Today's Trucking December 2019

This is 2020

Rearview Review w

Trucking’s economic outlook PG. 10

Test driving the MirrorEye PG. 32

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The Business Magazine of Canada’s Trucking Industry

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Contents

December 2019 | VOLUME 33, NO.12

7 9 24 25

John G. Smith Rolf Lockwood

14

26

28

32

Jaclyne Reive Mike McCarron

NEWS & NOTES

Dispatches

10 This is 2020 Economic insights for the year to come

18 19 20 21 22 23 38

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

Features 14 Show Time Exhibitors at the North American Commercial Vehicle Show focused on electrification, financing and more.

By John G. Smith Here are nine key takeaways.

Faces

26 Living the Aftermath

In Gear

Harley Biermann survived a 2010 truck crash, but the personal struggles continue to this day

By Derek Clouthier

28 For the People Pay is important, but the related benefits plan will play its own role in recruiting, retaining, and protecting fleet employees

30 Uplifting Benefits The right shop lift will deliver productivity and safety gains alike

34 Product Watch

By John G. Smith

32 Monitoring Traffic MirrorEye wants to replace mirrors with monitors, and this test drive wasn’t as scary as you may think

By Jim Park

For more visit www.todaystrucking.com DECEMBER 2019

5

Letters Shippers turning a blind eye to concerns The Business Magazine of Canada’s Trucking Industry

Re: CTA chief: ‘Where are the regulators?’ (Online) This is more than just a concern. It is frustrating that our Tax Code is being manipulated by bad carriers. While we taxpayers believe in paying our fair share to contribute to the health of our programs and our beautiful country, it is shameful that the regulators turn a blind eye to this matter.

Bad carriers that cannot get insurance in the regular market because of safety concerns are still operating with no insurance or facility insurance, when in fact they should be off the road.

Quality carriers are being forced to cut corners with safety programs and are cutting driver wages just to keep above water. Shippers are well aware of what is going on – but still they turn a blind eye in favor of profit.

This must stop!

— Denis Medeiros Ayr, Ont.

A true driver shortage would mean higher profits

Email: johng@newcom.ca

If you were to preface the term “driver shortage” with the word “cheap”, you would be closer to the truth. The fact that rates haven’t kept up to the cost of operating would indicate that there are enough trucks running around and fighting SEND YOUR over the same freight.

LETTERS TO: If there really was a driver shortage, then those of us who Newcom have drivers should be making large profits on the freight we Media Inc., are hauling. Ironically, the same carriers that complain about 5353 Dundas a lack of drivers also complain about low rates. The principle Street West, of supply and demand holds true in trucking, just like any Suite 400, other industry.

Toronto, Ontario When the e-logs came out in the U.S., there was a short M9B 6H8 period where cross-border trucking was quite profitable due to the fact some drivers chose to quit rather than run e-logs.

But guess what happened? After four or five months, the rates were back to where they were before the e-log implementation. People started hearing that there was good money in crossing the border, so they jumped in.

I have taught three young guys to truck and helped them get their licences. All three were very good drivers. Today one is a police officer and the other two are mechanics.

— Steve Algra Alwest Transport Ltd. Lockwood

By Rolf Lockwood

Globe and Mail report was disturbing Re: Lockwood, November 2019 I, too, felt ashamed after reading that article in the Globe. It is disgusting to think that this sort of thing could be going on in any province. Come on trucking company owners, give your heads a shake. For the sake of a buck you want to take the chance on killing someone? Shame on you!

— Richard Wynia Tri-County Training

6

TODAY’S TRUCKING

One Nasty Scam

We must crack down on the poor ly policed Temporary Fore ign Worker Prog ram

S

ometimes I’m ashamed of Canada. Ours country and I’m is a very fine mighty proud to “The dangerous call it home, but imperfections are scheme has been our obvious and many. allowed to flourish because there is worst is a horror One of the current no systemic [sic] partly story of the first integration between regulators for the order. An almost tale as told by Kathy provincial trucking industry unbelievable Tomlinson in the and those overseein immigration system How an immigrat Oct. 5 Globe and g the at the ion scheme steers Mail: “The Globe investiga federal level,” Tomlinson wrote. newcomers into trucking jobs – and tion has revealed, Canadian puts lives immigration authoriti ” she went on, We now have unscrupu at risk. “that es lous immigration through the Tempora let trucking companies hire newcome equally unscrupu consultants feeding rs ry Foreign Worker lous trucking compani the Program carriers es with innocent , even when drivers who pay have a proven history newbie as much as $30,000 of multiple-injury serious safety violation for the chance to a Canadian. By accidents, s, or exploitative become first becoming a labor practices.”

The fatal disconne truck driver. Experien important. Training? ct here is that the ce? Not Not supplied. feds are only intereste in the immigration That scam is often angle. Has the hiring d perpetrated under company tried to federal Tempora the auspices of find locals before looking ry Foreign Worker the Program, designed overseas? They many gaps in our to fill the don’t care that workforce, not just the company may in trucking. But to program and its call that have a lousy safety implementation faulty is to understa record. That’s proin a big way. te the case vincial territory.

And at least in B.C., Don’t get me wrong. but it’s really the I applaud its intent. same everywhere, badly, which is by We need immigran there’s apparent no means a new ts ly a dangerously story. The thing is, country with a small lax we’re a big level of inspectio population. We have n and enforcem gration, from Day always needed immient that might otherwis 1. Always will. trained e prevent poorly rookie drivers from In trucking our trying to negotiate labor shortages roads when they’ve winter mountain – not just at the wheel – began never seen ice or steering with an ever-exp snow. Trans-Canada ways 11 and 17 through anding demand services, not to highfor trucking northern Ontario mention the brutal are no easier.

We absolutely must of an aging populatio demographic realities crack down on a n. And then we to go on, obviously system that allows faced a crisis. We dipping deeper this in B.C., but I think into the Canadian kept no province is immune to letting untrained gene pool and coming empty of suitable drivers loose. And driving talent. Or up working for barely not just immigran perhaps more to coming up empty legal trucking compani ts the point, of Canucks willing someone very close es. A few years back unattractive job, to do an increasin to me signed on which has only gly to a fairly large, establish carrier right after gotten worse over lot of eyes. he graduated from ed time in a a solid driving school. ggood od Canadian country Looking abroad, A boy, just two weeks , we couldn’t continue self pulling flatdeck later he found him and other such himB-trains into those places for the volume counting on Poland nasty hills northeas Montreal. Was he popped up, particula we ready? No way. Was t of rly the Punjab region. needed. So India he he scared? kill anyone?

You bet. Did of young men there There’s no shortage Luckily, no. who are desperat But, clearly, luck e for a better life Which makes them should have no part in Canada. easy marks for the in any of this. TT vile immigration tants and opportun consulistic little trucking businesses detailed Globee article, which in the focused only on Rolf Lockwoo B.C.

“We have always needed immigration, from Day 1.”

PUBLISHER Lou Smyrlis lou@newcom.ca • 416/510-6881 VICE PRESIDENT, EDITORIAL Rolf Lockwood, MCILT rolf@newcom.ca • 416/614-5825 EDITORIAL DIRECTOR, TRUCKING AND SUPPLY CHAIN John G. Smith johng@newcom.ca • 416/614-5812 CONTRIBUTORS: Eric Berard, Derek Clouthier, Mike McCarron, James Menzies, Jim Park, Jaclyne Reive 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 Alicia Lerma alicia@newcom.ca • 416/510-6845

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

NOVEMBER 2019

TT November

9

2019.indd 9

Member

Editorial

By John G. Smith

Coming Together Changes at TruckNews.com and Today’s Trucking will deliver you more

W

hen it comes to delivering breaking news, there is no beating the power and immediacy of the internet. It’s why Today’s Trucking and Truck News introduced online news services as early as 1998, when we counted ourselves among the first Canadian business-to-business magazines with independent websites.

Each website secured multiple national awards for the work in the years that followed.

Headlines expanded to include email newsletters and multimedia content. Webinars and social media opened new conversations with you, our readers. The publications themselves, once fierce competitors, actually began to share editorial resources in recent years after Today’s Trucking purchased Truck News.

The next step in that evolution – arguably the most important step – will take place this January.

Forty years after publishing its first printed page, and about 20 years after posting its first online story, the eastern and western editions of Truck News will completely shift to an online presence. TruckNews.com itself is being extensively redesigned to incorporate new tools to enhance the reader experience. There will be more columnists, more videos, more extensive coverage of every topic you can imagine.

It will also become the official website for Today’s Trucking magazine.

Today’s Trucking will remain the printed business magazine of Canada’s trucking industry, focusing on insights and issues, maintenance and operational strategies, and profiles of those who keep the trucking industry rolling forward. We’ll become the home for printed pages of TruckTech magazine. French readers will continue to be supported by our sister publication, Transport Routier, and those who speak Punjabi and Hindi can turn to Road Today.

In other words, the pending change will combine the best of the print and online worlds.

The approach reflects your own changing readership habits, of course. A recent Magazines Canada study and our own internal research has confirmed that the decision makers in our industry, a group that tends to be over the age of 45, remain committed to print magazines. But when it comes to specific information like industry news, they turn to our digital platforms. There’s also no question that the next generation of industry leaders will be even more likely to turn to digital feeds for their industry news.

All the names that you have come to know and trust will now become one of the largest trucking-focused editorial teams in North America. You will soon see more bylines by James Menzies, Derek Clouthier, and Abdul Latheef in these very pages. (Astute Today’s Trucking readers may have seen some early signs of that in recent months.)

And Today’s Trucking readers will see familiar names at TruckNews.com as we begin to host content such as the Ultimate Test Drive videos on that platform.

Looking for regional suppliers or career opportunities? Printed versions of that advertising will shift to a new section within Today’s Trucking as of this February.

These are exciting times for those of us who tell your stories.

Now we’re going to have even stronger tools to do the job.

Be sure to sign up for the digital newsletters available through TruckNews.com. You won’t want to miss what’s coming. TT

“Forty years after publishing its first printed page, and about 20 years after posting its first online story, the eastern and western editions of Truck News will completely shift to an online presence.”

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

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

DECEMBER 2019

7

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Lockwood

By Rolf Lockwood

Where’s the Progress?

Governments are failing us in a big way when it comes to driver training. So what’s new?

D

river training should not be the huge problem that it is. It just shouldn’t. If we were truly serious about it, we would have resolved the issue decades ago. Yet here we are, needing the Humboldt tragedy to focus our collective mind on solutions. And even with that impetus, we’re really nowhere close to doing it right.

Yes, Ontario launched its MELT (mandatory entry-level training) program in 2017, and I applaud them for it – with a qualification that I’ll get to in a minute. But it doesn’t go anywhere near far enough, demanding “at least 103.5 hours of instruction [to] cover the entry-level knowledge and skills needed to safely operate a large truck.”

Fine, but 103.5 hours is inadequate, though I think some driving schools have expanded on that. It’s assumed that carriers will add to it with additional training as well. But many of them can’t find trainers to work with new entry-level drivers. So do they not hire? Or do they let them go out less than fully trained?

Post-Humboldt, the feds jumped on that bandwagon, demanding that all provinces adopt a MELT regime. But my cynical mind says that was essentially a public relations stunt, an easy way for Ottawa to appear responsive in the face of enormous public pressure. And even then Alberta first chose to exempt farm-vehicle drivers from the MELT requirement, demonstrating what I see as a gross lack of commitment to the whole idea of training for safety. Thankfully, public outrage made them reverse that dumb decision.

But hold on, let’s not congratulate anybody too enthusiastically for the MELT idea. Ontario did put it in motion, and I’m glad they did, but why did it take them until 2017? Almost 40 years ago I was part of an effort to make the province’s ministries of education and transport see the light and allow both a proper course to be created and a system of regulating and monitoring training schools to apply it. The proposal went nowhere, starved of government support or funding.

The province’s actual commitment to highway safety is at best

suspect in light of the Ford government’s recent refusal to improve winter highway maintenance on highways 11 and 17 through northern Ontario, as reported in early November by the CBC. A private member’s bill – put forward by Muskegowuk-James Bay NDP MPP Guy Bourgouin – was voted down at Queen’s Park.

“Bourgouin wanted to have those highways reclassified so they would have been maintained under the province’s strictest requirements for snow removal, making them the same as the 400 series highways and the QEW, where snow must be removed within eight hours of the end of a snowfall,” said the CBC. Those highways have become notorious for truck-related accidents – and fatalities. So much so that seasoned veteran drivers are literally afraid to drive them. Poorly trained rookie truck drivers are usually to blame, I keep hearing. That’s anecdotal evidence but those roads are dangerous at the best of times.

Add snow to the mix and they’re deadly.

Getting back to MELT, do you think the feds have ever been serious about highway safety if it took the horror of Humboldt to get them even a little involved? And even then, they took a lazy way to join the effort, just latching on to an existing idea. The problem of inadequate training is hardly a new one, after all. I guess they’re just that far removed from the trenches of trucking.

Which ain’t news.

And now we have another problem. The Truck Training Schools Association of Ontario (TTSAO) says that instructor qualifications are “less than adequate” for the MELT standard.

“There are really very limited requirements for a person to become a commercial driving instructor and zero formal education requirements,” says association president Kim Richardson.

We’re not in good shape. TT

“But hold on, let’s not congratulate anybody too enthusiastically for the MELT idea.”

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

DECEMBER 2019

9

This is 2020 A tighter economy, modest rate increases, and higher warehouse costs on the horizon

By John G. Smith and James Menzies Josh Nye, the senior economist with RBC, isn’t worried about an imminent recession. But as he looks to the year to come, he’s hardly predicting an economic boom.

“Our expectation at this point is that we will see continued slow growth in the number of advanced economics we track,” he told a crowd at this year’s Surface Transportation Summit in Toronto. The bank expects the U.S. and Canadian economies to grow a little less than 2%.

Even though he recognizes the “heightened risk” of recession, he pointed to factors such as a strong service sector, and trade talks between the U.S. and China moving in a promising direction.

The coming economic environment is somewhat like what was seen in 2015-16, when oil prices damaged the Canadian economy but didn’t plunge everything into recession, Nye suggested.

Then again, he cautioned, “there’s more room to sur-

10

TODAY’S TRUCKING

prise on the downside than the upside.”

Trucking activity David Ross, Stifel’s managing director of global transportation and logistics, expects a tougher year ahead for the trucking industry, especially for truckload carriers.

Available truck capacity increased sharply in 2018, right as freight-related demand began to drop, he told the audience. And the increase in truckload capacity has forced spot market prices downward.

The same trend is emerging in contract pricing, too.

“Most shippers we talk to today are getting reductions in contract rates from carriers,” Ross said. It’s a far cry from last year’s conditions, when many of the same carriers enjoyed rate increases of 18-24%. “They’re having to walk some of that back … The carriers that took advantage of shippers in 2018 are paying the most for it in 2019.”

However, Stifel still expects

truckload rates to rise modestly next year, largely because of an inescapable increase in operating costs. Ross said rate increases of 2-3% could be viewed as a win for shippers and carriers alike.

Logistics costs continue to account for an increasing share of GDP, in part because of factors such as road congestion, he added.

“More trucks are required to move the same amount of freight every year, and I don’t see a solution to this longterm.”

Softening business Scott Tilley, president of Tandet Group, acknowledged his fleet’s business is softening, but still steady – and he suggests the bulk sector is a leading indicator of the economy and freight demand alike.

“When we have softness in that market, there is a softness that eventually percolates into the marketplace,” he said. “It reduces the need for van carriers and flatdeck carriers as

well. We have seen a softness this year, but not a drop-off.

The activity level from most of our customers has come off a little bit. I’d classify it as good to very good, as opposed to last year, which was just crazy.”

Jim Bonsteel, Anixter’s vice-president of transportation, customs and compliance, said carriers who took advantage of their shippers last year could be paying the price today.

“I thought it was very interesting how quickly the market changed,” he said. “The market in 2018 clearly was a carrier market. In 2019, it shifted very quickly to be a shipper market. Watch how you treat your shippers. Make sure you treat them as partners. If you haven’t treated shippers well, they will be in the driver’s seat of reviewing if they continue doing business with you.”

Tilley said Tandet did just that.

“The rates need to be fair,” he stressed. “Those who took too much advantage last year are feeling it a bit more this year. We took the philosophy of the pendulum is coming back, and we need to find fairness and maintain fairness.”

Looking to 2020, Tilley said the economy and insurance costs are two of his biggest concerns. He worries negative

Munden’s Rapid Cool PG. 12

Driver Inc. Sanctions PG. 13

Show Time PG. 14

Mark Cascagnette says Toronto-area fleets could be in for a shock when it comes to land values.

discussions about the economy could become self-fulfilling, and warned that the insurance industry is in the midst of a transformation.

“Only those that have the best safety records are going to have [insurance] rates that are reasonable,” he said.

Warehouse and yard costs Financial pressures are not limited to factors on the road, either. Truck fleets and warehousing operations in the Greater Toronto Area (GTA) face a real estate market that has pushed rents and land values skyward. And those challenges are not expected

to ease anytime soon.

Toronto-area vacancy rates now hover around 1.5%, down from the 3.7% seen in 2015, said Lee and Associates president Mark Cascagnette. “If we drill down to a transportation and logistics asset class, we’re probably talking about 0.5%.”

To put that into perspective, a healthy vacancy rate would be between 5-8%, he said. The average rents for warehousing space are now $10.42 plus “gross ups” of $3.50 to $4. By 2020, Cascagnette expects gross rents to be closer to $14 per square foot.

It could be a shock for those who are currently in leases that established rates

closer to $6 per square foot.

“You’re coming out of that lease in two years, three years, or next year, and you’re looking at 35-40% increase in your rent,” he said.

“You really have to take it serious – especially the people who are in a leasing situation.

If you own, good for you, you’re in a situation where you have a little more stability.

You understand where your costs are going. You probably paid a lot of money to get there, but at least you know where your costs are,” he said.

“If you’re trying to invest, if you’re trying to buy real estate, you’re looking to leverage, you’re looking to borrow,

because there’s not a lot of companies that got $5- or $6-million cash burning a hole in their jeans to go out and buy a $30- or $40-million property, which is probably the least you’re going to need to go and invest.”

That’s when the space can be found.

Some people in the audience have probably been searching 15 years for the warehousing assets they need, but no buildings or land are available, he said, referring to the conditions as “unprecedented”.

Milton, at the western edge of Toronto, developed 5 million square feet of space three years ago, but it’s all full. The same can be said for other locations on the west side of Brampton. “The stuff that’s being built now is already being taken,” he said.

Cascagnette stressed that it’s time to look at early renewals for any leases, and to take a close look at whether an operation can afford to stay in its current location.

“We really think you need to do a three-, five- and a 10-year forecast. These are business-altering decisions,” he said. “If I say your rent is going to go up 35% in two years, I think you’re going to want to pay attention.” TT

DECEMBER 2019

11

Dispatches > NEWS BRIEFS

Munden Ventures acquires Rapid Cool Munden Ventures has acquired Rapid Cool’s transportation division, taking on the B.C.-based company’s reefer, truck heating and cooling, and auxiliary power unit business.

“Rapid Cool has been the leader in

providing transport heating and cooling parts, service and support for the B.C. Interior,” said Munden Ventures president Greg Munden, noting the purchase complements the company’s recent affiliation as a representative of ColdFront.

“This ties in so well with our existing truck, trailer and equipment service, and emergency roadside service, allowing us

to provide complete one-stop solutions to our existing customers running reefer and engine/cab heating systems.”

J&R Hall plans CentrePort location J&R Hall Transport is among nine new companies to establish a home at CentrePort Canada in Winnipeg.

“Over the last year, we have seen an incredible amount of investment and development activity,” said Frances Smee, the reeve of Rosser, referring to new facilities in the related Brookside Business Park.

J&R Hall will build a 15,000-sq.ft. terminal on 3.8 acres at 137 Wheatfield Road.

Manac purchases Cobra Trailers Manac has purchased Cobra Trailers from Rush Truck Centres of Canada, although Rush will remain the exclusive distributor for Cobra end dump trailers and dump bodies in Ontario.

“Manac’s organization adds strength to the Cobra brand and we look forward to continuing to serve our customers in Ontario as the exclusive distributor,” said Rush Truck Centres of Canada CEO Kevin Tallman.

Mack employees back at work

About 3,500 Mack Trucks employees began returning to work on Oct. 25, concluding a strike that began Oct. 12.

Operations in Pennsylvania, Maryland and Florida were all sidelined during the disruption. Wages, shift premiums, and holiday schedules had all been sticking points in the negotiations.

United Auto Workers members have agreed to a new four-year contract.

“The new agreement allows us to continue providing our UAW-represented

12

TODAY’S TRUCKING

NEWS BRIEFS

employees and their families with an attractive package of wages and benefits, while safeguarding the company’s competitiveness and supporting the success of our customers,” said Mack Trucks president Martin Weissburg.

‘Driver Inc.’ model leads to sanctions The Workplace Safety and Insurance Board (WSIB) has sanctioned dozens of Ontario-based fleets for using the Driver Inc. business model, the Ontario Trucking Association reports.

So-called ‘Driver Inc.’ fleets misclassify employees as independent contractors, paying the incorporated driver without accounting for any source deductions.

Two audited fleets faced WSIB adjustments of more than $200,000, the association adds.

Employed drivers who are forced into the Driver Inc. scheme are being encouraged to contact a WSIB hotline at 1-888-745-3237.

equipment on heavy-duty vehicles, and educate drivers about emission-reducing driving practices.

The government will contribute $1.4million annually for up to three years for the new program, run under CleanBC and through a partnership with the B.C. Trucking Association (BCTA).

“Heavy-duty vehicles produce approxi-

< Dispatches

mately 35% of GHG emissions from road transportation in B.C., and fuel is one of the highest operating costs for our industry,” said Dave Earle, BCTA president and CEO. “The CleanBC Heavy-duty Vehicle Efficiency Program will help industry tackle both challenges, putting fuel-saving technologies and practices within reach of more companies.”

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Emissions systems added to Ontario inspections Ontario will align the environmental testing of truck emissions controls with the Ministry of Transportation’s (MTO) Periodic Mandatory Commercial Vehicle Inspection requirement.

Under the plan, combined safety and emissions inspections would be required annually, starting when a vehicle is first registered in Ontario. Part of the inspection will require a physical and electronic test to identify any emissions system tampering.

It will be implemented in 2021.

Electronic connections between the MTO and Ministry of the Environment, Conservation and Parks will also help roadside inspectors identify the technician and facility that last inspected and passed a vehicle.

Fuel-saving funds available for B.C. fleets B.C.’s new Heavy-duty Vehicle Efficiency Program will help qualified carriers cover the costs to buy and install fuel-saving

LET’S START A PROJECT TOGETHER!

www.isaac.ca/eld-solution 1 888 658-7520

DECEMBER 2019

13

Dispatches

Hyundai's HDC-6 Neptune tractor would be powered by fuel cells.

Show Time 9 key takeaways from the North American Commercial Vehicle Show

By John G. Smith The NORTH AMERICAN COMMERCIAL VEHICLE SHOW wrapped up its second visit to the Georgia World Congress Center in October – and some common themes emerged in the product launches and displays. Here are nine key takeaways

1

Electric test fleets are on the move

Battery-electric vehicles are clearly evolving beyond the realm of concept vehicles alone, and test units are hitting the road.

Daimler Trucks North America showcased its Freightliner eM2 and eCascadia designs, now part of a growing electric innovation fleet. Peterbilt was highlighting test models including Model 579EV day cabs, a trio of Model 520EV refuse trucks, and a Model 220EV beverage vehicle. And Volvo announced that it’s preparing to send the first five VNR electrified regional tractors to California this year, with full production expected in 2021.

In each case, early models are being used to gather real-life experience in local, port drayage, and regional applications.

The number of players continues

14

TODAY’S TRUCKING

to grow, too. Navistar says it plans to introduce a medium-duty electric truck by early 2021, and will guide the related strategies under a new business unit known as Next eMobility Solutions.

The OEM also offered the first glimpse at what such a truck might look like when unveiling a prototype of the eMV – a medium-duty truck that promises a maximum range of 400 km with a 321-kWh battery.

Emerging electric vehicles are not even limited to those that travel the open road. Dana has joined forces with Lonestar Specialty Vehicles to produce a fully electrified terminal tractor, drawing on the new Spicer Electrified e-Powertrain system. The Dana powertrain can be added to a non-powered chassis or retrofit existing diesel-powered models with a motor, inverter, power electronics cradle, and battery system.

2

Some electrified trucks will be powered by fuel cells

Not all of the electrification will rely on battery-electric designs. Hydrogenelectric fuel cell systems are emerging from the likes of Nikola Motors, Fuso, a partnership between Kenworth and Toyota, and a brand that many North Americans tend to think of in terms of cars and trailers.

Hyundai (yes, that Hyundai) turned heads at the show with a concept vehicle known as the HDC-6 Neptune. The model is anchored in act deco styling, and the curved front end and massive grille would seem at home in a RoboCop movie. The OEM says it could feature a range of about 950 to 1,250 km, while integrated trailers would come with auxiliary electric motors and batteries to extend range and improve performance on hills.

Cummins – which has already acquired Hydrogenics to accelerate hydrogen fuel cells, and invested in Loop Energy and its fuel cell electric range extender – has signed a memorandum of understanding to collaborate on the related fuel cell technology across North America.

The Neptune is hardly Hyundai’s first foray into hydrogen-electric fuel cells, either. The OEM has been producing fuel-cell-driven cars since 2013, and with H2 Energy it wants to commercialize 1,600 fuel cell electric trucks in

Dispatches Switzerland between 2019 and 2023.

Even the trailer itself could be powered by a new energy source. Hyundai Translead says it is partnering with Air Liquide to develop an all-new approach to temperature-controlled trailers. Liquid nitrogen stored under an HT Nitro ThermoTech trailer would be piped into the trailer’s body before transforming into a gas and venting back into the atmosphere. About 78% of the atmosphere already consists of nitrogen, too, so it is considered to be an environmentally friendly option.

3

A new European truck is coming to Canada

Traton, Volkswagen’s global truck and bus business, has an ownership stake in Navistar. And that business relationship will now bring Scania mining vehicles to Canada.

The brand may be largely unknown in North America, but more than 10,000 heavy-duty Scania trucks are in mining operations around the world.

Navistar will offer the sales and service network once the related regulatory approvals are in place. The plan is to begin trials with selected operators late in 2020.

4

V Navistar says it will offer a battery-electric truck by 2021, and unveiled the eMV prototype.

Freightliner is reimagining the truck lease

Daimler Trucks North America’s new Dynamic Lease Program will offer a “pay-as-you-drive” model that matches lease payments to billable miles. It’s only going to be available in the U.S. at first, but will draw on telematics data compiled through the Detroit Connect platform in Cascadia trucks spec’d with Detroit engines.

Base-level payments will reflect the truck’s depreciation, while the remainder will be based on mileage.

“It is the future of truck financing,” said Roger Nielsen, president and CEO of Daimler Trucks North America. “It’s tangible proof that we’re looking at the complete customer journey.”

The financing model has been tested

by CR England, but Daimler Trucks Financial leader Tobias Waldeck also

V Navistar's connection to Traton will bring Scania mining vehicles to Canada.

V Daimler's Roger Nielsen says the new Dynamic Lease Program is the future of truck financing.

DECEMBER 2019

15

Dispatches

10 regional haulers proved that 8.3 mpg is possible with today’s tech.

sees it as an option for smaller businesses that struggle with shifting cash flows.

“It absolutely will be an owneroperator product, because I think that’s where the most help is needed – especially as we go into a different phase of the economic cycle,” he said.

5

Regional trucks can realize fuel savings using the technologies of today

Ten fleets participated in the North American Council for Freight Efficiency’s Run on Less challenge for regional operations, and they achieved an average 8.3 mpg (28.3 L/100 km). That’s using commercially available technologies, and betters the North American average of 6 mpg (39.2 L/100 km), the council says.

Remove the one CNG-powered truck from the equation, and the diesel power units averaged 8.7 mpg (27 L/100 km).

Participating fleets included: C&S Wholesale Grocers; Hirschbach; Hogan Transportation; JB Hunt; Meijer; PepsiCo; Ploger Transportation; Schneider; Southeastern Freight Lines; and UPS.

6

You can sense the growing interest in sensors

Management expert Peter Drucker was known to say that “you can’t manage what you can’t measure.”

16

TODAY’S TRUCKING

The trucking industry is clearly taking that message to heart by measuring more factors than ever before, thanks to the power of telematics. The systems are looking well beyond engine parameters, too.

Donaldson announced that it’s joining forces with Geotab to deliver readings from a wireless monitoring system for air filters, with plans to bring its Filter Minder to market in 2020.

Pushing out to wheel ends, the Meritor EX+ LS air disc brakes, purpose-built for linehaul and trailer applications, will include the option of embedded sensors that can power an electronic inspection tool. Maxion’s MaxSmart technology will couple with ZF Openmatics to measure vehicle load, tire pressure, temperature and humidity, wheel position, speed and vibration.

SAF-Holland’s new SMAR-te Tire Pilot will even dynamically adjust tire inflation based on axle loads, by combining AKTV8’s electro-pneumatic controls and SAF’s Tire Pilot Plus wheel ends. The system can inflate, deflate and equalize tire pressures; provide smart alerts; weigh axle loads; improve the cushioning of the vehicle and cargo, especially when lightly loaded; and reduce tire wear.

Hendrickson’s Watchman wheel-end sensor for trailers will build on a vehicle area network developed by Sensata Technologies. Initial versions will monitor tire pressure, wheel end tem-

perature, and wheel end vibrations. The company is working with the Society of Automotive Engineers to develop communications standards for trailer wheelend information, too.

Aperia Technologies, meanwhile, is preparing for the full rollout of its Halo Connect tire system. While the Halo Tire Inflators use the power of a rotating wheel to create air pressure, Halo Connect actively measures and adjusts tire pressures in real time. Reported pressures are even combined with other tire-related maintenance data and artificial intelligence to categorize tire-related issues by severity.

Inside the trailer, Truck-Lite is adding a volumetric cargo sensor to its Road Ready trailer telematics platform. It will use five sensors to divide trailers into zones and report how much cargo is loaded into each zone.

7

Shifts are coming in the automatic transmission market

Allison Transmission’s new 3414 Regional Haul Series (RHS) transmission, an uprated version of the 3000 Series, will soon be released in a partnership with Freightliner. It will come with ratings up to 410 hp and 1,450 lb-ft of torque, serving operations with mixed-duty cycles – like a truck that travels a city route on

Dispatches one shift and regional routes during the remainder of the day.

The transmission comes to market in the second half of 2020 and will be an option with the Detroit DD13 engine in the M2 112 and Cascadia. The Allison 3000 Highway Series becomes the standard transmission in the Freightliner M2 112 as well.

ZF, meanwhile, says it’s bringing the PowerLine eight-speed automatic transmission to North America. There are more than 15 million of the torque converter-style automatic transmissions already in service elsewhere in the world.

They can support Class 3 vehicles up to Baby 8s, and will manage up to 1,000 lb-ft of torque and gross combination vehicle weights of 57,000 lb.

8

Class 8 truck sales are about to drop, but that’s ‘normal’

North American truck makers have enjoyed the benefits of a market thirsty for Class 8 trucks. And most OEMs are now projecting between 310,000 and 325,000 sales in Canada and the U.S. this year.

The market will be undeniably softer in 2020, however, with projections somewhere in the range of 230,000 to 260,000 units. But the manufacturers are not showing any open signs of panic.

“We see next year as a solid replace-

Peter Voorhoeve, president of Volvo Trucks North America, suggests factors like Brexit and trade tensions play a role in the cooling market.

“At the same time, I think we will still see fairly good consumer spending, fairly good consumer confidence, and at the end of the day that affects our business,” he said. TT

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Manufacturers continue to be weight watchers

A proven strategy to improve fuel economy and reduce costs involves shedding unwanted pounds from components.

Several companies are demonstrating the ongoing focus on that.

Maxion’s 64-lb. 22.5 x 8.25 commercial vehicle steel wheel, available next year, offers a load rating of 7,400 lb. Some of the updates were made possible with a round hand hole rather than the D-shaped openings found on other models.

And Meritor’s new EX+ LS air disc brakes that are purpose-built for linehaul and trailer applications will weigh in at 71 lb., lighter than the EX+ L designs that weigh 74.5 lb.

9

ment volume year,” said Peterbilt general manager Jason Skoog. Even these lower sales volumes would still represent the fourth- or fifth-best sales year in the past decade.

“Next year, the next several years, will just be a good healthy market and will be back for replacement values,” said Kenworth general manager Kevin Baney.

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DECEMBER 2019

17

Dispatches

Slow start to truck order season: FTR North American orders for Class 8 trucks recovered somewhat in October, reaching 22,100 units – marking the strongest month since November 2018, the analysts at FTR say.

Still, that is down 51% year over year, and the weakest October total since 2016.

The 79% boost in orders since this September signals the start of the traditional order season, and a couple of large fleet orders were responsible for pushing the gains as high as they were, FTR says.

WardsAuto, meanwhile, reported 2,817 Canadian Class 8 retail sales in September, with Daimler Trucks North America leading the way with 1,243 units.

International led the totals in Class 7, with 198 sales, while Hino accounted for the largest total of Class 6 trucks with 48 sold. Ford also continued to dominate the Class 5 segment with 410 sales on the month.

Canada – September 2019 SALES

18

U.S. – September 2019

MARKET SHARES

SALES

CLASS 8

Sept.

YTD

Sept. %

YTD %

CLASS 8

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

957 398 331 349 306 286 190 0 2,817 Sept.

7,738 3,965 3,437 3,252 2,881 2,205 1,634 0 25,112 YTD

34.0 14.1 11.8 12.4 10.9 10.2 6.7 0.0 100.0 Sept. %

30.8 15.8 13.7 12.9 11.5 8.8 6.5 0.0 100.0 YTD %

International Peterbilt Freightliner Hino Kenworth Ford Total CLASS 6

198 48 152 86 34 5 523 Sept.

2,440 1,368 1,182 771 413 55 6,229 YTD

37.9 9.2 29.1 16.4 6.5 1.0 100.0 Sept. %

Freightliner Hino International Ford Peterbilt Kenworth Isuzu GM Total CLASS 5

27 48 34 6 0 2 1 0 118 Sept.

438 393 258 59 49 16 15 0 1,228 YTD

410 134 135 48 4 2 0 0 0 1 734

3,286 1,250 1,004 739 56 22 0 0 1 2 6,360

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

TODAY’S TRUCKING

www.total-canada.ca

MARKET SHARES

Sept.

YTD

Sept. %

YTD %

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

11,654 3,718 3,832 3,590 1,951 2,794 717 2 28,258 Sept.

78,591 31,337 31,070 30,225 19,738 15,718 5,039 2 211,720 YTD

41.2 13.2 13.6 12.7 6.9 9.9 2.5 0.0 100.0 Sept. %

37.1 14.8 14.7 14.3 9.3 7.4 2.4 0.0 100.0 YTD %

39.2 22.0 19.0 12.4 6.6 0.9 100.0 YTD %

Freightliner International Peterbilt Kenworth Ford Hino Total CLASS 6

2,912 1,944 781 498 275 133 6,543 Sept.

21,345 15,063 5,813 4,102 2,093 1,635 50,051 YTD

44.5 29.7 11.9 7.6 4.2 2.0 100.0 Sept. %

42.6 30.1 11.6 8.2 4.2 3.3 100.0 YTD %

22.9 40.7 28.8 5.1 0.0 1.7 0.8 0.0 100.0 Sept. %

35.7 32.0 21.0 4.8 4.0 1.3 1.2 0.0 100.0 YTD %

Ford International Freightliner Hino Kenworth Isuzu Peterbilt GM Total CLASS 5

1,161 1,296 1,883 661 296 72 4 146 5,519 Sept.

17,053 16,704 15,695 5,686 2,246 869 51 1,155 59,459 YTD

21.0 23.5 34.1 12.0 5.4 1.3 0.1 0.0 100.0 Sept. %

28.7 28.1 26.4 9.6 3.8 1.5 0.1 0.0 100.0 YTD %

55.9 18.3 18.4 6.5 0.5 0.3 0.0 0.0 0.0 0.0 100.0

51.7 19.7 15.8 11.6 0.9 0.3 0.0 0.0 0.0 0.0 100.0

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

3,459 1,718 387 454 352 386 82 1 0 0 6,839

38,491 12,306 4,037 3,247 2,125 1,605 344 26 7 0 62,188

50.6 25.1 5.7 6.6 5.1 5.6 1.2 0.0 0.0 0.0 100.0

61.9 19.8 6.5 5.2 3.4 2.6 0.6 0.0 0.0 0.0 100.0

Source: WardsAuto

Dispatches

StatPack 56,000 sq.ft. of parts for trucks Parts for Trucks celebrated its 100th birthday by opening a 56,000-sq.ft. distribution center in the Burnside Industrial Park in Dartmouth, N.S. And it’s being promoted as the biggest parts distribution center east of Montreal. Combined with its April acquisition of Malmberg Truck Trailer Equipment, the company now has 19 warehouses, six service facilities, and three mounted-equipment shops.

63 Top Fleet Employers Trucking HR Canada has recognized 63 fleets under its Top Fleet Employers Program, following a process that measures HR practices against industry-specific benchmarks known as standards of excellence. Information is gathered through p yee surveys. online applications and employee

TODAY’S TRUCKING IS ONE OF THE BEST-READ B2B MAGAZINES IN CANADA! >>

51% Read every edition A recent study by Magazines Canada shows that 51.4% of you read every edition of Today’s Trucking, while 39.5% regularly read the magazine, and 8.5% pick it up occasionally. That is far more frequently than the average reader of B2B magazines.

About 35.1% of them always read their industry’s publications.

341 Peel cargo thefts Ontario’s Peel Region reported 341 cargo thefts last year, according to Peel Regional Police. To put that into perspective, the entire state of California recorded 208 cargo thefts during the year, the California Highway Patrol says. Peel Region has a population of about 1.4 million people. California has a population of about 40 million residents.

885 Truck-related fatalities U.S. fatalities involving large trucks rose by 0.8% last year, to 885 deaths, the

Calgary facility

National Highway Traffic Safety Administration reports. The number of large-truck occupants killed in single-vehicle crashes increased 1.9%, while the number of large-truck occupants killed in multiplevehicle crashes dropped 0.8%.

Edmonton facility

2 Alberta Trailcon locations Trailcon Leasing has been celebrating the opening of two new Alberta facilities as part of its expansion in Western Canada. The 20,000-sq.ft. sites in Edmonton and Calgary each feature eight trailer bays with room for an additional three, and have the yard capacity to accommodate about 120 trailers.

DECEMBER 2019

19

Dispatches

L gbook2019 NOVEMBER 29

DECEMBER 5

Toronto Trucking Association annual Christmas dinner dance The Old Mill, Toronto, Ont. www.torontotrucking.org

Toronto Transportation Club 2019 annual dinner Metro Toronto Convention Centre www.torontotransportationclub.com

$ 15,000 IN

CASH+PRIZES

AND A CHANCE FOR YOUR FLEET TO SHINE

12 Atlantic Provinces Trucking Association Awards Dinner Delta Beausejour Hotel, Moncton, N.B. www.apta.ca

2020 FEBRUARY 24-27

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

APRIL 17 Truck Tech Fleet Summit Mississauga, Ont. www.truckworld.ca

Nominate Your Highway Star

OF THE YEAR • 2020

We’re looking for one driver who embodies the term “professional”. A driver with that certain outlook on life and the industry that sets them apart from the rest. A driver who gives to the

16-18

community, operates with the highest regard for other road users, and who generally sits tall in the saddle. In short, we’re looking for a driver with STAR quality to be the 2020 Highway Star of the Year. The Highway Star of the Year award is open to ALL drivers – company drivers and owner-operators alike. If you know someone worthy of such an honor, please submit your nomination as soon as you can. We’ll be presenting the award during Truck World 2020 in Toronto, ON., on Saturday, April 18, 2020.

FORMS ARE AVAILABLE ONLINE + 2020 HlGHWAY STAR OF THE YEAR + BEFORE YOU

+ START!

www.todaystrucking.com/highwaystar

Save Nomination Form To Your Desktop.

Open PDF in Adobe Acrobat Reader.

$15,000 in Cash and Prizes! Plus a trip for two to Truck World in Toronto

NOMlNATlON FORM Nominate yourself or a driver you know. It’s easy and free. Candidates can be owner-operators or company drivers. Simply fill out this form and submit it to our judges.

STEP 1: Who are you nominating?

Name: Company Driver?

T

Having a winning driver on your team pays huge dividends.

There’s free publicity. It’s a morale boost, a proud flag to fly, and just entering somebody’s name shows you care.

Current employer/contracted to: Candidate’s day-to-day supervisor: Or Owner-Operator?

T

The winning driver and his or her carrier are often used as expert sources in subsequent magazine stories.

Nominate as many drivers as you want.

$10,000 IN CASH + Special-edition leather jacket with winner’s + Travel and accommodations for two to Toronto for Truck World 2020

20

TODAY’S TRUCKING

17-18 Alberta Motor Transport Association leadership conference Banff, Alta. www.amta.ca

JUNE 10-12

WINNER WILL RECEIVE...

name and Highway Star of the Year logo

International Centre Mississauga, Ont. www.truckworld.ca

www.truckworld.ca

Private Motor Truck Council of Canada (PMTC) annual conference Sheraton on the Falls Niagara Falls, Ont. www.pmtc.ca

Dispatches

Pu se Reader Survey Tell us your thoughts on ... Health and Safety One of the most important jobs of all – if not the most important job – is to protect health and safety no matter what task is performed. In this month’s Pulse Survey, we want to know your thoughts about the related issues.

Have you ever been injured on the job?

How safe do you feel on the job?

36% 41% 10% 6% 7%

3.9 Star Average

What would you identify as top threats to truck drivers?

55% 50% 26% 25% 24% 23% 20% 13% 6% 5%

Other motorists Distracted driving Inadequate training Slips, trips and falls Driver fatigue Road conditions Stress Lifestyle-related illness Other Working at heights

YES

NO

50 % 50 %

Would you feel confident administering First Aid if a coworker was injured on the job?

YES

NO

69 % 31 %

How do you rate your company’s commitment to health and safety?

3.8 Star Average

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.

What type of health and safety training does your company provide?

53% Formal onboarding for new employees 43% Annual safety meetings 34% Targeted training based on incidents 33% Online training 23% Attendance at health and safety conferences 21% Regular tailgate meetings before shifts 20% Health and wellness presentations 18% Other 11% Guest speakers

Next month:

2020 Outlook DECEMBER 2019

21

Dispatches

Heard Street on the

Sutherland to lead Sutco After more than a decade with the company, Doug Sutherland has been named president of Sutco Transportation Specialists. Sutherland had served as Sutco’s vice-president and general manager for just over eight years. Prior to joining Sutco, he was general manager of Summit Truck and Equipment Repair. Summit and Sutco are both part of the Sutherland Group of Companies, which also includes B.C. EcoChips and Landmark Timber Services.

Caron Transportation Systems’ Denise McJannet has been named HR Leader of the Year. (Photo: Peter Power)

Kennedy named VP at Cummins Cummins has appointed Melina Kennedy vicepresident – product compliance and regulatory affairs. In this newly created role, she will oversee engine emission certification, product compliance, and regulations, the company said.

In the past six years, Kennedy has led various Cummins business markets. Most recently she served as general manager and executive director of the pick-up truck business.

Caron’s McJannet named HR Leader Trucking HR Canada has named Caron Transportation Systems’ Denise McJannet as HR Leader of the Year, following an annual gala celebrating the organization’s Top Fleet Employers program. In addition to spearheading changes to her company’s driver orientation program and supporting mentorships, McJannet also played a leading role in the Women Building Futures program that will train women as drivers.

Kenworth names first woman as master tech Edmonton’s Jennifer Lesnik is the first woman to earn Kenworth’s certified master technician status. This is her 12th year as a service technician, and she has worked with Edmonton Kenworth Group since 2007. The designation follows rigorous training that includes classroom time, online studies, and self-study components, the company says.

She will be responsible for servicing disabled trucks within a 160-km radius of Edmonton Kenworth – Leduc.

22

TODAY’S TRUCKING

Desaneni named IT VP at Yokohama Yokohama Tire has named Pavan Desaneni its vicepresident of information technology. A 20-year IT veteran, he will report to Tom Masuguchi, Yokohama executive vicepresident and CFO. Desaneni joined Yokohama in 2014 as senior manager – enterprise architect and platform.

Dispatches

Trendingg on Is there a place for the dreaded RFP? The dreaded request for proposal (RFP) was once again a hot topic of debate at this year’s Surface Transportation Summit.

Most of the frustration among carriers at the event was aimed at the frequency in which shippers issue RFPs, sometimes putting their freight up for bid annually, or even quarterly.

“When a business goes out to bid, you never know as a carrier whether you are going to get more, or you’re going to get less (freight),” said Norm Sneyd, vice-president of business development, Bison Transport. “What you do know is you’re not going to get the same.”

Sometimes it can take a year to get new business flowing smoothly, with backhauls put in place, and dedicated drivers assigned, he said. “By the time it starts to hum as it should, it’s going to bid again.”

Sneyd urged shippers to at least go two to three years before putting freight up for bid.

“We are never worried about a customer doing a market check, but putting it out for bid every year doesn’t make sense.”

But shippers said the RFP process won’t be going anywhere

@todaystrucking Your go-to social media source

.com

soon, especially when it comes to large publicly traded companies.

“I have shareholders, and I have to be accountable for cost,” said Dave Corcoran, head of logistics for Nestle Canada. “I know RFPs suck, but we have got to get used to them. I even have third-party auditors auditing on behalf of shareholders to see if we are running RFPs. We have to run them to demonstrate we are delivering the lowest cost for shareholders. They’re not going to go away.”

The same can be said for the Liquor Control Board of Ontario (LCBO).

“I’m obligated by the Ontario government’s procurement guidelines to do RFPs,” said Nick Nanos, senior vice-president, supply chain and wholesale with the LCBO. “They also ensure we are objective and transparent.”

But Joe Lombardo, senior director of transportation with Purolator, said there’s a cost associated with RFPs, especially when changing carriers. “There’s a lot of efficiency lost in that transition,” he said, referring to retraining and the redeployment of assets.

Purolator is now spending more time on structuring longer-term deals with its partner carriers, he added.

“We do check the market,” Lombardo admitted. “But we are firm believers in longer-term agreements with extension clauses.”

— James Menzies

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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

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Oct. 23

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.@CanTruck’s Stephen Laskowski is clearly frustrated by #trucking companies that are skirting the rules. “Where are the regulators?” he asked during the recent #SurfaceSummit. Check out more of his thoughts in this video.

Todaystrucking.com//cta-chief-wher…

Ever wonder about driving a #truck without traditional mirrors? Equipment editor Jim Park took the #Stoneridge MirrorEye Camera Monitor System for a #testdrive. And he’s not as skeptical as he used to be. Todaystrucking.com/ trading-truck … #trucking.

Mark Cascagnette of Lee and Assoc.: GTA #transportation and #logistics vacancy rate at 0.5%. Healthy would be 5-8%. “#RealEstate is going to be a strategic decision.” Market conditions are “unprecedented”. #STS19

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DECEMBER 2019

23

Legal

8 recent trends in carrier contracts

By Jaclyne Reive

A

decision to agree to shipper-friendly terms comes down to factors such as whether the terms will fit a carrier’s business model, the customer’s importance, and the risk a carrier is willing to assume. But a growing number of shippers are also looking to introduce more terms in their favor.

Consider these eight trends that we are seeing in recent shipper-carrier contracts:

freight charges, carrierfriendly contract terms will typically confirm the right to claim a possessory lien over the goods being transported.

In some cases, carriers will go one step further to include the right to claim a lien for unpaid freight charges relating to an earlier shipment.

However, we are also seeing shipper-friendly contracts that require carriers to waive their right to claim such liens.

n Increased liability for cargo loss or damage

p Recovery of freight charge rights

Carriers are increasingly being asked to take on full liability for cargo loss or damage. In some cases, there may be an accepted monetary cap on liability, but this cap usually equates to the shipment’s value.

Such full liability for cargo damage is the standard in the U.S. and is increasingly being added into Canadian contracts.

Canadian carriers typically take advantage of their statutory rights to limit liability to the lesser of the value of the goods at the time and place of shipment, plus freight and other charges, or $4.41 per kilogram ($2 per pound) based on the shipment’s total weight.

Be sure to notify your insurers when taking on more liability than required by law, to ensure that coverage is not denied in the event of a claim.

Shipper-friendly contracts often require carriers to waive their rights to collect freight charges from any party other than the shipper, such as customers and consignees.

In other words, carriers are increasingly being asked to forgo related rights under the Bills of Lading Act (Canada) and the Mercantile Law Amendment Act (Ontario).

o Waiving lien rights To protect against unpaid

24

TODAY’S TRUCKING

q Incorporating a set-off Carrier contracts increasingly include a provision that allows the shipper to set off any amounts that the carrier owes for things like cargo damage, and apply those figures to amounts that the shipper owes the carrier for things like freight charges.

r Liability for subcontractor acts Many contracts include provisions that prevent a carrier from sub-brokering, interlining, or contracting

or any other document will not change or modify the contract’s terms in any way.

Similarly, the bill of lading will only function as a receipt.

u Taking on other regulatory obligations a shipment to a third-party carrier without the shipper’s consent. And carriers are increasingly being required to remain liable for the acts or omissions of a third-party carrier – regardless of whether they had the shipper’s approval to subcontract the load.

s Bills of lading – Deemed compliance with laws Many contracts include a clause that says any related bill of lading – whether it’s issued by the shipper or the carrier – is deemed to meet the form and content of an originating jurisdiction’s applicable laws. This also extends to situations where there is no bill of lading. Such wording supports everyone involved because it clarifies the bill of lading and the carrier’s rights.

t The contract always governs Another clause that is becoming increasingly common is that the contract’s terms and conditions will always govern. The agreement will indicate that any terms in a bill of lading, tariff, standard terms and conditions,

We are slowly starting to see carriers asked to be bound by new statutory requirements relating to cleanliness, sanitation, and equipment maintenance set out in the Safe Food for Canadians Act (Canada).

These would otherwise not apply to carriers whose only connection to the food is its transportation.

Carriers should review other contract terms to see just how far the shipper has tried to extend liability. For example, look at whether there’s also a requirement to indemnify the shipper for any administrative monetary penalties for failing to comply with equipment requirements under the statute.

Next steps Be sure to carefully review any contracts that a shipper or broker presents to you, whether they are new contracts or amendments to existing agreements. TT

Jaclyne Reive is a lawyer in Miller Thomson’s Transportation & Logistics Group. She can be reached at jreive@ millerthomson.com. This article is provided for information purposes only and does not constitute a solicitor-client relationship or legal advice.

Open Mike

Let’s join as an industry to fight human trafficking

By Mike McCarron

M

uch to my wife’s chagrin, at every holiday dinner I end up bragging about the trucking industry. The chest-thumping occurs later in the evening when I proudly point to everything in the room and remind the clan, “If you got it, a truck brought it.”

This mantra took on new meaning recently when I learned about Truckers Against Trafficking (TAT), a U.S.-based organization that recently expanded into Canada.

Frankly, I was naive to think that human trafficking – modern-day slavery – did not exist in Canada. Sadly, this is not the case. Here’s what I learned about human trafficking from TAT, and how truckers are uniquely positioned to help recover victims and get the perpetrators off the road.

A Canadian problem Human trafficking isn’t an issue that just happens “over there”. In fact, it’s a Canadian problem and it’s way underreported. Indigenous women and girls; LGBTQ persons; children in the child welfare system; people with addictions; and migrant workers are particularly at risk of exploitation and abuse.

They’re often physically, socially or economically vulnerable, hidden away and working in remote areas, and lack access to accurate information about their rights.

Human trafficking does exist in Canada, and truck drivers can help fight it.

Trafficking and trucking

My holiday ask

One in three police-reported human trafficking incidents in Canada is a cross-border offence, with much of this activity occurring on Ontario’s 400-series highways.

TAT believes the trucking industry can offer a set of eyes and ears for law enforcement, especially at truck stops where victims are often pimped out as prostitutes.

Sex trafficking occurs in two forms at truck stops: prostitution in the parking lot, and through brothels advertised as nearby massage parlors.

Traffickers also use trucks, our highway system, and the cover of darkness to avoid detection as they transport their victims. Truck drivers are often the only other people on the road in the middle of the night, and their awareness can make a difference.

My ask for this holiday season is that the trucking industry band together to support TAT’s efforts in Canada to recover trafficking victims and incarcerate their predators. Our industry has more than 200,000 pairs of eyes on the road every day. Properly trained, they can recognize the signs of trafficking, report what they see, and potentially save lives.

That’s where you come in.

Please take time at your next driver meeting to discuss the reality of trafficking, the signs of suspicious activity, and how to react. TAT has great resources at truckersagainsttrafficking.org.

Train your drivers how to respond when they get a knock on their truck door, and to report it to the Canadian Human Trafficking National Hotline at 1-833-900-1010.

Encourage drivers to help their lonely peers understand what’s really behind that knock on the door – a criminal enterprise. If there is no buyer, there is no sex and no victim.

As we enter the holiday season, let’s make it a priority to help these vulnerable, exploited girls, women, men and boys, so one day they can return home to spend the holidays with their loved ones, just like we do.

Nothing would make me happier than to have another reason to brag about our awesome industry at next year’s Christmas table. TT Mike McCarron is the president of Left Lane Associates, a firm that creates total enterprise value for transportation companies and their owners. He can be reached at mike@ leftlaneassociates.ca, 416-551-6651, or @AceMcC on Twitter.

DECEMBER 2019

25

“A person’s mind, my mind, did shut off,” driver Harley Biermann says of the crash.

THE

AFTERMATH Harley Biermann survived a 2010 truck crash, but the personal struggles continue to this day

By Derek Clouthier

I

t’s been nearly 10 years since Harley Biermann’s life changed forever.

Hauling freight from Calgary and destined for Vancouver, the truck driver was involved in a collision near Revelstoke, B.C. that claimed two people but spared his own life.

He has had to deal with the repercussions. And it was only this past April when the lawsuit resulting from that tragic night concluded.

Biermann climbed into the cab and began his journey on Feb. 2, 2010, after completing a pre-trip inspection and coupling to his trailer. As he made his way west through Canmore, Alta., and into B.C. through Field and Golden, the weather conditions progressively worsened – as they often do in the Canadian Rockies.

Biermann stopped in Golden for a coffee, mulling over whether to continue.

“I decided to proceed, as I felt safe enough to do so,”

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TODAY’S TRUCKING

Biermann said. “Traveling further west, the roads were ice with compacting light snow.”

Having passed six snow sheds and Roger’s Pass, Biermann came upon the MacDonald snow shed. It was now Feb. 3, somewhere just after 1:30 a.m. As he exited, he made his way down Albert Canyon Mountain, where several trucks were slowly climbing in the opposite direction.

There was one exception. This truck, Biermann said, was coming up the slow lane at a much faster speed, passing slower-moving trucks that were traveling in the passing lane which offered better traction.

“As the speeding truck passed the last truck, the driver very aggressively turned his wheels to his left, steering his tractor-trailer head on into my tractor and trailer,” Biermann recalled. “At which point, my tractor-trailer was forced onto the solid ice wind row.”

Biermann came off the wind row and back onto the highway,

The Aftermath in what he described as an “out-of-control manner.”

The other tractor-trailer plowed under Biermann’s trailer, launching it into the air and breaking it in two. Approximately 20 feet of trailer remained attached to Biermann’s truck, while the other 33 feet careened over the cliff.

“As the remaining portions of my tractor and trailer were falling out of the airborne position,” Biermann explained, “I slammed into the ditch and mountain in a jackknife position with the rear end of my trailer facing west, and the tractor facing southeast.”

Biermann then kicked open his door.

“There was no tank step. It had been torn off,” he said. “I missed it, my foot slipped off the fuel tank, hitting the fuel tank with my left butt cheek, slamming me onto the roadway, face first into the ice, water, diesel fuel, and debris.”

Biermann made it back to his feet. His focus shifted to checking others who were involved in the collision. But he was still in shock, struggling to accept the accident actually happened.

“A person’s mind, my mind, did shut off,” Biermann admitted. “Seemingly, because it knows in an accident of this tragic magnitude that the mind needs to protect our emotions and pain we are going through.”

“How do you explain feelings and emotions from that night which have gone through my mind for almost 10 years?”

Biermann asked. “Fear, anger, resentment, empathy, confusion, loss.”

Biermann also says the more he thinks about that night, the more anger he feels and the more questions he has.

How did that driver acquire a Class 1 licence? Who road tested them? Did the employer validate their qualifications and years of experience? Why were they speeding up that hill? And why had Biermann not received more help of his own?

He believes the collision could have been avoided.

Looking for help

In the midst of the immediate chaos of that night, Biermann is not surprised it took around eight hours for someone at the scene to ask if he was OK. About a year after the collision, Biermann said he received $50,000 from the Workers’ Compensation Board of B.C. (WBC), with the explanation being, “that’s a driver’s wage,” which was verbally relayed to him at the time.

He also had to undergo psychological therapy, an MRI and CTC, mental assessments, massage therapy, and chiropractic treatment, all at his expense.

Biermann said he has been The result told he will be compensated if Reports following the collision he pays for medical and dentold the story of a crash involvtal work resulting from the ing three trucks, killing two accident, but he does not have Calgary men, one 29 years old, the means to pay upfront. the other 39. The driver of the His lawyer, who representthird truck was later identified ed him through the ordeal, as Mihail Atanasov, who drove also drew attention to the for Taiko Carriers.

As lawyer fees mounted, he had to pick up another truck. rising legal costs. Even if the Witnesses said an eastbound lawsuit led to any compensatruck – the truck carrying the tion, it would all go toward legal fees. two men, and the one Biermann described as speeding up the “My financial means were taken, my decision-making skills hill – was driving erratically and crossed the center line, hitting altered,” said Biermann. “Lawyers want to be paid, as well as Biermann’s westbound unit. management of mental health, physio, and dentists. The cycle The third vehicle was caught in the debris, which was spread has been ongoing.”

200 meters across the highway, closing the road for approxiThough he was not at fault for what happened that night, the mately nine hours. images remain, and as his friend Susan Shumey explains, it has Reports also said no one else was injured during the incident been a long struggle.

– a conclusion Biermann would certainly argue, given the near “With short-term memory loss caused by a concussion from decade-long struggle that would follow. that night, Harley is short with others,” she says. “His day-to-day The matter was eventually brought to court, and this April tasks and making decisions, I feel, they challenge him daily.”

8, seven years after the trial began, Biermann was found not to Shumey says Biermann’s patience and attention span have have been at fault for the accident. suffered since the tragedy.

As time passes “Harley is smart. He can articulate very well with his knowledge of many, many things,” she says.

To say it has become easier for Biermann to deal with the events “He always has an idea that will solve a problem or invent of that fateful night would not tell the whole story. something new, whether it be with the earth, wind, water, As time passes, those involved in a tragedy like this tend to mechanics, or the body. But he is stuck in the aftermath of this look at it from various angles in an attempt to make sense of accident that changed his life Feb. 3, 2010, at 1:38 a.m.” TT everything, and Biermann is no exception.

DECEMBER 2019

27

FOR THE

PEOPLE Well-structured benefits plans make a difference in recruiting, retention

By John G. Smith

D

river recruiting efforts often focus on factors like the core pay per mile, load or hour. But another form of compensation – in the form of benefits plans designed to be there in a driver’s time of need – has its own role to play in recruiting and retention alike.

It’s about more than dental and drug plans, too.

Look to fleets recognized by Trucking HR Canada’s Top Fleet Employers, or the Best Fleets to Drive For competition, run in a partnership between CarriersEdge and the Truckload Carriers Association.

Most of those operations, both big and small, have expanded their offerings in recent years.

Almost all Top Fleet Employers provide at least a basic benefits package – with 99% offering dental coverage and eye care, and 96% providing chiropractic care, physiotherapy or massage. Ninetysix percent offer life insurance, 86% have long-term disability plans, and just over half offer short-term disability support.

“In addition to the basics, 72% offer some form of pension or retirement savings plan for employees,” says Angela Splinter, CEO of Trucking HR Canada.

This adds to the 79% that offer professional development opportunities, 62% that offer vacation time beyond statutory requirements, and 77% that have performance bonuses.

But she also notes that 77% of the Top Fleet Employers are showing some commitment to employee health and wellness. All of the private fleets do

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TODAY’S TRUCKING

that, while 81% of for-hire fleets have embraced the programs. Examples include gym memberships and onsite services, Healthy Trucker initiatives, wellness seminars, information through newsletters, and walking groups, Splinter says.

“Through programs like Healthy Trucker, people have really bought into reducing driver health risks by creating a wellness culture,” says Jane Jazrawy of CarriersEdge. But she also says the U.S. carriers participating in the Best Fleets program tend to be leading the charge over their Canadian counterparts in this trend, offering support such as fitness equipment for a cab and sleep apnea testing.

The wellness support is particularly important as the driver pool ages, she adds. “If they haven’t got that emphasis on people trying to keep themselves healthy, they’re losing them just through medical [issues].”

Employee Assistance Programs (EAP) go a step further, offering the legal counselling, financial guidance, and even marriage counselling that can play a role in mental wellness.

Flexible approaches Still, the need for benefits is a very personal thing. A drug plan will likely be valued more by someone who is fighting a disease. Chiropractors and physiotherapists might be most vital to an employee trying to return to work after a physical injury.

Bill Zolis, a senior employee benefits

consultant with Penmore Callery Group, sees several differences that exist among his clients in the trucking industry. “Is it shorthaul or longhaul, independent drivers or employees, going cross border or not?” he says, referring to various considerations. The U.S. medical coverage, for example, is going to be most important for a cross-border driver.

The interest in different plan components can vary from one generation to the next, too. Older employees gravitate to support such as dental coverage and drug plans, the latter of which can account for 80% of their healthcare claims because of factors such as a need for maintenance medication, Zolis says.

Younger employees, however, tend to prefer health spending accounts that allow them to direct funds toward massages or fitness memberships.

One emerging benefit that could prove useful for truck drivers is virtual health care, which offers access to a doctor or nurse practitioner around the clock. It could even be valuable closer to home.

“The amount of time that’s wasted in the offices. They take three hours to talk to a doctor for 10 minutes,” Zolis says.

“A flexible approach that takes into account what your employees are looking for is essential,” Splinter adds. “Although we may assume that older workers are looking for better drug plans, while younger workers are keener on wellness or complementary therapies like natu-

Through programs like Healthy Trucker, people have really bought into reducing driver health risks by creating a wellness culture.

— Jane Jazrawy, CarriersEdge

For the People 90-day period before benefits apply to new recruits, Jazrawy says. They’ll even maintain benefits coverage for a set time frame in case a departing driver decides to come back.

“A lot of people are really concerned about making the drivers’ lives better.”

Controlling the costs

ropathy, acupuncture, etc., it is important to develop your plan by understanding what your employees are looking for.”

“It will more than likely be very difficult or impossible to offer everything they are looking for. So consider offering a health spending or wellness account. This provides each employee with the ability to claim benefit expenses that either are not offered in the traditional plan or allow someone to claim beyond the maximum that is offered,” she says. “This way you are able to offer greater flexibility to meet the needs of a diverse workforce.”

Total compensation packages As valued as benefits may be, it can be easy for employees to lose sight of just how much is available for them. It’s why several fleets have also introduced total compensation statements.

“A total compensation statement refers to detailing the overall value of everything you are offering your employees,” Splinter explains. In addition to

information about the compensation structure – whether it’s hourly, by mileage, or for wait time – there are figures attached to bonuses, vacation days, training allowances, benefits programs themselves, wellness or social activities, and pension or retirement savings.

It’s a valuable tool to keep valuable employees.

“In a tight labor market, employees who may be wooed to go to another employer may be comparing pay packages. Your ability to explain all the different ways that you invest in your employees allows you to put your best foot forward in trying to convince that employee to stay,” Splinter says. “It also helps your drivers better communicate your pay package within their grapevine.”

“Definitely it’s a retention strategy if a driver is deciding to leave Company ABC and go to Company D,” Jazrawy says. The lure of $5,000 sign-on bonus may not look as attractive when compared to the total.

A growing number of fleets also appear to be waiving the traditional

The plans do face pressure, though.

Zolis refers to demographic issues such as an aging workforce and a relatively sedentary job that involves sitting in a truck cab for hours on end. They’re factors that lead to increases in disability issues and higher related prescription plan costs, he says. “They [drivers] are a higher risk. They’re on the road all the time. They don’t live the best lifestyle … Traditionally it has and continues to be a challenging industry for group disability markets.”

“There’s some [insurance] carriers that don’t want them,” he adds, referring to the choices available to fleets. The coverage that is available can sometimes offer less support than would be available to an office worker. A disability-related benefit, for example, might be capped after two or five years.

As of June 2016, long-term disability incidence rates for Canadian group insurance companies are also up 19.6% since 2007, says the Munich Re LTD incidence indicator. The number of claims has increased year over year because of factors like an aging population, and a higher number of complex claims that are more difficult to manage.

To ensure a plan is sustainable, steps need to be taken to reign in costs.

Arrangements with preferred pharmacy partners, for example, can help to reduce markup and dispensing fees, Zolis says.

The drugs are simply delivered by courier the next day.

Educating employees will make a difference of its own. Simply having them ask a dentist for the work that’s required, rather than telling the caregivers what a plan will cover, will help to cap the overall costs. “You’ve got to treat it like your money,” Zolis says.

“I want [benefits] sustained over the long term, and the only way [to do that] is if we all do something collectively.” TT DECEMBER 2019

29

In Gear

32 Monitoring Traffic 34 Product Watch

EQUIPMENT NEWS, REVIEWS, AND MAINTENANCE TIPS The Automotive Lift Institute certifies lifts in Canada, the U.S., and other countries.

Uplifting Benefits The right shop lift will deliver productivity and safety gains alike

By Jim Park Using lifts in your shop instead of floor jacks, jack stands, creepers and pits makes an undeniable difference in productivity. The systems provide more convenient and comfortable access to every part of a truck that needs service.

That lets technicians get more work

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TODAY’S TRUCKING

done in less time, and with a lower chance of injury.

“When using a lift, ergonomic working heights and convenient controls can result in less physical strain – and fewer injuries – for your techs,” says Doug Spiller, Rotary Lift’s director

of heavy-duty product management.

“When it comes to safety, a lift provides more access and better lighting to the undercarriage. And techs are less likely to get debris in their eyes and ears with a lift than when they’re lying on a creeper under a truck.”

Creepers also force workers into awkward positions that can lead to muscle strain, particularly in the back and neck.

Every technician in the shop needs to be trained on the proper operation of each lift they will use. And that lift-specific training should be based on the lift manufacturer’s instructions, as well as publications from the Automotive Lift Institute (ALI), which certifies lift equipment in the U.S., Canada and other countries.

“For an easy reminder of basic lift safety tips, ALI offers an updated and expanded automotive lift safety tips card and new safety tips poster,” says ALI president Bob O’Gorman. “Both feature 13 tips for safe lifting, including lift operation, maintenance and inspection.”

While there are no formal operator certifications required for using lifting equipment, technicians need to be competent in their operation, the unit’s safety features, and where applicable, the setup of the lift.

In most Canadian provinces, various labor ministries require compliance with standards published by the American National Standards Institute (ANSI) for automotive lifts as well as ALI’s Automotive Lift Safety Requirements for Construction, Testing and Validation (ALCTV). But while rules and regulations mandate certified lifts, there are no bans on selling noncertified equipment. The responsibility for purchasing a certified lift lies with the buyer.

For example, Ontario legislation

In Gear requires employers to provide vehicle lift operators with information and instructions to protect health and safety. This applies to all workplaces where lifts are used, including dealerships, repair shops, towing operations, and gas stations.

“After comparing all available resources in Canada and south of the border, we determined that ALI’s Lifting it Right: 2014 Online Edition offered the only viable option to provide Workplace Safety and Prevention Services [WSPS] members with lift safety training,” says Norm Karmer, a health and safety consultant for WSPS. “ALI is credentialed as a nationally recognized standards development organization. It wrote the industry standard covering vehicle lift operation, inspection and maintenance, so users can trust that the safety training content is relevant.”

Likewise, WorkSafe BC recognizes the same publications from ANSI and ALI as the definitive safety and maintenance standards, along with some other pertinent European Union documents that relate to any lifts made overseas.

Operator training should be offered by the supplier and equipment installer. The top suppliers will provide initial training prior to commissioning the lift, and offer follow-up training, online learning, and video instruction as the need arises.

“Nothing is more important than safety,” stresses Peter Bowers, technical sales support manager, StertilKoni. “It begins with the right mentality in the shop, communication and training. And we do that training.”

Then there’s the issue of maintenance. Suppliers have specific maintenance requirements and service intervals. It’s important they be followed to ensure continued safe operation of the lift, Bowers says.

“Our lifts are designed [to] provide safe, reliable operation for many years, but the fleet must do its part and keep the device in good condition. That’s good for safety, reliability and productivity.” TT

HOW TO CHOOSE THE RIGHT LIFT

V

ehicle lifts come in a dizzying number of configurations, usually targeted at certain intended applications and available shop space. Some require modified infrastructure, such as pits to make room for the operating hydraulics.

Others need a direct line of access for vehicles. And vertical clearance must obviously be considered. Here are a few things to think about when choosing a lift for your maintenance and repair operations:

Ergonomics Most technicians prefer to stand up rather than lie on a creeper under a truck because they find there’s less physical strain and it’s much more efficient and productive. With technicians in short supply these days, a quality work environment can be as enticing as a raise in pay.

Services performed The style of lifts you choose can have a significant impact on the speed and quality of the work you perform. Some lifts are better suited to specific types of work, like fast-turnaround under-vehicle inspections versus repairs where major components will be removed from the truck.

Vehicle types, size and weight Consider lifting capacity and vehicle configuration, such as three-axle tractors, multi-axle vocational equipment, or tractor-trailer combinations. Lifts are available to accommodate most configurations, but some will be more suitable than others.

Facility layout Major considerations include available space, traffic flow, concrete and soil quality, vehicle lengths, turning radius, and whether the facility is owned or leased – which might limit the investment in infrastructure. The yard layout and access to the service bays should be considered, too.

Environmental concerns Consider what precautions are designed into inground lifts to prevent hydraulic fluid leaks, electrolysis, water contamination, and other environmental concerns.

Maintenance and service Compare the maintenance schedules on lifts you’re considering as well as local availability of technicians to perform the service or repairs. Any time a lift is down for maintenance, productivity and revenue will suffer.

Employee recruitment and retention The technician shortage is expected to worsen as the demand for trained techs increases. Fleets will need every advantage possible to recruit and retain employees – including better working conditions than your competitors offer.

Safety First and foremost, look for the gold label that reads: “ALI Certified.” Only lifts that have passed independent safety testing can carry this label. Also, compare safety features on the lifts you’re considering. Do you really want your techs working under the cheapest lift you can find?

DECEMBER 2019

31

In Gear

Monitoring Traffic The MirrorEye system replaces mirrors, and that's not as scary as you may think

By Jim Park I have previously expressed a high degree of skepticism about replacing traditional mirrors with cameras and monitors. Glass mirrors work well enough, and drivers are very familiar with them.

That said, mirrors do leave areas of less-than-ideal visibility, but drivers compensate by looking twice at those so-called blind spots. Many trucks are fitted with fender-mounted mirrors – so-called “rookie-sticks” – which fill in the blanks quite nicely and are valued even by some veteran drivers.

In tight-turns, the rear of the trailer can completely disappear from view, forcing the driver to lean forward while turning.

The smaller convex mirrors help, but the image reflected by the “fish-eye” convex is distorted and the distance between objects is greatly compressed.

All that to say, mirrors have been with us since the beginning, and asking drivers to switch to a new technology is going to pose its own set of challenges. If my recent experience with the MirrorEye Camera Monitor System from Stoneridge is any indication, the learning curves will not be as steep as some people may think.

I had the benefit of a pre-drive briefing with Stephen Fox, Stoneridge’s vicepresident of business development, and Ray Kirkland, a research engineer and veteran driver who has been instrumental in developing the MirrorEye system. So I knew what to expect when I hit the road.

I also learned that Stoneridge currently has MirrorEye systems installed at 14 fleets with an estimated 8 million kilometers of testing – and zero reported accidents stemming from the system’s use.

“Drivers respond to MirrorEye the same way they do with automated manual transmissions,” Kirkland told me. “It takes a bit of coaxing to get the veterans to try it, but none of them want to go back to conventional mirrors after they try it.”

32

TODAY’S TRUCKING

Driving with MirrorEye When I first sat in the driver’s seat, the left-hand monitor seemed way too close to me. It was mounted on the A-pillar, less than an arm’s-length from my face. As an aside, I wear bifocal glasses, with the lower part of the lens tuned for reading, which is usually done at about the same distance away from my face as the monitor. Consequently, I sometimes found myself looking through the lower portion of my glasses for a clearer image. It’s not that the image in the monitor isn’t razor sharp, but it wasn’t in the proper focal range for me. My mind’s eye papered over

that problem soon enough, and I hardly noticed it after a few minutes.

The next incongruity was looking out the window to where the mirror used to be. It’s an instinct, but that soon became a non-issue, too. The monitor is front and center and there’s no missing it.

These two “issues” weren’t a factor for the right-hand monitor. It’s far enough away for clear focus through the top of my glasses, and it’s close enough to where a mirror should be that my gaze hit the target every time. The advantage of the monitor’s position on the A-pillar is the elimination of the lateral blind spot caused by the ridiculously large aeromirror cowlings used by today’s OEMs. MirrorEye’s CMS solves that problem.

The view through the monitor is different from that of a mirror – not drastically, but noticeably. Again, there was this thing in the back of my mind that I expected to see, but it wasn’t what I saw.

For example, the objects in the right-hand

Three colored lines embedded in the image seen in the monitor show the rear of a 53-foot trailer (red), a position 40 feet behind the trailer (yellow), and 80 feet behind the trailer (green). Note: this image is a screen grab from video shot by a GoPro camera, not a screen grab from the actual monitor.

In Gear monitor appeared larger than they would in a mirror. Not a bad thing, but my initial thought was that the objects beside me were further forward because of size, perspective and all that.

MirrorEye alleviates that discrepancy with three clearly visible horizontal colored lines in the monitor – a red line about half-way up the screen, a yellow line slightly above the red line, and a green line just above the yellow one. The red line represents the rear of a 53-foot trailer, plus four feet. The yellow line is 40 feet behind that, and the green line represents 80 feet behind the trailer.

The field of view is also wider in the monitor than a traditional mirror, so you see more of what’s around you. The awkward part was getting used to the fact that leaning forward or getting in closer to the monitor has no impact on what you see. Moving your head makes a difference with a mirror. That said, the driver can pan the field of view with a rotary control on the dash. And the field of view follows the trailer in a turn. MirrorEye has cleverly designed a tracking feature into the camera/monitor algorithms that pans the view to follow the back of the trailer.

The trailer wheels are almost always in view during a turn.

From the time we left Stoneridge headquarters in Novi, Mich., I was very aware of what was going on around me, more so than usual. I was aware of the different fields of view and the different perspective offered by the monitors, so I was trying to calibrate this new view of the world with my historic expectations. It took less than 30 minutes until I stopped looking out the window for the non-existent mirror. It took a little longer until I was comfortable with a passing maneuver.

I recall passing one of those slow-moving Michigan centipedes, looking into the monitor at about the time I felt it would be safe to pull back into that lane and thinking, “I’m not really seeing this, it’s just a visual representation of what’s happening beside me.” In a mirror, you get visual confirmation – eyes to brain. While the camera-monitor-eyes-brain connection is no different, it did take a few moments before I was totally comfortable trusting what the monitors showed me. I was fine from then on.

Night Driving: The Acid Test I was pleasantly surprised at the night driving experience. The image in the monitor is infrared rather than optical.

The night image was fantastically clear and especially well defined. I could even see the tar snakes and skid marks on the pavement surface when it was pitch black outside, because IR doesn’t require light.

The white lines were as bright as day, and best of all there was absolutely no headlight glare from overtaking cars. The headlights appear as white circles or squares on the front of the car. No glare at all.

Stoneridge has a done a very good job calibrating the monitors’ brightness, too.

During the day, the image was as bright as my surroundings, and the same at night. It wasn’t too bright and distracting, nor too dim and difficult to resolve. In fact, the daytime image was as good as I’d expect from a mirror, and the night image much better than a traditional mirror.

Sunlight that was shining into the camera from behind produced a slight blooming effect, but the electronics subdued about 90% of it. The image in the monitor remained as clear as before, with a slight white glow where the ball of the sun was accompanied by red and green colored streaks. At one point, with the sun low in the sky and at my side, the glare on the monitor screen did wash out the image to some extent, the way a laptop screen gets washed out when it’s outside.

I had few opportunities for backing maneuvers, but it takes a bit of adjustment. Again, I think it’s more a matter of historic expectation rather than problems with the CMS. The perspective is slightly different. For example, while parallel parking the truck, I had a hard time determining how much lateral space existed between the left side of the trailer and a set of orange cones set up to represent a parking space. Because I could not confidently determine how much space I had on the left (where I could see clearly), my judgement on how much room I had on the right (where I could not see because of the truck's articulation) was compromised. In real life, I would have just bailed out for a look.

The monitors are clear and bright, but not overly so, and the field of view is wider. Objects in the right-hand monitor

V A control module allows drivers to pan the field of view slightly left or right, retract the camera wings, and adjust the brightness of the monitor's image to suit their taste.

V In the infra-red view for night driving, colors are unnatural, but the clarity and detail of the image is greatly enhanced, especially on dark roads where lighting isn’t present.

appeared larger than I had been accustomed to with mirrors, but that’s helpful.

If nothing else, your muscle memory will trigger you to think it’s closer than it actually is, thus adding a level of caution.

Since MirrorEye is the first, and so far the only CMS provider to gain an exemption from maintaining glass mirrors as a redundancy, any previous driving experience I had with monitors doesn’t really count. Stoneridge has done an admirable job of replicating the mirror experience and actually improving it in some ways.

Especially with the IR night driving setup.

What remains to be seen is how the standards and legal requirements for such systems will evolve. The National Highway Traffic Safety Administration, the Federal Highway Administration, Federal Motor Carrier Safety Administration, and Transport Canada will be tasked with defining how such systems should perform.

Stoneridge has set the bar pretty high.

And as an experienced driver, I’m going to jump on board and say this is a go for me.

I think new drivers, those who haven’t yet acquired the mirror muscle memory, will have an even easier time adjusting. TT DECEMBER 2019

33

PRODUCTWATCH WHATâ&#x20AC;&#x2122;S NEW AND NEWS FROM SUPPLIERS

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

TRUCKS

Mack Anthem goes all black Mack has released a limited edition Mack Anthem, with a blacked-out color scheme and special interior features.

It comes with a 70-inch sleeper, a black sun visor, and all-black trim package including the air intakes and bezels around the headlamps. The grille surround and wordmark are also blacked-out, as well as the hood decals.

Durablack Alcoa wheels, a new limited edition badge, and a black bulldog hood ornament round out the exterior look.

Inside, the steering wheel is wrapped in black leather with grey stitching. There are black gauge bezels, wood accents, and leather seats with diamond stitching. The truck also comes with a merchandise package, including a custom bulldog watch, Yeti cooler, and a custom black bulldog keychain.

Only 500 of the trucks will be built, and orders are being accepted now.

TRUCKS

Volvo VNR 660 deals with dimensions Volvo is introducing a VNR 660 model, for customers who are looking to shed weight or need to deal with length restrictions.

It comes with a 61-inch high-roof sleeper, complementing the VNR 640 with 61-inch mid-roof sleeper. The new offering will enter production in March

34

TODAYâ&#x20AC;&#x2122;S TRUCKING

www.macktrucks.com

2020 in limited quantities.

The truckmaker also announced it will be offering FlowBelow wheel covers and fairings as a factory-installed option, beginning in the second quarter of 2020.

That system reportedly improves fuel economy by about 1% over the most aerodynamic package offered by Volvo today, the OEM says. www.volvotrucks.ca

Product Watch TRANSMISSION

Paccar 12-speed for light vocational use

Interest in Paccar’s 12-speed automated transmission continues to grow. It’s currently spec’d in about 60% of the on-highway Peterbilt 579 trucks, and can now be coupled to Paccar MX-13 and MX-11 engines in light vocational applications.

The transmission can be coupled to the engines with up to 510 hp and 1,850 lb-ft of torque, and support gross vehicle weights up to 110,000 lb.

The light vocational configurations can be ordered now for delivery in 2020. www.peterbilt.com TRUCKS

Fuel-saving updates for International LT, RH

International Truck has unveiled a series of upgrades to its 2020 on-highway vehicles in the name of fuel-efficiency.

The LT and RH models will include enhanced aerodynamics, powertrain and software systems, boosting the LT Series’ fuel efficiency by 8.2% compared to the current model year.

The streamlined aerodynamics include enhanced roof fairings, day cab extenders that are 12 inches wider, sleeper cab extenders that are three inches longer, steering wheel closeouts around the front tire, longer Vidon strips on the chassis skirts, and new cab-to-skirt closeouts. The bumper valence is an inch lower, and the truck includes a FlowBelow 2.0 aerodynamic system as well.

Engine options for the LT will include the proprietary A26 and the Cummins X15, the latter of which promises to better its predecessor's fuel economy by 2.8%.

Predictive cruise control will also be standard on the 2020 LT Series, RH Series, and International LoneStar. These systems will combine topographical data and onboard GPS to adjust vehicle speeds for maximum fuel efficiency.

Coupled with an A26 engine, it’s expected to improve fuel efficiency by 2% on a route that includes an equal mix of flat and hilly terrain. www.internationaltrucks.com TRUCKS

Kenworth rolls out equipment updates Kenworth has unveiled a series of enhancements to products and services.

The TruckTech+ over-the-air program for Paccar MX engines and aftertreatment-related software will fully roll out early in 2020. It will be available on Class 8 trucks equipped with 2017 or later model year MX-13 and MX-11 engines.

The updates can be accessed through the Paccar Solutions online portal, or through the Paccar over-the-air app.

The Paccar 12-speed automated transmission, meanwhile, will incorporate new MX engine-optimized shift calibrations in January, making it available for the Kenworth T880 in light vocational applications including construction, mining, refuse and agriculture. The updates will offer higher full throttle upshift points and higher power downshift points to maintain speeds on grades and highresistance surfaces.

It isn’t the only change expected for the T880. The truck now comes standard with a Paccar 20K front axle, available with ratings of 20,000 to 22,000 lb. Related features include a tapered kingpin roller bearing, meant to enhance steering efficiency.

The new standard Kenworth T880 also features the Kenworth 20K taperleaf front springs with shock absorbers, the AG460 tandem rear suspension, Meritor 46K tandem rear axles, integral knuckle for air disc brakes, and Bendix 6S/6M anti-lock brake system with air. www.kenworth.com

ENGINES

DD15 Gen 5 to come in 2021

Daimler Trucks North America has unveiled a series of new equipment updates – including a new DD15 Gen 5 engine that promises more-efficient combustion in the name of bettering fuel economy and CO2 emissions.

It will be available in 2021.

The DT12 automated manual transmission will also be updated to include higher overall ratios that can deliver better low-speed maneuverability. And new side Power Take-Off capabilities will add flexibility.

The Detroit Connect telematics platform, meanwhile, will be enhanced to include a smart alert system that classifies fault events by the amount of fleet and driver response required. And the remote updates for the new Cascadia will be expanded in 2020 to include Firmware Over the Air, addressing changes to things like fuel maps. www.demanddetroit.com SECUREMENT

Get a grip on trailer rooftops

Deneigement Toitures Excel’s VanGripper restraint system offers extra support for those who have to work on top of semi-trailers or cube vans.

The system attaches to opposing edges of the trailer, while users strap themselves in place. The VanGripper’s supports will then slide alongside the worker as they complete tasks like snow removal, DECEMBER 2019

35

Product Watch de-icing, inspections or other maintenance.

Regulations require snow to be removed from trailers, and for workers to be restrained when they’re at heights above three meters, the company adds.

The restraint system can be stored in the truck cab between uses and can be carried with one hand.

The units have been tested to meet CNESST standards and surpassed a 900lb. load test, too. www.vangripper.com SUSPENSIONS

Hendrickson unveils next-gen rubber model

Hendrickson’s new Haulmaax EX has been unveiled as the next generation in heavy-duty rubber suspensions.

Available in capacities of 40,000, 46,000, and 52,000 lb., Haulmaax EX is approved for a variety of vocational applications.

Features include more vertically angled bolster springs to carry the majority of the payload in compression during an empty or lightly loaded condition, in the name of an improved ride quality.

As the load increases, the suspension's ride and stability characteristics change to meet the application’s needs without an abrupt change in the overall feel, Hendrickson says.

The Haulmaax EX suspension geometry is also optimized to provide increased site rating, increased capacity ranges, and improved durability. www.hendrickson-intl.com TRUCKS

Hino models get new names, updates Hino has updated and renamed its product line for the 2021 model year.

The Class 4 and 5 models, previously known as the 155 and 195, are now

36

TODAY’S TRUCKING

dubbed the M Series. They’ll carry the model names M4 (Class 4) and M5 (Class 5), with an M5H hybrid. Styling updates include a bolder chrome grille and new headlight design, including optional LEDs. The M Series trucks can also be ordered with a lane departure warning system. The steering wheel comes standard with controls for cruise and handsfree calling, and there’s a new 4.2-inch LCD display. The truck comes with a new six-speed automatic Aisin HD transmission with gear hold capabilities.

The Class 6 and 7 models will now be known as the L Series. The trucks previously known as the 258, 268 and 338 will be renamed the L6 and L7, with the number denoting the gross combined vehicle weight category. This line also comes with the updates in the M Series, as well as a longer wheelbase offering at 301 inches – a 30-inch increase.

The L Series borrows from the new Class 8 XL with an automotive-inspired interior, and seven-inch LCD display.

A re-positioned gear selector improves ergonomics and opens up some space.

The HVAC system has double the airflow speed compared to the previous generation, too.

A new extended cab that sits five people will be offered, as will a crew cab that sits six, with air-conditioning and heating in the rear zone.

The XL will come as an XL8, and will also be available with an extended and crew cab.

Later next year, it will be available with a snowplow package, featuring an 18,000lb. front axle and front frame extension, as well as a heated windshield. www.hinocanada.com

SUSPENSIONS

New Link tandem for heavy vocational

Link Mfg.’s new 52K Air Link Gen 3 tandem drive suspension focuses on the needs of those who are using heavy vocational equipment that runs on 315 tires.

While dump trucks and refuse vehicles are often pressed into service during winter cleanups, tire chains can damage a traditional suspension and undercarriage on equipment with 315 tires because of inadequate clearance, the company says.

Weighing in at 875 lb., the new offering is 50 lb. lighter than its predecessor, and it comes with an extended three-year warranty.

The hanger brackets have been lengthened, heavy-duty dampers have been moved forward, center bushing have been raised, and the vertical distance between the trailing arm and walking beam pivots have been optimized.

The suspension’s anti-corrosive polyurethane bushings don’t require lubrication, and trailing arm bushings can be easily replaced with hanging brackets left in place. There are also extra-large bearing surfaces, and no future adjustments are needed after the wheel alignment is set. www.linkmfg.com

National Advertisers Eberspächer 12 www.eberspaecher-na.com Highway Star of the Year 20 todaystrucking.com/highwaystar Imperial Oil 4 www.mobildelvac.ca ISAAC Instruments 13 www.isaac.ca Omnitracs 39 www.omnitracs.com/one

Peterbilt back cover www.peterbilt.com SAF-HOLLAND 17 www.safholland.ca Total Canada 18 www.total-canada.ca Truck World 8 www.truckworld.ca Western Star 2-3 www.westernstar.com

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COMPANIES IN THE NEWS A Allison Transmission . . . . . . . . . . . . . . . . . . . 16 Anixter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Aperia Technologies . . . . . . . . . . . . . . . . . . . 16 B Bison Transport. . . . . . . . . . . . . . . . . . . . . . . . 23 C C&S Wholesale Grocers . . . . . . . . . . . . . . . . 16 Caron Transportation Systems . . . . . . . . . 22 CarriersEdge. . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Cobra Trailers. . . . . . . . . . . . . . . . . . . . . . . . . . 12 ColdFront . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 CR England . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Cummins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Cummins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 D Daimler Trucks Financial . . . . . . . . . . . . . . . 15 Daimler Trucks North America . . . . . . . . . . . . . . . . . . 14, 15, 35 Dana . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Deneigement Toitures Excel . . . . . . . . . . . 35 Detroit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Donaldson . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 F Freightliner . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Fuso . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 G Geotab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 H Hendrickson . . . . . . . . . . . . . . . . . . . . . . . . 16, 36 Hino . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Hirschbach . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Hogan Transportation . . . . . . . . . . . . . . . . . 16 Hyundai . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

I International Trucks . . . . . . . . . . . . . . . . . . . 35 J J&R Hall Transport . . . . . . . . . . . . . . . . . . . . . 12 JB Hunt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 K Kenworth. . . . . . . . . . . . . . . . . . . .14, 17, 22, 35 L LCBO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Lee and Associates . . . . . . . . . . . . . . . . . . . . 10 Link Mfg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Lonestar Specialty Vehicles . . . . . . . . . . . . 14 M Mack Trucks . . . . . . . . . . . . . . . . . . . . . . . . 12, 34 Malmberg Truck Trailer Equipment . . . . . . . . . . . . . . . . . . . . . 19 Manac . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Maxion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Meijer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Meritor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16, 17 Munden Ventures . . . . . . . . . . . . . . . . . . . . . 12 N Navistar . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14, 15 Nestle Canada . . . . . . . . . . . . . . . . . . . . . . . . . 23 Nikola Motors . . . . . . . . . . . . . . . . . . . . . . . . . 14 P Paccar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Parts for Trucks . . . . . . . . . . . . . . . . . . . . . . . . 19 Penmore Callery Group . . . . . . . . . . . . . . . . 28 PepsiCo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Peterbilt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Ploger Transportation . . . . . . . . . . . . . . . . . 16

R Rapid Cool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 RBC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Rotary Lift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Rush Truck Centres of Canada . . . . . . . . . 12 S SAF-Holland . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Schneider . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Seafood Express . . . . . . . . . . . . . . . . . . . . . . . 38 Sensata Technologies. . . . . . . . . . . . . . . . . . 16 Southeastern Freight Lines . . . . . . . . . . . . 16 Spicer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Stertil-Koni . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Stifel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Stoneridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Summit Truck and Equipment Repair . . . . . . . . . . . . . . . . . . . . . 22 Sutco Transportation Specialists . . . . . . . 22 T Tandet Group . . . . . . . . . . . . . . . . . . . . . . . . . 10 Toyota . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Trailcon Leasing . . . . . . . . . . . . . . . . . . . . . . . 19 Traton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Truck-Lite . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 U UPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 V Volvo . . . . . . . . . . . . . . . . . . . . . . . . . . . 14, 17, 34 Y Yokohama Tire . . . . . . . . . . . . . . . . . . . . . . . . 22 Z ZF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

DECEMBER 2019

37

Faces “I kind of did my own thing,” Andy Keith says.

But then the fleet was calling.

Sea Change Andy Keith guides Seafood Express into the future

By Eric Berard All the stars seemed to be aligned for Andy Keith to join the trucking industry.

His dad, Bill, acquired Seafood Express and the half-dozen trucks that went with it the year Andy was born.

“I grew up coming in and around the company,” Keith says, recalling the maintenance tasks he performed during summer jobs as he grew up.

But when he graduated from high school, young Andy decided to head for the University of Prince Edward Island in Charlottetown to earn a bachelor’s degree in business administration rather than preparing to take over the family business.

“I kind of did my own thing for a few years,” he said of the time that followed in Halifax. “I wanted to branch out and get some experience from outside the [trucking] industry.”

Keith took care of business development at the law firm McInnes Cooper before launching his own website

38

TODAY’S TRUCKING

development company in Halifax, where he grew a solid customer base.

Back on the island, however, his father was beginning to think about the future of Seafood Express – and that’s when Keith was gradually drawn back into the family business.

It just involved some remote customer service and basic sales at first. But within a couple of years, he and his wife Stephanie decided to move back to P.E.I. so he could take the reins of the truckload operation focusing on fresh and frozen food.

“I was committed 100% at that point,” Keith says.

The business certainly diversified in the years that followed, and the sales skills he developed during his time away from home helped to expedite the process. Today, fish and seafood account for a mere 15-20% of what the company hauls across North America with a fleet of 85 tractors and 140 trailers.

But the established brand of Seafood Express (P.E.I.) remained. “It’s important to remember where we came from. If it weren’t for the seafood industry, the company may not exist,” Keith says.

Even the experience he established in technology proved useful in trucking, especially in a segment where any glitch in the cold chain can have catastrophic consequences.

“If you’re hauling bananas and you’re off by three or four degrees, the crop is pretty much ruined,” he says. It’s why the fleet has embraced remotely monitored and controlled reefers, to ensure integrity in the cold chain.

That isn’t the only technical innovation the fleet has embraced. Seafood Express has also incorporated two-way dash cams to help educate drivers and establish safety nets that would be valuable in case of an incident.

The oldest truck in the fleet is a 2017 model, and the operation has embraced technologies from auxiliary power units to automated transmissions, adaptive cruise control, and lane departure systems. Electronic logging devices have been used for five years, too.

“It’s definitely put every carrier on a level playing field,” he says, suggesting that many of those who broke hours of service rules closed their doors when the U.S. began to mandate ELDs. And in the effort to keep it all on the move, Seafood Express also employs drivers from 15 different countries through the Temporary Foreign Worker Program, in addition to those born in the Maritimes.

They all call a new terminal in Charlottetown home. The recent opening of that location, Keith says, represents one of the proudest moments in his career. There are four full maintenance bays, a fitness center for drivers and other employees, and driver dorm rooms.

Another four acres of land remain at the ready for future growth.

“It’s been a good key indicator of the success we’ve had in the past and the fact that we’re growing for the future,” he says. TT

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Learn more at www.omnitracs.com/one ©2019 Omnitracs, LLC. All rights reserved.

Peterbilt’s distinctive Model 579 combines class-leading performance and unparalleled comfort. The 579 Day Cab is available with the fuel-efficient, dependable PACCAR Powertrain in a wide range of applications. It features a shorter wheelbase for greater maneuverability. The 579 is equipped with numerous driver assistance safety systems including lane departure warning, collision mitigation and object detection. Inside, the 579’s spacious cab surrounds the driver in comfort while providing amenities that improve productivity. The Peterbilt 579 delivers day after day.

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