosure is made, the decision to plead “guilty” or “not guilty” can be based on a better assessment of the likelihood of a conviction. Even if a conviction is likely, the disclosure material may assist in plea bargaining the charge down to something that carries fewer demerit points or at least a reduced fine. TT Alan S. Cofman is an associate with Fernandes Hearn LLP in Toronto, and can be reached at 416-203-9500. This article is intended for information purposes only and does not constitute legal advice.

AUGUST 2018

29

meritor.com

COALESCING AIR DRYER CARTRIDGES Breathe life into your truck and profit into your bottom line. Coalescing Air Dryer Cartridges from Meritor are essential to vehicle performance and longevity. Often required by OEMs, these advanced parts do more than remove moisture from the air – they keep out 99.9% of oil aerosol produced by compressors and today’s high-efficiency engines.

Keeping oil contaminants out of the airline helps protect components including brake valves, emission controls and automated manual transmissions. Run with the company that protects your investment. Run With The Bull.

©2018 Meritor, Inc.

Open Mike

Blockchain or Bust

By Mike McCarron

I

magine not having to argue with customers over extra charges because they’re automatically added to the invoice. How about eliminating the physical paperwork needed to move a shipment across a border?

Even better, what about getting paid the same day you deliver a shipment?

Ladies and gentlemen, meet blockchain.

To most people blockchain is a buzzword related to bitcoin, but it’s a piece of technological wizardry that’s being applied to all kinds of transactional businesses, including trucking.

Blockchain uses shared digital ledgers stored on a decentralized distribution network. In layman’s terms, it’s an online database that lets groups collaborate and share information. Each entry or record on the ledger becomes a “block” in a chain of digital information, and because it’s encrypted, the ledger can’t be altered without everyone else in the transaction knowing about it.

The applications for trucking are staggering when you consider the reams of paperwork and number of human touch points we deal with. Here are my thoughts on blockchain and the supply chain.

Bye, bye, ‘he said, she said’ One of the worst aspects of a transactional business like trucking is the amount

of time you spend chasing customers who have made “nickel-and-dime-my-carriers” an Olympic sport.

With blockchain, integrity is built into the business process. Everyone with access to a chain of documents – shippers, carriers, brokers and receivers – works with the same set of information.

For instance, when a receiver verifies delivery, it can be electronically recorded on the chain for everyone to see.

And you can draw up your invoice and electronic funds transfer (EFT) request.

Sound confusing?

If blockchain sounds confusing, remember that the iPhone seemed confusing just a decade ago.

It’s hard to understand anything without seeing it in action. Take the traffic- (and cop-) avoidance app, Waze.

Who knows exactly how the hell it routes your trucks around traffic jams and speed traps, but you know it’s more effective when everyone on the road shares information.

The computer geeks in Silicon Valley will eventually come up with an app that’s “blockchain plug-and-play” for your fleet management and accounting system. You won’t know exactly how it works, but you’ll wonder how you ever lived without it.

Small carrier survival In Canada, the vast majority of carriers have six trucks or less. The decentralized block-

chain environment will allow even the smallest fleets to scale operations and compete with the big boys.

Small carriers struggle with managing documents, speeding up cash flow, and sharing data with customers – the kinds of things where blockchain can provide a structure.

If you’re a small carrier, your knowledge of blockchain can be a competitive advantage when customers ask you to sign on to their virtual ledger.

What’s next?

According to the American Productivity and Quality Center, less than 1% of organizations use blockchain for their supply chain. Most applications involve tracking shipping containers and managing temperaturecontrolled shipments.

But it’s coming. So get educated.

One of the best reads for newbies is Blockchain for

Transportation: Where the Future Starts, from TMW Systems. It’s free on their website. IBM is another blockchain information source, especially for food traceability. Also consider joining BiTA, the Blockchain in Transportation Alliance.

One glance at the industry heavyweights on the membership list says it all.

The price of bitcoin may be all over the place, but the technology behind it has the potential to bring stability, transparency and accountability to freight transactions.

It’s time to ’chain up! TT Mike McCarron is the president of Left Lane Associates, a firm that specializes in growth strategies, both organic and through mergers and acquisitions.

A 33-year industry veteran, Mike founded MSM Transportation, which he sold in 2012. He can be reached at mike@leftlaneassociates.ca, 1-844-311-7335, or @AceMcC on Twitter.

AUGUST 2018

31

Available exclusively in the new Freightliner Cascadia.

DDC-EMC-ADV-0030-1216. Specifi cations are subject to change without notice. Detroit Diesel Corporation is registered to ISO 9001:2008. Copyright © 2018 Detroit Diesel Corporation.

All rights reserved. Detroit™ is a brand of Detroit Diesel Corporation, a subsidiary of Daimler Trucks North America LLC, a Daimler company.

Slickest design in axles.

Lubrication means combating friction for greater efficiency and durability. That’s why we’ve engineered the new Detroit™ axles with the innovative Axle Lubrication Management system..

It actively regulates the oil level at the ring gear while reducing friction and improving fuel efficiency. It’s a feature that’s only available from Detroit, exclusively in the new Freightliner Cascadia.® Don’t just want better business solutions. Demand them.

DemandDetroit.com/TandemAxles

© 2018 Penske. All Rights Reserved.

Smile?

Onboard cameras offer clear evidence of driver or motorist actions

By Jim Park While dashboard cameras provide hours of entertainment on YouTube, they can serve a vital safety role as well. After all, one of your drivers could be featured in a YouTube video. The key is to be proactive. While dashcams, as they are commonly known, simply produce footage for future editing and possible uploading, advanced camera systems can capture events based on predetermined triggers, save the clip, and upload it for analysis and possible coaching or even a defence after a collision.

“Fleets are often surprised by what they see on camera after they install a system,” says Del Lisk, vice-president of Lytx, a video fleet management and fleet safety solutions provider. “Fleets tend to assume that all drivers are good until something bad happens. It’s too late then. Small indicators of bad behavior can be recorded and interventions begun before those bad driving habits lead to a more dangerous event – talking on the phone, struggling to stay awake, or bullying other drivers to get out of the way. We have found that once the fleet intervenes, the Coaches and drivers behavior changes pretty quickly.” can review videos for Tom Boehler, director of safety training and possible and compliance with the Erb Group discipline. of Companies, recently implemented a camera-based event recording safety program, and he reports some pretty impressive results: a 45% reduction in collision frequency over the past year; a 44% improvement in collision severity; and a 48% decline in the number of collisions.

Boehler says Erb had experimented with another system that captured hard-braking events, but claims it did not give a realistic view of what really happened. “We never knew if the action was preventable or not,” he says. “We switched that system out for event cameras that are triggered by the driver’s actions or the wrong action of others. And the analytics provided by the supplier has been a great asset in targeting key driving behaviors or drivers we need to spend more time coaching.”

While the exact menu of options varies with different cam-

Telematics era system suppliers, in most cases the cameras continuously record data to an onboard solid-state drive. The size of the drive varies along with the amount of data that is preserved before previously recorded data is overwritten. Jason Palmer, chief operating officer of SmartDrive, says a typical installation will save about 40 hours of data before overwriting, but it can go up to 800 hours.

“If someone is buying a bigger drive it’s because they have five or six cameras,” he says. “Two hundred hours is a couple of weeks of storage for most fleets, but it’s not uncommon for a fleet to get a call a week after the fact saying, ‘Hey, your truck hit my car.’ You can provide video and say, ‘No we didn’t’ or explain what happened.”

It’s not practical to wade through hours of data, though.

That’s why many of these safety systems are prompted through certain triggers, like a collision or hard-braking event, to record and save information. The systems will save a clip that includes several seconds of audio and video footage before and after the event. SmartDrive, for example, will save 20-30 seconds of footage, and Lytx’s DriveCam will save a 12-second clip – eight seconds prior to the event and four seconds after.

“Our device has a built-in accelerometer that continuously measures changes in force including an impact, hard braking

or acceleration or a sudden swerve,” says Lisk. “Any activity beyond a certain threshold will trigger the device to save a clip.”

Some systems capture certain engine ECM data that can be used to identify a speed-related violation. They can be configured to report an overage of a company-set speed limit or draw speed limits from a GPS database. Some cameras can even read speed limit signs and compare them to actual vehicle speed.

Customers can usually set the duration or threshold to be met before a violation is recorded, too.

What did I just see?

The value proposition of such camera systems lies in providing context for the violation as well as the analytic support provided by most suppliers. Many of the available systems capture a clip of an event and – sometimes automatically, sometimes upon request – will upload to either the fleet safety department or an AUGUST 2018

35

TM

MAXX22T

™

Optimized trailer air disc brake system

SAVE OVER 100 lbs.

www.MAXX22T.com

Engineered for efficiency, MAXX22T™ air disc brake system offers unparalleled weight savings when spec’d with the Dura-Light Hub®.

Increase payload and maximize performance.

Telematics in-house review team to determine what happened. In cases where driver-facing cameras are used, the driver’s actions at the time of the alert can also be observed.

“A clip is available to the fleet immediately after it’s captured,” says Palmer. “Our driving analysts will review the video content and provide annotations. A swerve, for example, might be marked as an unsafe lane change, or perhaps obstacle avoidance. It can sometimes be difficult to differentiate without some context.”

Marco Encinas, marketing and product manager at Teletrac Navman, calls its service Safety Analytics. He says it can be very beneficial for small- to medium-sized fleets that may lack formal safety managers.

“Safety Analytics provides the tools to monitor and capture events in the truck as well as the ability to play back the event for coaching purposes,” he says.

“We also offer reporting tools so even small fleets can see how their drivers rank and what they are violating. This can help drivers learn from what they are doing wrong, and it gives the fleets the ability to follow up and target individual drivers with any additional training that might be beneficial.”

Dave Gaskin, who has been a fixture in Canada’s fleet risk management business for more than 30 years, says it’s particularly important when using camera-based safety and driver analytics tools to follow up on the alerts and observations.

“It’s one thing to have cameras in the trucks, and they are great tools for proving your driver might not have been at fault,” he says. “But the opposite side of the coin is they can easily prove your driver was at fault. If a plaintiff’s attorney can show you were aware of past bad driver behavior but did nothing, you’ll be hard pressed to explain why you didn’t.”

Boehler says Erb places a high degree of accountability on its driver “coaches,” to get the events reviewed and discussed with drivers. It also measures how well drivers respond to their coaching sessions.

“We have seen a large reduction in liability claims and legal fees,” he says.

“Without doubt, cameras have been the key contributor in the deterrent and reduction of distracted driving.” TT

WILL YOUR CAMERA PROGRAM SURVIVE A PRIVACY CHALLENGE?

C

anada has a lot of workplace privacy legislation on the books, some of which can be applied to driver-facing cameras in these safety systems. While it’s not possible to sum it all up in this space, some jurisdictions seem favorably disposed to video monitoring of operators (drivers) in safety-sensitive positions, while others suggest cameras might be OK, provided no other reasonable mechanism exists to achieve the same results.

Tobi Cohen, senior communications advisor for the Office of the Privacy Commissioner of Canada, told Today’s Trucking that “video surveillance should only be deployed to address a real, pressing and substantial problem, and it should be viewed as an exceptional step, only to be taken in the absence of a less-privacy-invasive alternative.”

For example, the commissioner’s office made submissions to Parliament regarding Bill C-49, which mandates the installation of locomotive voice and video recorders in trains and became law in May. “In the context of C-49 we acknowledged the impact of audio/video recordings on employee privacy, but based on the evidence put forward by the Transportation Safety Board, we generally accepted that their use for safety reasons was reasonable, provided appropriate controls are in place to prevent use for inconsistent purposes,” Cohen said.

Policies and guidelines coming from the Privacy Commissioner of Canada, through the Personal Information Protection and Electronic Documents Act (PIPEDA), apply only to federally regulated businesses including interprovincial and international trucking.

According to Lyndsay Wasser – a partner at the McMillan law firm, specializing in employment and labor relations, privacy and data protection – several provinces also have employee privacy legislation that would apply to intra-provincial operators. In Ontario, though, there is no legislation that applies to employee personal information in the private sector.

“That doesn’t mean there are no laws,” she says. “There are tort laws relating to privacy, such as ‘intrusion upon seclusion’, which is invading someone’s privacy in a manner that would seem highly offensive to a reasonable person.”

Typically, monitoring for safety reasons, to track stolen vehicles, or to improve the efficiency of servicing clients is more likely to meet the test for being reasonable than monitoring employee performance for management purposes, she says. Usually, but there are no guarantees.

The Quebec division of an international food service company recently lost a court challenge over its use of driver-facing cameras as a safety tool. The action followed a grievance filed by the Teamsters Union. In its decision the Quebec Superior Court ruled – we paraphrase here – that installing driver-facing cameras was a “pre-emptive” measure rather than a response to a specific risk (such as a pattern of repeated driver errors), which did not warrant such an invasive solution, and that less-invasive measures were available, such as cameras that only face forward.

“We are on record as opposing driver-facing cameras as they infringe upon a driver’s right to a reasonable expectation of privacy in the vehicle,” says John McCann, national freight director for Teamsters Canada. “We are satisfied with the Quebec Superior Court ruling that found there are less-invasive ways of monitoring drivers and improving fleet safety.”

AUGUST 2018

37

E’LL

CKS,

RO TING S E V R

ATE LTIM

CO

RU RN O

W ESS, SUCC

G

E HA

R YOU’ THER

WHE

nd up a fleet e that r u in yo uct l or eep to k oad prod rt monit g n i r a u y b r o m t y a s r s o e r you’ Filters ha it air filte sludge. S ess. n e d cc nz wh IX e Se ant ot an e. W to s u ou w downtim filters, th m dirt, so he way y g t ro ll air thin essary icle f ing a last c duty avy- t any veh nd runn The g is unne e h om a ro ec in ers.c runn s NanoP that prot hicles up ixfilt w e e s d r inclu oil filte d your v an XD and ep you ke n a c ®

.

HERE

UT ET YO

Telematics Mandated devices have exposed regulatory flaws.

Time for Change ELD data expected to force hours of service updates Geotab is convinced that more changes to U.S. hours of service regulations are on the horizon, as data emerges through recently mandated electronic logging devices (ELDs).

“The only thing we can tell you with any certainty is that it will change and it is changing,” said Scott Sutarik, associate vice-president of commercial vehicle solutions, during an update at the company’s 2018 Connect conference.

Vik Sridhar, solutions engineering manager – ELD, said the mandated devices have exposed flaws in hoursrelated rules, which he calls a one-sizefits-all solution that doesn’t fit everyone.

Paper logs tracked time in 15-minute increments and allowed some perceived flexibility for drivers – even if the Federal Motor Carrier Safety Administration (FMCSA) has said there was never any actually flexibility in the rules. But ELDs measure a truck’s movements second by second once they reach a speed of 8 km/h, creating problems for drivers stuck when looking for parking beyond their designated on-duty cycles, or those forced to conduct yard moves while in the midst of a rest period.

Recently the FMCSA clarified regulations to allow for a wider use of personal conveyance for such reasons (see page 29), in addition to exempting agricultural haulers from rules while within 150 air miles of the source of a pickup, as long as the product being hauled is in its original form.

Now that rules for agricultural haulers have actually been finalized, previous exemptions weren’t expected to be renewed as this edition went to press.

These are just examples of what Sridhar sees as a coming trend for the regulations.

“I only see that there is going to be more and more [changes]… this isn’t going away,” he said. “It’s time to update the definition of personal conveyance.”

Personal conveyance can now be used not only to look for parking, but for yard moves that may be required in the middle of the night. When drivers and fleets are trying to decide what constitutes

personal conveyance, they should consider whether the action will contribute to advancing the load. If it’s not advancing the load, then it might fall within an acceptable exemption.

With lobbyists working on more possible changes, part of the conference update focused on Geotab efforts to work with politicians to create hours of service rules that better fit the industry’s operating realities.

The FMCSA is working to address petitions filed by groups like the Owner-Operator Independent Drivers Association (OOIDA), as well as looking at possible solutions like a pilot project to test split break periods.

The activity south of the border is being closely watched by Canadians who are preparing for an ELD mandate that is expected to come into effect here before 2020, and possibly as early as 2019.

Sutarik expects the regulations in Canada to look much like those in the U.S., and noted how the two countries are pretty well aligned on the issue. TT

PRIVATE BRAND OEM QUALITY WITHOUT COMPROMISE EXCEPTIONAL PRICING UNRIVALLED WARRANTY 14,000 PRODUCTS

Only available at AUGUST 2018

39

NEWCOM SOUTH ASIAN MEDIA COMPANY PRESENTS:

Recruitment and Resources Expo Get to Work. Recruit Today.

FREE ENTRY • FREE PARKING Sept. 15, 2018

April 6, 2019

Sept. 14, 2019

11 am to 5 pm

11 am to 5 pm

11 am to 5 pm

International Centre, Mississauga, Ont. Fulfill all your recruiting needs with one call.

Reserve your booth or sponsorship package today!

Kathy Koras kathy@newcom.ca 416-510-6892

Manan Gupta manan@newcom.ca 416-451-0040

www.rttnexpo.com

Telematics

The Seed-Keys of Security Glenn Atkinson, Geotab’s vice-president of product safety, sees electronic logging devices (ELDs) as a real security threat for the trucking industry.

“It’s surprising the number of smallto medium-sized companies that aren’t aware of what they’re putting in their truck,” he said during a morning session at the 2018 Geotab Connect conference.

Fleets and owner-operators who bought devices that were cheaper or from smaller service providers may not have the security they think they do, he said.

Like all electronic devices, when ELDs transmit information over-the-air to backend databases, they initiate a process known as a handshake.

That handshake occurs when the device transmits a seed-key as a security measure, and like a password, this confirms the devices are allowed to share encrypted information with each other.

But in some cases that security mea-

sure is exactly what makes the device vulnerable to hackers.

Students from the heavy-truck cyber security engineering program at the University of Tulsa found that systems with shorter seed-keys, and those with seed-keys that didn’t change with each use (also known as dynamic seed-keys), were easily hacked.

The researchers were able to break into those ELDs that use only eight-bit or 16-bit seed-key encryption.

With shorter keys, students were able to create a program that discovered the key and gain access to the devices with very little effort.

Bad guys like to share information, Atkinson added, so keys that are broken are likely to be posted in online hacking communities.

The solution to the issue isn’t to lock

WIN the race AGAINST downtime

down devices by making sure their programming isn’t based on an open source, however. Experts agree that open-source programming – the non-proprietary platforms that allow work by multiple developers – helps to identify security-related holes more quickly and easily.

The answer lies in making sure the seed-key for devices is longer and dynamic, using 96-bit or even 256-bit encryption that changes after each handshake.

For those already operating with devices using shorter seed-keys, the answer may be in attaching another device called a hardware break. This will allow the ELD to function, while stepping in the way of potential hackers.

Admittedly, the solution isn’t ideal because it locks down the device and may make the ELD more difficult to use, but it serves as a stop-gap. TT

ModulT Air Disc Brake TM

Win the race racce against time with tth the new Haldex M ModulT air disc brake. Its unique bra a pad simplifies brake replace ce e pad replacement.

The entire k design desig is optimized to air br brake i i i th b of tools required minimize the number for the job and reduce maintenance time. The lightweight 22.5-inch trailer brake delivers the durability and performance you’ve come to expect from Haldex. Win the race against downtime with Haldex ModulT. See for yourself how easy maintenance can be at Haldex.com/en/North-America

Haldex.com 800-267-9247

AUGUST 2018

41

VOLVO’S ELECTRIC FUTURE IS ABOUT MORE THAN THE TRUCKS ALONE

By John G. Smith Volvo Trucks has revealed a vision of the future, and it involves plugging into the power of electricity – especially when it comes to electric trucks.

This spring the global manufacturer announced that it will produce electric versions of European FL and FE models beginning in 2019, initially focusing on refuse and urban distribution applications.

These are hardly Volvo’s first foray into electric vehicles, though. The company has already produced about 4,000 electric-hybrid and battery-electric buses, and the trucks and buses will share many underlying technologies such as electric motors and charging systems.

to the 79 decibels from a diesel-powered unit. To a human ear, that’s about half the noise level.

The resulting sound is more like a golf cart than a truck. The rattle of a diesel engine is silenced, leaving little more than the gentle whine of a compressor and electric drive; the squeak of a fan; the gentle hum of the tires. If things dropped down to 52 decibels, Volvo would actually have to introduce a sound to let surrounding pedestrians know a truck is moving.

The quieter operations could play a role in fleet productivity, too. “In the middle of the night, many cities have a [truck] ban,” Thorden explains. “Volvo hopes [with] the lower-noise vehicles in

focus, there’s also a need to consider how the electricity itself is generated. Tobias Bergman, product manager – alternative drivelines, notes that a four-megawatt wind power plant produces enough energy to drive 200 electric FE trucks.

Each turn of the windmill rotor moves a truck 1.5 km, saving 2,500 cubic meters of fuel per year, he says. That annually saves 10,000 tonnes of carbon dioxide in the process.

On the global spot market for energy, clean energy is the cheapest option per megawatt-hour, he insists, comparing wind, solar, coal, nuclear, and battery storage. “Clean energy is actually cheaper than conventional energy.”

And electric trucks are three to five times more energy-efficient than their diesel-powered counterparts.

Electric vehicles may have a bigger impact on the climate when first produced, because of factors such as battery chemistry, but that pales in comparison

Life ElectriCity in

The equipment is also part of a broader environmental strategy – being showcased in Sweden as ElectriCity – that sees battery power as one of the solutions to challenges as diverse as climate change and noise.

“We’re not just launching a new truck model. It’s an opportunity to address these challenges,” says Anna Thorden, product manager – electromobility.

While discussions about electric vehicles typically revolve around exhaust emissions, for example, Thorden refers to ways that urban traffic noise can affect personal health because of the way it interrupts sleeping patterns. The driveline on an electric FL truck generates about 69 decibels of sound, compared

42

TODAY’S TRUCKING

The trucks are part of a broader environmental strategy.

to the environmental effect a diesel engine would have once on the road.

Beyond the trucks themselves, Volvo’s broader approach is even exploring secondary uses for vehicle batteries. One project underway in Volvo’s home city of Gothenburg is using them to store the energy from a housing project’s solar panels.

The trucks some cities, they will allow us to start peak-hour driving,” A pilot study in Stockholm, Sweden, suggests that a focus on nighttime deliveries could reduce daytime trips by as much as 70%, as fleets look to avoid traffic congestion.

With an environmentally conscious

The most obvious difference when looking at the trucks themselves is the lack of a traditional combustion engine or exhaust system.

Using a single electric motor and twospeed transmission, the FL delivers a maximum 185 kw of power, generating

Life in ElectriCity

The FL, and its counterpart the FE, will both be electrified for the European market beginning next year.

the equivalent of 248 hp. Its continuous power hovers around 130 kw, or 174 hp.

That truck has a gross vehicle weight rating of 35,274 lb.

The larger FE, with its gross vehicle weight rating of 59,525 lb., has a pair of motors delivering a maximum of 370 kw or the equivalent of 496 hp. One motor is always driving while the other is shifting. On a continuous basis it offers 260 kw, or 349 hp. At the rear wheels it even matches the 1,850 lb-ft of torque typically associated with a diesel engine.

The lithium-ion batteries mounted on the frame rails are key to discussions as they relate to potential range and payload. Each battery weighs about 1,146 lb. and stores 50 kWh of energy. And depending on how a truck will be used, there can be two to six batteries overall.

This gives the FL a potential range of up to 300 km, while an FE will run up to 200 km between charges under ideal conditions. The ranges can be affected

Ready to plug in.

by factors such as road grades or temperatures, but a driveline retarder also generates energy onboard, with the simple tap of a lever mounted on the steering column. You can even watch it load batteries through a gauge mounted in the dash.

To put it all in perspective, an FE refuse truck is expected to be able to collect 10 tonnes of waste twice a day, leaving power in reserve.

“You don’t just want to move batteries and ping-pong balls or potato chips,”

quipped Magnus Koeck, Volvo Trucks North America’s vice-president of marketing and brand management, referring to the focus on weight.

“We don’t want our customers to invest in more batteries than needed,” Thorden agrees, noting how an electric truck with four batteries will sacrifice about a tonne of payload when compared to what someone could haul with a diesel-powered truck.

Still, the batteries continue to evolve.

By 2020, Volvo expects they’ll hold about 30% more energy than today, and double their energy storage capabilities just two years later. Prices are dropping, too.

Recharging Once batteries are drained, they can be recharged using AC power in a shop, or a fast-charging DC unit. The fast CCS/ Combo2 charger that delivers up to 150 kW can do the job in about an hour, while the 22 kW from a unit that draws on the AUGUST 2018

43

Canada’s Largest Inventory of New and Used Trucks and Trailers Visit us on the web at truckandtrailer.ca • 1-877-682-7469

Canada’s #1 Source for Heavy Trucks and Trailers

Life in ElectriCity same power as a welding machine can re-charge the batteries in about 10 hours.

“It’s never drained 100% when you park it,” Bergman added.

Europe is expected to have 400 of the CCS1 DC charging sites on line by 2019, with six charging points per site. By comparison, the U.S. is expected to have 290.

Volvo’s early experience with electric buses will help to ensure the systems work smoothly, says Edward Jobson, vice-president – electromobility. Even with common standards, there were teething problems with early charging systems, for example. “When we were working with ABB, they were speaking one language, and when we were working with Siemens they were speaking another language. They were burning lots of transformers in the beginning.”

It’s not the only lesson the trucks will share with the buses.

“We use the same platform. We use the same drives,” he says. “And we actually use a conventional drive with a conventional differential. We think it’s the most reliable. We really like to minimize the un-sprung mass.”

Beside, axles that integrate the motors are costlier.

Maintenance costs are expected to be lower when compared to diesel-powered trucks as well. Friction material, for example, should last longer because of the driveline’s retarding power. And there’s no combustion-related issues or exhaust systems to consider at all.

The lack of vibrations traditionally associated with a diesel engine will also introduce less stress on the chassis, opening up new opportunities for suspension systems, Jobson says.

“From Day 1 it’s cheaper to maintain and you have less-frequent maintenance.”

“This technology is maturing quickly, and we will eventually test Volvo’s electric truck offering in North American customer applications to validate how customer operations and duty cycles are best served by the technology.

“The initial focus will be on heavy local delivery and shorter-distance, ‘last-mile’ logistics applications where trucks can

return to a central terminal and no public charging infrastructure would be necessary,” he said. “The timing for this is yet to be decided.”

But make no mistake. It’s coming.

“We truly believe this is here to stay.

It’s here,” he told a group of journalists and customers. “We will be ready when the market is ready.” TT

When is it coming?

There’s still no word on when Volvo would bring such electric vehicles to North America, though.

“Volvo Trucks is convinced that electrification will play an increasingly important commercial and social role in the future, starting with urban transportation where we will see greater concentrations of vehicles and other equipment that can be powered by electricity,” said Koeck.

AUGUST 2018

45

Purposeful Innovation The displayed WAVE concept vehicle reflects the center’s futuristic focus.

By John G. Smith California’s Silicon Valley is known as a hotbed of high technology, and the Paccar Innovation Center is in the midst of it all. The 26,000-sq-ft facility is designed to house 50 employees, featuring a five-bay truck lab and fabrication area complete with a 3D printer for working on prototypes. Perhaps more important is the way the space is being used to collaborate on trucks and systems of the future – tapping into in-house expertise as well as the work of other companies in the famed valley.

Many high-tech ventures begin developing their technologies for passenger cars, so there’s little surprise that other companies with a presence in the area include the likes of Denso, Bosch, Mercedes-Benz, Tesla, BMW, Toyota, Ford, and Volkswagen. But often there is a bigger commercial opportunity for the technology in trucks, says Jake Montero, general manager of the innovation center. “There’s a business case to be made.”

Paccar wants to be involved when such cases emerge.

“Purposeful innovation is continuously ingrained in every aspect of our business,” said Peterbilt general manager Jason Skoog, during a tour of the facility, the only such truck-focused space in the area. “We deliver these options when infrastructure and regulations can support it.”

PETERBILT EXPLORING FUTURE TECH IN THE HEART OF SILICON VALLEY

46

TODAY’S TRUCKING

“New products or services must have a real-world application and offer a timely return on investment,” he added.

The ongoing work touches several specialties. Connectivity projects look at vehicle uptime, artificial intelligence, and advanced fleet management. Driver interface research explores the driver’s environment, the human-machine interface, and augmented reality. Those focusing on driver assistance systems

Purposeful Innovation are looking at road user safety, increased driver productivity, and increased capacity.

Think electric powertrains, advanced driver assistance systems, connected truck technologies, and more. They’re all being explored here.

And electrification is clearly among the systems at the top of mind. “You rarely go into a customer meeting that it’s not discussed,” Skoog says.

Battery-electric vehicles

“

Peterbilt is currently focusing electrification efforts on three models – Model 579 drayage trucks, Model 520 refuse vehicles, and a medium-duty Model 220 to come. Those emerged through work with TransPower, which began two years ago.

The manufacturer’s work on electric vehicles actually reaches back decades, with a series-electric hybrid tractor unveiled in 1998. Parallel-electric hybrids came in 2006, and a parallel-hydraulic hybrid system came in 2008, while the Walmart Advanced Vehicle Experience (WAVE) prototype included a range-extended series hybrid powertrain in 2014. But the latest trucks are taking critical steps toward commercialization.

A Model 520 prototype, for example, stores enough power to complete a 900-bin route and travel 130 km between charges.

Its four battery modules can be replenished with a 70 kw charger in just six hours.

The Model 579 features eight 44-kw battery packs, each weighing about 825 lb., although more could be added. Two centrally mounted Jing-Jin Electric (JJE) motors sit in front of a 10-speed Eaton AutoShift transmission, offering the power equivalent to a 450-hp diesel engine. And this same truck was actually used to move a massive windmill off a cargo ship. The gross vehicle weight in that test was 160,000 lb.

With a 200-amp charger, the batteries can be replenished in as little as four hours, too.

“They never get the vehicle down to 0% battery,” adds Matt Vito, TransPower’s integration and service manager. In addition to other charging through a typical day, and the power created through regenerative braking, the system builds in a buffer to ensure that batteries always hold 10-20% of their maximum capacity.

“We’re not so worried about the time you charge. It’s the amount of time you bring the batteries down to a certain threshold,” Vito explains.

More gains will come. TransPower expects its next generation of batteries to increase energy density by about 50%.

The challenge is always about striking a balance between the power and price.

Driver assistance The center’s focus on driver interfaces, meanwhile, is exploring ways to feed drivers vital information while hands stay on the wheel. “You have to make sure it’s good voice technology. Not all voice technology is equal,” Peterbilt chief engineer Scott Newhouse said as one example. Information also needs to be prioritized, pushing warnings forward when they need to be front and center.

Peterbilt’s “roadmap” for advanced driver assistance systems (ADAS) began with auto emergency braking in 2017, and there are plans to expand them to address stop-and-go traffic, adding lane keeping and platooning capabilities in 2019. Then the focus turns to object detection. “That’s where the truck will perceive its environment,” Montero says. By 2021 Peterbilt expects inward-looking sensors will be introduced to help identify distracted driving or fatigue.

The Bendix Wingman Fusion system is already a standard offering on the Model 579. It manages following distances, and delivers auto emergency braking, adaptive cruise control, lane departure warnings, and over-speed alerts.

And the innovation hardly ends there.

Another tool expected to emerge from the center in late 2019 is Peterbilt AR Tech, an augmented virtual reality tool that scans a truck’s VIN number and presents the view of a truck’s underlying wiring through a computer tablet.

In some ways, it looks like — Jake Montero, an X ray as the tablet’s camPaccar Innovation Center era is pointed at a truck, and transforms CAD computing models into 3D images. Technicians could soon use it to see the layout of a wiring harness and zoom in close enough to see the pin locations on connectors.

In early tests, repair efficiencies have increased 15-20% on work that could use the tool, Skoog says.

“The technology can take you beyond the driver’s seat,” said Newhouse, referring to augmented reality.

Meanwhile, the company launched its SmartLinq diagnostics system in 2015 and has since connected about 150,000 trucks. Over-the-air engine updates this year will soon be joined by predictive maintenance tools for mobile service techs, with a “dashboard” to track fleet operations and help optimize routes in 2020.

As for autonomous vehicle research, such as one prototype sitting in a test bay?

“These technologies can increase driving hours potentially, and that would increase capacity,” Newhouse said, referring to platooning as just one example.

The innovative work even expands beyond the trucks alone, as teams look for ways to leverage Silicon Valley’s expertise to improve the work of financial services teams, parts distributors, and manufacturing.

“We will bring these to the market as they’re ready,” Newhouse said. TT

There’s a business case to be made.

AUGUST 2018

47

51 52 56 59

In Gear

Look Ma, No Hands Deep Trouble Mack LR Review Product Watch

EQUIPMENT NEWS, REVIEWS, AND MAINTENANCE TIPS

Eliminating some portion of the traditional axle housing opens opportunities for new suspensions for heavy trucks, such as this example of an independent suspension.

Driving Change Integrated motors on battery-electric vehicles put axle makers in charge of vehicle power

By Jim Park We’re at the dawn of a new era in the propulsion of heavy trucks. Electric powertrains are opening new packaging and integration possibilities, including driven axles. Traditional transmissions, driveshafts, power dividers or differentials are no longer required.

Everything changes once you get over the idea that we need an internal combustion engine at the front of the truck. Cooling requirements determine the placement of the engine in current configurations. Ditch the diesel and you dispense with the need for a driveshaft to get the rotational forces back to the drive wheels. Placing electric motors in, on or near the drive axles also frees up tons of frame space for batteries and the associ-

48

TODAY’S TRUCKING

ated electronics – about four tons worth of space and weight to be more precise.

A battery-electric Class 8 tractor requires several tons of batteries, and the safest and most convenient place for them is under the cab between the frame rails.

You don’t want to share that space with a driveshaft. It’s much easier to route wires around the batteries than to put a driveshaft through the middle of the battery pack.

“From a complexity and weight standpoint, taking out all those pieces makes a lot of sense to me if you’re doing a clean-sheet design,” says Rick Mihelic, director of future technologies studies at North American Council for Freight Efficiency and a former vehicle development engineer at Peterbilt. “The other

side of that is the 100 years of experience we have in our current systems. We got where we are with them because they are necessary and they work.”

Which brings us to the drive axles.

We need drive axles to drive the truck, obviously, and to support the load on the frame. We can’t radically change the purpose or the basic axle design overnight because of the need for compatibility with legacy components like brakes and suspensions. And that’s what differentiates startups like Nikola, Tesla and Thor from the established OEMs and Tier 1 suppliers.

“If you own a product line based around a diesel engine and a conventional drivetrain, and you want to introduce an electric motor to that, the most cost-effective way to do that is to replace one component at a time in the model rather than completely redesigning the whole model line,” Mihelic says. “If you have all that existing infrastructure and inertia in current products, it’s very dif-

In Gear ficult to turn to a clean sheet design. All your capital investment has to consider the entire product line and how long you expect it to continue producing revenue.”

The startups have none of that overhead or inertia. They can go directly to what the established providers will get to eventually, and they can take out all the redundant components. The startups are talking about going right to production because they need cash. They have no revenue source until they have a product they can sell, while the OEMs and the Tier 1s have to deal with the capital investment to support an entire family of products.

“They have to reallocate money very judiciously,” Mihelic says. “That’s especially challenging when you consider the potential market for this technology will be very small for the near future. They [manufacturers] make money on volume.

They have to be careful not to starve how they make their fortunes while wading into the electric side of it.”

That said, Tier 1 suppliers Dana and Meritor have a line of electric drive axles they are happy to talk about. Daimler Trucks just announced a foray into electric propulsion but told Today’s Trucking it was a bit early to be talking about specifics at this time.

Thomas Healy, founder and CEO of Hyliion, a startup that makes a hybrid-electric drive axle for use in 6x2 tractors, making them effectively 6x4 tractors, sees three pathways to drive axle electrification.

“We will see an evolution take place with electric axles,” he says. “Right now, the solution we’re using is an electric

motor that mounts perpendicular to the drive axle. Power comes in from one direction and gets rotated 90 degrees by a pinion gear. The next evolution will be an inline motor mounted in the center of the axle. My personal feeling is the third evolution will be an in-wheel motor setup.

It won’t even be an axle as we know it today. You’ll have a motor located in the wheel hub.”

Wheel-hub, brake and wheel-end component supplier Conmet announced in March that it had partnered with Protean Holdings to develop an electric in-wheel drive system for the mediumand heavy-duty commercial vehicle markets. The deal pairs Protean’s automotive wheel-end-motor expertise with Conmet’s commercial vehicle wheel end experience. According to the Conmet press release, “The jointly developed electric wheel end system will provide vehicle packaging advantages, reduce complexity, and minimize drivetrain losses for truck, tractor and trailer applications.”

Tier 1 options Offerings from Dana and Meritor reflect the first two paths Healy refers to.

Meritor’s eAxle features an electric motor combined with a two-speed gear box mounted directly to the front of a traditional axle housing. The motor and gear assembly essentially takes the place of the forward carrier assembly and still uses the differential. From a mechanical perspective, it’s similar in shape and design to current conventional drive axles.

“You can put the motor in a lot of different places, so you have to go through

the pros and cons of each different architecture,” says John Bennett, Meritor’s newly appointed vice-president and chief technology officer. “We use a single motor in line with the current carrier. By integrating the motor that way, we can nest a lot of the gearing inside the motor. Our eAxle changes very little. You can literally plug the motor into the housing and the suspension mounts do not change.”

In keeping with Mihelic’s earlier notion of a managed transition to electric power, Meritor’s option offers great potential.

Among the challenges is dealing with what’s called overhung mass, such as the weight of the motor and gear assembly bolted to the front of the axle housing, like the carrier is now. Bennett says special attention is required to make sure the joint between the housing and the mounted motor stays true and doesn’t develop leaks. To address that, Meritor is opting for a smaller, more efficient and lighter motor with a two-speed gearbox to more closely match motor speed to wheel speed.

This sort of an axle configuration would be suited to Class 6 and 7 trucks and school buses with a gross vehicle weight up to 33,000 lb. Class 7 and 8 trucks and 4x2 and 6x2 tractors would possibly require an extra set of reduction gears at the wheel end. Heavy Class 8 highway and vocational trucks would require a separate motor for each axle in a tandem setup, along with wheel end gear reduction as well. Published literature suggests Meritor will use existing axles, such as the 12X, 14X and 17X with an “e” designation, as in 14Xe. Meanwhile, Dana, is going in a slightly

The low profile of the motor on Dana’s eS5700r axle used on Class 3 vehicles allows the van body to be mounted closer to the chassis, improving cargo capacity.

AUGUST 2018

49

In Gear different route. Following a joint venture announced in June with Quebec-based TM4 – which designs and manufactures motors, power inverters, and control systems for electric vehicles – Dana will develop a line of e-axles with the motors built into or alongside the axle housing in what it calls a parallel-axis configuration.

TM4, incidentally, is a subsidiary of Hydro-Québec, the province’s electrical utility company. According to the June 22 announcement, “The transaction establishes Dana as the only supplier with full e-Drive design, engineering, and manufacturing capabilities – offering electro-mechanical propulsion solutions to each of its end markets.”

Weigh. Pay. Get Going.

SAVE TIME. MAKE MONEY. Time is money, and your drivers need to make every minute count. The Weigh My Truck app is the fastest way to weigh. It’s a game changer that streamlines the weighing process and payment all from a mobile device.

Find out how to add more driving time back into your drivers’ day.

1-877-CAT-SCALE (228-7225) catscale.com | weighmytruck.com Now accepting:

50

TODAY’S TRUCKING

Dana is currently using two different axles for Class 3 vehicles and Class 4-6.

The sS5700r features an inline motor and gearing built right into the axle. In fact, the motor housing is part of the axle. The slightly heavier eS9000r has an externally mounted motor that is still inline with the axle housing. It’s geared directly to the axle shaft inside a more traditional-looking housing. Both are designed as drop-in replacements for traditional drive axles.

“Parallel-axis gears typically run a little bit more efficiently than you’d expect in a hypoid gear set,” says Ryan Laskey, vice-president of commercial vehicle engineering at Dana. “With hypoid gear sets you can traditionally lose a couple of percentage points in efficiency during that torque transition in the 90-degree phase. In a parallel-axis arrangement, you’re losing probably half of that. It’s small, but in a battery-powered system we want to do everything we can do to reduce energy consumption. Anything you can do in the bearings and the gears to reduce frictional losses will provide additional range, which will be critical in the timeframe of the early adoption phase with the cost of batteries as high as they are.”

We won’t see many of these axles in revenue service in the Class 8 space for some time, although Dana’s sS5700r is installed in a number of Class 3 trucks built by the Workhorse Group and currently being evaluated by United Parcel Service in the U.S. Mihelic sees a 15- to 20-year timeframe before traditional drive axles become scarce. It may be 30 years or more before electrics and hybrids take the place of diesel power.

“A strong argument can be made that diesel will be around for a long time yet because it’s very well suited to the longhaul environment and the infrastructure is already in place,” he says. “That said, the people who buy trucks understand the fundamental differences and inherent advantages to each type of powertrain.

They will have one truck for city work and another for the highway. It depends on how much they want to optimize for particular duty cycles. There’s no single solution in everyone’s future. TT

In Gear

Look Ma, No Hands ZF showcases the promise of autonomous truck tech

By Steve Bouchard

either. A driverless six-wheeled Innovation Truck backed up to a fake loading dock, exactly where it was required, dropped its container, and proceeded to another dock door to put a new van box on its chassis. Once again, each move was controlled by proAI. Aside from the autonomous features, the demonstrations also incorporated

the active electrohydraulic ReAX commercial vehicle steering system.

It’s the first such fully electric steering system for commercial vehicles, eliminating hydraulics and associated peripheral components. ZF sees it as an “important enabler for advanced driver assistance systems [ADAS] and automated drive functions.” TT

Wolf-Henning Scheider, the recently appointed CEO of ZF Friedrichchafen, believes commercial vehicles offer the best opportunities to develop autonomous vehicles. And he’s confident they will become standard fare in operations where the underlying technology can enhance safety and reduce costs.

“The fruits are hanging lower because the TCO [total cost of ownership] benefits are immediate,” he said in a briefing before the company’s Technology Day in Germany.

Controlled environments like mines and shipper yards are seen as perfect examples. And ZF is proving that autonomous future is closer to reality than many people think.

In a live demonstration this June, the company’s prototype Terminal Yard Truck uncoupled from a trailer, moved forward about 50 feet, and backed up to couple the trailer again. There was no driver at the wheel. Instead, every move was controlled by a ZF computer known as proAI, which coordinates movements from side to side and front to back. Vital data about trajectory was transferred by telematics to an onboard ZF Openmatics telematics system, and that was processed in real time by proAI, which converted it into instructions for the engine, steering system and brakes.

It wasn’t the only demonstration,

ADD 140+ CHANNELS TO THEIR HAUL Give your drivers a better experience behind the wheel.

Sign them up for a SiriusXM subscription today and ensure every road they’re on sounds like the road home.

To get started, visit siriusxm.ca/fleet or call 416-524-1374.

SiriusXM Fleet Programs starting from

9

$

99/mo*

per radio *Additional fees apply

© 2018 SiriusXM Canada Inc. “SiriusXM,” the SiriusXM logo, channel names and logos are trademarks of Sirius XM Radio Inc. and are used under license.

AUGUST 2018

51

In Gear A major Calgary flood in 2013 caused considerable damage.

Deep Trouble Flood-related damage doesn’t simply disappear when the water drains away

By Jim Park Water isn’t kind to electronics or brakes or air systems or engines. The last thing short of a fire you could want to happen to your truck is to have it submerged in a flood. Actually, a fire might be preferable – that damage is obvious, and you’ll get less argument from the insurance company about replacing it.

We have seen a rash of severe flooding in Canada in recent years, from this year’s catastrophic floods in New Brunswick and British Colombia to the Calgary flood of 2013. And of course, there are the perennial storm-related floods along the U.S. Gulf Coast and up the eastern seaboard. Even if your business isn’t located in a flood-prone area, your travels could easily put you in harm’s way.

“Luckily, when we had the floods in

52

TODAY’S TRUCKING

2013 we heard of only a handful of heavy trucks being submerged,” says Mike Allen, service director at Great West Kenworth in Calgary. “In each of those instances the water was above the bottom of the door and the insurance companies deemed them to be a total loss. The newest of those units was only a year old.”

The bottom of the door seems to be a cut-off point for flood damage. Several of the people we spoke with suggested that’s where the insurance companies draw the line on writing off the truck, but it depends on the circumstances and the insurance company. Still, a lot of damage can be incurred below the bottom of the door in a contemporary Class 8 truck. The electrical system is perhaps the most vulnerable.

Electrical Water and wires don’t play well together.

Any time copper wire is exposed to moisture, corrosion is imminent. If the sealed connectors do their job, water should not penetrate the connection, but you’ll need to open each connector exposed to water so it can be inspected, cleaned and dried.

“You have to systematically inspect everything that has been exposed to water,” says John Crichton, director of field service at Navistar. “Starting with the connectors and wiring harnesses, batteries, relays, fuses, terminals, etc., right up to the starter and alternator.”

These parts can be restored, Crichton says, but it would be a mistake to expect normal service from them after a flood.

“The wiring harness may look OK, but it’s hard to tell if water has leaked at some point with a nick or a cut in the wire insulation,” he says. “Starters and alternators will probably be OK once they are cleaned out, but again, you can’t see internal damage.”

You would have to weigh the cost of

In Gear a part-by-part inspection and cleaning versus a wholesale replacement of everything electrical in the exposed areas. The deeper you go, the more it’s going to cost, and you’re still left with the uncertainty of future performance. You could see a litany of faults from compromised electrical parts during the life of the truck, and with all the electronics on today’s vehicles, that’s a lot of uncertainty.

Replacing the exposed electronic control modules (ECMs) could also be an expensive proposition. They are everywhere now, from the ABS system to the HVAC system and everything in between: aftertreatment system, transmissions, engine and more. Generally, these units are considered weatherproof, which essentially involves normal exposure to rain, snow, and road spray Immersion in water is another thing altogether.

“Depending on the extent of the immersion, water and debris may get between wires and insulation and initiate corrosion,” cautions Mike McHorse, manager of on-highway product marketing for Freightliner. “Electrical components should not be washed, and vehicle batteries should be disconnected prior to any service. Electrical items and control modules may need to be replaced.”

Bendix recommends replacing any cab-mounted electronic control units (ECUs) while running a thorough diagnostic check on the frame-mounted ECU. “All cab-mounted ECUs that have been submerged must be replaced,” Bendix notes in a pair of technical service A lot can go wrong below the frame rails when a truck is submerged.

Prepare for an expansive inspection.

DON’T TURN THE KEY

I

f your truck has been involved in a natural disaster that has resulted in exposure to high water levels or even possible submersion, don’t attempt to start the engine or operate the truck. At first glance you will have no idea of the extent of the damage or contamination. The risk is pushing water even deeper into various systems. In a worst-case scenario, if water has entered the engine through the exhaust or intake system, you could have water in the cylinders. Simply turning the engine over could do major internal damage.

“Our recommendation is to disconnect the batteries immediately to prevent any electrical system from powering up and from someone inadvertently turning over the engine,” says John Crichton, director of field service at Navistar. “Check the air intake system and the turbocharger as well as engine oil and coolant for signs of water egress. Even after all that has been checked, turn the engine over by hand first in case you have any water on top of a piston.”

If it can’t be turned over manually, you’ll have to pull the injectors and disassemble any portion of the engine that may have been exposed to water. Along with flood waters also comes sediment, which can be hugely abrasive to bearings and components with close tolerances.

“If there are signs of water inside the engine, you’ll have to inspect the intake and exhaust systems, too, including the charge-air cooler, the turbocharger and the emissions systems,” Crichton says. “And then there’s the potential for corrosion.

Standing water and condensation begin that process immediately, and the longer it sits in there, you start getting rust build up. In the long term, you could have pieces of rusted metal flaking off inside your engine.”

If there’s any possibility water has entered the engine, have it towed to a shop for inspection.

bulletins regarding vehicle immersion (Bulletin TCH-003-049 and TCH-003048). “Unless damaged, frame-mounted ECUs are normally ‘weatherproof’ and are not affected by water or most types of contamination.”

“With advanced safety systems like Wingman, you’ll need to not only down-

load the ECU and run a diagnostic check, but also the radar system’s ECU and the ABS controller,” warns Jim Szudy, engineering manager - vehicle systems at Bendix Commercial Vehicle Systems.

“There are pressure sensors, load sensors and a host of electrical components that will need to be checked.”

These are just single-point-in-time inspections, Bendix cautions. Vehicles that don’t show any internal evidence of water or contamination should be retested 30 days after being returned to service, the company says. “We also recommend that the vehicle be re-tested for operation, leakage, and contamination, and that a diagnostic check of the ABS system be carried out,” notes the bulletin.

Axles and driveshafts The greatest threats to your drivetrain components are rust and bearing damage.

“Water contamination due to flooding or high-water situations need to be taken seriously with drive axles, steer AUGUST 2018

53

In Gear Equipment rolls through flooded streets in Montreal.

axles, wheel ends and driveshafts,” says Steve Slesinski, director of global product planning for Dana’s commercial vehicle business. “Contamination to an axle’s grease and oil can cause premature wear to bearings, gearing and sealing systems. That’s why we strongly recommend that thorough inspections and corrective measures always be made to reduce the potential for failures and unwanted downtime.”

Dana says the lube should be drained from axles and checked for water contamination, which can make the lube oil appear milky. If that’s not definitive, try a “crackle” test. Place a bit of the suspect lubricant in a metal pan and heat it on a

hot plate to about 400 Fahrenheit. Any water will boil off with a crackling sound.

If it just smokes, no water is present.

“Driveshafts and universal joints that have been submerged in water require the same amount of attention as an axle and should not be ignored,” says adds Tom Bosler, senior manager – driveshaft product planning for Dana. “We also recommend that damaged components never be repaired and always be replaced with new OEM-quality parts.

Proper disassembly and reassembly procedures are available in all of our Dana service manuals.”

A similar threat exists with transmissions. Water could enter through the

NOT ALL WATERS ARE EQUAL

I

mmersion in fresh water or salt water (sea water) will have a very different impact on restoration efforts. Due to the extremely corrosive nature of salt water, many swamped components would simply have to be replaced. Those same components immersed in fresh water might just need to be cleaned and dried.

“Salt water changes the equation considerably,” says Chuck Eberling, principle engineer - advanced engineering and vehicle braking systems at Bendix Commercial Vehicle Systems. “Sea water is so highly corrosive to everything on the truck that we pretty well require everything [in the brake system] be replaced.”

Fresh water contamination will initiate corrosion as well, but not quite so severely.

River water, however, often contains sediments and fine particles of dirt. This slurry can be deposited between moving parts like brake components, U-joints, and steering linkages, and it can be extremely abrasive.

The other potential problem is waterborne toxins or even poisons that may have been introduced if the river inundates a sewage treatment facility or a chemical dump.

Before you dive in with a pressure washer, make sure you’re not exposing yourself or others to additional – and possibly health-threatening – contamination.

54

TODAY’S TRUCKING

vents and so the lube should be drained and inspected. Obviously, any lubricant containing sediment should be changed and the component flushed to disperse abrasive grit.

Steer axle components submerged in floodwaters need to be checked, too.

Kingpin joints must be disassembled and inspected for contamination damage including rust or pitted component surfaces. Damaged components should be replaced, never repaired, Dana warns.

Tie-rod ends and kingpin seals should be replaced.

It’s the same with wheel ends. They should be disassembled and inspected for contamination damage including rust or pitted component surfaces. Damaged components should be replaced, never repaired, and new wheel seals installed.

Braking system This section is not for the faint of heart.

Depending on how long the vehicle was underwater, Bendix suggests a range of options from thoroughly testing all brake system components for mildly affected vehicles, right up to replacing most brake system components for any vehicle submerged in salt water.

First, inspect all wheel-end components for corrosion and abrasive sediment, including the brake chambers and slack adjusters. Disassemble and clean all brake components, including the air chamber, slack adjuster, camtube, S-cam, hardware and dust shield.

Remove and replace shoes and lining assemblies that have been submerged to pre-empt future rustjacking.

In Gear “Even if brake components do not appear to have been adversely affected by water, test all the systems including the service, emergency and parking brakes for functionality,” says Szudy.

“Even the air drier and the compressor should be dismantled, purged of water, inspected and cleaned.”

The control system is another matter, and even more critical. Technicians should check for the presence of water in the brake air system by removing the connectors at the first valve in the system from the front. Inspect the valve for water and contaminants. Use air pressure to blow air through the hoses, and watch for evidence of water or contamination. Even if no contamination is found, thoroughly clean the air dryer, and then verify that the parking and emergency brakes apply and release with no perceptible lag.

If water is found, removing all the water or contamination isn’t possible without totally disassembling the components. Therefore, Bendix recommends that all pneumatic air brake components be replaced – including the air compressor, air dryer, reservoirs, relay valves, spring-brake valves, ABS relaymodulators, tractor protection valves, and brake actuators.

“The extent of the damage will depend on how long the vehicle remained submerged, but you’re better assuming the worst from a safety perspective,” says Chuck Eberling, principle engineer - advanced engineering and vehicle braking systems at Bendix Commercial Vehicle Systems. “Replacement is necessary to avoid any immediate or future operational issues as a result of internal corrosion and water migration.”

Mold could present a health hazard, so it might require professional attention.

Also in the cab are multiple electrical interfaces, breaker panels, and ECUs that would all have to be checked and possibly replaced.

Chances are that if the damage is that bad, the truck will be written off and you won’t have to worry about it.

WIN

But someone might. Owners of written-off trucks are required to retitle them to “salvage” so they cannot be resold as whole vehicles, but that doesn’t always happen. If you’re buying a used truck in an area with a recent history of flooding, research the vehicle carefully and check for signs that it may have been in a flood. TT

WITH TRUCKMATE

Decision-making in the trucking industry is difficult. So why waste your time on software solutions that aren’t crystal clear?

TMW TruckMate gives you full control over all areas of your operation while being highly configurable and easily scalable.

TruckMate helps your operation become more efficient, effective and profitable, so that your business can WIN EVERY TIME.

Inside the cab If the cab became submerged, you have another set of problems on your hands – a possibly uninhabitable environment due to mold or other toxins. The carpets, upholstery, seats and bedding should be thoroughly cleaned if not replaced.

“Cushions and upholstery should be cleaned, and HVAC ducts, insulation and vents need to be checked for moisture and mold,” says McHorse.

www.tmwsystems.com | phone: 440.721.2020 S O F T W A R E S O L U T I O N S F O R : T R U C K L O A D | B R O K E R A G E / 3 P L | LT L D E D I C AT E D & P R I V AT E F L E E T | I N T E R M O D A L | F U E L D E L I V E R Y FINAL MILE | ASSET MAINTENANCE | BUSINESS INTELLIGENCE

AUGUST 2018

55

In Gear Mack’s LR is purpose built as a residential refuse collection chassis equipped with a Heil Half/ Pack Odyssey collection body. It came to market in 2015 and received a few upgrades in 2017.

Refuse to Compromise Mack LR collection powerhouse packed with safety and efficiency features

By Jim Park When I was just four years old, my mother liked to remind me, I once told the host of a kids’ TV show that when I grew up I hoped to become an astronaut or a garbageman. Talk about hedging your bets. I’ll likely never make it onto orbit, but I did finally get a drive a garbage truck. Mack’s new LR model, actually, and it was worth the wait.

Mack introduced the LR at WasteExpo 2015 in response to demand from refuse companies for trucks that were easier to maintain and did more with fewer workers. The LR – which stands for Low Ride – is a one-worker operation designed to collect trash from residential streets using a front-mounted side loader.

It can be driven and operated from either the right- or left-hand side, with a complete set of controls on each side.

From the right-hand side, it can be driven from a sitting or standing position, but speeds are limited to 30 km/h.

Because the mirrors need to be repositioned when switching sides, the truck has a mirror memory switch so drivers can easily make the transition from left to right and back again.

56

TODAY’S TRUCKING

The cab The left-side driving position is pretty cozy. The big doghouse occupies most of the real estate in the cab, leaving just enough room for the driver. The controls are super close to the driver and the truck has a surprisingly small steering wheel. The main gauge cluster is actually attached to the tilting steering column for optimal visibility at all wheel positions. The exterior visibility is remarkable given how low you sit – the floor is just 17 inches off the ground. There are mirrors everywhere to help you see above and around the cab, and there’s a camera system with a bright split-screen display for side and rear vision.

On the right side, controls are designed for stand-up operation, with different pedal and steering wheel angles.

There’s an adjustable half-sized seat that’s designed more to lean against than sit on, and the right-hand door is split halfway up so the top half can open, with the bottom part remaining closed for driver safety. It can be driven with the door open as well, thanks to a latch behind the cab.

Also on the right-hand side is a clever “work brake” lever that makes a 60 psi brake application with the service brakes and holds the vehicle if the driver has to leave the cab. It applies and releases instantly, unlike traditional spring parking brakes, which take time to release and consume volumes of air.

The cab isn’t what you’d call quiet, but it’s much less noisy than you’d think, given that you’re sitting right beside the engine and various hydraulic systems.

The cab roof was designed to keep leaking trash bin guck from messing up the windows. There’s a rain gutter of sorts around the roof, channeling the stuff away from the glass.

There’s little wasted space in the LR cab, but Mack saved some room for driver amenities like two beverage cup holders and two spots for large two-liter bottles.

There’s a storage rack on the back wall for clipboards and other flat stuff as well as a tray that will collect the inevitable pens, phones, keys and personal items.

Routine maintenance The LR was designed to make body installation as clean and simple as possible, and the exterior of the finished truck seems remarkably uncluttered with cables and hoses and the like. While one can only imagine how gross crawling under a loaded refuse truck would be to perform maintenance and repairs, Mack and the body builders at Heil have included supplementary hydraulic fittings for an external hydraulic pump so the truck can be off-loaded in the event of an engine or hydraulic failure.

The windshield is made of flat glass to control costs and is “roped” in for quick changeouts. The LR has two separate windshield wiper motors that can be replaced separately by removing four screws. Same with the grille assembly.

Driving the LR Refuse trucks face brutal applications.

Drivers are often incentivized to get their routes done as quickly as possible,

In Gear

Mack LR Spec’ Sheet MODEL: Mack LR Refuse Truck with left- and right-hand steer ENGINE: Mack MP-7 355A 355 hp, 1,280 lb-ft TRANSMISSION: Allison 4500-RDS-6-speed automatic FRONT AXLE: Mack FXL20, 20,000 lb.

REAR SUSPENSION: Mack S246R, 46,000 lb.

REAR AXLE: Mack mRide, 5.31:1 ratio BRAKES (front and rear): Meritor 17-inch EX-Plus air disc WHEELBASE: 186 inches REFUSE BODY: Heil Half/Pack Odyssey Residential Front Loader 20 cu.yd.

so they tend to drive the trucks pretty aggressively. Mack’s vocational brand manager, Curtis Dorwart, joked before the drive began that the LR has a binary throttle, “Two positions: idle and full.”

That’s not true, of course, but the combination of the 355-hp MP7 engine and the six-speed Allison 4500 RDS would sure get up and go. But for a rookie like me, the powertrain was remarkably easy to keep under reign. A simulated stop-and-go driveway collection on the skid pad at Mack’s Allentown Customer Center was smooth and comfortable, with plenty of juice to spare, and smooth positive stops from the 17-inch Meritor EX-Plus air-disc brakes.

The truck boasts a 45-degree wheel cut, even with the 20,000-lb. axle and the big 425/65R22.5 Bridgestone M860A tires.

Dorwart and I went booting down a couple of residential streets and cul-desacs to get a feel for the LR’s working

environment. It’s extremely nimble for its size and the visibility is great. I was shocked, though, at how much there is to watch for on a residential refuse route.

You’re on narrow streets, maybe with trees overhead, and there’s the constant threat of people backing out of driveways. One big potential threat would be inadvertently raising the Curotto-Can dumper while under a tree or overhead wires. The driver would have to maintain total situational awareness at all times.

Despite being empty, I thought it rode surprisingly well. And I won’t comment too much on the trash collection controls (the joystick) except to say that they seemed well-positioned. The driver would have to learn to run them with either hand because of the two driving positions.

But I think the LR is the kind of refuse truck I’d want to drive – provided I hadn’t previously been assigned a mission on the Space Shuttle. TT

GOLF TOURNAMENT

Join us at the PMTC Golf Tournament and enjoy: i Access to a private golf course i Continental Breakfast, Clubhouse Lunch Included

i i i i

Registration and/or Sponsorship Opportunities: 905 827 0587 / info@pmtc.ca

www.pmtc.ca

Free on course beverages Registration gift for each player Best in class prize table Charity raffle, putting contest, Hole in One Challenge AUGUST 2018

57

th ANNIVERSARY

SURFACE TRANSPORTATION SUMMIT

Drive Results for Your Business OCTOBER 10, 2018 International Centre 6900 Airport Road, Mississauga, ON

GET Expert insights on the state of the industry and future trends Actionable strategies to increase efficiencies and productivity Networking with supply chain leaders Inspired with enlightening keynote speakers

Economic outlook | Freight transportation technologies | Shipper - Carrier roundtable | Last mile delivery | ELD mandate | Managing budgets | Small Carrier strategies | Freight brokerage & management | And more‌ Association Partners

Produced by

MEDIA INC.

www.surfacetransportationsummit.com

Media Sponsors

PRODUCTWATCH WHAT’S NEW AND NEWS FROM SUPPLIERS

For more new product items, visit PRODUCT WATCH on the web at todaystrucking.com

TIRES

Goodyear Endurance adds steer tire

Traction is created by staggered shoulder blocks that provide lateral grip to handle slippery conditions, and sawtooth lugs with more than 800 serrated edges that maximize grip on ice and snow-packed surfaces. Through the combination of an extra-wide tread and an optimized rubber-to-void ratio, traction is maximized without sacrificing mileage.

Casing durability is made possible through four significant features: stone protection thanks to ejectors around the center block that fight stone retention and drilling; shock, impact, and road-hazard protection through four steel belts at the crown of the tire; sidewall protection realized through extra thickness, which protect the tire

Goodyear has added another product to its Endurance family of high-mileage longhaul tires with the Endurance LHS steer tire, which complements the product line’s LHD drive tire.

After several years of research and field testing, Goodyear says the new product is its best longhaul steer tire when it comes to miles to removal. Like the Endurance LHD, the new steer tire is SmartWay-verified.

The new Endurance LHS features: a new wear-resistant tread compound; a new dual-layer tread with uniform stiffness for slow, even wear; new rigid casing construction for a consistent footprint; and new casing compounds for low rolling resistance.

The Goodyear Endurance LHS is available in: 295/75R22.5 (load ranges G and H); 11R22.5 (load ranges G and H); and 11R24.5 (load ranges G and H). An additional size, 285/75R24.5 (load ranges G and H), was added in July.

www.goodyeartrucktires.com TIRES

MICHELIN DESIGNED FOR ENERGY, LOGGING FLEETS Michelin has unveiled the Michelin X Works Grip D drive axle tire specifically made for the energy sector and logging fleets operating in extreme conditions.

Truck operators and dealers around

Grande Prairie, Alta., were at the heart of the development process. They provided first-hand feedback from 2015-17, including input on tandem and tridrive tire prints.

The end result is said to offer exceptional traction, casing durability, and maximum uptime.

Michelin X Works Grip D

in extreme conditions from chipping and scaling; and Co-Ex Technology for a cool-running tread rubber that reduces temperatures in the crown area and preserves the casing.

To maximize uptime, Michelin optimized the tread’s housing design and shoulder blocks, allowing for the quick and efficient installation and removal of snowchains.

The Michelin X Works Grip D tire will be available in 11R24.5 and load range H. www.michelintruck.com AUGUST 2018

59

Product Watch TRUCK CABS

AIR SYSTEM

STORAGE AND WARNING FEATURES FROM PETERBILT

Peterbilt has introduced a new alert switch and pass-through seat for Model 567 and 579 trucks, and each was designed after feedback from groups like the Women in Trucking Association.

The alert switch on the sleeper control button is much like the panic button on a car. When activated, it flashes external lights and sounds the alarm to alert others around the truck.

The pass-through seat, meanwhile, is under the passenger seat and can be loaded from outside the truck and unloaded from inside.

Both options are available for order this summer. www.peterbilt.com

GLADHAND SYSTEM SWINGS AND FILTERS Phillips Industries has combined its Air-Defense System and a swinging gladhand, creating the Air-Defense Swinger System.

A replaceable Quick-Change Cartridge keeps the trailer air lines free of debris and features an anodized housing and single-piece screw-in filter with an incorporated service indicator.

A bypass mode ensures that air continues to flow even when the filter is full.

And a non-resettable red indicator pops out of the bottom of the cartridge to identify the need for a replacement.

The swinger gladhand, meanwhile, swivels 180 degrees from side to side, eliminating kinks in air lines. When not being used, it automatically returns to the seal to protect air lines.

Gladhand options include straight service; straight emergency; Qwik-E; or the swinger arm without a gladhand, for customization. www.phillipsind.com

YOU CAN’T GET THERE FROM HERE Take a bite out of Colborne

DO YOU KNOW WHERE THIS IS?

While we’re still a couple of weeks from prime apple-picking season, 10 lucky readers were able to take a bite out of July’s clue and correctly identify it as the world’s biggest apple in Colborne, Ont. The apple is more than just a smiling face on Highway 401 – it’s home to the “Big Apple” restaurant, specializing in cider and all things apple related. If you can pick out this month’s location, make sure to include your name and mailing address with your guess, and email elizabeth@newcom.ca.

July Answer:

The world’s biggest apple in Colborne, Ont.

YOU CAN’T GET THERE FROM HERE c/o Today’s Trucking Magazine 451 Attwell Drive, Toronto, ON M9W 5C4 Phone: 416-614-5812 • Fax: 416-614-8861 Or email: elizabeth@newcom.ca P.S. If you call your answer in, don’t forget to leave your contact details!

60

TODAY’S TRUCKING

National Advertisers Cat Scale 50 www.catscale.com Continental Tire 14 www.continental-truck.com Cummins 4 www.cumminsengines.com DDC FPO Solutions 60 www.ddcfpo.com Detroit Diesel Engines 32-33 DemandDetroit.com/TandemAxles Eaton 21 eatoncumminsjv.com/endurant Freightliner 2-3 freightliner.com/corneroffice Great Dane 16 greatdane.com/microban Haldex 41 www.Haldex.com Hendrickson 36 www.MAXX22T.com Hino 6 www.hinocanada.com

Husky HuskyRoadResolutions.com/fuel Imperial Oil www.mobildelvac.ca ISAAC Instruments www.isaac.ca Mack Trucks MackTrucks.com/Anthem Mann+Hummel Filtration (Wix Filters) www.wixfilters.com Meritor www.meritor.com Meritor www.meritordrivelines.com Nanoprotex info@nanoprotex.ca Omnitracs www.omnitracs.com Penske www.gopenske.ca

18, 19 10 15 63

38 30 8 17 45 34

Peterbilt back cover www.peterbilt.com PMTC 57 www.pmtc.ca Recruitment and Resources Expo 40 www.rttnexpo.com SAF Holland 23 www.safholland.ca Sirius 51 siriusxm.ca/fleet Surface Transportation Summit 58 www.surfacetransportationsummit.com TMW 55 www.tmwsystems.com Total Canada 22 www.total-canada.ca Traction 39 www.traction.com Truck & Trailer 44 www.truckandtrailer.ca

COMPANIES IN THE NEWS A Adesh Deol Trucking . . . . . . . . . . . . . . . . 17, 19 AECOM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18 AirFlow Truck Company . . . . . . . . . . . . . . . . .25 Allison . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56 B B&L Farm Services . . . . . . . . . . . . . . . . . . . . . .28 Bendix Commercial Vehicle Systems. . . . . . . . . . . . . . . . . . . . . 20, 52 Big Freight Systems . . . . . . . . . . . . . . . . . . . . .19 C Canadian Armed Robbery Training Associates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12 Canadian Hydrovac . . . . . . . . . . . . . . . . . . . . .18 CargoNet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12 Conmet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48 Continental . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11 Cummins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28 Custom Truck Sales . . . . . . . . . . . . . . . . . . . . .18 D Daimler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48 Dana . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48 Daseke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19, 20 E Erb Group of Companies . . . . . . . . . . . . . . . .35 F Fastfrate Group . . . . . . . . . . . . . . . . . . . . . . . . .20 FedEx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27 Ford . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22 Freightliner . . . . . . . . . . . . . . . . . . . . . . . . . 22, 52 FreightWatch . . . . . . . . . . . . . . . . . . . . . . . . . . .13 FTR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22

G Garage Benoit Trudeau . . . . . . . . . . . . . . . . .25 Geotab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39, 41 Goodyear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59 Great West Kenworth . . . . . . . . . . . . . . . . . . .52 H Hino . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22 Home Hardware Stores . . . . . . . . . . . . . . . . .18 Hyliion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48 I IBM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31 International. . . . . . . . . . . . . . . . . . . . . . . . . . . .22 J JG Drapeau . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18 John Deere Canada . . . . . . . . . . . . . . . . . . . . .18 K Kelsey Trail Trucking . . . . . . . . . . . . . . . . . . . .19 Kenworth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28 L Lytx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35 M Mack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56 Mackie Transportation . . . . . . . . . . . . . . . . . .60 MAN Truck and Bus . . . . . . . . . . . . . . . . . . . . .20 McMillan law firm . . . . . . . . . . . . . . . . . . . . . . .37 Meritor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20, 48 Michelin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59 Mullen Group . . . . . . . . . . . . . . . . . . . . . . . . . . .18 N Navistar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52 NFI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25

P Paccar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46 Penske Truck Leasing . . . . . . . . . . . . . . . . . . .25 Peterbilt . . . . . . . . . . . . . . . . . . . . . 23, 28, 46, 60 Phillips Industries . . . . . . . . . . . . . . . . . . . . . . .60 Polaris Transportation Group. . . . . . . . . . . .18 S Shell Lubricants . . . . . . . . . . . . . . . . . . . . . . . . .25 SmartDrive . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35 Spicer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28 T TFI International . . . . . . . . . . . . . . . . . . . . . . . .20 TMW Systems . . . . . . . . . . . . . . . . . . . . . . . . . . .31 Total Rubia . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25 Trail King Industries . . . . . . . . . . . . . . . . . . . . .20 TransPower . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47 Travelers Insurance . . . . . . . . . . . . . . . . . . . . .13 TruckPro. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25 V Volvo Trucks . . . . . . . . . . . . . . . . . . . . . . . . . . . .42 Volvo Trucks North America . . . . . . . . . 20, 27 W Webb Truck Repair . . . . . . . . . . . . . . . . . . . . . .25 Z ZF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48

AUGUST 2018

61

Faces Dean (left) and Ross Mackie on the drive from Ontario to Seattle, celebrating the family fleet’s 90th anniversary.

Road Trip Generations of the Mackie family celebrate fleet’s 90th anniversary

By Elizabeth Bate Ross Mackie can boast 84 years of Mackie Transportation memories, and this June he hit the road to make a few more.

The lifetime trucker was born into the business six years after it was founded in 1928, and he wasn’t the last Mackie to touch a truck. In all, five generations of the family have worked for the Ontariobased fleet over the years.

It’s why a road trip seemed like the best-possible way to celebrate the company’s 90th anniversary.

So four generations of family members piled into a Peterbilt 578, hauling a load of Harley Davidson motorcycles from Whitby, Ont., to Seattle – with stops in Manitoba and Vancouver along the way.

Ross is father, grandfather, and great-grandfather to the three others who took this trip with him. The youngest, Jaxon, is just 11 years old. While the

62

TODAY’S TRUCKING

youngest of the family was unable to help with the driving – that’s a job tackled by son Dean and grandson Shawn – he was happy to take the trip and the week off school that came with it.

“I didn’t do well in school so I want him to get a good education,” says Ross.

“A lot of fellas in my time didn’t enjoy school, but we did well for ourselves.

That’s why you’ve got to surround yourself with good men and women.”

Ross started his own driving career with the family business when he was just 17, and a few deliveries were completed in a decidedly different way.

“I got picture of me with a team of horses,” he says.

There were plenty of miles in the years that followed. The elder Mackie remembers being delayed on one trip because of an official ribbon cutting for the highway near Northern Ontario’s Wawa Goose, and on another trip he had

the chance to witness Terry Fox on his famed run against cancer.

“I was a young guy driving then. I come upon him when he was walking east of Thunder Bay,” he says of the encounter in August 1980, just before Fox’s Marathon of Hope came to an end.

This trip, the latest, reminded him of many of those moments. He even took the time to see the Wawa Goose again, and catch up with a few older industry pals who he doesn’t get to see as often as he’d like.

Ross gets emotional when talking about all the people he’s met on the journey, but none more so than members of the trucking family he formed during a life on the road.

“I’ve just had a great life,” he says.

Once the motorcycles were delivered, they left the truck and flew back to Ontario. But Dean chose to ride a motorcycle back east with his wife.

“I’m so glad we’re doing it, because when I think of how the industry has come so far in all those years, from running horses to the trucks we’ve got today,” Ross says, “it’s really something.” TT

Ross Mackie, grandson Shawn Mackie, and great-grandson Jaxon pose with the truck on their trip.

Jaxon Mackie, 11, enjoys a snack while on the road with three older generations of his family.

See NASCAR® in action at RoadLife.tv/Watch

ALL-NEW MACK ANTHEM®

Ready.

Set. Haul.

The race never stops.

Every week, Mack delivers NASCAR ® to fans across America.

Hauling everything from the iconic No. 43 car driven by Bubba Wallace to the production gear used to televise each race, the all-new Mack Anthem keeps the show on the road.

Discover what it can do for your business and your drivers.

Learn more at MackTrucks.com/Anthem