Today's Trucking March 2019

‘Risky Business’

Boom Phase

Trucking’s deadliest job PG.12

Can the truck sales boom last? PG. 21

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The Business Magazine of Canada’s Trucking Industry

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Contents

March 2019 | VOLUME 33, NO.3

9 11 29 30 31

John G. Smith Rolf Lockwood James Manson Mike McCarron Jim Park

NEWS & NOTES

Dispatches

12

38

48

54

21 ‘Boom Phase’ Just how long can the truck sales boom last?

22 23 24 25 26 27 54

Truck Sales Logbook Stat Pack Pulse Survey

Features

Heard on the Street

12 Risky Business

Trending

Waste haulers face the trucking industry’s deadliest job.

January was particularly bad.

Faces

In Gear

By John G. Smith

33 United They Roll Truck convoys have become a symbol in the fight to support Canada’s oil and gas sector

By Derek Clouthier

38 Sounds of Silence 2019 has become the Year of the Electric Truck, as manufacturers race to bring early models to market

44 Look Ma, No Hands Active steering emerges as the next layer in driver assistance systems

50 Product Watch

By John G. Smith

48 Cold Compress Your air system is under attack as temperatures plunge

By Jim Park

For more visit www.todaystrucking.com MARCH 2019

5

Letters 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: Steve Bouchard, Derek Clouthier, James Manson, Mike McCarron, Jim Park, 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 Samantha Nagy samantha@newcom.ca • 416/510-5196

Kenneth R. Wilson Award Winner

MEDIA INC.

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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: $180 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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ISSN No. 0837-1512. Printed in Canada.

Member

Follow the Manitoba example Re: Humboldt’s Legacy (February 2019) I get annoyed at what the government in each province deems to be a safe and necessary time frame before taking a Class 1, A, or AZ exam. Is it not logical to have a standard acceptable time straight across Canada?

In 1999, I took the government-run program through the Manitoba Trucking Industry Education Advisory Committee. To this day, I believe its timeframe was fully acceptable.

This course lasted 13 weeks, including time on a training track by Birds Hill Park. The last six weeks included on-theroad experience with a suitable company. When someone passed and acquired a licence, it would be fair to say they would receive another 240-300 hours of on-road mentoring.

Perhaps something like that should be brought back and implemented in all provinces.

Email: johng@newcom.ca

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

— Bruce McKechnie By email

Revive Earning Your Wheels rather than starting again The federal government, through the Canadian Trucking Human Resources Council (CTHRC) established the Earning Your Wheels driver training program, working with the trucking industry, Teamsters, and training schools.

The curriculum was developed around the National Occupational Standard for professional drivers – another excellent document funded by the feds and created by CTHRC, and it built all the skills required to be a competent entry-level truck driver.

The program was 12 weeks long (eight weeks in school, four weeks mentoring with a certified coach at a carrier), and included a minimum of 85 hours behind the wheel along with 70 hours of in- truck observation time and 140 hours in a class or lab. The four-week supervised work experience incorporated an additional 100 hours of driving with a certified coach. Training schools had to meet an accreditation process and were audited on a regular basis.

Many excellent drivers were turned out over the 15-plus years this program ran.

There is no need to start over. As taxpayers, we have already paid for this once and don’t need to pay for it again.

— Andy Roberts Castlegar, B.C.

Online

Don’t support Heavy Rescue: 401 Re: Smash Hit

I have been in the trucking industry for 40 years and presently specialize in heavy haul.

And I don’t know why Today’s Trucking, a reputable source of trucking information, would promote a show like Heavy Rescue: 401.

A tow truck company in Winnipeg produces a calendar featuring pictures of burned-up trucks, in ditches. I have lived through this repeatedly in my career, and I see no reason why a company would send pictures like this – basically our worst nightmare – to trucking companies.

I have taken that dreaded call too many times to remember, especially when fatalities were involved. I do not see the glory of pulling a truck out of the ditch.

— Jefferson Cottrell Ayr, Ont. MARCH 2019

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Editorial

By John G. Smith

Lesson Plans Promises of a national training standard are just the beginning. Provinces hold the real power.

C

anada’s transportation and highway safety ministers promise to develop a national training standard for entry-level truck drivers no later than January 2020.

It’s right there in black and white, inked in one of the formal communiques that emerge after politicians huddle behind closed doors. The federal transport minister noted how Canadians expect truck drivers to be “properly prepared” before being licensed. Several industry associations applauded everyone for their commitment to mandatory entry-level training (MELT).

Handshakes all around.

But these associations may be victims of wishful thinking.

There was no reference to “mandatory” training. Not by ministers, and not in the communique.

There’s a good reason. Individual provinces still have the final say in training, testing, and licensing. The best the federal government can do through the Canadian Council of Motor Transport Administrators (CCMTA) and the National Safety Code (NSC) is to help provinces find some common ground.

The challenge here is that it will be far too easy to write a vague national standard. Any meaningful change will involve specific requirements, and plenty of details.

Consider a requirement that says a new driver should be able to back a tractor-trailer into a loading dock. Is backing up in a straight line enough, or should the maneuver be completed from the blind side, and within a certain distance? How long should the trailer be? Many of these details are already established in a National Occupational Standard for truck drivers, so much of the homework is done, but provinces still decide what trainees need to prove during written exams and road tests.

The debate about a minimum number of training hours adds yet another layer to the discussion. Just how long will it take an entry-level driver – someone just entering the industry – to establish a basic foundation in these skills? Someone who grows up around farm machinery could master different tasks more quickly than someone who has never driven anything larger than a Prius, after all.

Further confusing matters are the supporters of specific training programs who suggest their way of teaching is best.

The debate about a training standard should be less about those who complete superior programs – such as the 615 hours of training available through the Centre de Formation du Transport Routier – and more about drivers who can earn a licence with little more than a bit of a time with a licensing mill. Ontario didn’t ban superior training programs, for example, but it set a floor at 103.5 hours in a classroom and behind the wheel.

Policy wonks then need to struggle with questions about whether to recognize previous training. In Ontario, this has left a loophole that allows licensing mills to train drivers to a lower class of licence, and after a minimum level of time, recognizing that lower class of licence as justification to shortcut the 103.5 hours of training needed to earn a Class A. There’s always someone willing to game the system.

Want to bend your mind a little further? Consider the agreements that allow a licence earned in one jurisdiction to be recognized in another. As much as a province might want to set a higher standard, it could simply force people into a neighboring province to earn a licence there. Trade would grind to a halt if drivers with lesser training were stopped at provincial borders, too.

Above all, we need to remember that this debate is not meant to be the final word in training. Trucking is a lifelong learning experience, with drivers building on their basic skills during time on the job. Every route, piece of equipment, storm front, or personal interaction offers a chance to learn something new.

In the name of highway safety, however, it’s time to take steps that will develop a solid foundation in the entry-level skills. It’s time for every province to focus on the details. TT

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

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

MARCH 2019

9

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Lockwood

By Rolf Lockwood

Where are the Techs?

The workforce is shrinking through retirements, and we can’t get enough young’uns

T

he maintenance people of trucking are a resourceful breed. They get things done. Yet there’s a challenge that’s been haunting almost every shop manager – at fleets, dealerships, and independent garages alike – for as long as I’ve been writing about this industry of ours.

The shortage of skilled technicians is a plague that just won’t go away.

It was the subject of a key panel session at the first maintenance conference I attended as a journalist way back in 1979. The organizers of the old Canadian Fleet Maintenance Seminar saw it as a major issue four decades ago, and it still is, with not much progress made.

One of the problems, as we’ve heard endlessly about the shortage of willing drivers, is that demographics are working against us. We have a workforce that keeps getting older and shrinking as retirements occur because we can’t get enough young’uns to join the party. It’s tough to make a brake overhaul look sexy. Things are no different in other industries, from plumbing to you name it.

Interestingly, in the course of researching this subject, I came across an old Heavy Duty Trucking article by John Bendel on this very subject. It’s from the April 2000 issue, entitled Crisis in the Shop, and it could have been written today.

Veteran man-about-the-maintenance-world Duke Drinkard, now retired, made an excellent point in John’s piece. Then vice-president of field maintenance for Southeastern Freight Lines, he said the mechanic shortage is about competence, not numbers.

“The drain of experienced mechanics through retirement and various attritions is taking the knowledge out even though we have close to the same numbers. Those coming in are not coming in with the knowledge that we’re losing. That’s a big loss to us,” said Drinkard.

Whether you look at it as a lack of people or of expertise, the mechanic shortage is a serious concern that grows more critical all the time, Bendel wrote. The problem is worse for fleets than, say, dealerships.

“We are no longer in competition just with other trucking companies for experienced people,” said Drinkard. “We’re in

competition with various other trades, vocational groups, and utility companies. If you get a knowledgeable fellow who’s up on electronics, computers, and troubleshooting you’re actually in competition with the IBMs of the world.”

The consensus of the people he interviewed back then was clear: we’re going to be in trouble someday soon. Sadly, I heard the same thing 21 years earlier at that maintenance conference, and we hear the same tune today. Some truck makers and other suppliers are trying, and trying hard, and I thank them for it.

But the technician shortage rarely gets a mention in the never-ending stream of surveys and reports and analyses about trucking and its key issues, serious though it is.

As I wrote in the late 1970s and Bendel’s people said in 2000, any solution starts with changing attitudes about what constitutes a good post-high-school education. Does everyone need university?

Absolutely not. Why not a trade?

Again, this takes me back to my first magazine, an engineering title where I spent just a year. I had a call one day from the frustrated owner of a tool-and-die company who was desperate for machinists. He had approached a local high school, to which he offered to equip a classroom with machinery, even instructors.

When a few school board officials came to visit his shop, they turned away in disgust. Too dirty, they said. Too noisy, we couldn’t send students in this direction. And that was that.

They were painfully shortsighted, to say the least, but it seems that same attitude persists, among schools and parents and students alike. And until we break through that prejudice, we’re in trouble. TT

“It starts… with changing attitudes about what constitutes a good post-highschool education”

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

MARCH 2019

11

The Mack LR is now pre-wired for Lytx video telematics systems, reinforcing interest in the safety-focused technology.

‘Risky Business’ Waste collection has long been trucking’s most dangerous job. January was particularly bad.

By John G. Smith Hang Vo was known to use Toronto’s homeless shelters, but in the pre-dawn hours of Jan. 12 she took refuge in a laneway between two office buildings.

The driver of a reversing garbage truck didn’t see her lying there.

12

TODAY’S TRUCKING

Vo wasn’t the only person killed by a waste collection vehicle this month. A Toronto man died in a suspected hit and run just two days later.

A 79-year-old woman was struck and killed on Jan. 22 as a truck emerged from a Montreal alley. And the driver

of another garbage truck was killed Jan. 12 after being hit by a train in Delta, B.C. As of Jan. 22, the Solid Waste Association of North America (SWANA) had counted 17 such fatalities across the U.S. and Canada. Executive director David Biderman says

the total is “unprecedented” in his 20 years around the industry.

The numbers also reinforce an inescapable truth about refuse and recyclable material collectors – they face one of the most dangerous jobs in trucking.

The threats are not limited to cyclists and pedestrians around the trucks. Thirty collectors died on the job in the U.S. during 2017, and preliminary numbers suggest 2018 may have been worse.

The U.S. Department of Labor already ranks the work as the

Andy’s Power Play PG. 16

Tallman and Rush PG. 17

Boom Phase PG. 21

fifth-deadliest job overall, above rates recorded by first responders like police and firefighters.

Provinces track injury rates in different ways, often lumping waste management employees in with other truck drivers. But Biderman is confident Canadian operations would generate a similar ranking on this side of the border. Separate injury rates tracked in B.C., for example, match the rates in the U.S.

Why it’s so dangerous Several factors contribute to the dangers.

“People probably don’t realize it’s an extremely skilled role,” says Roger Davis, the corporate director of risk management for Emterra Environmental, which oversees a fleet of 950 vehicles stretching from B.C. to Ontario and into Michigan.

“They do it in an environment in close proximity to traffic. They do it in residential areas. And they have to operate heavy equipment … it does make it a little more challenging.”

A residential collector might need to jump on and off a truck 800 times per day, exposing them to passing vehicles in the process, Biderman adds. There are motorists who

run lights, squeeze up the right side of turning trucks, or dart into oncoming traffic because they become impatient with slow-moving collection equipment.

Sixty percent of the waste and recycling workers who died on the job in Canada and the U.S. in 2017 were killed during collection activities.

Half of those killed at landfill sites were the drivers working on or around trucks. Two spotters – employees meant to guide trucks along a safe path – were killed as well.

The on-road threats are so common that 23 states have increased the penalties for those who hit collection workers or rear-end garbage trucks. The approach is much like Ontario’s Move Over legislation, but that provincial law focuses on tow truck operators and emergency responders. Past efforts to expand Ontario’s scope have gone nowhere.

The threats are not limited to traffic collisions, either. The University of Waterloo’s Centre of Research Expertise for the Prevention of Musculoskeletal Disorders says an average bag of garbage weighs 16.5 lb., with a typical worker lifting nine of those per minute.

It wears bodies down.

Truck options as solutions Part of any strategy to reduce the risks will involve equipment choices. Davis, for example, stresses the value of well-researched spec’s established through the American National Standards Institute (ANSI).

Some equipment choices go further still.

Automatic side loaders, for example, rely on mechanical arms rather than swampers to load waste onto a truck.

Cab visibility is key.

But the configurations are not always appropriate. There’s little room for individual bins in densely populated urban centers, and the mechanical arms can also damage the tree canopies stretching over mature streets.

Rear-loading refuse vehicles

continue to be the most popular option because of everything from price points to versatility, says Curtis Dorwart, refuse product manager at Mack Trucks.

Such vehicles can even be used to compact bulky white goods, rather than limiting themselves to the materials that fit into the confines of a specific bin. “The versatility is phenomenal,” he says.

No matter what vehicle style is selected, however, there are many options to help enhance overall safety.

“It seems like everyone has their secret sauce,” Dorwart says, referring to the multiple variations that are available.

The challenge is striking a balance between price and effectiveness.

“You don’t want to put a price on safety, but at the same time you’ve got to be wise enough to say what makes sense based on the risk,” he says.

Video cameras used to eliminate blind spots are becoming increasingly popular – so much so that Mack is now prewiring its LR vehicles to be fitted with Lytx video-based telematics systems.

Depending on vehicle configurations, camera lenses can be aimed in any direction, and there’s a growing interest

MARCH 2019

13

Dispatches in systems that stitch together a birdseye view showing all sides of the truck after a bit of calibrating.

“We currently have back-up cameras, side-view cameras, and hopper cameras on our collection vehicles,” says Matt Keliher, general manager – solid waste services at the City of Toronto. “Newer vehicles [purchased in 2018] now

include the 360-degree camera on them.”

But even camera systems have their limits. Nobody wants to overwhelm operators with too much information, Dorwart explains. Large monitors can also create blind spots of their own.

Additional proximity mirrors, meanwhile, can reflect images of threats at a truck’s bumper, along the curb, or

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TODAY’S TRUCKING

behind doors. (New York City has gone so far as to mandate crossover convex mirrors.) Even a simple relay circuit can be used to ensure radios are turned off whenever a truck shifts into reverse.

Dorwart describes decidedly higher-tech options like the warnings and automatic braking of advanced driver assistance systems (ADAS) as a “hot button” issue. But he stresses that tools like electronic stability controls, collision mitigation systems, and lane departure warnings are typically designed with highways in mind, rather than collection speeds that hover around 30 km/h.

Imagine the constant buzzing of lane-departure warnings in urban settings, whenever they cross a painted strip.

“That’s just going to drive their operators nuts,” he says.

The sideguard debate Given the nature of the work, some operations are incorporating physical barriers meant to keep pedestrians and cyclists from sliding under a truck’s wheels.

Municipalities including Halifax, Montreal, and New York City are all mandating side guards for this purpose.

Last year, Halifax city council decided the devices were so important that they approved $238,000 to install the equipment – on 83 collection trucks owned by GFL Environmental and Regroup, before the next round of tenders was issued.

The barriers won’t save every vulnerable road user, though. Threequarters of Canada’s fatal collisions that involve heavy trucks and pedestrians or cyclists involve the front of the vehicle, according to the 2015 National Collision Database.

Canada’s Council of Ministers responsible for transportation and road safety just endorsed a report on vulnerable road users that questions whether side guards might simply deflect people into other lanes of traffic.

The study also notes that city buses run even lower to the ground, but there are still reports of pedestrians being killed when falling under those wheels.

Dispatches The power of information As important as equipment can be, a driver’s skills can be one of the most important tools of all. “The unfortunate situations we have had recently, especially where third parties have been [injured], it’s all about situational awareness,� Davis says, referring to the trucks that work in densely populated areas and amidst high traffic volumes. “That’s where the training comes in.�

Drivers for the City of Toronto who collect waste from 115,000 single-family homes per day all receive 80 hours of in-vehicle training with the same equipment they’ll operate. That is supported with monthly tailgate sessions to discuss safety-related topics. Emterra’s risk management department, meanwhile, hosts daily “huddles� to highlight safety issues of the day.

Of course, not every operation has those training resources. “Smaller haulers have a disproportionate number of fatal accidents,� Biderman

Rear-loading designs are still the most versatile.

says. “They don’t have the bandwidth to do safety as well as large, national companies.�

For its part, SWANA is distributing safety-related information at locations including landfills, transfer stations, and recycling depots. Canadian locations will

be included in the communication efforts this year as well.

There is still work to do. “It absolutely has got better,� Davis stresses, referring to the changes that he’s seen since the 1990s. “But it’s still a risky business.� TT

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Dispatches News Briefs

Trimac acquires B&B/Bess Tank Lines Trimac Transportation has acquired B&B/Bess Tank Lines, a family-run bulk transportation company with roots in Quebec and Alberta.

B&B was founded in 1976, and with Bess Tank Lines it operates more than 110 tractors and 240 trailers out of five locations in Val Joli and St-Hyacinthe, Que.; Hamilton, Ont.; and High River and Calgary, Alta.

Ben Rouillard, president and CEO, continues to oversee daily operations.

Both B&B and Bess retain their brands.

Andy Transport opens power-only fleet Andy Transport has launched Tristan Cartage – a power-only fleet that will support for-hire carriers, private fleets, third-party logistics companies, retailers, manufacturers, and distributors.

“Tristan Cartage is based in Quebec and covers the Quebec-Ontario territory,” says Ilie Crisan, Andy Transport president. “We will provide a tractor and driver without any long-term commitment or business interruption. Our customers maintain control over the schedule and the routing, and benefit from cost savings by paying only for what they need.”

Teamsters balk at foreign worker bid Teamsters Canada is slamming the Ontario Trucking Association’s (OTA) bid to bring in foreign workers to help address a driver shortage – stressing instead that the focus should be on improving wages and working conditions to make the job more attractive “Trucking companies can’t move overseas, so they’re trying to bring cheap labor to Canada. This is nothing short of an attack on Canadian workers and the middle class,” said Francois Laporte, president of the union that represents 15,000 tractor-trailer drivers in Canada.

It has 125,000 members overall, and 1.4 million members across North America.

Thunder Bay makes noise on truck route The city council in Thunder Bay, Ont., is scheduled to vote on a new truck route in early March – effectively banning trucks from Dawson Road and Arthur Streets, and diverting the traffic to Highway 11/17 and the Thunder Bay Expressway.

The Ontario Trucking Association has asked for the vote to be deferred.

“Thunder Bay City Council needs more information, including a comprehensive traffic flow and safety analysis that would identify any possible unintended safety consequences of creating this new truck route,” says association president Stephen Laskowski.

16

TODAY’S TRUCKING

Dispatches “OTA has always been told this issue is about truck speed. If that is indeed the case, making Arthur Street and Dawson Road a community safety zone, enforced by photo radar, seems to be a very viable option for council to consider.”

Husky Energy ponders asset sale

Tallman Group rebrands as Rush Truck Centres of Canada, but its leadership team remains in place. Kevin G. Tallman will serve as chief executive officer and Roger Poirier as president.

“This partnership will give us tremendous access to industry leading technology, which should greatly enhance our entire customer service

experience,” Tallman said in a release.

“Our cross-border customers will greatly benefit by having priority access to the largest commercial dealership group in North America. We are looking forward to utilizing this joint venture as a platform to accelerate our growth strategy in Canada with the support of Rush Enterprises.”

Husky Energy is exploring the sale of its commercial fuels and Canadian retail business, as well as its Prince George refinery.

It’s part of a review of non-core downstream assets.

Husky boasts more than 500 stations, travel centers, cardlock operations, and bulk distribution facilities in Canada.

The Prince George Refinery churns out 12,000 barrels per day, processing light oil into low-sulphur gasoline and ultra-lowsulphur diesel, as well as other products.

Ontario adopts scale bypass program Ontario will implement a scale bypass program this spring, using Drivewyze technology to identify pre-screened carriers.

The bypass service is integrated with about a dozen telematics and electronic logging device (ELD) providers, but can also be operated using a standalone app on Apple or Android devices.

Participating operators will pay $14 per month for each truck. As of March 1, any fleet with a Commercial Vehicle Operator’s Registration (CVOR) will be able to enroll.

It’s not the only pre-screening technology being looked at. Four locations will test Intelligent Imaging Systems (IIS) that incorporate thermal imaging, and the ability to read dangerous goods placards, CVSA stickers, and US DOT numbers.

Tallman Group, Rush form joint venture Tallman Group is forming a joint venture with Rush Enterprises, which runs the largest network of commercial vehicle dealerships in North America.

MARCH 2019

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Dispatches

Lori Carr, Saskatchewan minister of highways and infrastructure, fields questions alongside Marc Garneau, federal transport minister. (Photo: Steve Bouchard)

A Higher Standard Feds promise a national driver training standard by 2020

By John G. Smith Canada’s federal government promises to introduce a national truck driver training standard by January 2020, but it will ultimately be individual provinces and territories that decide whether such training is mandated.

“Canadians expect that people who receive their licences, as drivers of semi-trailers, large vehicles, should be properly prepared through training before they assume those duties,” federal Transport Minister Marc Garneau said, as he emerged from a Council of Ministers meeting with fellow transportation and highway safety ministers. They all agreed to build on the work of jurisdictions that have mandated entry-level training.

But there was no reference to making this national standard a “mandatory” model. Garneau agreed that provinces continue to have jurisdiction over training standards and licensing alike.

Ontario was the first province to mandate entry-level driver training, setting a threshold of 103.5 hours before someone can take the road test for a Class A licence. Saskatchewan and Alberta will introduce 121.5 hours of mandated training for their Class 1 licences this March. Similar concepts have also been promoted by B.C.’s Auditor General, while Manitoba has launched consultations into a training regime of its own.

The western plans were all announced after last April’s crash between a truck and Humboldt Broncos bus, killing 16 people. The Saskatchewan collision, along with a recent Ottawa bus crash that killed three people, was cited by ministers as a reminder that more needs to be done in the name of highway safety.

Finding common ground won’t be easy.

Quebec Transport Minister Francois Bonnardel told Today’s Trucking his jurisdiction already has stringent driver train-

ing policies in place. The province has the publicly funded Centre de Formation du Transport Routier training school in Montreal and Centre de Formation en Transport de Charlesbourg in Quebec City, with their respective programs delivering 615 hours of training. But it is still possible to earn a licence in Quebec without it.

While Bonnardel said Quebec will monitor the work by federal and provincial jurisdictions alike, he stressed that he doesn’t want to introduce additional restrictions on people who want to work in the trucking industry.

The Canadian Trucking Alliance (CTA), Truck Training Schools Association of Ontario (TTSAO), and Private Motor Truck Council of Canada (PMTC) were still applauding the federal announcement. They all referred to it as a promise for “mandatory” training.

Canadian Trucking Alliance president Stephen Laskowski added that his group will also continue to work with governments to develop third-party certification programs for electronic logging devices (ELDs). Transport Canada believes regulations concerning ELDs will be adopted in the “next few months,” Garneau said.

No final date has been announced so far, and any federal requirements would be limited to federally regulated carriers.

It will be up to the provinces to decide how to implement those rules as well. TT

COMING TOGETHER The Council of Ministers responsible for transportation and highway safety promised to work together on several trucking-related issues. But the communique issued after their annual meeting was short on details. The language largely focused on general commitments to work together. Here are a few examples: ‘Emphasizing a collaborative approach’ to address impaired and distracted driving. “Education of the public continues to be key in tackling these issues, including messaging on updates to the criminal code that address impaired driving, now that recreational cannabis is legal in Canada,” the communique said.

‘Build upon and leverage the work’ of several jurisdictions that are developing a training standard for entry-level commercial drivers. A federal training standard, one of the document’s few identified goals, is promised by 2020.

‘Advance the dialogue’ to finalize a common technical standard for electronic logging devices, and examine the use of emerging automated and connected vehicle technologies in the name of road safety.

‘Advance efforts’ to protect road users around heavy vehicles. This will involve

building on the data collected through a recently released Safety Measures for Cyclists and Pedestrians Around Heavy Vehicles, and reviewing standards and regulations.

MARCH 2019

19

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Dispatches

Boom Phase How long can the strong truck sales last?

By John G. Smith Truck manufacturers and parts suppliers alike appear cautiously optimistic about their business opportunities for 2019, in the midst of one of the hottest truck markets on record.

Canadians purchased 35,700 Class 8 units last year alone, 29% above levels seen in 2017, and there’s no signs of things slowing down. Not yet. MacKay and Company analysts are even forecasting 36,800 sales this year.

But boom times don’t last forever.

The same analysts predict the Canadian market will dip to 26,100 Class 8 trucks in 2020.

Ken Davis, a consultant and former Eaton executive, thinks constrained manufacturing capacities will keep the industry from reaching the sales numbers seen last year.

Roger Nielsen, president and CEO of Daimler Trucks North America, expects the market to normalize somewhat by the middle of 2019. During 2018, customers and dealers were placing orders as if trucks were sold on a first-come-first-served basis, he said during a presentation at this year’s Heavy Duty Aftermarket Dialogue.

They aren’t.

The over-exuberance led North America’s largest truck maker to cancel 58,000 truck orders that were not considered credible.

Today’s orders are being reconfirmed two or three times before trucks are actually built, to ensure that backlogs remain strong.

Such backlogs are a clear indicator of the equipment market’s health. Bill Strauss, senior economist and economic advisor with the Chicago Federal Reserve, sees any increases in cancellations as a “canary in the coal mine”. If orders disappear too suddenly, manufacturers must scramble to adjust their production lines to avoid flooding the market with unpurchased equipment.

Trailer sales The growth has not been limited to power units, either. The 49,500 trailers purchased in 2018 represents a 30% surge over the previous year, MacKay and Company says, referring to Canadian totals. Although, vicepresident John Blodgett says that market should be limited to a 3% increase in 2019, reaching 51,000 units. By 2020, the trailer market is expected to drop to 36,100 pieces of equipment, representing a 28% plunge.

“We’re expecting some element of softening – but [2019 has] come on as strong if not stronger in certain categories,” Great Dane president Dean Engelage says of the months to come.

“Backlogs are out toward the end of the

year and we’re delighted. It’s been an unprecedented and long run for a cyclical industry.”

He’s forecasting a 10-15% drop in the market for 2020. Then again, that was his 2018 forecast nine months ago.

The state of the overall economy will ultimately be the deciding factor.

“We have now moved into what I call the boom phase,” says analyst Bob Dieli of RDLB. “The economy continues to expand.” It’s good news, but truck sales have also been known to rapidly collapse around what he refers to as boom and pre-peak conditions.

This is a time for businesses to ask how their biggest customers, biggest suppliers, and biggest competitors are doing, he says. That will offer a strong economic indicator without any extensive research.

“We don’t know what’s going to happen with tariffs and other economic indicators,” adds Walt Sherbourne, vice-president of marketing at Dayton Parts. But neither does he expect a sudden downturn or “cliff event”.

These days, one the biggest struggles that he shares with fellow manufacturers is finding people to work in a manufacturing operation. Youth aren’t interested in such jobs, he says. “We’re getting down to people who don’t want to work. They may want to work one day, but they don’t want to work the second day.”

The aftermarket The strong economic conditions and sales are not even limited to new trucks and trailers. The aftermarket serving Canada’s Class 6-8 equipment was worth $4 billion in 2018, and the growth to that level even took the analysts at MacKay and Company by surprise.

The market swelled 7.2% year over year when compared to the $3.7 billion recorded in 2017, Blodgett says. And the growth doesn’t appear to be done yet. This year he expects Canada’s heavy-duty aftermarket to enjoy a 4.1% compound annual growth rate (CAGR).

Parts prices are also expected to rise 2.1%. It’s less than the 4.4% increase that preliminary results suggest we saw in 2018, but still higher than the 1.2% increase recorded in 2017.

In the meantime, Canada’s total vehicle population continues to grow. Last year there were 42,000 Class 6 trucks, 151,000 Class 7 trucks, 351,00 Class 8 trucks, and 553,000 trailers on the road.

But the numbers are expected to dwindle slightly. Totals in 2023 will dip to 35,000 in Class 6, 149,000 units in Class 7, 353,000 Class 8 trucks, and 552,000 trailers, MacKay and Company projects.

Says Davis: “The industry should really enjoy these robust times.” TT MARCH 2019

21

Dispatches

Orders slow, but demand is strong Canadians purchased 34,288 Class 8 trucks in 2018, recording one of the strongest volumes on record – and ACT Research believes heavy truck demand remains strong despite a recent slowdown in orders.

“Preliminary December Class 8 data marked slowing orders, but that slowing must be viewed in the context of near-record backlogs,” said Kenny Vieth, ACT’s president and senior analyst. “With Class 8 and trailer backlogs out more than 10 months, the fleets who are normally in the market this time of year have already placed their orders in the rush to get into the queue that began mid-year.”

As 2018 came to a close, Freightliner held 31.5% of Canada’s Class 8 truck sales, WardsAuto reported. International held the top position in Class 7, with 36% of related sales. Hino led Class 6 with a 36% share, while Ford topped Class 5 with just under 50% of the related sales.

Canada – December 2018 SALES CLASS 8

22

U.S. – December 2018

MARKET SHARES

SALES

Dec.

YTD

Dec. %

YTD %

CLASS 8

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

955 340 425 226 296 321 213 0 2,776 Dec.

10,817 5,347 4,627 4,231 4,005 3,215 2,046 0 34,288 YTD

34.4 12.2 15.3 8.1 10.7 11.6 7.7 0.0 100.0 Dec. %

31.5 15.6 13.5 12.3 11.7 9.4 6.0 0.0 100.0 YTD %

International Peterbilt Freightliner Hino Kenworth Ford Total CLASS 6

103 111 57 114 50 5 440 Dec.

2,533 1,574 1,195 1,088 581 92 7,063 YTD

23.4 25.2 13.0 25.9 11.4 1.1 100.0 Dec. %

Hino Freightliner International Peterbilt Ford Isuzu Kenworth GM Total CLASS 5

79 43 9 3 30 2 0 0 166 Dec.

557 511 260 91 84 24 21 0 1,548 YTD

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

224 148 68 56 3 0 0 0 0 0 499

3,747 1,541 1,136 1,066 36 22 12 0 2 2 7,564

TODAY’S TRUCKING

www.total-canada.ca

MARKET SHARES

Dec.

YTD

Dec. %

YTD %

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

9,027 4,512 3,322 3,020 2,983 2,655 564 0 26,083 Dec.

90,864 37,376 36,970 34,326 26,794 18,448 5,758 9 250,545 YTD

34.6 17.3 12.7 11.6 11.4 10.2 2.2 0.0 100.0 Dec. %

36.3 14.9 14.8 13.7 10.7 7.4 2.3 0.0 100.0 YTD %

35.9 22.3 16.9 15.4 8.2 1.3 100.0 YTD %

Freightliner International Peterbilt Kenworth Ford Hino Total CLASS 6

2,289 1,275 722 637 366 230 5,519 Dec.

29,536 17,101 7751 5101 2227 2112 63,828 YTD

41.5 23.1 13.1 11.5 6.6 4.2 100.0 Dec. %

46.3 26.8 12.1 8.0 3.5 3.3 100.0 YTD %

47.6 25.9 5.4 1.8 18.1 1.2 0.0 0.0 100.0 Dec. %

36.0 33.0 16.8 5.9 5.4 1.6 1.4 0.0 100.0 YTD %

Freightliner Ford International Hino Kenworth Isuzu Peterbilt GM Total CLASS 5

1,433 1,345 1,428 1,134 319 232 6 16 5,913 Dec.

22,892 20,107 16,118 8,163 2,854 1,321 104 67 71,626 YTD

24.2 22.7 24.2 19.2 5.4 3.9 0.1 0.0 100.0 Dec. %

32.0 28.1 22.5 11.4 4.0 1.8 0.1 0.0 100.0 YTD %

44.9 29.7 13.6 11.2 0.6 0.0 0.0 0.0 0.0 0.0 100.0

49.5 20.4 15.0 14.1 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

4,906 1,706 832 44 550 44 20 1 0 0 8,103

51,620 15,934 6,086 4,240 2,902 305 192 33 22 13 81,347

60.5 21.1 10.3 0.5 6.8 0.5 0.2 0.0 0.0 0.0 100.0

63.5 19.6 7.5 5.2 3.6 0.4 0.2 0.0 0.0 0.0 100.0

Source: WardsAuto

Dispatches

L gbook2019 MARCH 5

7

Green Truck Summit Indiana Convention Center, Indianapolis, Ind.

5-8

Toronto Trucking Association Spring Social Crooked Cue, Etobicoke, Ont. www.torontotrucking.org

10-13 Truckload Carriers Association’s Annual Convention Wynn Las Vegas Resort, Las Vegas, Nev. www.truckload.org

7

18-21

Women with Drive Leadership Summit Sheraton Toronto Airport Hotel and Conference Centre, Toronto, Ont. www.truckinghr.com

Technology and Maintenance Council Annual Meeting Georgia World Congress Center, Atlanta, Ga. www.trucking.org

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

7-9 Truck Renting and Leasing Association’s Annual Meeting Ritz-Carlton Grande Lakes Orlando, Fla. www.trala.org

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23

Dispatches

StatPack 600 HACKERS FOR GOOD

10 -YEAR RENEWAL WITH ATLAS Atlas Canada has renewed its contract with Premiere Van Lines Group for the next 10 years. Premiere will provide household moving and storage services in Vancouver and Victoria, B.C.; Calgary and Edmonton, Alta.; Brandon and Winnipeg, Man.; Mississauga, Ont.; Moncton and Fredericton, N.B.; and Halifax, Sydney, and Truro, N.S. Premiere has been an Atlas agent since 2005.

More than 600 students participated in a 30-hour “hack-a-thon” in which Canada Cartage challenged them to develop a theft prevention app that warns dispatchers about a theft in progress. Nineteen teams engineered software and hardware solutions – drawing on such things as artificial intelligence, machine learning, neural networks, RFID tags, Internet of Things solutions, and mobile phone apps.

The fleet will be investigating the viability of the Top 3 solutions.

LOAD VOLUMES DOWN 31% The capacity crunch reflected in Canada’s spot market load volumes appears to be easing.

TransCore Link Logistics says the fourth quarter ended with the lowest load volumes on the year, while truck volumes set a new record. Load volumes were down 31% in the fourth quarter of 2018, compared to the same period in 2017, and down 15% compared to the third quarter of 2018.

70 VIOLATIONS Jaskirat Singh Sidhu, the truck driver involved in last year’s fatal Humboldt Broncos bus crash, awaits sentencing on March 22. He has pleaded guilty to 16 counts of dangerous driving causing death and 13 counts of dangerous driving causing bodily harm. Reports indicate he had committed 70 violations leading up to the collision, most for hours of service irregularities. The Canadian Trucking Alliance says there are about 9,400 hours of service incidents recorded in Canada every year.

24

TODAY’S TRUCKING

23% DROP IN NATURAL GAS TRUCK SALES Sales of Canadian and U.S. Class 8 natural gas trucks slid 23% year-to-date through November, even though they were up 9% during the same 11-month period in 2017. On a nominal basis, related retail sales were down about 700 units, said Ken Vieth of ACT Research. He attributed the drop to a narrowing price spread between the price of diesel and natural gas.

4% INCREASE IN TIRE COSTS Bridgestone Americas Tire Operations has announced a 4% increase in the price of Firestone tires.

The price hike is due to “increased business costs and other market dynamics,” the company says.

Dispatches

Pu se Reader Survey Tell us your thoughts on ... Future Trucks We are in the midst of a technological revolution. Existing and emerging truck manufacturers will test electric commercial vehicles this year, while advanced driver assistance systems are tracking lane markings and pedestrians alike. In this month’s readers’ survey, we asked for your views on future trucks.

Do you feel that emerging technology will make trucks safer than they are today?

YES

NO

When do you think we will see the widespread use of electric trucks?

7% 36% 33% 14% 10%

1-5 years 6-10 years 11-20 years 21+ years Never

When do you think we will see the widespread use of Level 4 automation – trucks that essentially drive themselves?

2% 19% 34% 24% 21%

In some situations

1-5 years 6-10 years 11-20 years 21+ years Never

36 % 13 % 51% Which of the following automated tools would you like to see in every truck?

69% Adaptive cruise control – automatically maintaining following distances 62% Lane keeping assistance/steering corrections 60% Automated high beams/dimming lights 54% Emergency braking when approaching vehicles 49% Emergency braking when approaching pedestrians 25% Automated parking/backing 11% Fully autonomous systems 8% None of the above 4% Other

Which areas of a truck should be monitored by technology?

85% 73% 68% 26%

Side of vehicle/blind spots Front of vehicle Rear of vehicle Cab interior (driver-facing cameras) 19% Trailer interior 6% None of the above

“In-cab creature comforts, e.g. climate control that works.”

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: Licensing MARCH 2019

25

Dispatches

Heard Street on the

Day & Ross names execs Shawn McMahon, the president of Day & Ross – Dedicated Logistics & E-Commerce, will now also lead the company’s e-commerce division known as Sameday Worldwide. He is credited for leading the growth of dedicated logistics business in Canada while expanding into the U.S., and also acquiring Romeo Expeditor of Michigan. The fleet has also named Jeff Schnarr as chief information officer, and Michelle Allard as director – communications.

Jason Luo is serving as interim president and CEO at Accuride, the makers of Accuride commercial wheels and Gunite wheel components. The former chairman and CEO of Ford China has been a director of Accuride Corporation since March 2018. His appointment follows the resignation of Rich Dauch, who was appointed the new CEO of Delphi Technologies.

Shawn McMahon

Brown replaces Trailcon’s Boughton Al Boughton is stepping down from the helm of Trailcon Leasing after 26 years. Jerry Brown, who was

Jerry Brown

Luo to lead Accuride

serving as senior vice-president and general manager, is now president. Brown joined Trailcon in October 2018, after serving as country manager for Ryder Canada’s fleet management solutions division. He also spent 24 years with Brinks Canada.

Hugo manages Transcourt in Western Canada Transcourt Tank Leasing has named Jason Hugo as regional account manager – Western Canada.

The 20-year tank industry veteran has worked with several manufacturers and repair facilities. In related news, Kevin Quick becomes key account manager – oil and gas.

Ed Nichols

McConnachie, Nagle named to dealer council Two Canadians have been named to the 2019 Kenworth Dealer Council, which features eight executives representing more than 410 dealerships. Boyd McConnachie of Inland Kenworth in Burnaby, B.C., is joined by Mike Nagle of Bayview Kenworth in St. John, N.B.

Davis moves up at Speedee Joshua Davis is the new CEO at Speedee Transport, where he will oversee development of the fleet’s truckload division. He has more than a decade of experience in management, operations, and business development.

Henry opens conversations with Let’s Talk David Henry, a truck driver with REK Express, is one of the latest ambassadors for the Bell Let’s Talk Campaign – a national program fighting to end the stigma surrounding mental illness. Henry is featured in national commercial and billboards, and he shares his personal struggles with mental illness and suicidal thoughts on the campaign’s website. Bell has donated more than $93 million to mental health programs since launching the initiative in 2010. Henry has been a driver for more than 30 years.

26

TODAY’S TRUCKING

Nichols named VP at HFUSA Hannover Fairs USA (HFUSA), which partners with Newcom Media in the biennial North American Commercial Vehicles Show, has named Ed Nichols as vice-president of events. He will also develop new North American events in the fire and safety segment through the portfolio of Interschutz exhibitions and conferences.

Dispatches

Trendingg on

.com

Prepare to hunt the Spotted Lanternfly The Spotted Lanternfly doesn’t have a name that exactly inspires fear, but the pest is already wreaking havoc on several U.S. states – and trucks are playing a role in its spread.

The insect that was originally from Asia has been called the most devastating species in 150 years, largely because of a voracious appetite. But it isn’t much of a flyer, choosing instead to hitch rides on vehicles and laying eggs wherever it can.

“The eggs the adults lanternflies lay look like a smear of mud, they’ll lay on anything,” said Dana Rhodes of the Pennsylvania Department of Agriculture, during a webinar hosted by Instructional Technologies.

Those with trucking operations running through Pennsylvania and New Jersey already need to train drivers and warehouse workers how to inspect vehicles and loads for infestations. Virginia also has a quarantined county, but has not yet mandated training.

The lanternfly devastates crops including fruit trees, hardwood trees, hops, and more.

@todaystrucking

As of December 2018, fleets operating in quarantined areas must have permits that confirm they’ve received adequate training. This means fleet managers must take a Pennsylvania State Agricultural Extension course that lasts more than two hours, before training drivers and workers.

For more information visit hub.instructiontech.net/lanternfly.

24.8K FOLLOWERS

Your go-to social media source

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

Jan. 10 #LookMaNoHands – #Truck steering systems are moving in a modern direction, as demonstrated in the lane-keeping systems on the new @freightliner Cascadia. And other manufacturers have systems of their own in the works. www. todaystrucking.com/look-ma-no-handstruck-steering-heads-into-the-future/ …

Jan. 30

Feb. 1

@todaystrucking

#Truck driver David Henry is one of the faces of #BellLetsTalk this year, and he shares his story with us. Let’s keep the conversation about #mentalhealth going. www.todaystrucking.com/driverdavid-henry-talks-mental-health/ …

As the cold winds continue to blow, here are 5 tips that can keep #truckdrivers safe in the deep freeze. www.todaystrucking.com/5-tipsto-keep-truck-drivers-safe-inthe-deep-freeze/ …

TodaysTrucking1

MARCH 2019

27

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Legal

Know your rights at an accident scene

By James Manson, Fernandes Hearn LLP

A

ny collision involving serious injuries or fatalities is tragic, and it can be a harrowing experience for everyone involved.

We were recently reminded of that when a homeless woman was killed by a garbage truck making its rounds in Toronto.

But every time such tragedies makes headlines, we are also reminded about things transportation companies and their drivers should do when dealing with such an incident.

When serious injuries or fatalities are involved, a driver and their employer face the risk of being charged under various provisions of the Ontario Highway Traffic Act (or another province’s similar legislation) and the Criminal Code.

Under the Ontario Highway Traffic Act, a driver may be charged with “careless driving causing bodily harm or death”, which carries a potential penalty of demerit points; a fine between $2,000 and $50,000 along with up to two years in prison; and a potential five-year licence suspension.

Under the Criminal Code, a driver may be charged with “dangerous operation of motor vehicles”, which carries a harsher penalty. In the case of bodily injury, up to 10 years in prison. In the case of a fatality, up to 14 years in prison.

The Highway Traffic Act requires drivers to report an accident that results in property damage or personal injuries to the nearest police

officer. They’re also obligated to remain at the scene, offer assistance, and when requested provide their name, licence number and jurisdiction, insurance policy details, and the name and address of the vehicle owner.

But drivers and employers should also be aware of the interplay between this duty to cooperate and the rights of the accused under the Canadian Charter of Rights and Freedoms. These include the right to remain silent, the right to counsel, and the right upon being arrested to be promptly informed of the reasons why.

Sometimes during an investigation, a police officer will come to believe that the driver has committed an offence under the Highway Traffic Act or Criminal Code.

If this happens, the police officer must “caution” the driver – in other words, read them their rights. Generally speaking, this is the moment when the driver’s Charter rights are engaged.

From then on, the driver has the right to remain silent, and the right to speak with counsel. If a caution is not properly given by the police, it might mean that any subsequent statement by the driver is inadmissible if the case goes to trial.

If a driver acknowledges that they understand the caution – but continues to supply damaging information, maybe because they’re fearful

or want to be helpful – that information can be used as evidence.

Drivers should make every effort to write down where and when a caution was given to them, and exactly what was said. If a caution is given, drivers should bear in mind that anything they say from that point onward could come back to haunt them later.

It’s why drivers should be urged to: Remain calm. Try not to get upset or overly defensive.

Report an accident immediately to their employer.

Report an accident to the nearest police officer and cooperate within reason.

This means answering questions honestly and as simply as possible. Remember, there is no need to volunteer more information than is being asked.

Try to make notes about what happens during the investigation. Smartphones can be used to take pictures, record details, and write down notes. If police ask

them to stop, they should comply with the directions but take note of who gave the directions and when.

Take the time to understand any questions before answering.

Read everything carefully and ensure they understand everything before signing a document. It’s important to note anything that’s objectionable, and ask for clarification in writing or on video if needed.

Note what a police officer says when delivering a “caution”, who said it, and when. At that point, drivers shouldn’t say or sign anything further. This is when they should call their employer, and if an employer isn’t available they should immediately call a lawyer. When in doubt, drivers should ask what their rights are and if they’re being cautioned.

Employers, meanwhile, are urged to provide contacts that can offer around-the-clock assistance and support. If the call is about an accident that involves serious injury or death, they should head straight to the scene to offer the drivers any necessary support. TT

James Manson of Fernandes Hearn LLP can be reached 416-203-9820, or jmanson@fernandeshearn.com.

This column is intended for information purposes only and does not constitute legal advice.

MARCH 2019

29

Open Mike

Fuel surcharges?

I’ve had my fill.

By Mike McCarron

I

was overwhelmed by the feedback I received about last month’s column on fuel surcharges. Some of you really liked what I had to say.

Others, not so much.

In the column I challenged the system that our industry uses to deal with fluctuations in the price of fuel, which often produces absurdly high surcharges. My thinking was that there must be a better way.

Apparently not.

Even though truckers I talked to expressed frustration with the current fuel surcharge model, most seem content with the status quo and are confident they’re getting their fair share.

What’s fair? Research from FreightWaves indicates that 2/3 of a carrier’s fuel costs are passed on to shippers in the form of surcharges.

That number was much higher than I expected. So I revisited how carriers are coping with fuel surcharges.

Here’s what I learned.

The system is no system There’s no single formula for managing fuel surcharges.

Variables like the size of fleet, sector, length of haul, and geography make industry standardization almost impossible. Throw in market lags and market nuisances (e.g., how fuel prices increase faster than they decrease) and it takes real expertise to make sure customers are

30

TODAY’S TRUCKING

paying their share of spikes at the pump.

Every carrier does things a little differently, and some better than others.

combining the base rate, fuel surcharge, and accessorial charges to get their net price.

I was surprised how many of them quietly confirmed that they’re making money.

Tinkering with surcharges gives them the last kick at the pricing can.

Know your math Fuel costs can be easily explained, even to a shipper who’s chirping about a 40% surcharge on the bill. Your contact’s boss will understand fuel is a pure cost, and that what goes up will one day come down.

The best carriers are prepared to explain not only how their fuel surcharge works, but what they’re doing to keep fuel costs low – like operating modern rigs, leveraging fuel purchases, and holding speeds in check.

In the cloud

Triple dipping

One of the big complaints from carriers around fuel surcharges is the cost of managing customer-mandated programs that turn into administrative gong shows.

Many carriers are turning to cloud-based applications like FreightWaves to outsource their problem. The technology card is the one I’d be playing if I still owned trucks and was struggling to figure out the fuel conundrum.

Speaking of the fuel conundrum, the best tongue-lashing I took over last month’s column came from an industry leader who told me, in so many words, to shut my yap and stop messing with a system that works just fine.

Then again, an editor once told me you’re only a good columnist when you piss people off. It comes with challenging the status quo. TT

Last month I harped on the risk associated with double dipping: negotiating two prices at once – the linehaul rate and surcharge.

Well, forget about double dipping. I talked to carriers that are triple dipping by

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.

“All-in” rates Percent-based surcharges are considered a benefit to the carrier. But many are switching to an “all-in” model – and getting rave reviews from their customers for doing it.

When I owned MSM Transportation I despised all-in rates. Those all-in rates often became “lifetime” rates that were never adjusted for swings in fuel prices.

All-in rates work best when they’re revisited regularly, like every 90 days, and when the carrier routinely reminds customers that the rate will fluctuate. Some of the carriers I talked to also stress the need to tread lightly because, once you flip a customer away from

a percentage-based system, there is no turning back.

One thing that always puzzled me is how freight brokers get a pass on fuel surcharges. Even the most disciplined carriers told me they let brokers off the hook.

I think the hauling of broker freight has a lot to do with the 1/3 of carrier fuel costs that are not passed on to shippers.

Commentary

There is blame to share in Humboldt’s tragedy

By Jim Park

N

ow we know what happened at that cold crossroad near Tisdale, Sask., where 19 lives were snuffed out in an instant, 16 people were badly injured, and the expected arc of dozens of families was irrevocably knocked off kilter.

A woefully inexperienced driver became so preoccupied with the billowing tarps covering his load of peat moss that he failed to notice several warning signs and an oversized, lighted stop sign as he approached an intersection.

Moments later he would collide with a bus loaded with young hockey players.

How many other drivers have found themselves so preoccupied with a problem that they failed to notice other developing problems? I think few of us could claim a career free of moments like that.

Speaking on the final day of his sentencing hearing, after listening to dozens of victim impact statements, Jaskirat Singh Sidhu addressed the court, saying he takes full responsibility for what happened. “It happened because of my lack of experience,” he told the court.

“I’ve taken the most valuable things of your life,” he said. “I am so, so, so, so, so sorry about this pain.”

There was a man standing in a room, confronted by a crowd of angry, confused and even sympathetic people, facing the worst situation most of us could ever imagine. He

had honorably pleaded guilty to the 29 criminal charges against him so as not to put the families through the grief of a trial. Now he was explaining what had happened that day. It’s what everyone wanted to hear. How he managed to get the words out I’ll never know. It would have taken enormous strength to do that.

As tragic and life-altering as that crash was, I think Sidhu is the other tragedy in this story. He did not set out that day to hurt anyone. No driver does. But his mistakes piled up and eventually buried him – mistakes brought on or compounded by his apparent lack of training.

We don’t know much about his driving background except that he took a driver training course in August 2017 that lasted about a week. He was hired

by Calgary-based Adesh Deol Trucking in March 2018, three weeks prior the crash.

Reports say he ran for two weeks with another driver at the company. The week of the crash was his first week on his own.

We don’t know where he was trained, who passed him for his driving test or even how good a driver (steering and gearing) he was.

Nothing in what happened suggests he lacked basic driving skills, but he certainly had not mastered the myriad other duties a driver is supposed to fulfill – like tarping a

load or filling out a logbook.

It was reported that he accrued 70 logbook and vehicle inspection report violations in the three weeks he drove for the company.

They were mostly form-andmanner errors, not the sort of thing we’d see from someone trying to beat the system for his own gain. It appears to me that he simply had no idea what he was doing.

I’m sure many drivers have found themselves in over their heads a few times in their careers: driving in New York City for the first time, the first trip through Kicking Horse Pass, heavy cargo that had to be loaded just right to keep the axle weights legal ...

Learning how to be a professional driver is scary as hell,

we deride new drivers as inexperienced (ya think?), unthoughtful, and even stupid. Yet we let them struggle to back up while shooting videos of their predicaments rather than offering help.

If many of today’s new drivers lack basic skills, it’s not because they are stupid, but because they were never taught properly or didn’t have mentors to help them learn.

Or they worked for companies that exploited that inexperience because these drivers had few prospects of getting hired by better companies.

I wish Sidhu well in whatever fate has in store for him.

The collateral consequences were orders of magnitude beyond the severity of the mistakes he made, but this story shouldn’t end with the passing of a sentence.

We need to look at how the industry and regulators let this driver down – by not providing adequate training and oversight, by allowing someone to operate an advanced vehicle despite a lack of experience, and by leading him to believe he could do so. I doubt Sidhu will ever drive again, but there was a time when he wanted to. If we’re going to resolve the labor crisis we face in trucking, we have to stop eating our young. TT

As tragic and life-altering as that crash was, I think Sidhu is the other tragedy in this story.

and it’s much worse when you don’t have a supportive company behind you. As a former rookie driver, some 40 years ago, I can still remember the terror I felt pulling A-train tankers north on Ontario’s Hwy. 69, into a winter storm.

Fortunately for me, experienced drivers back then were willing to coach me into getting the job done without hurting anyone.

It doesn’t seem to work Jim Park is Today’s Trucking’s equipment editor and industry veteran. that way anymore. Today MARCH 2019

31

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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

Convoys

United They Roll Convoys plan to reach Ottawa Feb.19 in show of support for oil and gas industry

By Derek Clouthier Trucks have become a symbol of support for Canada’s ailing oil and gas sector, with several convoys rolling through Western Canada in recent months. Now some are preparing to take their arguments eastward, with United We Roll! – Convoy for Canada! planning to reach Parliament Hill in mid February.

The first rally that included a truck convoy popped up on Dec. 17 in Grande Prairie, Alta., attracting more than 600 trucks. That exceeded expectations, says Rob Petrone of the Grande Prairie Petroleum Association.

Two days later, a group known as Truckers for Pipelines formed what was reported as a 22-km convoy. Related traffic delays even forced federal Conservative leader Andrew Scheer, in the area to give a speech, to ditch his vehicle and walk to the community’s town hall.

About 450 trucks organized

by Bert Baxter Transport flooded the streets of Estevan, Sask.

Then more than 1,000 protesters took to a convoy in Whitecourt, Alta., on Dec. 30, moving from LB Energy Services and along Hwy. 43. On Jan. 5, a different 10-km convoy stretched between Brandon and Virden, Man. About 650 vehicles including trucks took to the roads around Medicine Hat, Alta.

The focus these days is on taking the message from Red Deer to Ottawa.

Several online campaigns to help cover related costs have come and gone, leaving United We Roll! Convoy for Canada! as the sole initiative standing.

“We have been doing convoys in B.C., Alberta, and Saskatchewan for over a month, and the government just isn’t

listening,” said Glen Carritt, one of the organizers. “We decided that the only way for them to listen to what is happening to all of Canada is to drive theses trucks to Ottawa.”

Carritt, a member of Innisfail town council and operations manager for an oilfield safety company, said the effort is about creating awareness.

“We need our product to get to tidewater to the rest of the world, as well as to Canada,” he said, referring to the need for pipelines. “We need to stop spending $50 million a day on foreign oil. Our product is backlogged, thus dropping the [Western] Canadian Select price.”

Western Canadian Select is the heavier grade of oil drawn from Canada’s oil sands, and it’s sold at a lower price than other grades because of export-related challenges and a backlog of oil in Alberta.

But the group that is “united” in word hasn’t enjoyed an entirely united approach. Originally called Convoy to Ottawa, it broke ranks from so-called Yellow Vest protesters because of

differing opinions. Yellow Vest protesters in Canada have voiced concerns about topics such as immigration policies and the United Nations. They’ve since been invited back into the convoy.

“This is a peaceful protest and accepts no hate or radical individuals in this protest,” Carritt said of United We Roll. “We welcome all Canadians who have an issue with our government to join the rally … truck or not.”

Some of the donors who contributed $127,000 through two separate GoFundMe pages have requested refunds, potentially because they were confused about which convoy they had supported.

But United We Roll has since raised more than $35,000 for the cause.

Similar plans by groups known as Canada Action and Rally4Resources abandoned fundraising efforts of their own. Roy Craigen of Transcom Fleet Services continues his GoFundMe campaign called Convoy Support 2019 – Western Canada to Ottawa, meant to support various convoys, raising just over $1,200 of a $25,000 goal.

United’s co-organizer Jason Corbiel, a wellsite supervisor for Husky Energy, says he expects around 350-400 trucks to take part in the journey to Ottawa, with 1,500 personal vehicles and selected buses joining them. The plan is to depart Red Deer on Feb. 14, with a stop in Regina before making Ontario stops in Dryden, Sault Ste. Marie, and finally Arnprior on the evening of Feb.18.

They expect to be joined by convoys from the Maritimes and Southern Ontario before heading into the Nation’s Capital on Feb. 19.

About 250 of the trucks are expected to head into Ottawa to converge along Wellington Street and other thoroughfares near Parliament Hill, for two days of protests and speeches.

“Many trucks are coming, and as that number increases the goal may change,” said Carritt. “We are confident we will achieve our goal, as we know all of Canada is not happy with our government.” TT MARCH 2019

33

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Smash Hit Gary Vandenheuvel enjoyed watching the exploits of Jamie Davis on Highway Thru Hell, a reality TV show based on the same kind of heavy recovery operations he conducts at Preferred Towing. But he never thought about doing his own job in front of TV cameras. No thank you very much.

Then the phone rang.

“I’m from the Discovery Channel,” said the voice on the other end of the line, “and we’re thinking of doing a new series in Ontario.” Soon a camera crew was on location, and Vandenheuvel became a reality TV star in his own right.

That was a year and a half ago.

Vandenheuvel and Preferred Towing are now among the operators featured in Heavy Rescue: 401, a show focused on towing and recovery activities along the province’s 400 Series highways between Sarnia and Toronto. It’s now in its third season.

The 27-year industry veteran admits to being nervous as the first air date approached. “I was sweating it. I was worried what I would look like, how you’re perceived,” he says. But the feedback was positive, and the shows continued. He now admits to being recognized outside of the truck, not just in Sarnia but further afield. When he and his wife recently vacationed in Costa Rica, he was even spotted by a beach vendor. The show is aired in 170 countries around the world.

Episodes feature an undeniable air of melodrama, accentuated by everything from beating drums to voiceovers talking

Gary Vandenheuvel

Photos: Highway Thru Hell

Tow operator in the spotlight of TV’s Heavy Rescue: 401

about “smashing” or “slamming” equipment. Slipping wheels are accompanied by “whoas” just before commercial breaks. But Vandenheuvel stresses that the show still offers an accurate look at the recovery efforts required when trucking goes wrong.

“It gives a very accurate depiction of what we do out there. Nothing is made up. What you see happening out there happens. It’s not dramatized,” he says. A three-member crew from Great Pacific Media films the towing company’s activities from December to April. Larger recovery operations have included as many as eight crew members, drawing from similar teams in London and Toronto.

Even Vandenheuvel finds himself watching episodes “again and again and again” to critique his own recovery work, to see what he could do better. “They do drone shots and things like that that you just never would see,” he says of the added perspective.

The most memorable experience, though, is having the chance to watch his son Collin establish himself in the towing industry and become a businessman in his own right.

Vandenheuvel believes the series also helps to strengthen the towing industry’s public image. “I’ve always been a very strong advocate of the industry, and I believe in the profession, and this show is really helping that,” he says. “We have a lot of people come up and say, ‘We respect what you do there, and we have a better understanding.’”

The general public’s understanding is certainly important in the push to convince motorists to slow down and move over when coming across a recovery operation.

In the midst of it all, his primary business continues to be Preferred Towing and its 10 staff members. The Sarniabased operation runs 15 units ranging from light-duty towing equipment to the heavy recovery trucks. There’s work involving float and roll-off services in the industrial community, too.

Producers don’t place any restrictions on the way that’s run. “Everybody is free to run their business as they do,” he says.

Any future restrictions are more likely to come from the province itself. A quick clearance committee has been revived, and along with industry associations it is exploring the potential of new rules that could help to address challenges like inflated towing costs, especially in the Greater Toronto Area.

“In any industry there is the good and the bad,” he says, when asked about peers who have been the focus of complaints.

“I make sure for our company we do all the fair practices that we need to do. It’s a tough industry and we certainly have a large commitment in clearing these roadways up.”

The latest season of Heavy Rescue: 401 premiered Jan. 8 on Discovery. TT MARCH 2019

35

Kriska’s Mark Seymour, Tandet’s Scott Tilley, and TYT’s Patrick Turcotte all see a value in well-managed change.

Change Agents Fleet executives share 7 tips for managing ongoing change

By John G. Smith Change is said to be one of the only constants in life. This is particularly true in the trucking industry – and not just when it comes to the new trucks rolling into fleet yards.

Paper logbooks are giving way to electronic logging devices (ELDs), the data from telematics systems is being used to rethink longstanding route plans, and a new generation of workers continues to challenge the status quo.

Managing such change is no small task, but three fleet executives participating in a panel discussion at Isaac Instruments’ recent leadership summit offered insights into how they tackle such issues.

n Engage your staff in the change “Everyone likes change when they’re in control of the change,” said Scott Tilley, co-president of the Tandet Group. “The challenge is when they have change forced upon them. There’s a resistance.”

When his company wanted to shift to VoIP phones, replacing the traditional black phones that sat on everyone’s desk, staff were asked to try the technology for six weeks. But they were also given the chance to ask for the return of their old phones after the trial. Everyone stuck with the new technology when given the choice.

36

TODAY’S TRUCKING

“It was getting them over the hump and getting them comfortable with it,” he said.

When it came time to introduce ELDs, meanwhile, the company equipped just a few drivers at first – and ensured they were among the drivers who tended to resist change. Those who learned to work with the devices became champions for the wider rollout.

“Then you get the rest of the group looking forward to the change – at least not fearing it,” he said.

o Be open to different thinking Encouraging staff to develop innovative ideas can also mean stepping out of the way.

Tilley, for example, remembers walking into a dispatch office at 1 p.m. one Thursday afternoon when the 35-year-old manager was preparing to send everyone home. All the orders had been organized at 11 a.m., he was told, and everyone had cell phones. Once outside the office they still took calls whenever they arrived, whether at 3, 5, or 9 p.m.

Team leaders are ultimately responsible for monitoring group activities and ensuring goals are met. If they fail, they fail as a group and need to determine the reason.

When asked how they could enhance

their existing work experience, staff at the Kriska Group asked for an extra week of vacation. President Mark Seymour admits the first instinct is to say that isn’t possible, but they’ve asked for the chance to figure out how it could work.

He’s giving them that chance.

Even those leaders who wish things would stay the same need to recognize that a new generation of employees has a new way of thinking.

Patrick Turcotte, president of TYT Group, remembers that drivers were once recruited with nothing more than a nice truck and a good salary. These days potential recruits are asking what the fleet can do for them.

But any 20-30-year-olds who are attracted through the door are essentially pre-programmed to try new ideas, he said. This can help a fleet manage further change.

p Communicate every step of the way

Tilley also stressed the need to communicate with everyone as changes take shape.

“People don’t like a change that is a surprise,” he said. “Even [with] small changes, you really want to be on the same track.”

And when everyone is on the same track, a change is easier to implement.

“If you convince them, the changes will go faster,” Turcotte said. “The best tool is your employees.”

TYT’s leaders are actually deployed into small groups who are committed to convincing other people about an idea.

Gradually they enact a change along the way. “Super users” of new technology are also established to offer extra support after any initial training is completed.

“There’s always questions that’s coming, even if you bring the best training,” Turcotte said, explaining the need.

It’s sometimes easier said than done.

Turcotte admits that TYT’s attempt to introduce propane-powered trucks failed even after drivers were educated about the extra fueling time and

Change Agents offered a list of locations for refueling.

He thinks the explanations just fell short. Within six months, that project was abandoned.

q Celebrate the changes Once a new approach does roll out, Seymour sees a cause for celebration.

“It’s really important to celebrate anything and everything,” he said. “You don’t have to spend a lot of money to make people enthusiastic.”

Simple signs of appreciation like free pizza on a Friday, or the gift of a Tim Hortons gift card, can acknowledge those who are embracing change and leading the charge.

r Step out of the way Still, not every change is led from a corner office. When that’s happening, it might be important to simply step out of the way and let people manage their own teams, the speakers said.

“You’ve got to stay out of the weeds,” Seymour told the crowd. He admitted this can be a challenge after working in the same family business for 35 years, but makes a point of avoiding watercooler conversations with other long-time employees who share doubts.

After all, good people will take their talents elsewhere if executives continue to interfere.

s Buy into the change It’s equally as important to ensure everyone buys into changes that are made.

Tilley remembers introducing written tests for new job candidates, requiring a score of 45-55 before someone would be hired. But even he was guilty of hiring those who scored outside the range.

The first guy he hired scored a 59 and was gone in four months after trying to change absolutely everything, no matter what it was. And the driver who scored a 42? He was let go after several incidents.

“There was a change we put into place.

We did it for a reason. We tested it,” he said, admitting to the mistakes. “We fought the process. I fought the process.”

let – with all the required information shared through the back end. This would eliminate some of the natural friction that occurs when dispatchers tell a driver what to do.

Maybe computer algorithms could be used to match loads to a driver’s preferences, he added. “Why wouldn’t we use that technology?” TT

still to come, but Seymour offered an idea of how radically business approaches could be reshaped. For example, he’d like to see future in which drivers dispatch themselves.

Picture a customer service rep taking an order, planners watching equipment moves from afar, and drivers selecting the loads they want to take on a tab-

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t Recognize that more change is coming

It’s hard to predict changes that are MARCH 2019

37

SOUNDS OF SILENCE Manufacturers are racing to produce electric trucks.

Many of their real-world tests begin this year.

By John G. Smith

T

here is no escaping the sound of engines at the Las Vegas Motor Speedway. It seems to come from every direction, a steady hum of cars on the oval punctuated by the roar of fighter jets stationed at nearby Nellis Air Force Base. There’s clearly no hope of being heard whenever the jets are overhead. Freightliner personnel simply stop mid-sentence and laugh it off until the roar subsides.

When it comes time to open the door to a speedway parking lot, however, the Freightliner team offers a different sort of warning about the sounds that people can expect from a demonstration of Daimler-made trucks. These models can sneak up on you, they stress. Be aware of your surroundings.

The Class 8 eCascadia and medium-duty eM2 are the first prototypes destined for the Freightliner Electric Innovation Fleet.

The little noise they generate comes in the form of exhausting air brakes and the scrunch of tires against cement.

Call them the sounds of silence – and you’ll be hearing more about them in the months to come.

An electric year Manufacturers are clearly in a race to bring some of the first battery-electric vehicles or fuel cells to North America, with several introducing all-important test fleets during 2019.

Early production efforts have focused on models like the Fuso eCanter and Chanje panel van for good reason. The North American Council for Freight Efficiency (NACFE) found that the natural applications for battery-electric vehicles still include medium-duty trucks that run one shift per day and sit still long enough for recharging. For that matter, trucks of this size also tend to cube out before grossing out, meaning that hefty batteries are a lesser concern.

But larger models are clearly taking shape.

Freightliner will divide its first 30 eM2 and eCascadia trucks

38

TODAY’S TRUCKING

between Penske Truck Leasing and NFI National Freight. Volvo Trucks North America, meanwhile, will have electrified VNR tractors on the road in 2019 as well. And Mack Trucks has already announced plans to test an electrified LR waste truck with New York City’s Department of Transportation.

The list grew longer yet at this year’s Consumer Electronics Show. Kenworth and Toyota, which had individually been testing hydrogen fuel cells, announced they are joining forces to build 10 vehicles that will be tested by Toyota’s logistics operation, selected drayage haulers, and UPS. Peterbilt added a medium-duty Model 220EV to test models already including a Model 520EV and Model 579EV, exploring possibilities in refuse, regional haul, and urban delivery applications. It expects to have more than 30 electric vehicles running this year, with a food and beverage hauler collecting the first of the newest trucks.

As for Navistar, it has promised to bring a medium-duty electric powertrain to North America in the same timeframe, drawing on expertise from partners and shareholders at Traton Group, formerly Volkswagen Truck and Bus. Established manufacturers are not the only ones in the race, either. Ryder recently ordered 1,000 battery-electric Chanje panel vans to be put in service in the next two years.

Nikola Motor Company has reportedly secured more than US $13 billion in pre-orders for its hydrogen-electric trucks, with

Established and emerging manufacturers alike are racing to bring some form of battery-electric vehicles or fuel cells to North America

Electric Trucks production of the Nikola 2 model to begin in 2021. Loblaw has tested a Build Your Dreams (BYD) drayage truck in Vancouver, while UPS is running field trials of a Class 6 Thor vehicle around Los Angeles.

Then there’s Elon Musk. The Tesla CEO promised one of North America’s first Class 8 electric trucks, unveiling the prototype of his Tesla Semi as early as December 2017.

Production of that truck was to begin this year as well, although some reports suggest the date has been pushed to 2020. (Tesla didn’t return requests for comment.)

“Tesla shook up the whole industry and made it go a little bit faster,” Volvo Trucks North America president Peter Voorhoeve said late last year, referring to the way Musk’s widely publicized announcement may have accelerated plans by other companies.

Established manufacturers believe they have a vital edge in the race to market, though.

“Everybody can build one or two trucks. Everybody can build 10,” says Andreas Jurtzka, senior e-mobility lead for Daimler Trucks North America. The question is who can produce 1,000 units that are not only practical but will be reliable for several years.

Who will use electric trucks?

Today’s power densities limit the opportunities for batteryelectric vehicles in longhaul service. The batteries required to deliver the necessary ranges are simply too heavy to be practical. But early test models are showing a widespread focus on the routes traveled by refuse vehicles, regional drayage haulers, and local pickup and delivery applications.

“At Peterbilt we believe those three applications are going to have the most-immediate and near-term payback in terms of an ROI for our customers,” says Peterbilt general manager Jason Skoog.

Granted, there are still plenty of unknowns. “Nobody has a clue right now what the TCO [total cost of ownership] looks like,” Jurtzka says. It’s one of the reasons why a new eConsulting service will be central to any of Daimler’s future electric vehicle rollouts. This will explore available trucks, assess routes, analyze economic feasibility, provide financing, deploy charging infrastructure, support maintenance and operations, manage the fleet, and deal with the vehicle’s end of life – even finding a use for aging batteries. The manufacturer has established a customer council to explore the technologies, too.

But when releasing a report on electric vehicle technologies, North American Council for Freight Efficiency (NACFE) executive director Mike Roeth observed that the cost of using electric trucks in shorter, mild duty cycles is drawing closer to the cost associated with traditional combustion engines.

“What we knew about batteries 1-1/2 years ago is not valid today,” adds Magnus Koeck, Volvo Trucks North America’s vice-president – marketing and brand management, referring to ongoing advancements.

Lessons are clearly being learned along the way, and many of the prototypes hitting the road this year are based on MARCH 2019

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Electric Trucks proven concepts. Volvo’s VNR will rely on a propulsion system and batteries found in the European FE Electric. Kenworth and Toyota, meanwhile, are drawing on the fuel cells found in Toyota Mirai cars – similar to the Ballard Power Systems fuel cells that Kenworth used in the prototype of its Zero Emissions Cargo Transport (ZECT) truck.

Still, there are challenges to overcome.

It’s why the earliest models will be limited to test fleets.

Creating an electric truck involves far more than pulling out engines, aftertreatment systems, and fuel tanks. For example, traditional equipment including belt-driven accessories like HVAC systems and compressors will require electric motors of their own.

Then there’s the ever-present demand for cooling. “There’s a lot of piping that goes on, and cooling every different part of the truck differently,” says Jurtzka.

“One of the lessons we learned with our ZECT [Zero Emission Cargo Transport] truck is we have to heat the batteries when they get really cold,” adds Brian Lindgren, Kenworth’s director of research and development. “We have to heat them up so we can apply energy in a hurry when we need to make a shift. For example, the fuel cell wants to generate energy all the time. You have to stop that for a minute when you make a shift. And if you can’t put it into the battery, what do you do with it?”

Fit and finish play an important role as well. Sitting at the wheel of prototype Freightliner trucks, it was easy to become fixated on sounds like the “tick-tick” of a fan and the tapping of a poorly latched cabinet door. There was no running engine to help mask sounds like those.

Plugging into infrastructure To compound matters, the rollouts involve more than trucks alone. Any of these vehicles will present new “refueling” requirements, whether they come through a plug-in charger or a hydrogen fuel island. And some utility providers tell Daimler that they need two years to establish requested charging infrastructure.

There isn’t even a consensus about what the connectors will look like or

To compound matters, the rollouts involve more than trucks alone. Any of these vehicles will present new ‘refueling’ requirements, whether they come through a plug-in charger or a hydrogen fuel island.

where it should be mounted. For now, Freightliner has adopted the European Combined Charging System (CCS2) standard plug and will mount it on the driver’s side of the eM2. And it continues to participate with the CharIn initiative that’s looking to establish common plugs and communication standards.

There can even be differences across an individual brand.

“In each of these trucks, we have different levels of charging stations,” said Joshua Goldman, vice-president of business development at TransPower, referring to Peterbilt. “We can de-tune the onboard 70-kw four-hour charger on the 579 to a 12-hour charger if that’s the time they have, or we can upgrade to DC fast charge and charge in as little as one hour with upwards of 125 to 350 kW using DC fast-charge technology developed for cars [but] at a higher voltage needed for the heavy-duty powertrains.”

For that matter, will plugs even be needed in the future? Volvo Group’s venture capital subsidiary just invested in Momentum Dynamics, which is exploring high-power wireless charging, which would allow trucks to tap into 300 kW of charging power as they pass over the system.

Just roll and go.

The Goldilocks area In most cases, Canada will have to wait before seeing test fleets of its own. Most manufacturers are focusing their efforts in and around California, leveraging grants available through the California Air Resources Board (CARB).

Those funds are available as the Port of Los Angeles targets a goal of banning

anything but emission-free trucks by 2035. About 16,000 diesel models currently serve the ports of Los Angeles and Long Beach.

Millions of related dollars are being invested by the South Coast Air Quality Management District (SCAQMD), an air pollution control agency that covers California’s Orange County and urban areas of Los Angeles, Riverside, and San Bernardino counties. The area historically has the worst air quality in the U.S. because of natural geographic and atmospheric conditions, coupled with a dense population.

The “clean” nature of electric vehicles is ultimately decided by the source of the electricity. For example, net pollutants will be lower if the energy comes from a renewable source like a wind farm rather than an aging coal facility. But California is moving forward to establish the electric vehicles with confidence that cleaner electricity sources are coming.

Eventually.

Lindgren also describes California as a “Goldilocks area” for such research at the moment. “It’s not too hot. It’s not too cold if you’re on the coast,” he says. “If you can stay in the 50 Fahrenheit to 100 Fahrenheit [10 to 38 Celsius], that’s pretty easy to handle.”

In the meantime, there’s also the ever-present challenge of purchase prices, and all of these trucks are more expensive to buy than their dieselpowered counterparts. But things are changing.

Says Voorhoeve: “There’s a lot of scientists trying to predict where the cross point of diesel and electric is, and it’s not that far away.” TT MARCH 2019

41

POWER PLAYS A growing array of battery-electric and hydrogen-electric truck prototypes are beginning to haul freight, mostly in test fleets that are emerging around California.

Here’s a rundown of some of the trucks looking to make their mark.

BYD 8TT The Class 8 BYD (Build Your Dreams) day cab offers a 200 km range with a full load and about 270 km when pulling a half load. With a battery capacity of 435 kWh, it delivers the equivalent of 483 hp and 1,770 lb-ft of torque. One of the first demonstrations involved a Loblaw distribution center in B.C. But plans to open an assembly plant in Ontario have been put on hold as the company evaluates “the market and business opportunities,” a BYD spokesman confirms.

Chanje V8070 Ryder has already placed an order for 1,000 Chanje panel vans, all to be on the road in the next two years. The battery-electric vehicle promises a 160 km range, featuring a 70 kWh battery capacity. It delivers 198 peak horsepower and 564 lb-ft of peak torque.

Freightliner eCascadia and eM2 Freightliner plans to have 30 electric eCascadia and eM2 trucks in a test fleet before the end of this year. Penske accepted the keys to the first eM2 in December. The eCascadia will draw on four electric motors overall, with hub motors mounted at each end of two drive axles. It will have a 400 km range but require 550 kWh batteries, delivering a peak 730 kW. The medium-duty eM2 has 325 kWh batteries, delivering a peak 270 kW and a 370 km range.

Fuso eCanter Fuso eCanters are now on the road, used by customers including DHL logistics in Germany, and UPS in the U.S. The electric drivetrain includes six lithium-ion batteries, each storing 13.8 kWh at 420 volts. The batteries collectively weigh about 600 kg, and the vehicle has a range of more than 100 km.

Kenworth-Toyota Fuel Cell Electric Vehicle Kenworth and Toyota are joining forces to develop a test fleet of Fuel Cell Electric Vehicles.

Hydrogen will be converted into electricity that’s stored in 12 kWh batteries to drive the electric motors. Each of the 10 trucks will draw on 420 kW of power from a pair of carbon fiber fuel cells, based on technology found in Toyota Mirai cars, providing a range of 480 km between charges.

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TODAY’S TRUCKING

Electric Trucks

Mack LR Electric Mack recently announced it’s partnering with Republic Services to build a fully electric Mack LR refuse vehicle, in addition to a planned test with the New York City Department of Sanitation.

Most spec’s are still under wraps, although it will include an integrated Mack electric drivetrain.

Nikola Two Nikola Motors will be offering test drives of its Nikola Two tractor during an event this April that’s been dubbed nothing less than Nikola World. The hydrogen-electric truck has a range of 800-1,600 km, drawing on 800-volt AC motors and a 240-320 kWh battery capacity.

Peterbilt 220EV, 520EV, 579EV Peterbilt is expanding its test fleet of electric vehicles to include the medium-duty 220EV. While its electrified 520EV and 579EV have conventional drivelines that connect electric motors and axles, the 220EV uses the Meritor Blue Horizon two-speed drive eAxle. The power itself comes from a pair of TransPower lithium-nickel-manganese-cobalt battery packs, which deliver 148 kWh and 650 volts. Peak power will be as high as 250 kW, while continuous power will reach 200 kW.

Thor Trucks ET One Thor Trucks has turned to AxleTech to develop an electric heavy-duty powertrain, integrating Thor’s proprietary battery packs based on cylindrical lithium-ion cells. The initial focus is on regional trips of around 480 km. Powertrain options will range from 300-700 hp.

Tesla Semi Tesla CEO Elon Musk offered few details when he unveiled a prototype of the Tesla Semi in late 2017. Most were in the context of facts that might excite car enthusiasts – like a bobtail that will reach 97 km/h in five seconds. The final truck is expected to draw on four of the same electric motors currently installed in Model 3 cars. Originally scheduled for production in 2019, some reports suggest 2020 is more likely.

Volvo VNR Electric Volvo Trucks North America says it will have an electric VNR regional tractor on the road this year, with plans to commercialize the product in 2020. Specifics about battery capacity and vehicle range are still under wraps, although the propulsion system and batteries will leverage those used in the Volvo FE Electric, now being sold in Europe.

MARCH 2019

43

In Gear

48 Winter Brakes 50 Product Watch

EQUIPMENT NEWS, REVIEWS, AND MAINTENANCE TIPS

Freightliner’s active lane assist will make gentle steering adjustments to keep the truck in its lane. (Photo: Daimler Trucks North America)

Look Ma, No Hands Active steering is emerging as the next layer in driver assistance systems

By Jim Park Steering hasn’t been considered a chore since “armstrong” steering went the way of the Caterpillar truck engine. Before hydraulic power steering became commonplace in the 1980s, drivers had to plant their feet firmly on the floor and reef on big 24-inch steering wheels to wrangle their trucks into tight loading docks.

Power steering was optional back in those days, and many fleets figured drivers were easy enough to find that they didn’t need to spend the money on luxuries.

Within the next few years, trucks will

44

TODAY’S TRUCKING

be steering themselves down the highway, in some cases backing themselves into loading docks. By adding an electric servo motor to the basic hydraulic power steering pump, truck makers will be able control the steering directly and modulate the effort required to turn the front wheels, making the steering feel nice and stiff out on the highway and one-finger easy at maneuvering speed. Linked to legions of sensors, the steering system will soon be able to self-correct for road crowns and crosswinds, and it will even

center itself out after coming through a turn. There’s even more in the pipeline.

I had my first taste of such a steering system at the Mid-America Trucking Show in 2015 when TRW hosted a demonstration of its Reax electric/hydraulic power steering. TRW Automotive has since been acquired by ZF Friedrichshafen, and the Reax development continued.

“In conventional hydraulic systems we have lived with for the past 40 years, there’s a constant tradeoff between highspeed steering effort and stability on the highway and low-speed maneuverability,” says Kevin Tilton, chief engineer - new product development at ZF. “It’s always a compromise when you can tune to only one steering feel. High-speed stability and acceptable feel on the highway gets the priority. Then you lighten the parking

In Gear effort as much as you can while giving the steering a good feel and still making it robust enough to survive 10 years in a commercial vehicle environment.”

ZF has had some variation of electric-assist steering in transit buses and motor homes since 2006, and now has programs on multiple continents to launch it in heavy trucks by 2020.

The marketplace for electric-assisted steering is actually pretty crowded. TRW, a traditional power steering system supplier to the commercial vehicle sector, is now owned by ZF. RH Sheppard, another long-time industry supplier, is owned by Wabco, and that group is actively developing its own systems. Volvo and Daimler both have divisions charged with developing proprietary technologies in cooperation with other Tier 1 suppliers.

The new kid on this block is Bendix Commercial Vehicle Systems. The company signed a definitive agreement in October to acquire the ProSteering business of JM Engineered Products, a Lebanon, Tenn.-based remanufacturer of all-makes power steering systems for commercial vehicles. The acquisition gives Bendix CVS a platform upon which to develop steering technology that will support its existing suite of advanced driver assistance systems (ADAS) such as Wingman Fusion.

“This fits in nicely with all the other things we are working on today in terms of advancing driver assistance,” says Fred Andersky, director of customer solutions – controls group at Bendix CVS. “We are already controlling acceleration and braking. Adding steering gives us a new dimension to work with in ADAS technologies.”

Pathway to autonomy While some of these advanced steering systems are in fleet testing at the moment, none have officially come to market.

The first will be the next generation of Freightliner’s new Cascadia, which will offer steering support later this year.

But the first iterations of the technology will be driver assistance systems, not self-driving systems.

We all remember the fiasco with Tesla’s rather poorly named “autopilot” steering technology. It’s defined as an ADAS system, but since it will steer the

STEERING ASSISTANCE TERMS

E

very emerging technology brings with it a whole new set of acronyms or strings of words that have never been strung together before. Various suppliers will have their own trade names for such technologies, but all of them are currently developing some variation on half a dozen or so advancements. You’ll be hearing terms like these more frequently as the technologies come to market.

Lane Departure Warning This now exists in the form of an audible alert such as a beep or buzz from the right or left side of the cab interior, signaling that the truck has crossed a lane marker without using a turn signal. The sound may be accompanied by a blinking light or a light vibration of the steering wheel.

Lane Keeping Assist In addition to an audible warning, lane keeping assist will nudge the wheel right or left to keep the truck in the lane if the lane marker is crossed without a turn signal. It will attempt to steer the truck back into the lane, but the driver can easily override the servo-controlled steering input. The key word is “assist” – this technology will not self-steer the truck down the center of the lane. It will only prevent drivers from drifting out of the lane

Lane Centering Using a combination of cameras, lane position sensors, and radar, the truck will steer itself down the lane. This is highly automated “Level 4” technology and is in development. It’s not expected to come to market for some time to come.

Return to Center The geometry in any steering system will naturally cause the steering to return to its center position and straighten out after a turn. It can be slow, and it doesn’t always return exactly to center. This technology uses sensors on the steering column to identify the “center” position, and with help from an electric motor built on the hydraulic steering box the system will center the wheels after coming out of a turn.

Speed-dependent Steering Effort The feel and effort required to turn the wheel of a conventional hydraulic steering system is usually tuned for high-speed driving. This can leave it a bit on the stiff side for maneuvering into docks or steering at low speed. Tuning for a lighter effort at low speed can leave the feel a bit sloppy at highway speeds. Speed sensors on the truck can now determine vehicle speed and electronically vary the effort required to turn the wheel at different speeds – stiff at highway speed and one-finger light at maneuvering speed.

Torque Overlay This term describes the function of the electric motor on an “electric-over-hydraulic” steering system. The computer-controlled electric motor provides additional torque to the steering input shaft, varying a driver’s effort to turn the wheel.

MARCH 2019

45

In Gear vehicle, some drivers have put the system to the test with spectacular results and crashes. The systems we will soon see in trucks will eventually have self-steering capabilities, but they are not intended to let the driver hand control to the vehicle.

Truck makers will be taking a stepping-stone approach with this technology, rather than shooting straight for Level 4 autonomy.

“We think not only will the technology have to prove itself at each level, but it also has to be comfortable for drivers in the vehicle and other drivers out on the roadway,” Andersky says. “People think the technology can do more than it’s actually capable of doing because they hear so much hype about it in the media.”

“We have the ability to detect hands on the wheel and we can disable certain features if we find drivers aren’t operating the vehicles properly,” adds Dustin Carpenter, product line director for steering at Bendix CVS. “We will be taking steps to ensure drivers and fleets

are protected from certain assumptions about the applications and the roads are ready for the technology.”

What’s coming Volvo Dynamic Steering (VDS) is already in the European market on FH tractors.

It’s an electric power steering system on top of the hydraulics, using an array of sensors and cameras to control vehicle yaw angles and steering shaft angles.

Volvo Trucks North America’s director of product marketing, Johan Agebrand, says VDS offers tremendous benefits even in early development stages.

“In addition to lane keeping, where we nudge the wheel to alert the driver if he or she is drifting from the lane, VDA can also provide accurate counter-steering in a jackknife situation and maintain lane position in high crosswinds or even in a front-tire blowout situation,” he says.

“The systems can react much faster and without the [sometimes-debilitating] element of surprise to the driver.”

Volvo Trucks North America would not say when we might see VDS here, but confirmed the engineering is underway.

With all the talk of automation and electronic control, conversation should also turn to the need for redundancy. Will regulators require redundant systems?

Are they necessary with driver-assist steering systems? Will they get in the driver’s way while trying to maneuver?

The answer to all these questions is basically no.

“We have designed the system so that, when a driver takes control during an active steering event, the system recognizes driver input, and the driver input immediately overrides the active steering system,” says Jon Morrison, president of the Americas at Wabco. “This is a driver assist feature. The driver is in control at all times and can override the assist when desired.”

These steering assist systems are somewhat like antilock braking systems in that they are add-ons to an existing tried and

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TODAY’S TRUCKING

In Gear true system. If ABS fails, the brakes will continue to function normally, without the benefit of ABS. Should an electric assist feature fail, the steering system would revert to normal hydraulic steering, without the assistive benefit.

“The base hydraulic steering system does not change,” says Ulrich Bildingmaier, application engineering manager for commercial vehicles at Bosch. “The electric hardware includes a 12- or 24-volt electric motor; electronic control unit; yaw, torque and steering angle sensors; as well as a worm gear to amplify the output torque of the steering gear. If any of that should fail, the system reverts to full-hydraulic. On the other hand, the electric system can intervene in the event of a hydraulic system failure, giving the driver limp-home capability.”

Regulations haven’t yet been written for such systems on heavy trucks, although there’s talk of regulations for passenger cars. In passenger cars, the standard hydraulic system is often sub-

Regulations have yet to be written for such systems on heavy trucks.

stituted with an electric steering motor, which might require some kind of back up. That’s not the case with commercial vehicles, says Bildingmaier.

“The system checks itself, so if something were to fail, the system could revert automatically to the base hydraulic system,” he says. “You have to make the technology robust enough to survive the

commercial vehicle environment. Bosch has added a lot of features to ensure the systems meet the CMV durability and lifecycle requirements. And let’s not forget the need for state-of-the-artcybersecurity integrated into the system as well.

“Stay tuned,” he adds, “it’s going to get pretty exciting pretty soon.” TT

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47

In Gear As compressors age, they spew more oil.

When mixed with water in the dead of winter, this creates an oily slush that can jam air lines and brake valves.

Cold Compress Air systems under attack as temperatures plunge

By Jim Park Cold temperatures and water can lead to only one outcome, and ice has no place in a truck’s air system. Frozen moisture can disable compressors, along with any of the multitude of air valves in the system.

Plunging temperatures, like we have seen across much of Canada and the U.S. in recent weeks, will be put air systems to the test. Hopefully your systems are not found wanting.

Compressed air always contains moisture, and the air leaving the compressor is hot. But as the air travels through the line from the compressor to the air dryer, it cools, and that’s when the moisture in the compressed air condenses to liquid.

If it’s cold enough, that liquid will freeze, threatening the air supply to various systems including transmissions, suspensions, and of course, brakes.

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TODAY’S TRUCKING

A heavy truck’s air compressor puts out four to six U.S. ounces of water during an average day’s operation – more when operating in regions of high relative humidity, and less when air is cold and dry. If all that water is sloshing around in your air reservoirs or some other spot further downstream, you could be in trouble when temperatures plummet.

Compressors and dryers Your first line of defense is the air dryer, but there’s potential for trouble even before that. While it’s unlikely under normal circumstances, water vapor can freeze in the line from the compressor to the air dryer. If you have a particularly long line, or if the line has any restrictions or 90-degree-angle fittings, you’ve got a potential spot for problems. As well, any

low points in the line can provide a point for water to collect and freeze, cutting off the air supply to the air dryer and the rest of the air system.

If the compressor discharge line becomes plugged, you’ll probably hear the compressor banging away as the pressure builds up in the discharge line. Or, if you hear a loud rush of air, it could indicate that the safety valve on the discharge line has opened to relieve the pressure in the line. Either of those symptoms would indicate a blockage or restriction somewhere between the compressor and the air dryer.

If you know anything about the venturi effect, an older and carbon-choked discharge line can be especially susceptible to ice formation. As the warm, moist air leaves the compressor and encounters a restriction in the discharge line (in effect, a venturi), the change in pressure on the downwind side of the restriction causes a rapid and dramatic drop in temperature – sometimes as much as 20 degrees Celsius – that will turn moisture to ice

In Gear almost instantly. That ice can build up in the discharge line, eventually choking it completely.

Air compressors almost always pass a small amount of oil, which usually collects harmlessly in the air dryer or the wet tank. Older compressors can pass much more oil, which can prematurely foul the desiccant material in the air dryer, reducing the ability to remove moisture from the air. The mucky mixture of oil and water from a slobbery compressor also increases the risk of a blockage in the air line as the ice and oil bind together.

“It’s normal for most compressors to pass a little oil, but if you constantly have to replace your air dryer desiccant cartridge, you may have excessive oil passage,” says Jonathan Adams, product manager at Tectran. “Air dryer effectiveness and air system performance decline quickly as oil is passed into the desiccant cartridge. Check your wet tank for moisture and other contaminants.”

If you see sludge in your wet tank, oil is getting through the air dryer and passing into the downstream air system.

Most air dryers are equipped with heaters to prevent the collected waste from freezing in the purge valve reservoir, but these heater elements can fail, too. It’s possible that air could leak past the purge valve if ice keeps the valve from seating properly after a purge cycle, causing a loss of air. Air won’t escape from the tractor reservoirs because of the one-way check valves, but the air that’s otherwise used in brake applications and by the suspension won’t be replaced.

Drivers can check the condition of their air dryers by observing how much water and oily sludge comes from the wet tank when it’s drained, says Abe Aon, director of sales – Wabco North American Aftermarket. “We don’t recommend completely draining all reservoirs every day,” he says. “Pulling on the drain cord or opening the drain cock for just a few seconds is a good indicator of the overall health of the air system.”

For linehaul applications, most OEMs and air dryer manufacturers recommend replacing the air dryer cartridge every two to three years. The air dryer cartridge on vocational vehicles such as garbage trucks should be changed much more

frequently. The change intervals for cartridges can also vary by fleet, depending on the climate they run in, the amount of air they use, or the age of a vehicle, Aon says. “Older vehicles tend to have more air leaks and compressors that pass more oil.”

Like oil and water Since there will always be some oil in the compressor’s discharge air, and moisture, the idea is to trap it before it gets downstream where it might do some damage.

“The first place it goes is into the air dryer, contaminating the desiccant material,” says Richard Nagel, Bendix director of marketing and customer solutions – air charging. “That’s why air dryers lose efficiency. The desiccant does not expire or get used up, but it can become saturated with oil and it will no longer be capable of removing moisture.”

Even though the compressor might be the problem, fleets are more likely to change the cartridge and service the air dryer more frequently because that’s much less expensive than replacing the compressor – which can be a six-to-eighthour job, plus the cost of the compressor.

“It might be cheaper to replace the desiccant cartridge more often, but the desiccant won’t remove oil from the air,” warns Nagel. “Air dryers are available with oil coalescing cartridges designed to remove oil from air systems, but they will need to be changed more often if you have an oily compressor.”

While most brake valves are fairly tolerant of oil contamination, equipment like automated transmissions often

have air-operated solenoid valves, which are very sensitive to both oil and water contamination.

Brake valves are more sensitive to moisture. Typically, these valves contain tiny little passages that can easily ice up and close off partially or completely.

Depending on the effectiveness of the air dryer, a significant amount of moisture can get into the system and cause problems in these valves. That’s why it’s so important to drain the air tanks frequently. Moisture accumulated during the summer stays in the system like a time bomb, waiting for a minus-40 cold snap.

If your trucks are out in the wild with poorly maintained air systems, it’s probably just a matter of time until sub-zero temperatures sideline the truck. TT

Moisture that slips past an air dryer with a contaminated desiccant cartridge can lurk in brake plumbing like a time bomb waiting for a minus-40 cold snap.

A chunk of ice the size of a pinhead can jam the tiny passages inside air valves, rendering them useless.

MARCH 2019

49

PRODUCTWATCH WHAT’S NEW AND NEWS FROM SUPPLIERS

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

Integrated Filter Gladhands

AIR SYSTEMS

Gladhand incorporates protective filter, cover Tramec Sloan has introduced a new gladhand that will help take care of your air. Integrated Filter Gladhands, as the name implies, incorporate a serviceable inline filter in their bodies to keep debris out of the air system. No separate line filters, fittings, or mounting hardware are required.

When vehicles are uncoupled, color-coded swivel covers swing over the seal to further protect the air system.

The gladhands are available in 38-degree and straight styles, as well as 45- and 90-degree swivel-mounted versions. www.tramecsloan.com ABS

options that will help keep wheels from locking up, and avoiding excessive tire wear and flat-spotting.

The remanufactured Sheppard steering gears emerge following Wabco’s 2017 acquisition of RH Sheppard. It now offers nearly 400 genuine Sheppard remanufactured steering gears that are guaranteed to look and perform like new, the company says. Each unit must pass a 17-point inspection before being approved for the market.

FRICTION

Value-priced brake pads from Fras-le Fras-le has expanded its lineup of hydraulic brake pads and added a new value-priced friction material called durbloc into the mix.

Pins and other features in a related Mechanical Retention System (MRS) have been designed to help keep water from getting behind the friction material and pulling things loose. That’s particularly important in locales that use corrosive de-icing compounds.

Medium-duty trucks rarely reach the temperatures that can help to burn away the compounds. And these latest hydraulic braking products will support medium-duty vehicles such as the Ford 650 and 750, and International’s CV Series, produced in a joint venture with Chevrolet.

Magnum Pro products, designed for medium-duty vehicles like tow trucks, and Extreme Service products for applications like recycling vehicles, have both been repackaged. They come with related hardware kits, too.

SAFETY SYSTEMS

Wabco releases safety systems for aftermarket Wabco is ensuring advanced safety systems are not limited to the newest equipment off an assembly line.

OnSide and OnGuardActive systems are now both available as retrofit kits, introducing collision-mitigation technology onto existing trucks.

OnSide Blind Spot Detection uses radar to monitor a 160-degree blind spot range, and will sound a warning if any cars are in that space.

OnGuardActive is a radar-based system that can offer collision mitigation, adaptive cruise control, and forward

Wabco unveils reman ABS, steering gears Wabco has introduced remanufactured versions of its Easy-Stop trailer ABS systems, as well as steering gears.

The ABS is available in one- and two-modulator configurations with the

50

TODAY’S TRUCKING

Fras-le brake pads

Product Watch collision warnings. It can actively apply the brakes to help avoid or mitigate a rear-end collision.

Meanwhile, the company’s SafeStart family of products includes the pucklike Dump Box Position Sensor Retrofit that will warn drivers if dump bodies are still extended when a truck exceeds a programmed speed. It uses non-contact magnet sensors rather than mechanical plunger switches, which the company says will extend durability. www.wabco-auto.com DISC BRAKES

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Meritor expands disc aftermarket portfolio

Meritor has added caliper and brake pad offerings to its expanding air disc brake aftermarket portfolio.

The new remanufactured caliper for ADB22x applications enhance a portfolio that includes calipers for SN7 and SB7 applications, while the additional brake pads expand the overall value lineup coverage to 10 popular applications.

The calipers are completely remanufactured in a company facility in Plainfield, Ind. There, the units are torn down and cleaned, and then remanufactured. Parts are inspected and tested to ensure they meet exact specifications, the company adds.

The calipers fit several linehaul, trailer, and severe-duty applications.

Additional value-priced air disc brake pads that will be available this March meet Federal Motor Vehicle Safety Standard 121 dynamometer specifications. The pads are made with Level N material and contain less than 0.5% copper, so they’ll comply with 2025 regulations. That means fleets can avoid multiple friction changes as manufacturers move from Level A material to Level B, and then from Level B to N. www.meritor.com

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51

Product Watch BRAKES

Reman brake calipers from Bendix Spicer

covered in an e-coat. Key components, meanwhile, are replaced with new OEM versions. The calipers are then re-assembled and checked with the same equipment and standards that Bendix applies to new calipers. www.brake-school.com SHOP TOOLS

Parts washer handles up to 1,000 lb.

Bendix Spicer Foundation Brake is now offering remanufactured air disc brake calipers, promising a combination of price advantages along with performance, warranty, and post-sales support.

Air disc brakes have been available in North America for about 15 years and are installed by truck manufacturers at the factory.

Used caliper cores are inspected, separated, blasted, cleaned, and then

sprayed from 24 high-pressure nozzles at 42 gallons per minute. The part itself is moved with a 5 rpm turntable driven by a #40 roller chain, and it pulls out a full 18 inches to ease loading. The sprocket drive and turntable motor also include dual-sealed bearing shafts in the name of longevity and strength. www.snap-on.com

Snap-on’s PBC58 heavy-duty automatic parts washer is designed to clean everything from fasteners to diesel engine blocks and cylinder heads.

The washer itself can accommodate loads weighing up to 1,000 lb., while the cleaning cycles can last up to 60 minutes.

Oil and grease is removed with an integrated oil skimmer and pump reservoir filter, while sludge is trapped in a double intake filtration system featuring a perforated steel screen filter.

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PMTC www.pmtc.ca SAF-HOLLAND www.safholland.ca SCEF www.scef.ca Stoughton Trailers www.stoughtontrailers.com Total Canada www.total-canada.ca Traction www.traction.com Truck and Trailer www.truckandtrailer.ca Western Star www.westernstar.com Yetico Inc. www.goyeti.ca

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COMPANIES IN THE NEWS A Accuride . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Andy Transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Atlantic Pacific Transport. . . . . . . . . . . . . . . . . . . . 54 Atlas Canada . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 B B&B/Bess Tank Lines . . . . . . . . . . . . . . . . . . . . . . . . 16 Bayview Kenworth . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Bell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Bendix Commercial Vehicle Systems. . . . . . . . . 44 Bendix Spicer Foundation Brake. . . . . . . . . . . . . 52 Bridgestone Americas Tire Operations . . . . . . . 24 Build Your Dreams (BYD) . . . . . . . . . . . . . . . . 38, 42 C Canada Cartage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Caterpillar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 Chanje. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38, 42 City of Toronto. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 D Daimler Trucks North America. . . . . . . . . . . 21, 38 Day & Ross. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Delphi Technologies . . . . . . . . . . . . . . . . . . . . . . . . 26 Drivewyze . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 E Eaton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Emterra Environmental . . . . . . . . . . . . . . . . . . . . . 12 F Ford . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Ford China . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Fras-le . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 Freightliner . . . . . . . . . . . . . . . . . . . . . . 22, 38, 42, 44 Fuso . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

H Hannover Fairs USA . . . . . . . . . . . . . . . . . . . . . . . . . 26 Hino . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Husky Energy . . . . . . . . . . . . . . . . . . . . . . . . . . . 17, 33 I Inland Kenworth . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Instructional Technologies . . . . . . . . . . . . . . . . . . 27 International Trucks. . . . . . . . . . . . . . . . . . . . . . . . . 22 K Kenworth . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26, 38, 42 Kriska Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 L Loblaw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 M Mack Trucks . . . . . . . . . . . . . . . . . . . . . . . . . 12, 38, 43 Meritor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 N Navistar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 Newcom Media . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 NFI National Freight . . . . . . . . . . . . . . . . . . . . . . . . 38 Nikola Motor Company . . . . . . . . . . . . . . . . . 38, 43 P Penske Truck Leasing . . . . . . . . . . . . . . . . . . . . . . . 38 Peterbilt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38, 43 Preferred Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Premier Van Lines Group . . . . . . . . . . . . . . . . . . . . 24 R REK Express. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Romeo Expeditor . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Rush Enterprises . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Ryder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

S Sameday Worldwide . . . . . . . . . . . . . . . . . . . . . . . . 26 Snap-on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 Speedee Transport. . . . . . . . . . . . . . . . . . . . . . . . . . 26 T Tallman Group. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Tandet Group. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Tectran . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 Tesla . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38, 43 Thor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Toyota. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38, 42 Trailcon Leasing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Tramec Sloan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 TransCore Link Logistics . . . . . . . . . . . . . . . . . . . . 24 Transcourt Tank Leasing . . . . . . . . . . . . . . . . . . . . 26 TransPower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 Traton Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 Trimac Transportation . . . . . . . . . . . . . . . . . . . . . . 16 Tristan Cartage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 TRW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 TYT Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 V Volkswagen Truck and Bus . . . . . . . . . . . . . . . . . . 38 Volvo Trucks North America . . . . . . . . . . 38, 43, 44 W Wabco . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44, 50 Wabco North American Aftermarket . . . . . . . . . 48 Z ZF Friedrichshafen . . . . . . . . . . . . . . . . . . . . . . . . . . 44

MARCH 2019

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Faces Jean-Claude Robichaud has secured one of Canada’s top driving honors.

the worst job in the world if you don’t have the support from home you need.

For me, that’s not a problem. My wife has always been so understanding. If I didn’t have her support, I wouldn’t be trucking.

In April, we’ll be married 40 years, and she’s supported my decision to drive since Day 1.”

Robichaud says he has one piece of advice for younger guys who are starting out in the industry – and it’s anchored in a positive attitude that he thinks can be lacking on the road.

“Anybody that I talk to that wants to get into [trucking] I tell them, ‘You have to want to do it. You don’t want to get behind the wheel to just make a paycheque,’” he says. “I stay organized and I always leave myself plenty of time. But what I find makes the biggest difference in terms of my successful safety record is I like to be positive. I see a lot of drivers on the road get negative and frustrated.

They complain about everything, wages, traffic… But I like to encourage them and be positive.”

Attitude makes a big difference in how you drive, he says, stressing he is not a fast driver, either, and always maintains a safe speed.

As positive as Robichaud likes to be, he Brunswick, hauling drywall to Toronto admits to being utterly surprised by the every week. From there he goes to award.

In fact, he thought they had the Hamilton, Ont., where he picks up steel presentation mixed up. and delivers it to P.E.I. before heading “Last year, I won the home. Before that, he [regional] Driver of the drove dry van and he’s also Year Award, but not the done local delivery work. national,” he said. “So “I love it. I really do love when I saw my name up my job because I’ve gotten Jean-Claude Robichaud on the screen, I thought to see so many places in there was a mix up. But my years,” he says. “There’s then my boss Donnie said, ‘No, you won so many times when I’m home and me the national award!’

My wife was in shock, and my wife are watching a movie and and…it was just such a pleasant surprise.” there will be a scene, and I can shout, And the veteran driver says he has no ‘Hey! I’ve been there!’ and not too many intentions of slowing down his career people can say that.” anytime soon.

Robichaud credits his achievements “My wife asks me, because I turn 66 and safety record to his wife and family this year, if I’m retiring soon,” he said. for supporting his career choice from the “I’ve told my wife, ‘As long as my health is very beginning. still good, I want to keep driving. If I like “This job is good if you like to drive, what I do, why quit?’” TT but that’s just one part of it,” he says. “It’s

Born to Run

CTA/Volvo Trucks Canada National Driver of the Year reflects on 7 million km at the wheel

By Sonia Straface After 41 years on the road, Jean-Claude Robichaud of Atlantic Pacific Transport earned one of the greatest accolades a long-time driver can dream of: the CTA/ Volvo Trucks Canada National Driver of the Year Award.

Robichaud, 65 and a native of New Brunswick, is a lifelong trucker who said he was born to drive. His career started back in 1978, and since then he’s racked up more than 7 million accident-free kilometers.

“I started just shunting trucks around Nova Scotia, and it just sort of grew from there,” he says. “I’ve never done anything else but drive. My father was a mechanic, and as a kid I loved the big rigs and I loved driving. So I thought it would be good to do it for a living, and trucking companies were hiring.”

Forty-one years later he’s still trucking. These days he drives from New

54

TODAY’S TRUCKING

“If I like what I do, why quit?”

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