Today's Trucking February 2019

Got Milk? PG.38

The Newest new Cascadia

Dairy haulers face trade challenges

Aerodynamic and automated PG. 48

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The Business Magazine of Canada’s Trucking Industry

BIG

LOADS. POWER.

Will your engine stand up?

February 2019

www.todaystrucking.com

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Contents

February 2019 | VOLUME 33, NO.2

9 11 29 31 33

John G. Smith

38

Rolf Lockwood Jaclyne Reive Heather Ness Mike McCarron

NEWS & NOTES

Dispatches 46

48

18 Dead Ringers The war on distracted driving heats up

22 23 24 25 26 27

Truck Sales Logbook Stat Pack Pulse Survey Heard on the Street Trending

54 Faces

In Gear

Features 12 Charges and Changes Guilty pleas and highway changes emerge in the wake of Saskatchewan's deadly Humboldt crash

By Derek Clouthier

38 Got Milk?

Canada's dairy haulers are concerned about supply management changes

By Eric Berard

46 Added Value

By Jim Park

Does your truck need more than diesel in the tank?

42 Big Loads, Big Power Some tasks require some extra brawn

52 Product Watch 4

TODAY’S TRUCKING

48 The Newest new Cascadia Freightliner’s signature truck updated and automated

By John G. Smith

For more visit www.todaystrucking.com

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DDC-EMC-ADV-0034-0119. Specifications are subject to change without notice. Detroit Diesel Corporation is registered to ISO 9001:2008. Copyright © 2019 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.

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Letters Paper logs offered flexibility The Business Magazine of Canada’s Trucking Industry

PUBLISHER Lou Smyrlis lou@newcom.ca • 416/510-6881 VICE PRESIDENT, EDITORIAL Rolf Lockwood, MCILT rolf@newcom.ca • 416/614-5825 EDITORIAL DIRECTOR, TRUCKING AND SUPPLY CHAIN John G. Smith johng@newcom.ca • 416/614-5812 CONTRIBUTORS: Eric Berard, Steve Bouchard, Derek Clouthier, Mike McCarron, Heather Ness, Jim Park, Jaclyne Reive, Sonia Straface, Nicolas Trepanier DESIGN / LAYOUT Tim Norton, Frank Scatozza production@todaystrucking.com • 416/614-5818 SALES AND MARKETING CONSULTANT Anthony Buttino anthonyb@newcom.ca • 514/292-2297 SALES AND MARKETING CONSULTANT Nickisha Rashid nickisha@newcom.ca • 416/614-5824 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

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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 2019. 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.

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Member

Email:

All the money in the world doesn’t compensate for the johng@newcom.ca many ways that time bandits inflict themselves on a driver’s schedule.

Nearing a destination (usually in the Greater Toronto Area), a trucker will lose up to five to seven hours to get in, unload, reload, and get out for the next rotation. ELDs took SEND YOUR care of what used to be fudging of the numbers.

LETTERS TO: I gave up running stateside when, on a summer evening Newcom after leaving a day of work in the Big Apple, I stopped at Media Inc., every service area on the New Jersey turnpike, trying to find 5353 Dundas a place to park and sleep – eventually settling in at a broad Street West, shoulder after the final toll booth. About three hours later, I Suite 400, awoke to a loud banging on my door. It was the state trooper Toronto, Ontario who said, “Move your truck or I’ll tow it!”

M9B 6H8 Me: “I’m out of hours.”

Him: “I don’t care!”

Paper logs allowed for the flexibility needed because of such less-than-civil encounters and short-sighted perceptions.

Longhaul [trucking] has become something I don’t recognize anymore. Hyper communication and hyper efficiency is insisting on tighter timelines and tighter oversight ... [that are] dehumanizing for the perfect human behind the wheel.

— Angelo Diplacido Woodbridge, Ont.

Isn’t marijuana supposed to be legal?

I’m 27 and recently graduated truck driving school. The job I am going for required a drug test in which I tested positive for cannabis.

I didn’t think this would be a problem seeing how it is legal. So now I have to be clean from marijuana for a year because I will be getting six random drug tests.

I enjoy smoking when I get home or on the weekends with my friends. It also helps my anxiety and lets me enjoy life more. I don’t like taking any pills, and when I was younger I abused alcohol and other drugs so I stay away from them as well.

Cannabis stays in your system longer than anything, really, and I don’t believe I should have to suffer. Most people drink to take the edge off. I like to smoke. There shouldn’t be any difference.

— Sean Feeney Cambridge, Ont.

MTO, OPP have role in distracted driving fight Re: Dead Ringers (Online) If distracted driving is such a problem in Ontario, then the Ontario Ministry of Transportation (MTO) and the Ontario Provincial Police (OPP) needs to explain why they refuse to do more to catch the attention of an apparent proliferation of distracted drivers.

For example, despite hundreds of instantly fatal high-speed rear-end crashes on 400 Series highways approaching construction zones, the MTO continues to refuse to post warnings for stopped traffic in live lanes. That traffic is frequently stopped well before any warning signs for construction or lane closures. And the OPP who attend accident scenes frequently back traffic up for long distances, resulting in secondary collisions.

Distracted driving laws are meaningless when the MTO and OPP keep doing nothing while expecting the average unskilled driver to magically become competent.

— Steve Delbrocco Oshawa, Ont. FEBRUARY 2019

7

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Editorial

By John G. Smith

Future Shocked Consumer Electronics Show presented a vision of automated, electric, and robotic transportation

T

he only constant in life is change, and the Consumer Electronics Show (CES) celebrates this very thing.

The Las Vegas event, long known as a showcase for technological marvels, attracted tech experts from around the world this year as they clamored for an early peek at everything from Samsung’s 219-inch television to robots that will clean your cat’s litter box. Because we apparently need such things in life.

But in the midst of it all were examples of technologies that also promise to reshape and reimagine trucking and transportation.

Peterbilt, which featured the prototype of an autonomous Model 579 in 2018, was on hand this year to unveil a battery-electric Model 220EV. Next door was the prototype of a hydrogen-electric truck to be tested through a partnership between Kenworth and Toyota. Both are destined for test fleets this year. And just before the show’s doors opened, Daimler unveiled an updated version of the new Cascadia – a truck that will be the first in North America to feature highly automated Level 2 controls. (See The Newest new Cascadia, page 48.)

Steps away from Paccar, Luminar was eager to show off the detailed computer images generated by its Lidar tracking systems. This technology transforms reflected laser pulses into the images and dimensions that highly automated vehicles can use to identify potential hazards. Reflected dots took the shape of a ball rolling into the street; the computer’s algorithms highlighted the shape of a child running in pursuit.

A nearby hall dedicated to automotive-style tech offered a glimpse at emerging and future tech alike.

Mercedes-Benz showed how readings from a fitness tracker like a Fitbit can be used to fight road rage before it takes hold, recommending massage settings for the driver’s seat and a soothing light for the cab. Other developers showcased systems that can identify who is sitting in the driver’s seat and where they’re looking, the 3D printers capable of generating vehicle components on demand, and cube-shaped autonomous delivery vans that maximize every inch of available cargo space.

In the final mile, will Anymal do the job?

Continental took a vision of the latter vans to a further extreme. A four-legged robot stepped out of its Continental Urban Mobility Experience (CUbE) concept vehicle, climbed a series of steps, and pretended to ring a doorbell before gently dropping off a package. Yes, it’s hardly practical. Many of our online readers were quick to snicker about the lack of snowshoes for Canadian winters. But like many of the displays it offered a glimpse of equipment that could be; a look at the directions that engineers are heading.

It all paints the picture of a future supply chain that’s increasingly automated and autonomous. An increasing role for battery electric vehicles. The in-cab systems that can respond to drivers rather than waiting for drivers to react.

The tech doesn’t seem that outrageous when you look at it that way.

Hey Rover, fetch me that package. TT

John G. Smith is the editorial director of Today’s Trucking.

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

FEBRUARY 2019

9

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Lockwood

By Rolf Lockwood

Dead End for Platooning?

Daimler’s Daum dismisses platooning, but others remain convinced it will work

H

as Martin Daum thrown serious rain on the platooning parade? Is he right to stop investing in the technology?

Will he dissuade others from doing so?

He’s not without influence, after all. As head of Daimler’s Commercial Vehicles unit, and formerly the chief at Daimler Trucks North America, he’s a weighty fellow whose opinions are always well considered and straightforwardly expressed. He doesn’t beat around many bushes, so when he proclaimed last fall that platooning might not be worth the trouble, at least a zillion ears perked up.

Speaking last September at the IAA commercial vehicles show in Germany, he said, “When it comes to automated vehicle technology, there is a very compelling business case for these systems. However, platooning might not be the holy grail we initially thought.”

Daum allowed that past platooning tests yielded good results in boosting fuel economy on older rigs. However, more recent testing has shown that fuel-saving numbers were “not as high as expected” for newer tractor-trailer combinations with alreadyefficient aerodynamics.

“Therefore,” Daum added, “I am a little bit critical of platooning today, but at Daimler we will continue testing this technology and see where it eventually leads us.”

At the recent Consumer Electronics Show in Las Vegas, “a little bit critical” became dismissal. “We will not prioritize [platooning] for series production,” he said. “We tested it for several years ...

Results show that we have to re-assess how much fuel is actually saved. Platoons do improve aerodynamics and fuel efficiency considerably in an ideal world, but not in real-world traffic.”

Swedish truck-maker Scania would beg to differ. It seems to be more committed to platooning than ever, as do other Europeans.

Which is a little odd if you think about the congested nature of roads over there, and the fact that no national jurisdiction has made it legal. In the U.S., 18 states allow platooning and even Daum says the wide interstates and long highway hauls offer an ideal environment for trucks running nose to tail.

Scania says current adaptive cruise control brings a 3-4% reduction in fuel consumption with trucks traveling around 1.5 seconds apart at 100 km/h, a 40-meter gap.

“There will be further savings when we have a smaller gap and much richer information being transmitted between the trucks,” says Christian Bergstrand, a project manager at Scania, quoted on the SMMT website (SMMT represents the U.K. automotive industry, trucks included). “When we introduce autonomous technologies as well and no longer have to take the driver into consideration, we can have a really short gap. In the case where we will have one driver for a platoon of four trucks, we could cut fuel consumption by 10% or more for the time the trucks are in the platoon.”

By “really short gap”, he means 10 meters or less, which is mighty close.

In the meantime, the challenges have more to do with operational and legal matters than technical ones. Given those operational issues Bergstrand says that the early adopters will almost certainly be large fleets creating in-house platoons.

“They can plan for coordinated departures and match-make within the fleet. We want to then grow the volume so that, [in time], smaller customers can benefit from more ad hoc platooning.”

The latter is a very big challenge, matching trucks from different fleets on the fly, not least because they would very likely have different levels of maintenance care and braking power. I guess the various electronic tricks would iron out those differences but we’d be using lowest-common-denominator logic.

“The requirements have not been defined that would determine a possible introduction in, say, three to five years. Even so, I strongly believe that before 2025 we will have many semi-autonomous platooning trucks on European roads,” Bergstrand concludes.

Daum seems not to agree. TT

“When he proclaimed last fall that platooning might not be worth the trouble, at least a zillion ears perked up.”

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

FEBRUARY 2019

11

to commission an independent consulting engineer to complete the review.

And the government is taking the recommendations seriously.

“The Ministry of Highways and Infrastructure will implement all 13 recommendations,” said Wakabayashi, “reconfirming the previous government’s commitment to implement all recommendations resulting from the review.” explored everything from There will be no prolonged trial Priority number one is to the location’s layout, to the for the truck driver involved make various sign-related collision, traffic, and human in last April’s fatal crash with enhancements to the interfactors. There are 13 recoma bus carrying members of the section. At an estimated cost mendations in all, including a Humboldt Broncos. Jaskirat of $15-$18,000, this is viewed call for better sightlines.

Singh Sidhu has pled guilty to as something that would offer Internal traffic engineerall charges against him – 16 a high benefit related to the ing reviews are standard counts of dangerous driving cost, and can be causing death, and 13 completed in a short counts of dangerous timeframe. driving causing bodily The report also harm. suggests installing All that remains is “Stop” and “Stop sentencing, which was Ahead” pavement scheduled to begin Jan. Doug Wakabayashi, Saskatchewan Ministry messages to warn 28 as this edition went of Highways and Infrastructure motorists of the to press. intersection ahead.

But the Saskatchewan Improving sightlines ranks practice after any fatal colcollision itself continues to third on the priority list. This lision on a Saskatchewan lead to a wide series of changwould involve negotiating highway. But Saskatchewan es and recommendations – with private landowners to Ministry of Highways and including upgrades to the very remove trees, which the report Infrastructure spokesman Highway 35 and 335 intersecsays would be “desirable,” at Doug Wakabayashi said the tion where the crash occurred. an estimated cost of $15,000, serious nature of the crash, Those future upgrades depending on negotiations. public attention, and potential emerge through a 70-page Signs on Hwy. 35 will also litigation arising from the collireview by McElhanney be raised higher to improve sion led the Ministry of Justice Consulting Services, which

Charges and Changes

Humboldt driver pleads guilty, and the crash site itself will be improved

By Derek Clouthier

“The Ministry of Highways and Infrastructure will implement all 13 recommendations”

12

TODAY’S TRUCKING

the visibility of approaching vehicles.

Construction of a new roadside memorial and access road, as well as the removal of a gravel roadway that connects the highways, rounds out the report’s high-priority recommendations that would offer the best cost benefits. The study suggests that the gravel road could confuse motorists approaching the intersection.

Drivers could be unsure where signaling drivers are going, or may not anticipate braking and turning vehicles for the road given its close proximity to the intersection.

The installation of rumble strips on Hwy. 335, where it approaches the intersection, would come at the hefty cost of $150,000 due to the need to repave the road so it’s thick enough to mill.

Rounding out the list of proposals, the study suggests widening the shoulders of both highways to two meters, up from 1.5 meters – offering more room for errant vehicles to recover – but that’s a longterm strategy for the next decade. It would cost $200,000 per kilometer per side.

Human factors in the crash McElhanney also looked at human factors that could

Asset Deductions Triple PG. 15

Manitoulin Buys Kluane PG. 15

Daimler’s Level 4 Leap PG. 17

▲ Highway upgrades are coming to the intersections of Hwy. 35 and 335, scene of the crash that killed 16 and injured 13. (Canadian Press photo)

have contributed to the Humboldt collision.

The study suggests motorists could assume that Hwy. 335 is an uncontrolled roadway at the intersection with Hwy. 35, as there are no controlled stops for some distance in both directions from Hwy. 35. The report also identifies “westbound tunnel vision” that could become an issue because of the road alignment, horizon, and trees and powerlines next to the highway.

McElhanney suggests tun-

nel vision can cause motorists to overlook Hwy. 35 and the accompanying stop sign, especially when the surface is wet or the sun is glaring.

Driver fatigue was also examined, and how it poses a “high mental workload” for those on Hwy. 35.

Contributing to the issue are railway crossings close to the intersection, and offset intersections between them.

Existing signage was also seen as something that could cause a higher potential for driver error.

The location is remote, and there is a higher chance that the approaching motorists will be fatigued, the report adds.

The study also indicates a high number of tractortrailers pass through the intersection, suggesting a large number of long-haul trips through the area.

Still, despite the highprofile crash, the report didn’t find the intersection to have a high overall frequency of collisions, high-severity collisions, or significant collision trends.

Nicole Sinclair, director of policy and communications for the Saskatchewan Trucking Association (STA), said any and all research, adjustments, and upgrades that improve safety on provincial highways are welcome.

“The intersection in question certainly has been the scene of great tragedy,” said Sinclair. “The findings in this report address the issues and provide insight on how Saskatchewan can work toward safer roads.” TT

FEBRUARY 2019

13

Dispatches

The Humboldt Effect Sixteen people were killed and 13 injured in the April 6 collision involving a truck owned by Adesh Deol Trucking and a bus carrying members of the Humboldt Broncos.

The charges that emerged in the wake of the Saskatchewan crash were just the beginning.

THE

Truck driver pleads guilty – Jaskirat Sidhu, 29, is charged with 16 counts of dangerous operation of a motor vehicle causing death, and 13 counts of dangerous operation of a motor vehicle causing bodily injury. He pleads guilty to all charges in January.

THE

Truck fleet owner charged – Sukhmander Singh, owner of Adesh

Courts Three-month investigation concludes – An RCMP crash investigation includes a re-enactment of the collision, over 60 interviews, more than 6,000 photos of the crash scene, and an analysis of the driver’s logbook. Work by 20 members of the RCMP’s major crimes unit in the region is supplemented by another 100 officers.

Deol Trucking, faces seven federal charges including two counts of failing to maintain hours of service logs, three counts of failing to monitor driver compliance, and two counts of having more than one log for a given day. The final charge, under provincial regulations, is for failing to possess or follow a written safety program.

Alberta

Manitoba

Alberta to mandate driver training

Manitoba explores mandatory training

– Alberta announces mandatory entry-level training for Class 1 and 2 licences beginning in Spring 2019. The province had been discussing mandatory training since 2016. “The horrible tragedy at Humboldt was the real impetus,” says Alberta Transport Minister Brian Mason.

– Manitoba schedules consultations in Winnipeg and Brandon to discuss mandatory entry-level driver training.

Saskatchewan Saskatchewan announces mandatory training – Beginning in March,

Alberta ends temporary safety fitness certificates – Alberta temporarily allowed Adesh Deol Trucking’s one remaining truck to run under a numbered company after the collision. It had no choice because rules were being met under a 60-day temporary safety fitness certificate. But such certificates are no longer issued as of Jan. 1, 2019.

Alberta looks to mandate compliance reviews – Alberta begins to explore the idea of mandating compliance reviews for new carriers, within nine to 12 months after the operations begin.

It also considers reviewing carrier safety fitness certificates every three years.

14

TODAY’S TRUCKING

B.C. B.C. auditor general speaks – B.C.’s Auditor General Carol Bellringer says the province needs to review the standards for commercial licences, citing Ontario’s existing program and the plans in other western provinces.

She also observes that the province lacks a “clear and effective system to hold licensed private inspection facilities accountable for complying with commercial vehicle safety standards.”

Saskatchewan will require 121.5 hours of mandatory entry-level driver training for those looking to acquire a Class 1 licence.

Current licences will be grandfathered, and drivers in the agricultural sector will receive an “F” endorsement and be restricted to working in the province. Saskatchewan Government Insurance (SGI) will handle all Class 1 road tests.

The crash “made it more clear that we need to get this done,” says Joe Hargrave, minister for Saskatchewan Government Insurance.

Saskatchewan begins monitoring program – New Class 1 drivers in Saskatchewan are “more stringently” monitored for a year after passing a licensing test. This builds on the existing monitoring for all drivers.

Dispatches

News Briefs

Feds triple asset deduction The typical first-year asset deduction for trucks will rise from 20 to 60% under a newly created Accelerated Investment Initiative (AII).

The change was included in the federal government’s Fall Economic Statement.

In other words, a fleet that purchases five trucks for $1 million will now be able to write off $600,000 in the first year, compared to $200,000 under the previous system – and save about $105,000 in federal-provincial taxes.

“Tripling the current first-year rate will provide trucking companies in Canada a true incentive to make capital investments in newer equipment, which will in turn make the supply chain more productive and reduce its carbon footprint,” said Stephen Laskowski, president of the Canadian Trucking Alliance. “[Finance] Minister Morneau should be applauded for showing this leadership and recognizing the economic importance of our sector by creating greater re-investing opportunities.”

The AII applies to qualifying assets acquired after Nov. 20, 2018. The program will be gradually phased out beginning in 2024, and no longer apply to equipment put into use after 2027.

and a member of the Chief Isaac Group.

It serves all of the Yukon, Whitehorse, Dawson City, Carmacks, Pelly Crossing, Stewart Crossing, and Mayo.

“Kluane’s client base complements Manitoulin’s as we serve many of the same vertical markets including heavy equipment, mining, and oil and gas.

These industries are key economic

drivers for Northern Canada and Kluane is considered to be a trusted partner by many of the major players in these sectors,” said Jeff King, president of Manitoulin Transport.

Kluane’s Dawson City terminal, and Edmonton and Whitehorse operations, are included in the deal. Kluane will be co-branded with Manitoulin Transport.

Manitoulin purchases Kluane business

Manitoulin Transport has purchased Kluane Freight Lines’ book of business and formed a joint venture with the Chief Isaac Group of Companies.

Kluane is a First Nation-owned LTL carrier based in Whitehorse, Yukon, FEBRUARY 2019

15

Dispatches

News Briefs Daimler Trucks North America CEO Roger Nielsen

Daimler abandons platooning, targets Level 4 automation Daimler will produce North America’s first SAE Level 2 automated truck in the form of a new Cascadia (see page 48) – and its autonomous journey will hardly end there.

The manufacturer has also announced about US$600 million in investments and 200 new jobs in a push to put Level 4 autonomous vehicles on select U.S. roadways within a decade. Such trucks would be considered fully autonomous, but not in every driving scenario.

“The U.S. is a natural habitat for us to develop automated trucking,” said Daimler Trucks North America CEO Roger Nielsen, referring to the available regulatory framework, infrastructure, and long distances to cover.

But Daimler is abandoning work on “platooning” vehicles as part of its autonomous vehicle plans. The concept promised fuel economy improvements through the tighter following distances made possible by an electronic link between different tractor-trailers.

After thousands of miles of testing, Daimler says a large share of the potential fuel economy gains are lost when the platooning trucks have to split apart and re-establish their connections.

Day & Ross buys Stonehammer Day & Ross has purchased Albertabased Stonehammer Transport, which serves the energy, construction and power industries in western Canada.

The fleet includes 53-foot stepdecks, flatbed trucks, cargo trucks, and one-ton trucks.

“This is a great addition to our fleet and another key step in expanding our service offering,” said Doug Tingley, president of Day & Ross Freight.

Border turnaround policy extended The Canada Border Services Agency (CBSA) is extending the turnaround policy for on-highway trucks when it comes to major Advance Commercial

Information Administrative Monetary Penalty System (ACI-AMPS) penalties.

The relief is now extended to Dec. 31, 2019.

The turnaround option avoids costly penalties for failing to submit ACI data, allowing drivers to return to the U.S. and submit their paperwork before entering Canada.

It’s the third time the policy has been extended, after first being established in 2017.

Meritor launches aftermarket training Meritor is launching a year-long aftermarket training series that will include nationwide events, interactive distance training sessions, and online courses.

This year the company will host at least 12 regional training events for

parts, sales and service personnel in Canada and the U.S. “Today’s heavy-duty truck service and parts personnel need a variety of training options based on their skill and technology comfort levels. In addition to our on-site training events, Meritor offers an array of online and interactive distance training opportunities,” said Joe Baumer, aftermarket training manager for Meritor.

Select earns Blue Diamond Select Trailer Sales has been named the first-ever winner of the Stoughton Blue Diamond Dealer Award.

The Mississauga trailer dealer has been in business for more than 17 years, and offers Stoughton’s complete line of dry vans, refrigerated vans, and parts and service. The award recognizes sales growth, volume, customer service, and dedication.

“Our team is committed to reflecting the highest standards of excellence synonymous with the Stoughton brand,” said Select Trailer Sales president Jamie Ferguson.

Canada Cartage connects with group The $10.5-million Centre for Integrated Transportation and Mobility (CITM) has been unveiled to help Ontario companies develop connected vehicles and mobility technologies.

Canada Cartage, Nokia Canada, Geotab, IBM Canada, the City of Hamilton, and Ontario’s Autonomous Vehicle Innovation Network (AVIN) are all part of the public-private partnership.

Collectively, they will provide business and technical advisory services and resources to Ontario-based start-ups and small- and medium-sized businesses.

“The goal is to accelerate the development of connected, multimodal and integrated mobility technology solutions and business models,” says Andrew Cree, chief information officer at Canada Cartage.

FEBRUARY 2019

17

Dispatches

Dead Ringers Ontario the latest province to hike distracted driving penalties It’s not the first province to declare a war on distracted driving, but Ontario ushered in the new year with some of Canada’s strictest penalties for those who dial and drive.

As of Jan. 1, first convictions carry fines of $615 to $1,000 – depending on whether a ticket is settled out of court, or fought in court and lost – along with three demerit points and a three-day licence suspension.

Repeat offenders face additional penalties. The maximum fine for a second conviction lost in court is now $2,000, and that’s accompanied by six demerit points and a seven-day licence suspension. Third and subsequent convictions carry maximum fines of up to $3,000,

six demerit points, and 30-day licence suspensions.

The changes come just two months after Manitoba increased driving penalties to include three-day licence suspensions and $672 fines of its own.

THE COST OF CALLS In addition to fines and other penalties introduced by Ontario and Manitoba, distracted driving laws in other Canadian jurisdictions include: B.C.: $543 fines for a first offence (including an ICBC Driver Penalty Point premium) and $888 for a second offence, with four demerit points. Drivers with two or more distracted driving convictions in a three-year period are charged an annual Driver Risk Premium that increases for each conviction. Experienced drivers who incur more than two infractions in a year are considered high risk, and after a review can see a driving ban of three to 12 months.

Alberta: a $287 fine and three demerit points. The province recorded 139,579 distracted driving convictions between Sept. 1, 2011 – when its related legislation was first introduced – and March 31, 2017.

Saskatchewan: $280 fine and four demerit points.

Quebec: Fines of $300 to $600 and four demerit points. Licences are suspended for three days for the first repeat offence, seven days for the second repeat offence, and 30 days for the third. The fines were doubled to these levels last year.

New Brunswick: $172.50 fines and three demerit points.

Nova Scotia: $233.95 fines for a first offence, $348 for a second offence, and $578.95 for a third offence, along with four demerit points on a conviction.

P.E.I.: Fines of $575 to $1,275 and five demerit points on conviction.

Newfoundland and Labrador: Fines of $350 to $1,000 and four demerit points.

Yukon: $500 fines and three demerit points.

Northwest Territories: Fines of $322 to $644 and three demerit points. The highest fines apply in school and construction zones.

Nunavut: While it has no distracted driving fines at this time, a spokesman with Nunavut’s Department of Economic Development and Transportation tells Today’s Trucking that penalties are expected to be introduced later in 2019.

18

TODAY’S TRUCKING

Simply holding a cell phone or device like a tablet while driving will run afoul of the Ontario law. Before wheels begin to turn, drivers are expected to program addresses into any GPS units or activate the playlists on any portable media players.

Exceptions to the rules include calling 911 during an emergency, or using mobile devices when lawfully parked or safely pulled off the roadway and not impeding traffic. Sitting at a traffic light doesn’t count. Commercial drivers are also allowed to view the displays on mobile data, tracking and dispatching devices.

Handheld CB radios can be used under an exemption that’s in place to 2021.

Drivers can also view displays on collision avoidance systems, or an “instrument, gauge or system that provides information on the conditions, use and immediate environment of the vehicle, or that provides road or weather information.”

But the message is clear: It’s best to keep your eyes on the road and hands upon the wheel.

Distracted driving is blamed on one injury every half hour in Ontario, and the province’s transportation ministry says drivers who are using a phone are four times more likely to crash than someone focused on the road.

Inattentive drivers were blamed for 91 Ontario traffic fatalities in 2016, according to the most recent Ontario Road Safety Annual Report. And Manitoba Public Insurance (MPI) recorded 11,086 distracted driving accidents in its province that year, up from 2,415 in 2011.

Commercial drivers who are dialing a mobile phone are six times more likely to be involved in a safety-critical event like a crash, near crash, or lane deviation, according to research commissioned by the U.S. Federal Motor Carrier Safety Administration (FMCSA). Texting drivers were 23.2 times more likely than their peers to be involved in such events.

Drivers who were dialing a cell phone were found to take their eyes off the road for an average of 3.8 seconds – enough time to cover the length of a football field at 90 km/h. TT

Dispatches

Millennial Machines Could telematics help to attract a younger generation of drivers?

The trucking industry has clearly struggled to attract a younger generation of truck drivers. Millennials between the ages of 25 and 34 account for 37% of the national workforce but represented just 14% of drivers in 2011 – and that’s down from 18% of drivers in 2006.

“This is still reducing, and this is definitely going the wrong way,” said Isaac Instruments vice-president of sales Jean-Sebastien Bouchard, sharing the figures during a leadership summit the company hosted in Toronto.

As fleets search for strategies, he suggested that today’s telematics systems offer a powerful recruiting and retention tool to help reverse the trend.

A survey by Trucking HR Canada found that 55% of surveyed millennials see technology as a key factor when deciding where to work, after all. And telematics can certainly simplify a driver’s life while increasing operational productivity, he said.

“Drivers are using the telematics device every day. They use it many times per day. It’s part of their life. It’s part of their work.”

But Bouchard asked the audience whether users are taking advantage of many features that would make a driver’s life easier. Try entering a search query in Google, and suggested questions are populated after just a few letters, he offered as an example.

“Relevancy is becoming important for us as well.”

“Where’s the technology that would allow me to get rid of that paperwork?” he asked, referring to the entering and re-entering of data such as truck and trailer numbers. Rather than asking drivers to enter the information that’s already known, leave them to focus on the information that’s really needed, he said. Those who use Uber, for example, don’t have to key in an address. They simply tap on a screen, and messages are generated when the

cars arrive and drop off. Geofencing makes such data sharing possible in trucking, too.

Data can already be generated to support negotiations with shippers to address sources of delays, Bouchard said. And systems like the Drivewyze scale bypass service, while available for a fee, can limit delays that can otherwise frustrate those behind the wheel.

In some cases, fleets may be overlooking tools that are already available. The drivers and dispatchers who exchange voicemails may actually be able to tap into updated information with ease. Many customers have yet to use the InRealTime web portal that Isaac already offers for this service, he admitted.

Jean-Sebastien Bouchard, Isaac Instruments VP – sales.

Looking to the future, Bouchard asked if fleet systems could help millennials choose preferred routes, tapping into their love of travel.

Millennials are not looking for the chance to sit isolated in a truck, he said.

They thrive on the communication and networking that technology can facilitate.

“They need to feel connected with the business.” TT

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Dispatches

A ‘very, very good wave’ Volvo setting record pace in truck market Volvo Trucks North America president Peter Voorhoeve says truck sales continue to ride a “very, very good wave,” and he projects North American Class 8 sales could push marginally above 300,000 units this year.

“The strength will continue in 2019,” he added in a recent briefing to industry journalists, setting projections at 310,000 trucks. Between 1990 and 2017, annual sales averaged 226,445 trucks. “I think that will continue to go upwards,” he said.

share as of August 2017 was at 10.2%.

That jumped to 13.3% for the same period in 2018. While Volvo’s share of the NAFTA market reached 10.3%, up

from the 9% seen as of August 2017, Mexico remains a weak link. In our southernmost NAFTA jurisdiction, Volvo’s market share is 1.9%.

Much of Volvo’s growth in market share can be credited to the recent launches of the VNL and VNR tractors, which accounted for 63,400 orders as of Nov. 30, 2018. TT

Volvo Trucks North America president Peter Voorhoeve.

Current order boards would reflect a demand for as many as 500,000 units, although those numbers are not expected to translate into actual sales volumes.

There are also limits to the number of trucks that can be built, in part because of the availability of related components.

“We’ve had our supply chain challenges,” Voorhoeve said, when Today’s Trucking asked about challenges also faced by other OEMs. “Everyone has supply chain challenges, and it’s not just one thing,” added Magnus Koeck, vice-president – marketing and brand management.

Still, Volvo Trucks set global sales records in the third quarter of this year when compared to the same period in 2017. Order intakes were up 44%, new truck deliveries surged 17%, spare parts sales were up 21%, and net sales were up 25%.

Volvo has also been improving its market share across the world in the midst of this hot market. As of August, its market share reached 16.2% in Europe, 20.7% in Brazil, 17.1% in South Africa, 15.3% in Australia, and 10.1% in North America.

“Canada is just a really good story,” Voorhoeve said. The Canadian market FEBRUARY 2019

21

Dispatches

Moderating months to come Daimler Trucks North America is coming off a record year in truck sales, and expects the market to remain strong for months to come before moderating in the second half of 2019.

Roger Nielsen, CEO of Daimler Trucks North America, refers to full order boards and production levels that haven’t been seen in a decade. The U.S. and Canada alone represented 165,000 of Daimler’s Class 6-8 trucks in 2018, up 18% over the previous year. Western Star’s numbers were also up 18%.

With only weeks remaining in 2018, WardsAuto released its November sales figures for Canada. Freightliner led Class 8 sales for the month, selling 1,097 units.

Peterbilt topped November’s Class 7 sales at 174 units. Hino topped the board in Class 6, with 50 sales, and Ford held the leading spot in Class 5 with 282 sales.

Canada – November 2018 SALES CLASS 8

22

U.S. – November 2018

MARKET SHARES

SALES

Nov.

YTD

Nov. %

YTD %

CLASS 8

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

1,097 463 373 143 289 295 168 0 2,828 Nov.

9,866 5,007 4,202 4,005 3,709 2,894 1,833 0 31,516 YTD

38.8 16.4 13.2 5.1 10.2 10.4 5.9 0.0 100.0 Nov. %

31.3 15.9 13.3 12.7 11.8 9.2 5.8 0.0 100.0 YTD %

International Peterbilt Freightliner Hino Kenworth Ford Total CLASS 6

72 174 71 80 45 5 447 Nov.

2,430 1,463 1,139 974 531 87 6,624 YTD

16.1 38.9 15.9 17.9 10.1 1.1 100.0 Nov. %

Hino Freightliner International Peterbilt Ford Isuzu Kenworth GM Total CLASS 5

50 39 1 10 9 2 3 0 114 Nov.

478 468 251 88 54 22 21 0 1,382 YTD

282 117 73 57 3 0 0 0 0 0 532

3,523 1,393 1,068 1,010 33 21 12 0 2 2 7,064

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

TODAY’S TRUCKING

www.total-canada.ca

MARKET SHARES

Nov.

YTD

Nov. %

YTD %

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

8,429 3,336 3,185 2,194 2,198 1,450 510 0 21,302 Nov.

81,881 33,648 32,864 31,306 23,811 15,793 5,196 9 224,508 YTD

39.6 15.7 15.0 10.3 10.3 6.8 2.4 0.0 100.0 Nov. %

36.5 15.0 14.6 13.9 10.6 7.0 2.3 0.0 100.0 YTD %

36.7 22.1 17.2 14.7 8.0 1.3 100.0 YTD %

Freightliner International Peterbilt Kenworth Hino Ford Total CLASS 6

2,585 875 710 485 210 195 5,060 Nov.

27,249 15,826 7,029 4,464 1,914 1,861 58,343 YTD

51.1 17.3 14.0 9.6 4.2 3.9 100.0 Nov. %

46.7 27.1 12.0 7.7 3.3 3.2 100.0 YTD %

43.9 34.2 0.9 8.8 7.9 1.8 2.6 0.0 100.0 Nov. %

34.6 33.9 18.2 6.4 3.9 1.6 1.5 0.0 100.0 YTD %

Freightliner Ford International Hino Kenworth Isuzu Peterbilt GM Total CLASS 5

2,096 1,607 783 532 281 24 5 0 5,328 Nov.

21,462 18,762 14,690 6,937 2,535 1,089 98 51 65,624 YTD

39.3 30.2 14.7 10.0 5.3 0.5 0.1 0.0 100.0 Nov. %

32.7 28.6 22.4 10.6 3.9 1.7 0.1 0.0 100.0 YTD %

53.0 22.0 13.7 10.7 0.6 0.0 0.0 0.0 0.0 0.0 100.0

49.9 19.7 15.1 14.3 0.5 0.3 0.2 0.0 0.0 0.0 100.0

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

4,063 1,212 492 152 194 19 18 1 0 4 6,155

46,714 14,228 5,254 4,196 2,228 261 172 32 22 13 73,120

66.0 19.7 8.0 2.5 3.2 0.3 0.3 0.0 0.0 0.1 100.0

63.9 19.5 7.2 5.7 3.0 0.4 0.2 0.0 0.0 0.0 100.0

Source: WardsAuto

Dispatches

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MARCH 5 Green Truck Summit Indiana Convention Center Indianapolis, Ind.

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APRIL 5 Manitoba Trucking Association’s Annual General Meeting and Spring Gala Dinner Winnipeg, Man. www.trucking.mb.ca FEBRUARY 2019

23

Dispatches

StatPack

20% OF ELD VIOLATIONS Single-truck operators account for 20% of electronic logging device (ELD) violations in the U.S., says Avery Vise, FTR’s vice-president of trucking. Fewer than 1% of the violations are against carriers with 1,000 or more trucks – even though they represent 40% of the truck population south of the border.

3 CNG STATIONS 530,000 sq.ft. OF EXHIBITS The second North American Commercial Vehicle (NACV) Show is set for Oct. 28-31, and will include a sprawling 530,000 sq.ft. of exhibition space – up from 370,000 sq.ft. filled during the inaugural show in 2017. A second building is also opening at the Georgia World Congress Center in Atlanta, Ga., to accommodate it all. More than 15,000 fleet management attendees are expected to attend the biennial event, doubling the numbers seen at the first show. Newcom Media, which publishes Today’s Trucking among other titles, partners with Hannover Fairs USA to organize it.

Union Energy Solutions and Clean Energy Fuels have installed three new compressed natural gas (CNG) filling stations for heavy trucks along Ontario’s Highway 401 corridor. The sites are located at the Windsor Travel Centre, the Flying J between London and Woodstock, and the Flying J in Napanee. The London station will offer renewable natural gas (RNG).

4 NEW TRUCKPRO LOCATIONS TruckPro has expanded its network once again, adding members including Calgary Heavy Truck and Collision; Suspension Bellerive in Vaudreuil-Dorion, Que.; Shakespeare Truck Center in Shakespeare, Ont.; and Commercial Truck Repair in Cornwall, Ont.

$340 million IN NET INCOME Navistar International reported US $340 million in net income for its 2018 fiscal year, up more than tenfold from the $30 million in net income reported during the 2017 fiscal year. Adjusted earnings before interest, tax, depreciation and amortization (EBITDA) rose 42% to $826 million, up from $582 million in 2017. “2018 was a very strong year for the industry, and a breakout year for Navistar,” said Troy Clarke, chairman, president and CEO.

24

TODAY’S TRUCKING

300 CONTAINER CHASSIS Train Trailer added 300 container chassis to its operation at 1111 Pitfield Blvd. in Montreal, after acquiring the assets of Montreal-based Annexus Leasing. “This is just one of many initiatives we are taking to expand our capacity, coverage and overall footprint in the trailer leasing, rental and service market,” said Rick Kloepfer, president of Train Trailer.

Dispatches

Pu se Reader Survey Tell us your thoughts on ... The Aging Workforce The average truck driver is now 48 years old, and the head of the Canadian Trucking Alliance recently said the trucking industry must come to terms with “massive” retirement numbers over the next five to six years.

In this month’s Pulse reader survey, we asked your thoughts about the aging workforce.

Is your workplace worried about the rising age of its employees?

YES

72

%

NO

28 %

YES, we need to rethink how jobs are done to attract a new generation.

36 %

IN SELECTED CASES, we should rethink the way we do some jobs to make them more appealing.

45 %

NO, younger workers have to adapt to the realities of the workplace.

19 %

What could fleets do to attract younger drivers?

26% 15% 14% 14% 12% 9% 6% 3% 1%

Is your workplace making a specific effort to recruit a younger generation?

Do you believe a workplace should change its approaches to attract younger workers?

Increase pay and benefits Introduce apprenticeship programs Offer more flexible hours/dispatching options Visit schools to promote industry careers Start showing all drivers more respect Other Pay for training “MORE Introduce new technology HOME TIME.” Offer formal mentors

YES

71 % NO

29 %

When do you personally plan to retire?

12% 30% 26% 22% 10%

This year 2-5 years 6-10 years 11-20 years 21+ years

How financially prepared are you to retire?

(5=well prepared)

n 10% o 11% p 29% q 30% r 20%

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

Next month: Future trucks FEBRUARY 2019

25

Dispatches

Heard Street on the

Roger Alm

Alm heads Volvo Trucks Roger Alm has been named the new president of Volvo Trucks and been appointed to

Nine honored by Atlantic association Nine people were honored during the recent Atlantic Provinces Trucking Association awards dinner, recognizing outstanding contributions and dedication to the trucking industry and their communities. Harold MacAulay of Armour Transportation Systems was named Good Samaritan, and Karen Dorey of Eassons Transportation Group earned the Helping Hand Award. Bill Purdy of Clarke Road Transport is Professional Driver Coach of the Year. Rheal Richard of Atlantic Pacific Transport was honored for Safety to Motor Transportaiton, Patrisha Flemming of Classic Freight Systems is Dispatcher of the Year, and Dannial J. Carruthers of Midland Transport is the region’s Driver of the Year. Jean-Claude Robichaud of

Volvo Group’s Executive Board.

He replaces Claes Nilsson, who retired on Jan. 1. Alm, who was president of Volvo Trucks’ European division, began his career with the company in 1989. He has also led operations in Latin America and Europe.

Randall P. Breaux

Atlantic Pacific Transport is the CTA/Volvo Trucks Canada National Driver of the year. Service to Industry Awards were presented to Vicki McKibbon of Armour Transportation Systems (2017) and Paul Easson of Eassons Transportation Group (2018).

Zobairi responsible for Wakefield commercial Hasan Zobairi is now responsible for commercial and industrial sales at Wakefield Canada, in a newly created sales division. The vice-president of consumer and industrial sales joined Wakefiled in 2015. He was most recently national sales manager – commercial sales, and played a key role in Castrol’s recent industrial business transition. “The commercial and industrial lubricant markets represent a significant growth opportunity for Wakefield,” said Dave Fifield, president of Wakefield Canada.

Currier promoted at Train James Currier has been promoted to the role of national account manager at Train Trailer, where he will oversee sales teams and help manage major national accounts. He’ll be based at the company’s new head office in Bolton, Ont. For the past two years, Currier has served as senior account manager.

26

TODAY’S TRUCKING

James Currier

Breaux to lead Motion Motion Industries, a subsidiary of Genuine Parts Company, has named Randall (Randy) P. Breaux as president. He most recently served as executive vice-president of marketing, distribution and purchasing, and has almost four decades of experience in the industrial manufacturing and distribution markets. He joined Motion in May 2011 after 21 years with ABB/Baldor Electric Company.

Dispatches

Trendingg on Ford’s Focus was Trucking Ontario media and opposition critics were openly wondering where Premier Doug Ford could be found as his province introduced cuts to specialized school programs and back-towork legislation for hydro workers.

The team at Challenger Motor Freight knew exactly where he was.

The premier visited drivers, technicians and office staff on Dec. 17, shaking hands and posing for pictures throughout the fleet’s head office in Cambridge, Ont. He even climbed behind the wheel of a truck, accompanied by fleet founder Dan Einwechter and Ontario Trucking Association chairman David Carruth.

The tour was followed by a half-hour briefing about the trucking industry’s labor shortage and the “Driver Inc.” model that registers employed drivers as independent businesses to avoid source deductions like taxes and WSIB payments.

Einwechter estimated the business model costs provincial and federal coffers between $600 million and $1 billion per year, and suggested one fleet annually saves about $12 million in tax pay-

@todaystrucking Your go-to social media source

.com

ments through the loophole. He also appealed for immigration avenues and the re-opening of the Ontario Foreign Worker program to help address trucking’s labor shortage.

“That pilot program in Ontario right now that’s working for the construction industry – Challenger founder Dan Einwechter we want to be a part of (right) takes Premier Doug Ford on a it,” said Ontario Trucking tour of the company’s facility.

Association president Stephen Laskowski. “We need some labor. I have a member in Northern Ontario that has 20 trucks parked on the side of the fence, not because he can’t get the loads to move. He can’t get drivers. That’s not good for Ontario, it’s not good for the economy, and it’s not good for our sector.”

Ford said the labor shortage is not unique to trucking.

“We are hearing this in every single industry, everywhere we go,” the premier said. “I’ve heard it at my own company in the printing business. It’s a lack of qualified people and retention.”

24.7K 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

Dec. 20

Jan. 2

. @DaimlerTrucksNA hands over the keys to an electric eM2 to @PenskeNews. And the companies won’t be alone in such tests during 2019. Prepare for the Year of the #ElectricTruck. www.todaystrucking. com/welcome-to-the-year-of-theelectric-truck/…

Attention #truckdriver – don’t read this article when you’re behind the wheel.

Ontario is just the latest Canadian jurisdiction to raise fines and other penalties for #DistractedDriving. www.todaystrucking. com/distracted-driving-fines-andpenalties-on-the-rise/…

Dec. 29 There was plenty of #trucking news to cover in 2018. Do you know which topics made our list of the Top 10 Newsmakers of the Year? www.todaystrucking.com/ truckings-newsmakers-of-2018/…

@todaystrucking

TodaysTrucking1

FEBRUARY 2019

27

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Legal

Protect Loaded Livestock from Undue Suffering

By Jaclyne Reive

T

he need to care for cargo takes on a special meaning when transporting livestock, especially when it comes to avoiding undue suffering.

Many of the related obligations were established through a March 2017 federal court case between Maple Lodge Farms and the Canada Food Inspection Agency (CFIA). And another case in October 2018 – between the CFIA and A. S. L’Heureux Inc. – expanded on these principles.

While each case was unique, they both serve as cautionary tales for those who haul livestock.

The Maple Lodge Farms case was linked to a January morning when spent hens were rounded up and left in the extreme cold for four hours before being loaded onto an unheated trailer that had mechanical problems.

Since the trailer used passive ventilation, the birds were then exposed to cold temperatures for a 12-hour journey.

To compound matters, when the truck arrived at its destination, the facility was undergoing a mandatory sanitation process. The hens couldn’t be slaughtered right away. This meant another 12 hours in an unheated barn. Once that time had passed, 12% of the hens were already dead.

Maple Lodge Farms was held responsible for prolonging the undue suffering

of the hens during loading and transportation, contrary to Health of Animals Regulations. And since this was an absolute liability offence, the agency didn’t need to prove intent. The shipper wasn’t allowed to use “due diligence” as a defence, either.

The court concluded that the spent hens should never have been subjected to the unheated trailer after being rounded up in the cold. Even though the court said the undue suffering was ultimately caused by others, it still held the consignee liable.

A.S. L’Heureux Inc. In the October case, A.S. L’Heureux argued that a weak pig was injured despite proper precautions taken by employees.

Even though due diligence can’t be used as a defence, the court still considered the steps that were taken to avoid the undue suffering.

This influenced the severity of the offence and the associated penalty.

Tips for carriers Because of the way regulations are worded, anyone who transports or causes an animal to be transported – including a carrier – can be held liable for the way transported animals are treated. It means carriers should: Take extra precautions if an animal has any particular vulnerabilities. Establish a plan to address any of these

vulnerabilities, and since no due diligence defence is available, ensure the plan is implemented.

When picking up the load, ask the shipper for a report on the conditions that livestock have faced for the past few hours. Consider whether there are any risks of undue suffering. Remember, you don’t want to be found to prolong or aggravate any suffering.

Ensure that any containment systems are properly constructed and maintained, include adequate ventilation, and have secure fittings. Also look to see that bolt heads, angles or other projections are properly padded, fenced off, or obstructed.

Ensure the containment system is strewn with sand or fitted with safe and secure footholds for the livestock, and litter the space with straw, wood shavings, or other bedding material.

Give employees clear and appropriate instructions, and implement specialized training programs. And use a series of graduated sanctions or benefits to encourage

employees to comply with any directives.

Record the condition of livestock when receiving the load, during transportation, and when completing a delivery.

Ensure contracts require shippers to notify you about any concerns with the state of the livestock when picking up the load, or to identify any extra precautions that may be needed. If the shipper fails to do this, the contract’s language should indemnify you of charges under the regulations.

Include a provision in your contracts to deny liability for any undue suffering caused through a consignee’s acts or omissions in holding areas.

It’s often the final journey such cargo will take. Carriers have a responsibility to ensure there is no undue hardship along the way. TT

Jaclyne Reive can be followed on Twitter through @jaclyne_reive, or her blog at https://jaclynereive.wordpress. com. This column is intended for information purposes only and does not constitute legal advice.

FEBRUARY 2019

29

DO NOT CROSS THE LINE WHEN IT COMES TO YOUR TAX OBLIGATIONS Are you ready to file properly as

an incorporated driver & issue T4As? CRA has clariďŹ ed incorporated company drivers are Personal Services Businesses (PSBs) and not eligible for any small business deductions. Trucking ownership must now issue T4As to all self-employed contractors. Are you ready to comply? Now is the time to get educated.

For more information on Canada Revenue’s 2018 tax guidance on self-incorporated drivers, Driver Inc., PSBs and mandatory T4As in the trucking sector, please visit cantruck.ca/driverinc

Compliance

Unified Carrier Registration (UCR) Fees Drop

By Heather Ness How are UCR funds used?

I

f you operate into the U.S., keeping your fleet legal can be quite the undertaking.

You need a USDOT number and for-hire authority, if applicable, from the Federal Motor Carrier Safety Administration (FMCSA). There are uniquely American motor carrier safety regulations, including driver qualifications and hours of service. And you’re subject to drug and alcohol testing if drivers are operating commercial motor vehicles.

The time and expense involved in obtaining the necessary credentials and implementing compliance policies can be steep. However, you’ll now pay a little less for one operating credential.

The 2019 Unified Carrier Registration (UCR) fees were recently adopted by FMCSA and are lower than previous years. In fact, the fees are the lowest they’ve been since the UCR’s inception in 2007.

The 2019 UCR filing period began on Jan. 1, and you’ll need to file by April 1.

Here’s what else you need to know to ensure your filing is completed accurately and in a timely manner:

Canadian carriers must pay Carriers based in Canada are subject to the UCR filings.

But because you’re not based in a state that is a member of UCR, you can choose a UCR filing base state. For example, if you’re based in Ontario and that is your only

It may appear you don’t get much for your money – not even a piece of paper, since there’s no need to carry a receipt or credential.

On-road enforcement is conducted electronically by using your USDOT number. But there is broader benefit to paying the UCR. The collected fees are used to fund motor carrier safety initiatives and enforcement programs in the U.S., as well as to fund the UCR program itself.

2020 and beyond

business location, you can choose Iowa, Illinois, Indiana, Kansas, Michigan, Minnesota, Missouri, Nebraska, Ohio, or Wisconsin.

$59,689. In 2020 and beyond, the rates rise to a respective $68, $204 , $407, $1,420, or $66,072 per entity depending on the same fleet sizes.

Vehicle counts and fees

Filing your UCR

The fees paid for the UCR are based on the number of vehicles operated into the United States. Typically, carriers use the number of commercial motor vehicles they report on the MCS-150 on file with FMCSA. In 2019, those with one or two commercial motor vehicles pay $62 per entity, while those with three to five of commercial vehicles pay $185, six to 20 pay $368, 21 to 100 pay $1,283, 101 to 1,000 pay $6,112, and 1,001 or more pay

The UCR informational and filing sites are now active at plan.ucr.gov and www.ucr. gov. These official sites were developed earlier in 2018.

New for the 2019 filings is a requirement for two pieces of data to log into the site – specifically, your USDOT number and the last four digits of your U.S. Federal Employer Identification Number (FEIN) or Canadian Social Insurance Number (SIN).

Third-party services can also be used to help file the FCR.

Carriers that wish to continue operating in U.S. commerce are required to complete the annual UCR filing.

The upcoming year’s UCR filings usually start on Oct. 1 of the preceding year and run until Dec. 31. It means that, for 2020, filing will likely start this Oct. 1 and be due by Dec. 31, 2019.

Delays in the filing start dates for the 2018 and 2019 filing years were a bit of an anomaly because FMCSA didn’t adopt the fees in time for filings to begin Oct. 1.

So for 2020 and beyond, you may need to file a bit earlier than you did this year. TT Heather Ness is the editor of Transport Operations at JJ Keller and Associates. Contact her at transporteditors@jjkeller.com.

FEBRUARY 2019

31

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Open Mike

The Fuel Surcharge Conundrum

By Mike McCarron

I

was recently working with a carrier on its fuel surcharge policy and reminded what a complicated and antiquated system we have for handing fluctuations in diesel prices.

When I owned MSM Transportation I occasionally wondered why a surcharge should be such a high percentage of a shipment’s total price, to the point where the base rate had so little bearing on our profit.

But like everyone else I went with the flow.

Now, six years later, the more I step back and see a broader view of the business, the more I realize there has to be better way.

All over the map A lot of carriers use modified formulas based on the weekly fuel index published by either the Freight Carriers Association of Canada (FCA) or the U.S. Department of Energy.

Many larger shippers have their own programs, which they ram down the throats of carriers who want to haul their freight. The CEO of one large carrier told me, “Retailers in particular are infamous for using a formula to make sure the carriers get screwed.”

Whether you’re a carrier with your own program or you’re being force-fed a surcharge by a customer (or multiple customers), there’s zero standardization in the industry about how

surcharges are calculated or applied. Their complexity requires a PhD to understand.

That’s a No-No One question I always had about fuel surcharges is why the base rate can’t be changed to better reflect today’s diesel prices, versus a rate that’s decades old. It would be great to get a permanent jump in base rates and eliminate today’s unsightly 35% extra charge.

The problem is the Competition Bureau in Canada and the U.S. Federal Trade Commission.

When the Freight Carriers Association of Canada was founded, it was copacetic for a bunch of carriers to sit around and talk about price.

Today that’s called collusion, and it could land you in the slammer.

Moral of the story: If you rely on a third-party body as a base for your fuel surcharge program, you’re stuck with a system that’s not changing.

Double negotiating The first lesson in Business 101 is never to negotiate two deals with one customer at the same time. A fuel surcharge is even more precarious because you’re hammering out two separate prices to come up with one net price.

Unfortunately, one plus one does not always equal two. One CEO told me bluntly: “Customers don’t understand that, no matter what formula

they use, the base rate will be adjusted to get the number we want.”

Fuel surcharge negotiations between carriers and shippers is where the game playing begins. It’s bad for building the trusted partnerships you need to grow your bottom line.

Despised by the industry When asked about fuel surcharges, a senior executive from a large publicly traded carrier didn’t hold back: “I hate [I’ll let you imagine his preferred adjective] fuel surcharges. They’re just another way to screw the carrier.” Not every carrier I spoke with was that foul, but most weren’t far off.

Many complained about the administrative burden and costs of negotiating and managing surcharge programs for each individual customer. Running multiple programs makes pricing and billing almost impossible to automate.

Then there are shippers who want to have their cake and eat it, too. When fuel prices go up, customers want all-in rates. When the opposite occurs, they get amnesia and want to switch to a base rate plus fuel.

Every person I spoke with agreed that a standardized surcharge system would make life a lot easier for shippers and carriers alike. We know that’s not happening because not many trucking executives want to spend time in the crowbar hotel.

Abolishing the fuel surcharge isn’t the answer, either, since it’s the only way carriers can hedge against fluctuations in the price at the pumps.

Is there a better way? That’s for next month. TT Mike McCarron is the president of Left Lane Associates, a firm that creates total enterprise value for transportation companies and their owners. He can be reached at mike@ leftlaneassociates.ca, 416-551-6651, or @AceMcC on Twitter.

FEBRUARY 2019

33

WORK WITH DRIVER SERVICES CAN BE FLEXIBLE AND PROFITABLE – WHEN IT'S ALL ABOVE BOARD

By Jim Park There is a whole subset of truck drivers who don’t work directly for a fleet, but enjoy steady work with flexible hours and generally a little more freedom. Still others are hooked up with prime companies that offer top pay and great benefits, but collect their pay stubs from a third party.

They fall under the umbrella of driver services – the companies that place drivers on temporary or permanent assignments with for-hire and private carriers alike.

Defining exactly how a driver service operates can be a bit confusing because each business comes with a slightly different mandate. Many serve as temporary staffing services for transportation and logistics companies that need drivers on a short-term basis, maybe to supplement the labor force during peak periods, or to fill seats during short-term contracts and vacations. Their efforts are not limited to drivers, either. Some services also supply material handlers, dispatchers, mechanics, and others. The assignments themselves can range from a day or two to several months, or even full-time positions depending on the needs of the companies involved. And sometimes temporary assignments can lead to full-time positions with a fleet.

Other driver services operate as extensions of the carrier or company requiring drivers. In effect, these companies may function as a carrier’s human resources, safety and compliance, dispatch, and training departments. It’s all outsourced.

For example, a driver would work for ABC Staffing but drive trucks belonging to Company X. In many cases, all of Company X’s transportation and logistics needs would be provided by ABC Staffing – including drivers, dispatchers, payroll, and the safety department.

Responsibilities for screening and hiring drivers, ongoing training, safety, and

34

TODAY’S TRUCKING

compliance would all fall to ABC Staffing, along with the payroll responsibilities, vacation pay, and tax deductions at source. Company X would pay ABC Staffing for the service on a cost-plus basis. Drivers would get their cheques and benefits from ABC Staffing even though they might wear a uniform bearing Company X colors.

“We replace the personnel department, the payroll department, and the safety department,” says John Harrison, director of transportation operations for CPC Canada, a company that specializes in sourcing drivers and other logistics personnel for major private carriers. “We’re really a lot more than simply a company set up to supply drivers to a carrier.”

TO

SERVE DRIVE

AND TO

Harrison says CPC Canada is virtually unknown in the industry because all its drivers are driving its client’s equipment.

With more than 3,300 drivers across North America, it's a significant player, but few drivers have ever heard of the company. While that poses some recruiting problems, Harrison says most of his new hires come through referrals.

“We have a really aggressive driver referral program,” he says. “We face the

same [recruiting] challenges as most other companies, but we are looking for experienced and ready-to-place drivers.

That makes it a little tougher, but the referrals help a lot because drivers talk.”

CPC provides drivers and other personnel to some high-profile private carriers, so the jobs can be ranked as desirable.

The runs are steady and the routes are predictable – and so is the scheduling and time off. You’d think that would set

To Serve and to Drive

Many drivers find steady work behind the wheel without working directly for a fleet. Driver services fill the gap.

them apart from the for-hire crowd, but CPC still has to work to find drivers.

Harrison says just a couple of years ago he had a waiting list of drivers wanting a placement through CPC. “Not anymore,” he says. “We are trying to find good drivers just like everyone else is, but we have very high standards. A lot of people pass through the doors, but not many qualify.”

While CPC focuses on placing drivers into permanent full-time positions with established private carriers, other companies like Kee Human Resources focus on providing drivers and other personnel mostly to for-hire carriers and other industries.

Beyond a temp agency “We do not consider ourselves to be a driver service or a temp agency,” says company president and CEO Kieran O’Briain. “We are more of a human resources management company, specializing in finding suitable and drivers mainly for the for-hire sector of the trucking industry. We start with the recruiting process, then we screen and road test the applicant. And if everything works out, we hire them for eventual placement with one of our carrier clients, but they remain our employee.” Kee does maintain a small pool of drivers available on short notice, to fill gaps with his regular clients, but that’s

usually the drivers’ choice. “There are people who do not want to work full time or to be tied to a certain carrier,” he says.

The advantage for drivers working for companies like Kee HR are a slightly more flexible work environment and probably a benefit plan, which is not always offered by for-hire carriers.

Kee’s client base includes several large fleets, and drivers can choose (depending on availability) where they’d like to work.

If after a time the driver or carrier finds things are not working out, the driver can be reassigned without quitting and beginning the job search all over again.

“The wages we pay to the driver are FEBRUARY 2019

35

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To Serve and to Drive exactly the same as the carrier’s own employee drivers make,” he says. “It’s not like they are second-rate drivers or fill-ins. If there are differences with the internal pay scale – such as running Canada-only compared to running to New York City – our pay rates reflect that, too.”

A question that often arises is how to the driver services make any money.

“Cost-plus,” says O’Briain. “We are taking on the challenge of recruiting, screening, and testing the applicants, so we are reducing the carrier’s hiring costs. Our share of the withholding tax, CPP, WSIB and the like is pretty transparent. So the carrier pays all that, as they would with their own employee and we mark up all our services appropriately.”

While drivers working for a staffing company are unlikely to be paid more than native drivers, they are equally unlikely to be paid less. So what’s the advantage to working for an agency rather than directly for a carrier?

Probably flexibility.

“We face all the same recruiting challenges that any employer faces today, so we have to distinguish ourselves in the market and offer something different, something drivers really want,” says Tracy Clayson, director of client development at In Transit Personnel, owned by CPC Logistics with Quality Driver Solutions.

It offers temporary, permanent, and contract positions for city, local, and regional drivers as well as forklift operators and administrative staff. “We have a very diverse client list, so drivers who choose to work here have a lot of options.”

She says In Transit has some clients that are open to helping drivers develop new skillsets and move into different lines of work, such as roll-off or disposal and even tanker assignments, but she’d like to take it even further. “I’d like to be able to do more in terms of helping entry-level drivers gain some experience,” she says. “I’m trying to encourage others within our group to set aside their fear of the risk associated with hiring entry-level drivers and establish a controlled finishing school where we have coaches to help these drivers develop their critical on-road skills.”

The stain of Driver Inc. Working for a driver service can be a pretty good for a driver, provided it’s all above-board. Unfortunately for the legitimate operators, there’s a breed of competitor that doesn’t play entirely by the rules.

Known colloquially as Driver Inc., these companies pay drivers under the table and don’t fully inform them of tax and other legal obligations. The rates of pay vary, but they often initially appear to be greater than the prevailing rates because they include “the cost of employment” or the employer’s share of the tax burden.

It puts legitimate companies at a recruiting disadvantage while leaving workers with unexpected tax liabilities.

Some say the problem lies with drivers who come from other countries where regard for employee compliance, paying taxes, and fair competition may not be as firmly ingrained as it is in Canada. Other blame carriers and unscrupulous driver services for exploiting these drivers and taking advantage of a tax loophole.

“I compete with companies using the Drivers Inc. model, and that gives them an unfair advantage,” says Clayson. “I pay my taxes and I pay my employees fairly and competitively, but I’m seen as more expensive in the market than those other operators because I’m following the rules.”

The Driver Inc. business model isn’t technically illegal, although it falls into very shadowy territory. The use of contractors for certain types of work is not uncommon, but rules applying to the use

of contractors in transportation have a “means” test that usually includes owning some of the equipment necessary to perform the job – in other words, a truck.

Sole-source driver services were recently classified by Canada Revenue Agency (CRA) as Personal Service Businesses, or PSBs, which leaves them without the ability to deduct most of their “business” expenses, while removing most of the protections and benefits offered to traditional employees, such as WSIB, vacation and statutory holiday pay, and protection from unfair termination.

“A lot more people are doing this than you might think,” says O’Briain. “CRA hasn’t actually said no to this practice, but they do want see the T4As filed for every driver you pay as a contractor.

The big problem is that most of these arrangements are completely under the table, like [a] cash job by the guy who seals your driveway for a hundred bucks with no receipt.”

Ironically, the big loser in all this is the driver – the one most needed to make trucking work. Certain companies are playing fast a lose with the rules, offering what at first appears to be a pretty good deal to the unsuspecting driver.

That driver might not realize his or her mistake until sometime down the road when they get that call from CRA, which will probably sour another driver on the trucking industry.

“It’s short-term gain with long-term pain,” says Clayson. TT FEBRUARY 2019

37

Milk trailers can find a second life in other service on a farm.

GOT MILK? DAIRY HAULERS CONCERNED ABOUT SUPPLY MANAGEMENT CHANGES

By Eric Berard

38

TODAY’S TRUCKING

No matter where milk is hauled, questions are being raised about the future of the supply management model that governs how much dairy is produced and processed in Canada.

More than 5,000 people took to the streets of Montreal in November in a protest against international trade deals that could reduce the amount of milk produced by Canadian farms, and related demonstrations continued in December. Further west in Peterborough, Ont., concerns were being raised about the origin of milk that will be processed in an $85-million facility planned by Coca-Cola, although the company stresses that location will be supplied milk from Canadian dairy farmers once it begins operations.

The more milk we import from the U.S. through the recently negotiated USMCA, from Australia through the Trans-Pacific Partnership (TPP), or from the European Union through other free trade agreements, the less milk is produced in here – reducing the volumes moved by Canadian trucks. Yes, there are still loads to move from distribution centers to grocers, but there is plenty of the white stuff moving from farms to processing facilities.

Canada produces 8 billion liters of milk a year, and the Boston Consulting Group suggests 40% of that could be at risk without a supply management model. In the U.S. market that runs without a supply management model, half of the farms produce 97% of the milk. The other farms compete for the 3% that remains.

Canada’s milk carriers are concerned.

“If the farms lose 10, 15, 20% of Canada’s milk supply, we’ll lose

Got Milk?

SPEC’ING A

MILK TANKER STAINLESS STEEL is the key material for milk. “Everything has to be AAA approved,” says Colin Kerr, president of Alberta’s milk haulers association.

Welds need to be nice and smooth so nothing will remain in crevasses after a good cleaning. “If there’s any kind of porous surface at all, the milk will stick to it and bacteria will start growing,” Kerr warns.

INSULATION thickness is typically in the four-inch range. Styrofoam or fiberglass can be used, though each has merits and weaknesses, Kerr says. Styrofoam can melt when exposed to overheated cleaning fluid (at more than 82 Celsius). Fiberglass tends to collect water and road debris if the shielding is not perfectly sealed, adding to overall weights and reducing payload capacities over time.

Family connections There are 12,000 dairy farms in the country, and their cows all need to be milked twice a day, feeding tanks that hold up to 2.5 days of production. This means each dairy farm is visited by its milk carrier 182 times a year.

“We have very good relationships with our farms. Bigger farms here are still family-owned,” Wagers adds.

The friendly relationships will often lead to other dealings, such as farmers buying milk haulers’ used tank trailers for chemical spreading, adds Colin Kerr, president of Alberta’s milk haulers association. “Most of us get calls regularly from the farming community, looking to see if there’s any trailers available.”

The work is also more complex than backing up to the level, asphalted dock in an industrial park.

Simon Madore, owner of the two-truck SM Translait – and also the mayor of Coaticook, Que., a community known for its ice cream – refers to challenges such as farm laneways that can be steep, bumpy or unplowed. Rural and gravel roads are often the last to be de-iced, and pick-up points can be remote.

Wager refers to one driver who had to call for a winch because the

DRUM BRAKES seem to withstand the dust and dirt of rural roads better than discs, according to Kerr. But if you do mainly highway or city driving, discs last longer, don’t come out of adjustment, and offer safer braking.

SLIDING SUSPENSIONS to enhance weight distribution have not been successful in milk hauling, he adds. The moving product can cause premature component wear, and they can be difficult to slide when caked with mud.

Photo: Tremcar

the same way. Any time the U.S. gains, we lose,” says Ken Wagers, who with his wife Jill owns Milk Movers – a fleet of eight tractors and seven tridem trailers based just south of Red Deer, Alta. “There are 15 [milk] haulers in Alberta. We are Number 4 for size.”

They’re typical of the small businesses that serve this sector.

COMPARTMENTS reduce the milk movement. Yet, each time you add one, you lose 600 to 700 liters of potential payload, Kerr says. Single-barrel tanks can be considered when a single pick-up is enough to fill one.

FEBRUARY 2019

39

Got Milk? truck simply couldn’t make the hill on the return trip. Situations like that are not unique to Alberta.

“If it’s a Sunday and there’s icing rain, we put the chains on the tires and we just go. We don’t have a choice; cows don’t stop production,” Madore says. He knows the realities of the business well. He remembers the days when his dad collected milk

jugs by hand, delivering them to homes in the family’s old six-wheeler Ford.

Driving is just one of the challenges.

Milk haulers do much more than steer a wheel. Each day and for each farm’s production, drivers need to grade the milk’s appearance, taste it, smell it, and verify temperatures to make sure everything is acceptable before loading.

“Once it’s in our truck, we become responsible for the cargo,” Madore explains.

Used to move food-grade cargo, today’s 35,000-liter trailers also need to be thoroughly washed inside and out using heated water and chemicals after every delivery. Think of it as a giant dishwasher with a circulating system.

The trailers are insulated rather than heated or refrigerated, and temperatures can’t vary by more than 2 Celsius in 24 hours.

This can be a challenge when facing the warm Chinooks that sometimes blow through Alberta. “We can deal with 40-degree temperature changes from where we leave in the morning to where we deliver,” Wagers says, adding that 100 km/h winds can also push a milk tanker that’s already filled with moving fluids.

He occasionally turns to a tracking system to monitor driver safety when Mother Nature strikes. “When the truck is at 30 km/h, you know the roads are really bad,” he notes.

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Traveled distances will vary from one milk hauler to the next, depending on what dairy plant the drivers need to serve.

And this can sometimes be a challenge against the backdrop of hours of service.

Wagers says his trucks sometimes have to travel four hours in one direction before returning, pushing them ever closer to the maximum 13 hours on duty.

Dairies, meanwhile, have been known to ask trucks to complete deliveries 12 hours after cows are milked, forcing drivers to go off duty and then return on duty for a late-evening shipment.

The extra responsibilities and mandatory agri-food technology training make it even harder for milk haulers to recruit drivers. “Even if we find a Class 1/A driver, he’s not allowed to collect milk until he passed the course,” Madore says, noting that there can be several months between the moment when a recruit applies and when the training is available.

On the plus side, most of the drivers know they’re going to be home every night, maybe to share a bowl of ice cream with their kids. TT

Technology Combined with other recent changes

by Halterm – including 7 a.m. start times, and ensuring staff are always on hand to cover lunch and breaks – it’s all making a difference.

Port of Montreal

Port of Halifax

Data Ports Ports leveraging technology, gate hours to ease congestion

By John Tenpenny Efforts to ease congestion at Canada’s ports are often anchored in physical changes. Announcements last year alone ranged from $45.8 million for road improvements around the Port of Montreal, which processes about 2,500 trucks per day, to planned upgrades at the Port of Hamilton that are meant to improve access to a new container positioning depot.

But another layer of recent upgrades – involving everything from shared data to extended gate hours – has also been introduced to keep intermodal containers rolling.

Port of Halifax The Halifax Port Authority, for example, is now using its central website’s Port Operations Center to communicate with the entire port community. From here, everyone from terminal operators to truck drivers and dispatchers can view live turnaround times at the South End Terminal (Halterm) and Fairview Cove Terminal

(Ceres Halifax) container facilities.

A terminal gate metrics tool tracks the time that trucks sit in a marshalling area’s queue before entering the inbound gate, while another tool tracks the time it takes for the trucks to be serviced and exit the outbound gate.

Being able to access both ports through a single site saves time when tracking containers, says Verna Siteman-Burns, director of warehouse solutions for Sable Warehousing and Distribution – a division of Day & Ross Transportation Group.

“The terminal gate metrics is a welcome addition and allows me to view the potential turnaround time of my drivers at both locations,” Siteman-Burns explains, noting that the site offers a fairly accurate idea of when to expect customs clearance from a broker.

“We also rely heavily on the daily status report, which advises when specific ships are arriving and/or docking, for containers we are in a hurry for.”

Halifax is not the only port to realize the value of extending hours.

Up the St. Lawrence Seaway, the Montreal Port Authority introduced more off-hour truck pickups beginning in September, opening terminal gates between 6 a.m. and 11 p.m. rather than closing at 3 p.m.

A pilot project that was launched last May initially extended closing hours to 7 p.m., responding to ever-increasing delays that were linked to the road restrictions caused by Champlain Bridge construction. Those extra hours cut between 34 and 52 minutes from the average time it took a truck to enter the port, go into a terminal, pick up or drop off a container and depart, the port authority says.

Since then, the facility’s Trucking Portal app has been upgraded to provide real-time information on the flow of traffic through the port’s four main gates.

With that, users can receive real-time notifications about traffic conditions, which roads are accessible, and operational issues.

Vancouver Port Authority A heightened focus on data is helping to steer long-term improvements as well.

Taking a longer-term view of congestion, the Vancouver Fraser Port Authority launched its Supply Chain Visibility project in 2015 to review the bulk cargo moving through the port – helping to identify rail and road bottlenecks, set priorities for future infrastructure projects, and optimize existing operations.

The first phase of that project tracked rail shipments of grain, coal and fertilizer from their provinces of origin to the vessels moored in Vancouver. Future phases will focus on cargo more likely to move by truck, such as forest products and container shipments. TT John Tenpenny is the editor of Canadian Shipper magazine.

FEBRUARY 2019

41

In Gear

46 Added Value 48 Newest Cascadia 52 Product Watch

EQUIPMENT NEWS, REVIEWS, AND MAINTENANCE TIPS

As weights increase, so do the demands for higher power.

Go Big or Go Home Big engine power is more than a luxury for some fleets

By Jim Park Big is a relative concept when talking about truck engines. Within the span of my career in the industry, “big” has crept upward from 350 hp back in the early 1980s to the 600 hp we have today.

The first trucks I drove in the late 1970s and early 1980s were sub-300hp models like the Mack ENDT-676 I learned on – it generated 285 hp and a dizzying 1,080 lb-ft of torque – and the “Shiny 290s” I drove at Liquid Cargo Lines. We hauled three- and four-axle tankers with those Cummins NTC 290 engines. Some of the senior drivers at the company had 350-hp engines, but other than bragging rights there wasn’t much difference between the two.

There were bigger engines around at the time, like Caterpillar’s 3408, which was actually a marine and industrial engine. Some owner-operators managed to shoehorn those V8s under their hoods and went down the road with up to 800 hp under foot – at little more than

42

TODAY’S TRUCKING

two or three miles per US gallon.

Mack’s E9 V8 engine was also around at the time, officially cranking out up to 500 hp, but there are accounts of some of these putting 650 hp or more to the wheels … after a few adjustments.

Driving back then on hilly Interstate 81 between Syracuse, N.Y., and Scranton, Penn., I spent a lot of time behind a 290 staring at the four-way flashers of other guys with their 290s and 318s. The big dogs with their 500- and 600-hp Cats and Macks would roar by in the hammer lane, leaving us under clouds of black smoke, wishing we had a little more juice.

Wishing we had a little more and actually needing a little more are two different things. It would be hard to argue that any 40-ton American load needs 600 hp.

You can build a better case for Canadian trucks that weigh 55,000 kg and more.

The debate over big power has been raging for years. Do big engines burn more fuel? Is 600 hp and 2,050 lb-ft more

efficient or productive than 500 hp and 1850 lb-ft? Do big engines improve productivity? Are they necessary?

We have asked numerous engineers these questions over the years, and the consensus seems to be that the laws of physics demand a certain amount of power to move a certain load at a certain speed. Cruising along a flat section of road at 100 km/h will require X horsepower, let’s say 200, but it’s probably less with today’s advanced aerodynamics. If you travel at 110 km/h you might need 225 horsepower. At 90 km/h, you’ll need only 175. It doesn’t matter how big the engine is, it will still produce only what’s needed to maintain the desired speed.

If you increase the weight, you’ll need more power to maintain that speed. If you’re pulling a hill, you’ll need more power to keep the truck moving at that speed. At some point, after dialing in several variables, you run up against the limits of the engine’s ability to maintain road speed on a hill. That’s when the 450s and 500s start losing ground to the 600s. You only pay for the extra power when you use it. Maintaining 100 km/h on a hill with 600 hp will require more fuel than a 450 that can maintain only 80 km/h.

So much for physics. In the real world,

In Gear if you have the power you’ll use it, and yes, fuel economy will suffer. On the other hand, underpowered trucks are frustrating to drive, and might even be dangerous if they impede the flow of traffic.

“Try running Hwy. 138 between Sainte-Anne-de-Beaupré and Sept-Isles on Quebec’s Cote-du -ord with a B-train and a 475 engine,” observes Pierre Aubin, owner of L’Express du Midi, Delson Transport, and Transport Audet, of Ste-Catharine, Que. “You’ll be crying.”

All of Aubin’s highway trucks are 600 hp and 2,050 lb-ft Cummins X15s, and he make no apologies for his choice of powertrain.

“If it wasn’t working for me, I wouldn’t be doing it,” he says. “We haul heavy loads here in Quebec and you need that power. Do we need 600/2,050 in the U.S.? Of course not, but for equipment utilization I’m not going to buy two separate fleets of trucks, one for Canada and another for the States.”

Next, consider his business case.

Overall, his spec’ – a Kenworth W900L with 86-inch studio sleeper, 600/2,050 X15, Eaton 18-speed manual transmission. and generally beefed up frame, crossmembers, and driveline for the heavy work – costs about $25,000 more up front than a more “typical” spec’.

But he claims that comes back twofold on resale.

“I have people calling me from all over Canada wanting to buy my used trucks,” he says. “I never have any problems getting my price because they know the

trucks will last 20 years. And drivers love them, which is pretty important today.”

In the same vein, Rod Olyowsky, operations manager of Regina-based heavy-hauler Cara Dawn Transport, runs a fleet of 30 heavy-haul trucks, mostly tri-drives, powered by Cummins X15 600/2,050 engines. While about half the work the company does is in the 50-ton range, the rest of it involves big loads – 100- and 150-ton loads into mine sites. For that work, big power is an absolute necessity.

“We don’t even worry about weight or fuel economy,” he says. “This business is the polar opposite of the freight business.

They fret about things like that. We buy the trucks we need to do a job.”

Like Aubin, Cara Dawn could maintain

a fleet of lighter trucks for the less-demanding jobs, but it’s hard to make that work on paper. Olyowsky says fuel costs are always a concern, so the company focuses on things they can manage, like idle reduction. “There’s no point worrying about fuel efficiency when you’re pulling 200,000 lb.,” he says. “We can attack that in other ways.”

Meanwhile, at Winnipeg-based Paul’s Hauling, the engine spec’ is very important for a different reason. That company hauls petroleum products in B-trains, and every liter in the tank is money in the bank. They run 13-liter Mack and Detroit engines at 505/1,850 rather than the 600/2,050 Cummins engines because of the weight savings.

“We load to gross and every 100 lb. is

Drivers gravitate to bigger power, but is it necessary? Sometimes the answer is yes.

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In Gear Bigger loads can require the heftier power of bigger truck engines.

worth so much in revenue at the end of the year,” says maintenance director Trent Siemens. “Every pound counts.

We’d be giving up 400-500 lb. on every load with the bigger engines.”

Over the past few years, the company has upped the ratings on its 13-liter engines, going from 485 to 505 hp on some models. Later this year they’ll take delivery of a few Peterbilts with MX13 engines at 510/1,850.

That said, Pauls’ spec’ now includes 70-inch sleepers, fridges, and other amenities that drivers crave, and everyone knows how difficult it is to find drivers.

“We do consult our drivers on future truck spec’s, and of course they’d love a 550 X15. But they understand the weight issues,” Siemens says. “Given a choice between the bigger sleeper and a bigger engine, they’ll take the sleeper every time.”

On the owner-operator front, has anyone ever met one who didn’t want more power? That may not be a fair assessment, but sensible ones will match their equipment to the job, like former HighwayStar of the Year Rene Robert.

He recently spec’d a new Peterbilt 587 for a job hauling magnesium chloride in B-train tanks around Manitoba and Western Canada. His spec’ included a 605/2,050 X15 and an UltraShift MXP automated 18-speed.

“There wasn’t much to talk about when I bought the truck. I knew I needed the 605/1,850,” he says. “I have been hauling trains for years and I know what works. I still have a 20-year-old

Freightliner with a Cat C15 550 engine.

It worked well for me all those years on trains and it’s still in good enough shape to keep and put a driver on. That work is hard on an engine, so you need a big block that will stay together.”

He says all things being equal, the fuel economy on the truck is decent,

4.5 mpg (52.3 L/100 km) at 62,500 kg, and the truck does the job well. “I’m not sure what advantage there would be in spec’ing something smaller, even an X15 at 550/1,850. I’d always be wishing I had ordered the bigger one.”

Thankfully, there are many different philosophies on how best to spec’ a truck and run a trucking company. Some are steeped in the full-aero fuel economy mindset, while others see trucks strictly as a means to an end and will buy whichever model and powertrain makes the most money. Somewhere in all that is the need to match the spec’ to the job.

And if the job requires 600 hp, so be it.

If a 700-hp engine were available, they’d probably eschew the 600 and buy the bigger one.

“Not many fleets spec’ trucks the way I do, and believe me, they should be free to spec’ their trucks anyway they want,” says Aubin. “But I have been doing it this way for 38 years. If it’s the wrong way then I should have gone bankrupt a long time ago.” TT

Spec’ing Big Power The line separating big engines from the others is blurring. When you can get more than 500 hp and 1,850 lb-ft from a 13-liter block, there’s not much space between those and the big-block engines delivering 100 additional horses and 200 extra pound-feet. All the newer 13-liter engines on the market now deliver Super-B pulling power, and a surprising number of fleets are successfully using them in just such applications.

But as some are fond of saying, “there’s no replacement for displacement.” Currently only two engines deliver the extra power heavy-haulers need – the Performance variant of Cummins’ X15 and Detroit’s DD16. Once you exceed 62,500 kg, as most heavyhaulers do, the need for the additional torque and horsepower is legitimate. It’s no longer a luxury like it might be for the Texas bull-haulers who just like the left lane.

Here’s a list of some of the big power options currently available.

Engine

Disp.

Horsepower

Torque

Dry weight (lb/kg)

Cummins X15 Perf

15.0L

485 - 605

1,650 - 2,050

3,152 / 1,430

Cummins X15 Econ

15.0L

400 - 500

1,450 - 1,850

3,152 / 1,430

Detroit DD16

15.6L

500 - 600

1,850 - 2,050

2,837 / 1,287

Detroit DD15

14.8L

400 - 505

1,250 - 1,750

2,718 / 1,233

Detroit DD13

12.8L

350 - 505

1,250 - 1,850

2,487 / 1,128

Mack MP8

13.0L

425 - 505

1,560 - 1,860

2,597 / 1,177

Volvo D13

12.8L

375 - 500

1,450 - 1,850

2,605 / 1,182

Paccar MX13

12.9L

405 - 510

1,450 - 1,850

2,600 / 1,179 FEBRUARY 2019

45

In Gear Canadian diesel is chemically consistent, but do you still need a fuel additive?

cetane rating within the fuel that causes poor fuel economy and hard starts during the cold months. A good fuel additive will boost the cetane number and solve each of these fuel-related issues.”

Diesel fuel quality

Added Value Does your diesel require a fuel additive?

By Jim Park Canadian fleets have few advantages over their American counterparts, but overall we have a better quality of diesel fuel than they do, and it’s chemically more consistent across the country. In the U.S., fuel quality can vary considerably from region to region and from supplier to supplier – even from truckstop to truckstop.

Americans are big consumers of fuel additives to help make up for those inconsistencies. The most Canadian fleets have to worry about, besides price, is cold-weather performance.

Still, many Canadian fleets – especially those with lots of U.S. exposure – would probably confess to treating their fuel with additives of some description. Some use detergent additives or lubricity agents to make up for the loss of sulfur in diesel fuel. Others use fuel stabilizers to offset the effects of aging and cetane improvers to optimize combustion, or in the words of some additive suppliers, “to increase horsepower and reduce emissions.”

It’s easy to be skeptical of such claims, and in most cases you’ll never know if the product is working or not. Take the claim of some additive makers that

46

TODAY’S TRUCKING

their products reduce harmful deposits on injectors. How does one gauge the condition of an injector short of tearing it down and examining it? If it fails, you might do that, but if it doesn’t fail over its expected life, is that a result of the additives you used?

In other instances, it’s easier to tell if a product is working. If you suffer from plugging fuel filters, for example, an additive can help dissolve the asphaltenes in the fuel. These hydrocarbons with a high molecular weight are usually found on the bottoms of the crude. They can also form in ultra-low-sulfur diesel (ULSD) because of the heat created by higher pump pressures inside the fuel system and returned to the tank from your fuel pressure regulator, notes Kevin Adams, director of research and development, Lubrication Specialties.

“High-performance fuel additives can contain ingredients that not only dissolve the asphaltenes that are already present in your fuel, but also to help prevent asphaltenes from forming and plugging filters,” he says. “Additionally, many trucks suffer from the effects of a low

Diesel engine makers need to account for swings in quality when designing and certifying their engines. Generally, they do not endorse or recommend the use of fuel additives.

“We do not recommend that Volvo truck owners add additives to diesel fuel.

If additives are needed, it should be done at the fuel supplier terminal,” says John Moore, powertrain product marketing manager at Volvo Trucks North America.

Cummins, on the other hand, surprised us last year by officially endorsing a fuel additive, recommending two Power Service products – Diesel Kleen + Cetane Boost and Diesel Fuel Supplement + Cetane Boost.

“Cummins engines are designed, developed, rated, and built to both certify and operate efficiently on commercially available diesel fuel,” said Josh Hahn, coolants and chemicals business leader at Cummins Filtration. “However, Cummins recognizes that there are poor-quality fuels on the market which don’t always meet ASTM D975 [the U.S. diesel fuel standard], and these fuel issues can result in a variety of issues for the customer, such as poor lubricity, low cetane numbers, low temperature operability issues, or injector deposits. Some cold weather operations may also call for the use of fuel additives when pourpoint depressants, wax-crystal modifiers, or de-icers are needed.”

When Cummins announced the Power Service partnership last year, director of technical quality and materials engineering for Cummins Roger England said: “In recent years, diesel fuel quality has become increasingly important as engines evolve and the diesel fuel manufacturing processes change.”

Meanwhile, Detroit Diesel says it does not have any specific requirements beyond current ASTM spec’s, but it does suggest customers take steps to ensure they are using good-quality fuel.

“Detroit does not specifically endorse

In Gear any brand or type of fuel additive, but we recommend Top Tier diesel fuel as it addresses many of the shortcomings of ASTM specifications regarding diesel fuel quality,” says Jason Martin, manager - HDEP thermodynamics and fuel map management at Daimler Trucks North America. “Top Tier is a voluntary retailer program that addresses the stability and lubricity of fuel, detergency, water and particulates – items that help maintain the performance of the fuel system over the lifetime of the engine, which is a contributing factor to ensure top engine performance.”

Top Tier diesel is available through many retailers in North America. The website notes, “Since retailers may also sell non-additized diesel fuel or diesel not meeting the Top Tier requirements, always check the dispenser for Top Tier Diesel Fuel.”

The cetane question Many additive products claim to improve cetane numbers. A fuel supply’s natural cetane number is influenced by several factors such as the base crude stock and the refining process. The minimum cetane number in the United States is 40, but actual numbers will vary. In Europe the minimum is number 51.

Higher is viewed as better, up to a point.

A BP oil website from the U.K. offers a clear and concise description of cetane and its effect on performance: “The cetane number is the key measure of diesel fuel combustion quality. The number relates to the ignition delay – the period that occurs between the start of fuel injection and the start of combustion.

Good-quality combustion occurs with rapid ignition followed by smooth and complete fuel burn: the higher the cetane number, the shorter the ignition delay and the better the quality of combustion.

Conversely, low cetane number fuels are slow to ignite and then burn rapidly.

These poor combustion characteristics can give rise to excessive engine noise and vibration, increased [soot] emissions [from incompletely burned fuel] and reduced vehicle performance.”

How do you know if you need a cetane improver? If you buy low-quality diesel then the improver will help, but if you

DO YOU NEED ADDITIVES WHEN USING ‘WINTER DIESEL’?

I

n the midst of a Canadian winter, it’s normal to worry about gelled diesel fuel. But how much of a concern is it really? Did that last jug of anti-gel additive keep you going through the cold dark night, or was the fuel already blended for cold-weather operation? Many Canadian fuel suppliers offer a winter fuel that’s blended specifically for cold weather, and that may be enough in most cases to prevent gelling.

“Diesel fuel is blended to meet the requirement for the region and time of use, so a blend delivered to Toronto at this time of year is considerably different than one blended for Edmonton or Vancouver,” says Suncor spokeswoman Nicole Fisher.

(Suncor owns Petro-Canada). “That being said, winter blends use more ‘light’ diesel components that have better cold-weather operability. Refineries also have a ‘winter mode,’ where they run some of the units differently or run some units only in the winter to produce diesel components that can be blended together to meet the cold-weather operability.”

Fisher says Suncor (and others) produce fuel to meet Canadian conditions by looking at 30 years of weather and temperature data for various regions or zones around the country, and then produce diesel to meet the requirement for any given zone. “For instance, Ontario has eight different temperatures zones, while Alberta has three and Yukon has only one,” she says. “In almost all provinces, the answer is a large range from the minus 20s to the minus 40s, excluding the Vancouver area where -10 C is as low as we need to go.”

If the fuel you’re buying doesn’t stray too far from home, chances are you’re protected. But if you buy it in a mild zone like Vancouver or Toronto and then head north, you may want to add a jug of prevention to the fuel before you leave.

“You have to add the product before the temperature drops,” cautions Pierre Barras, key account manager for process oils and special fluids at Total Canada. “The product can retard the formation of crystals, but it will not destroy crystals once they have formed. You have to add it before the temperature reaches a critical point.”

already have a good fuel supplier then the additive isn’t going to hurt you, but it might not be required.

“Filling at different locations you’ll see a variation in the fuel quality,” says Pierre Barras, key account manager for process oils and special fluids at Total Canada.

“I would say there is a benefit to adding something on a regular basis just to make sure that you cover all your bases.

You might not need it, but you won’t know. When you do need it you still might not know, and your fuel economy can suffer.”

There are many reasons to consider investing in an additive program, from increasing fuel mileage to reducing diesel particulate filter soot loads, maintaining good injector performance, and reducing corrosion within the fuel system.

Products are available that can accom-

plish all this and more. But there is a lot of product on the market that’s little more than colored kerosene.

It can be difficult to see the benefits of a good additive program for several reasons, says Barras. “A lot of people have tried products that didn’t work, or they didn’t do a thorough evaluation of the product and they didn’t see the performance improvements,” he says. “The other problem is they lose sight of the benefits over time. If a product claims it will help your engine last 10% longer, you won’t see that for eight or 10 years.

“The other problem can be the with the scope of the improvement,” Barras says. “If you get a 3% improvement in fuel mileage, it can be lost in imprecise testing and evaluation. Your variation might be as high as 5%. The gains get lost in the noise.” TT FEBRUARY 2019

47

In Gear The new Cascadia will be the first truck in North America to offer Level 2 automation, Freightliner says.

The Newest new Cascadia Freightliner unveils automated controls, enhances fuel economy in latest updates

By John G. Smith Daimler has sold 65,000 new Cascadias and booked orders for 50,000 additional units since unveiling the cornerstone of its Freightliner lineup in 2017. Now that new Cascadia is about to become even newer thanks to a broad series of upgrades for the 2020 model year.

Picture a truck that, in certain situations, will actually stop or steer on its own.

Chief among the upgrades are Level 2 automation capabilities – something that Freightliner stresses is an industry first. These combine automatic braking when spotting pedestrians and cyclists in a truck’s path, lane-keeping assistance that applies automatic steering corrections, and adaptive cruise control that will re-apply the accelerator if the cruise control needs to stop the truck for less than two seconds.

“The system is always alert and it never needs a coffee break,” says Wilfriend

48

TODAY’S TRUCKING

Achenbach, senior vice-president – engineering for Daimler Trucks North America. “The truck turns Inspiration into reality.”

His latter reference is a clear nod to the company’s autonomous Inspiration demonstration vehicle, first showcased in 2015 and foreshadowing some of the automated features coming to spec’ sheets.

The U.S. National Highway Traffic Safety Administration estimates that 94% of crashes can be linked to human error, and Daimler believes the latest technologies can help reduce the risk. Automatic braking assistance alone could reduce rear-end collisions 71%, serious driver injuries 78%, and fatalities 82%, the U.S. National Transportation Safety Board suggests.

The new Cascadia’s latest automated capabilities are anchored in technologies including a Detroit Assurance 5.0

suite of camera and radar systems to monitor surroundings.

Adaptive cruise control will automatically accelerate and decelerate to maintain following distances. Active lane assist, meanwhile, combines lane keep assist and lane departure protection.

When adaptive cruise control is enabled, this system applies small steering corrections to keep a truck in its lane. And if the new Cascadia drifts out of a lane without an engaged turn signal, the truck will automatically countersteer and sound a rumble-strip-style warning.

Active Brake Assist 5.0 fuses the Detroit Assurance 5.0 camera and radar system to detect moving pedestrians and cyclists in front of the truck, and will fully deploy engine retarders and foundation brakes if needed. That feature was first introduced in Europe on the recently updated Mercedes-Benz Actros.

The system offers similar support when identifying other moving and stationary vehicles and objects.

“Fleets with trucks equipped with forward collision mitigation systems can experience a 60% to 80% reduction in rear-end crashes, resulting in potentially fewer accidents and reduced operational costs,” said Kelly Gedert, director of product marketing for Freightliner and Detroit. Through Detroit Connect Analytics, fleet managers can monitor

In Gear how the safety features are being deployed, including times when drivers take their hands off the wheel for longer than 60 seconds.

An optional driver-facing camera can also help fleets view driver actions before, during, and after an automatic braking event.

But these are merely the changes at the front of the truck. Side Guard Assist will now detect objects – including pedestrians and cyclists – down the passenger side of a new Cascadia and 53-foot trailer behind it. Once something is spotted, an alarm sounds and a triangular light in the A-pillar begins to flash.

Fuel-saving changes

smooth the flow of air from the tractor to the trailer.

The Aero X option takes it all to a higher level with a half dozen more enhancements. It has a modular three-piece front bumper, optimized roof fairing deflector, 24-inch side extender, wheel well covers, and an optimized drive wheel fairing.

A new aerodynamic height control is an industry first for a production truck, and will lower the new Cascadia by a full inch at highway speeds and increase to normal ride heights at 70 km/h. Drivers have the option of disabling the system if driving through something like snow that requires the added ground clearance. And the new wheel fairings still leave room in the upper area of the wheel well so a lowered suspension can continue to deflect.

The low ground clearance bumper in the AeroX package has replaced today’s rivets with a snap joint to ensure everything can be snapped back in place, while drive wheel fairings from FlowBelow also include a new mounting system to allow for easier removal during service.

Enhancements are not limited to safety features alone. The new Cascadia receives a series of aerodynamic and powertrain improvements that make it 35% more fuel-efficient than the first generation of Cascadia trucks rolled out in 2007.

Fuel-efficiency upgrades are available in three packages.

Standard offerings include tow hook covers that are tethered in place from the rear, and a new A pillar deflector that offers the added benefit of helping to keep side windows clear. Also standard are a new AC compressor and the Intelligent Powertrain Management (IPM6) cruise control.

The latter system will hold engine torque over the small Automated steering adjustments steady inclines that drivers help keep the truck in its lane. might traditionally perceive as flat roads, introducing “It’s all about moving air more effishifts, acceleration, or engine braking ciently around the vehicle,” said Clint for changes in terrain that are about LaPreze, on-highway marketing manager.

1.5 km or more ahead of the truck. The Rolling underneath it all will be latest version of this smart cruise control Michelin X Line D+ Energy tires. That covers 35% more roads than the IPM4. low rolling resistance tire will be a An optional Aero package includes a Freightliner exclusive for the first 18 side skirt that sits about an inch lower months, improving rolling resistance than current designs and features a new by a reported 14% and boosting fuel C-style clamp and fastener to hold it in economy 1%, LaPreze said. place. The existing three-piece design is reduced to two pieces in the name of New displays eliminating a joint. And side extender seals close a ¾-inch gap to further Inside the new Cascadia’s cab, an optional

12.3-inch digital instrument cluster with its six pre-loaded gauges can be mounted in front of the driver, replacing the truck’s traditional five-inch display that is flanked on each side by traditional gauges. The new design will display details such as trip information and vehicle diagnostic warnings, as well as images of road signs picked up by the truck’s forward-facing camera.

A 10-inch display that can be mounted in the B panel can also be controlled through optical finger navigation pads on the steering wheel. And a line of buttons under the display itself includes a series of shortcuts to specific features.

New interfaces in the dash also offer quick connections for smartphones, supporting Apple CarPlay and Android Auto entertainment systems.

Maintenance upgrades The new Cascadia’s condition is monitored through the standard Detroit Connect suite of vehicle services including remote updates, analytics, and wireless connections to things like authorized ELD devices in the cab. Remote updates now include firmware as well.

“We have customers with seven SIM card plans on trucks,” explains Jason Krajewski, director of connectivity for Detroit Connect, referring to the need to interface with different devices. The system also makes it possible to remove third-party hardware including electronic control units and CAN listeners.

Meanwhile, up to 20 parameters will be added to the truck’s virtual technician, which last year introduced remote updates for factors including maximum road speed, and idle shutdowns based on time or ambient temperatures.

Said Kary Schaeffer, Daimler Trucks North America’s general manager – product marketing and strategy: “We are bringing a truckload of improvements to our customers.”

Series production of the updated new Cascadia begins in July. TT FEBRUARY 2019

49

In Gear

Hyliion’s hybrid-electric system makes the truck feel like you have only half a load in the box.

Hybrid Hopes Hyliion axle breathes new life into hybrids

By Jim Park Hybrid is no longer a six-letter word with a four-letter tone. It may still leave a sour taste in the mouths of those who invested heavily in the hybrid concept a decade or so ago, but Hyliion’s 6x4 Hybrid Electric (6x4HE) propulsion system will put money in fleets’ pockets without the help of tenuous government subsidies. Come to think of it, Hyliion might even sweeten the industry’s feelings on 6×2 axles.

The system, developed by Hyliion – formerly based in Pennsylvania but now located in Austin, Texas – is “simply” an electric drive axle added to a typical 6×2 tractor. It’s not designed to ease the traction concerns sometimes associated with 6x2s, but rather to supplement the existing diesel powertrain by kicking in a little extra thrust. The beauty of the system is that the energy used to help drive the truck is essentially free, generated by the truck’s momentum while rolling downhill or braking.

50

TODAY’S TRUCKING

(It does help with traction in its own way. The system usually engages when the truck launches, providing additional driving force from the rear axle.)

The Hyliion system is made up of: an in-cab display that shows the driver the charge and assist state of the motor/ generator as well as the state of charge and current fuel consumption; the HUB – Hyliion Universal Box – control unit; a cooling unit/auxiliary power unit; the battery box; the hybrid electric rear drive axle, which adds up to 120 hp and 1,500 lb-ft of torque.

It’s all neatly packaged to hang off the frame rails just ahead of the drive wheels and between the frame rails directly behind the cab. All together, it adds 800 pounds to the vehicle by the time you consider the axle swap-out. This system also qualifies for the 400-pound auxiliary power unit (APU) weight exemption,

which lowers the impact of the weight to 400 pounds where the APU weight allowance is provided.

According to Thomas Healy, founder and CEO of Hyliion, the hybrid propulsion system can deliver up to 15% in fuel savings in the optimum operating environment, which is rolling hilly terrain.

“The battery size, power density and chemistry, along with our electronic controller and battery management system, are optimized for short-duration, high-energy discharge and equally rapid charging over short distances,” Healy explained. “Obviously we do not want to add a lot of weight with a larger battery, so it’s designed for optimum performance on the rolling hills you find on Interstate highways in states like Pennsylvania, Virginia, West Virginia.”

The return on investment varies depending on the amount of time in the optimum terrain, the total distance per year, and the amount of time the APU is used. In most cases, with 190,000 km and regular use of the APU, the ROI will be between 18 and 24 months when installed on a new truck, he said. And that’s without any government subsidies. “At this time our system is not included in the available green technology subsidies,”

In Gear Healy explained. “That being said, we are actively working with a variety of groups and key partners to establish funding support for our system.”

One of the recently added features is a GPS-based predictive cruise control system that reads the road ahead and plans for whatever charging or power assist cycle the terrain might present.

There were a few moments on our test drive when I thought the system should have helped out a little, but Jennifer Moreci, the product manager at Hyliion who was riding with me, pointed out a larger hill in the distance, and said the system was conserving its charge for that push rather than use it on the smaller hill we were climbing at the time. It’s smart that way.

The battery also can be used to power an electric HVAC system with a capacity of at least 10 hours of air conditioning and normal hotel loads. Healy said the APU feature saves an additional 12% in fuel consumption compared to idling for climate control.

Driving the 6x4HE All the electronic wizardry that makes this system so effective is completely invisible to the driver. There’s no need to change settings or switch the system on or off, so it doesn’t distract from the driving task. The one exception is switching on the APU function.

The driver display, which Hyliion calls OPE – for On-dash Portal Experience, has a selector for the desired APU run time of one, four, or 10 hours.

If 10 hours is selected, the system will prefer energy storage rather than driving assist in order to build the charge for the pending 10-hour run time. Moreci said the system charges remarkably fast and will completely recharge for another 10-hour run on less than an hour of driving time.

The best way to describe the feel of the system when it’s in the assist mode is that the truck simply feels lighter. You don’t feel the typical load on the engine because the electric drive axle is helping with the thrust. This is more noticeable at low speeds, such as when you’re maneuvering around town. The system switches to a charge mode while braking,

using the momentum of the truck to turn the generator/motor. The increased load on the system from charging feels something close to the first position on an engine brake.

On the highway, it’s not noticeable at all, except for the Charge/Assist alert and the fuel mileage display on the OPE. Anytime the engine brake is engaged, the system will charge, and while coasting I could initiate some charging by just resting my foot on the brake pedal.

We tested the system on an elevated expressway in Austin, which is otherwise pretty flat. The trailer was loaded to 45,000 lb. and the gross vehicle weight was 77,000 lb. With the assist it felt at times more like 47,000 lb.

According to OPE, when the assist function was active we were getting anywhere from 11 to 15 mpg (21.4 to 15.7 liters/100 km).

The system is not designed to provide

a quicker launch or faster uphill climbs.

It just adds thrust to the rear axle, the electric axle, to take some of the load off the engine, and thus cut fuel consumption.

Hyliion’s hybrid electric propulsion system is the only one of its kind on the market right now. Despite all the activity on the battery-electric vehicle (BEV)front, Healy believes a BEV for the long-haul segment is still at least a decade away.

“Until we overcome the obstacles associated with battery capacity and charging infrastructure for long-haul trucks, hybrids can be the path forward, where we can get the fuel savings benefits associated with electric vehicles without having to change the total energy infrastructure,” he said.

With a few hours driving experience under my belt, I have seen this technology work and I think it is an immediate solution. TT

The hybrid electric drive axle has a motor mounted where the carrier would normally be. Gear ratios have to be adjusted for the high-rpm electric motor, but otherwise it’s just like any other drive axle.

All the hardware except the axle and the motor fits onto a single pallet for shipping.

FEBRUARY 2019

51

PRODUCTWATCH WHAT’S NEW AND NEWS FROM SUPPLIERS

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

TRAILERS

Utility unveils aerodynamic tail

Utility Trailer Manufacturing’s new Utility Aerodynamic Tail (UAT) represents the company’s latest step to reduce aerodynamic drag.

The unit weighs a mere 25 lb. and is compatible with dry vans and refrigerated trailers with rear swing doors. It’s made with two full-height side fairings and a full-width roof fairing, all produced in a UV-protected thermoplastic composite.

The Utility Aerodynamic Tail automatically deploys when the doors are closed, and folds back when the doors are open.

Drivers don’t need to do anything. The roof fairing also doesn’t interfere with lock rods or rear light areas, and meets all Department of Transportation photometric requirements, Utility adds. www.utilitytrailer.com

The end result provides carriers a way, through a single location, to dynamically analyze the Isaac data along with information from transportation management and maintenance systems.

Isaac says its offering is scalable and can be easily integrated with other software through its application programming interfaces. www.isaac.ca WHEELS

Stud tire chains from Kinedyne Kinedyne has unveiled 7- and 8-mm heavy-duty stud tire chains under its Grip Link Brand Tire Chain family.

The latest offerings feature 14 cross links and are for off-road use, when trucks need traction over uneven terrain, oil fields, lumber yards, rock, mud, snow and ice.

Each version includes four tensioning cams for quick tightening on single models, while there are eight cams on dual-triples, with four cams on the outside and the remaining four on the inside. The multiple cams offer even tensioning, the company says, noting the Kinedyne’s T-Wrench cam tensioning tool is included in each package. www.kinedyne.com

TELEMATICS

Isaac, Trimble tools are now integrated Isaac Instruments and Trimble Transportation Enterprise’s Reveal business intelligence and analytics tool are now integrated.

The change makes it possible to generate comprehensive reports, business intelligence and analytics, blending Isaac’s telemetry and Trimble’s transportation management system data, including TMW Suite.

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TODAY’S TRUCKING

TRUCKS

Volvo sheds weight with Payload Plus Volvo Trucks’ new Payload Plus packages for VNR and VNL trucks have been unveiled to maximize payloads and fuel economy in weight-sensitive applications like tankers, bulk haulers, and specific dry van operations.

Up to 540 lb. are shed from VNR regional tractors, and more than 335 lb. comes off the VNL longhaul models.

Lightweight components in the Payload Plus packages include a horizontal exhaust, aluminum wheels, and lightweight chassis components. Other opportunities to reduce weight can include optimized wheelbases and frame rail thicknesses. www.volvotrucks.com TRUCKS

Kenworth adds warranty for certified pre-owned

Kenworth is now offering a two-year, 400,000-km Class 8 Paccar engine preowned warranty through the Kenworth Certified Pre-Owned Program – offering the chance to double the coverage on a standard warranty.

The warranty covers 105 engine and aftertreatment components on Kenworth trucks with Paccar engines.

There’s also a 90-day buyer assurance vehicle warranty covering 135 components ranging from the HVAC system to select cab and sleeper components.

Qualifying trucks must be four model years old or newer, have less than 725,000 km on the odometer, and pass a 150point inspection. Extended coverage is also available for trucks that are five years old with fewer than 885,000 km.

Kenworth trucks with Cummins engines are also included in the certified pre-owned program and come with their own warranty plans. www.kenworthcertified.com

National Advertisers Canadian Shipper www.canadianshipper.com Canadian Trucking Alliance cantruck.ca/driverinc Detroit Diesel demanddetroit.com/Assurance Eberspaecher www.eberspaecher-na.com ExpoCam www.expocam.ca Freightliner Freightliner.com/new-cascadia Hendrickson www.COMPOSILITE-EX.com

44 30 5 21 23 2-3 8

Highway Star of the Year todaystrucking.com/hsoy Hino www.hinocanada.com International Truck & Engine internationaltrucks.com/LT-series ISAAC Instruments www.isaac.ca Jobs Expo www.rttnexpo.com Mack Trucks MackTrucks.com/LessDrag Meritor www.meritor.com

36 16 28 15 32 6

Peterbilt back cover www.peterbilt.com Stoughton Trailers 10 www.stoughtontrailers.com TMW 40 www.tmwsystems.com Total Canada 22 www.total-canada.ca Volvo Trucks North America 55 www.volvotrucks.ca Yetico Inc. 19 www.goyeti.ca

20

COMPANIES IN THE NEWS A A.S. L’Heureux . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Adesh Deol Trucking . . . . . . . . . . . . . . . . . . . . . . . 14 Annexus Leasing . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Armour Transportation Systems . . . . . . . . . . . . 26 Atlantic Pacific Transport. . . . . . . . . . . . . . . . . . . 26 B BP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 C Calgary Heavy Truck and Collision . . . . . . . . . . 24 Canada Cartage . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Cara Dawn Transport . . . . . . . . . . . . . . . . . . . . . . 43 Caterpillar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Challenger Motor Freight . . . . . . . . . . . . . . . . . . 27 Chief Isaac Group . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Clarke Road Transport . . . . . . . . . . . . . . . . . . . . . 26 Classic Freight Systems . . . . . . . . . . . . . . . . . . . . 26 Clean Energy Fuels . . . . . . . . . . . . . . . . . . . . . . . . . 24 Commercial Truck Repair. . . . . . . . . . . . . . . . . . . 24 Continental . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 CPC Logistics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Cummins Filtration . . . . . . . . . . . . . . . . . . . . . . . . 46 D Daimler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9, 11,17 Daimler Trucks North America. . . . . . . 22, 46, 48 Day & Ross. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Delson Transport . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Detroit Diesel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 E Eassons Transportation Group . . . . . . . . . . . . . 26 F Freightliner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45, 48 FTR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

G Geotab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 H Halifax Port Authority . . . . . . . . . . . . . . . . . . . . . . 41 Hyliion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 I IBM Canada . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 In Transit Personnel . . . . . . . . . . . . . . . . . . . . . . . . 34 Isaac Instruments . . . . . . . . . . . . . . . . . . . . . . . 19, 52 K Kee Human Resources . . . . . . . . . . . . . . . . . . . . . 34 Kenworth . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9, 43, 52 Kinedyne . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 Kluane Freight Lines . . . . . . . . . . . . . . . . . . . . . . . 15 L L’Express du Midi . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Liquid Cargo Lines . . . . . . . . . . . . . . . . . . . . . . . . . 42 Lubrication Specialties . . . . . . . . . . . . . . . . . . . . . 46 Luminar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 M Mack Trucks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Manitoulin Transport . . . . . . . . . . . . . . . . . . . . . . 15 Maple Lodge Farms . . . . . . . . . . . . . . . . . . . . . . . . 29 McElhanney Consulting Services . . . . . . . . . . . 12 Mercedes-Benz . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 Meritor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Midland Transport . . . . . . . . . . . . . . . . . . . . . . . . . 26 Milk Movers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Montreal Port Authority . . . . . . . . . . . . . . . . . . . . 41 Motion Industries . . . . . . . . . . . . . . . . . . . . . . . . . . 26 N Navistar International . . . . . . . . . . . . . . . . . . . . . . 24 Newcom Media . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Nokia Canada . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

P Paccar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 Paul’s Hauling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Peterbilt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9, 45 S Samsung . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 Scania . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Select Trailer Sales . . . . . . . . . . . . . . . . . . . . . . . . . 17 Shakespeare Truck Center. . . . . . . . . . . . . . . . . . 24 SM Translait . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Stonehammer Transport . . . . . . . . . . . . . . . . . . . 17 Stoughton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Suncor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Suspension Bellerive . . . . . . . . . . . . . . . . . . . . . . . 24 T Total Canada . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 Toyota. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 Train Trailer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24, 26 Transport Audet . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Trimble Transportation Enterprises . . . . . . . . . 52 TruckPro. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 U Union Energy Solutions . . . . . . . . . . . . . . . . . . . . 24 Utility Trailer Manufacturing . . . . . . . . . . . . . . . 52 V Vancouver Fraser Port Authority . . . . . . . . . . . 41 Volvo Trucks . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26, 52 Volvo Trucks North America . . . . . . . . . . . . . 21, 46 W Wakefield Canada . . . . . . . . . . . . . . . . . . . . . . . . . 26

FEBRUARY 2019

53

Faces Jim Swaffield has become one of the most recognized faces in trucking. But he’s no driver.

wheel of a truck with a cell phone up to his ear, as distracted driving became a hot topic. Then he posed with his hand up to his mouth, letting out a big yawn as sleep apnea was all the rage.

“The fundamental principle of marketing is you don’t create a need. You figure out what needs are being unmet, and then you meet those needs better than the competition,” he says. “So we’d think about who is going to buy these photos, and then we’d think about trends, and genres and go with it.

“And then it was like we couldn’t seem to upload photos fast enough for the market,” he says.

The business venture worked, and even Mercedes, Visa, and Telus were among the companies that purchased the photos.

Today, Swaffield says he still gets funny phone calls from friends and relatives passing through the United States, who see him on a billboard in the middle of nowhere.

“I think it’s hilarious. I’m really just an average guy,” he says. “We didn’t have any idea it would turn into this.

We just started it as a fun hobby and as Swaffield and photographer David Jones a motivation to spend time together. decided to take the lead. The friends got And now I’m pretty sure I’m the number in their cars, drove to some farmland in one selling ’truck driver’ in the world.

Alberta, and starting snapping photos There’s not a doubt in my mind. It’s really and uploading them onto stock photogsurprising, and I’ve kind raphy websites. of become desensitized Then they got hits. Lots to seeing my face in of them. public now.”

“The pictures just Since 2015, Swaffield started selling like crazy,” says downloads have recalls Swaffield. “We used slowed down. He hasn’t to get an email every time Jim Swaffield posed for any more stock a photo was downloaded photos since he moved to and purchased. And then B.C. in September 2017 to teach, but that it was just like one day we started getting could change soon. noticed, and it started to get crazy.”

“My move sort of put an end to our In the thick of it, Swaffield estimates ability to shoot together,” he says. “But they recorded roughly 35 downloads (Jones) said he would like to come out a day. here and do a few more photos. We Eventually, using his background in probably will take some more photos in marketing, Swaffield knew that they the near future.” would have to keep up with the trends, Swaffield adds that he still keeps tabs and start to take photos of what was hapon magazines in which his face appears. pening or could happen in the industry to You can see them all on his website at better serve their customers.

TT www.jimswaffield.com.

So Swaffield started to pose behind the

Model Trucker

Jim Swaffield may be the most famous ‘truck driver’ in the world – but he’s no driver

By Sonia Straface Jim Swaffield is arguably the most famous truck driver in the world. But here’s the thing: You probably don’t know his name, and he’s never actually driven a truck.

You have likely seen his face, though.

Swaffield’s unmistakable grin has been downloaded more than 100,000 times across the globe.

He has become the de facto face of trucking and the stock model who appears whenever you type “truck driver” on stock photography websites like iStock and Shutterstock. His face has been in our industry since 2010, gracing our magazine covers, our job advertisements, our billboards, our trailers, you name it.

But Swaffield is not a truck driver. Not even close.

He’s a marketing professor and consultant at the University of Fraser Valley in British Columbia who just so happened to notice a gap in the stock photography world a few years back.

In the summer of 2010, after realizing there weren’t many photos of truck drivers on stock photography websites,

54

TODAY’S TRUCKING

“The pictures just started selling like crazy.”

Updates anytime anywhere À9 ¡Ú9 ¸Á¡SÁ e S À9/9P 9É å¹Úe 9

Taking a vehicle out of rotation to perform software and parameter updates decreases productivity. Remote Programming changes the way those updates are performed.

Connect to the Volvo Uptime Center from virtually anywhere in the US and Canada and the upgrade is done while the truck is parked in as little as 20 minutes. Now you can download before sun up.

Learn more at volvotrucks.ca

Uptime through Connectivity