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The Business Magazine of Canadaâ€™s Trucking Industry

STANDARD TIME FEDS SET ENTRY-LEVEL DRIVER TRAINING STANDARD

April 2020

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For all who keep the world moving,

thank you. The role that commercial vehicle operators play in our daily lives can be seen and felt more clearly than ever. For those of you out there delivering the goods and services we need, we say thank you. We are grateful for your dedication and are committed to oﬀering support and solutions to help keep you moving.

Let’s lead the way together and we’ll get through this.

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Contents April 2020 | VOLUME 34, NO.4

9 11 31 62

James Menzies John G. Smith Al Goodhall Rolf Lockwood

NEWS & NOTES

Dispatches

21 Unrest in the West Carriers caught in FCL, Unifor dispute By Derek Clouthier

24 25 26 27 28 29

Truck Sales

Features

Stat Pack Logbook Pulse Survey Heard on the Street Trending

14 Standard Time The feds have set entry-level driver training standards at 103.5 hours. The changes don’t end there.

In Gear

36 Best of the Best

50 Slick Thinking

Grand champions named in the Best Fleets to Drive For competition, and winning trends emerged

How to ensure your grease program keeps things moving By James Menzies

59 Product Watch

NEW

33 PAGE

By John G. Smith

By James Menzies

41 Hynd Sight Hyndman Transport’s bankruptcy is a reminder of driver rights when the doors are locked

By Jim Park

52 President’s Choice Canada’s largest grocer is embracing an ambitious electrification strategy

By John G. Smith

PLUS: Retail deals and career opportunities in our new regional Marketplace section. APRIL 2020

Letters Electric vehicles only part of solution The Business Magazine of Canada’s Trucking Industry

Re: Trudeau visits Lion Electric Lithium is a very dirty material to mine with current methods in Chile and other Third World countries. I was at Queen’s Park and talked to mining companies and saw the current method to mine takes large amounts of water and creates pollution. Electric trucks are a very small part of the solution. — Stephen Webster

ELDs will require more rest areas Re: ELD certification process coming in March The Province of Ontario should be mandated by the federal government to open safe, legal, 24-hour rest areas and restaurants throughout Northern Ontario before the federal government mandates eLogs. — William Bonnell

Increase penalties for insurance fraudsters Re: Calgary carrier charged with insurance fraud Good carriers are doing everything possible to keep their premiums in check. Then we have this. How about pulling their operating authority for a year and flag their carrier profile for five years, and a fine? Send a message to the industry. — Ed Wurz

Back the emissions components Re: Emissions tampering enforcement ramps up I think emissions [systems] on all trucks should have a lifetime warranty. I’m a truck mechanic and see the costs of parts every day. I bet if the manufacturer would build it to last longer, people would not disable the system. — Mark Waschke

Address high Facility insurance costs Re: Facility Association to update insurance rules Facility insurance has saved thousands of jobs while regular insurance companies “non-renew” policies by the bunch. Instead of fixing regular insurance company rules, the Ontario Trucking Association wants to force the transportation companies hanging by a thread to close down. You will not stop until you ruin all the small businesses. Insuring with Facility in Ontario for longhaul costs over $6,000 per month. Why don’t you start by fixing that? — Jeff Abraham

Mandatory training standards are just a start Re: Canada’s truck drivers to require 103.5 hours of training This is a great start, but it is only a start. For any program to be effective it needs to have skills evaluations and proper testing attached to it. A certain number of hours of training will not produce a consistent result, as different people have different levels of abilities to start with. There should also be a separate standard for drivers to pull units with multiple articulation points. — Andy Roberts

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TODAY’S TRUCKING

PUBLISHER Lou Smyrlis lou@newcom.ca • 416/510-6881 EDITORIAL DIRECTOR, TRUCKING AND SUPPLY CHAIN John G. Smith johng@newcom.ca • 416/614-5812 EDITOR James Menzies james@newcom.ca • 416/510-6896 CONTRIBUTORS: Derek Clouthier, Al Goodhall, Abdul Latheef, Rolf Lockwood, Mike McCarron, James Menzies, Jim Park, John G. Smith DESIGN / LAYOUT Tim Norton, Frank Scatozza production@todaystrucking.com • 416/614-5818 SALES AND MARKETING CONSULTANT Nickisha Rashid nickisha@newcom.ca • 416/614-5824 RECRUITMENT AND SPONSORSHIP SALES MANAGER Kathy Koras kathy@newcom.ca • 416/510-6892 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 2020. All rights reserved. Contents may not be reproduced by any means, in whole or in part, without prior written consent of the publisher. The advertiser agrees to protect the publisher against legal action based upon libelous or inaccurate statements, unauthorized use of photographs, or other material in connection with advertisements placed in Today’s Trucking. The publisher reserves the right to refuse advertising that in his opinion is misleading or in poor taste. Postmaster: Address changes to Today’s Trucking, 5353 Dundas Street West, Suite 400, Toronto, Ont., M9B 6H8. Postage paid Canadian Publications Mail Sales Agreement No.40063170. ISSN No. 0837-1512. Printed in Canada.

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Editorial By James Menzies

Going Viral Truckers have role to play in mitigating spread of coronavirus

ver the last few weeks, it has been impossible to go online, turn on the TV, or listen to the radio without being immersed in news media coverage of the Covid-19/novel coronavirus pandemic. The severity of the situation was initially difficult to gauge, with reports ranging from the horrific (thousands of passengers being quarantined in terrible conditions on cruise ships) to mild (wash your hands, it’s no more deadly than the common flu). But in recent weeks it has become clear the situation is dire. And truck drivers, by the nature of their jobs, are now finding themselves on the front lines as this has morphed into a full-blown pandemic. Preparation is key. But just how do you prepare for something that is potentially beyond anything the world has seen? I attended the Truckload Carriers Association’s annual convention in early March, and queried fleet managers on how they’re handling the situation. Most fleets are falling back on generic disaster preparedness plans that are not specific to a widespread virus outbreak. But the coronavirus was top of mind for everyone attending the event. Hand sanitizing stations were placed throughout the Gaylord Palms convention center, and their use was enforced at mealtimes. Social media is rife with anecdotal reports that shippers and receivers are placing restrictions on driver access to facilities and donning gloves before accepting documents from drivers. Truck drivers should also exercise caution when interacting with customers and other drivers at shared facilities. If slipseating, be sure to wipe down surfaces such as door handles, gearshifts and steering wheels with antibacterial wipes. It only takes a minute. Consider it a part of your pre-trip inspection. The Canadian Trucking Alliance (CTA) has been working with the Canadian Centre for Occupational Health and Safety (CCOHS) to assemble resources for the trucking industry, too.

“CCOHS has always been a great partner and excellent source of information for our industry,” said CTA’s director of public affairs, Jonathan Blackham. “If CTA member carriers are looking for information related to Covid-19/coronavirus-type outbreaks, this is an excellent place to start.” Most of the resources are inexpensive or free of charge. A complete list can be found at www.cantruck.ca. The Center for Disease Control (CDC) website is another good resource, especially if traveling to high-risk regions in the U.S. It includes daily updates on the spread of the virus throughout the U.S., including a heatmap that allows visitors to quickly identify high-risk areas. If there’s any good news in all of this it’s that borders are free of non-essential traffic. As Today’s Trucking went to press, cases of Covid-19 were increasing rapidly across Canada and the U.S. In Canada, Ontario and B.C. were the epicenters of the outbreak, with fatalities in both provinces. Public health officials still contend the risk of infection in Canada is low, but also emphasize the need to be diligent. Longhaul truck drivers, whose work takes them across North America with frequent interactions with customers and other drivers, are an ideal carrier for a highly contagious disease such as the novel coronavirus. At the same time, they play an essential role in delivering supplies needed to mitigate the outbreak, such as masks, medicine, and yes, even the toilet paper that’s been flying off store shelves as a result of panic buying. While the risk of infection may currently be low, it is still imperative we all do our part as an industry to keep ourselves and others healthy. TT

“Most fleets are falling back on generic disaster preparedness plans.”

James Menzies is the editor of Today’s Trucking. You can reach him at 416-510-6896 or james@newcom.ca. APRIL 2020

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Smith By John G. Smith

Entry Point Driver training doesn’t end at the entry level

ruck drivers are not created in 103.5 hours. They never will be. It’s an important point to remember as details emerge about new entry-level driver training standards within the National Safety Code. True, the federal model is based on Ontario’s existing standard, which requires would-be truckers to complete the same number of training hours. But this merely establishes a limited amount of training before someone can take a road test. Individual provinces and territories have the option of establishing higher thresholds, and employers will raise the bar higher still. In other words, the new standards are only meant to represent one of the first steps in a driver’s training journey. When they emerge with a licence, the would-be truckers still need to build and polish skills in the context of on-the-job training. That’s right. They still won’t know everything they need to know. Nor should that be expected. Only with added time behind the wheel will people begin to learn nuances about different equipment, the challenges that come with customer interactions, and the needs of specific freight. There are so many differences from one trucking job to the next that it’s impossible to prepare newly licensed drivers for every situation they will face. The problems emerge when fleets toss such drivers the keys, point to a trailer, and wave them in the direction of New Jersey or across a mountain pass. Anyone who hires a newly licensed job candidate should instead prepare themselves to offer training support, whether it’s in the form of formal onboarding programs or mentors. Oh, there will be mistakes. Gears will grind. Decisions will leave managers scratching their heads. But we all started somewhere, didn’t we? No matter what job we hold, wasn’t there more to learn when we actually emerged from school? Did we really know everything on Day 1?

Quite frankly, even when they have a licence, some of the job candidates will never be a fit for work within the trucking industry. It doesn’t matter what a slip of paper in their wallets might say. I admit that I had doubts about what the National Safety Code training standard would actually include. Given that training is a provincial and territorial matter, I expected some generic wording; the empty promises about commitments to training. What emerged in the draft document were some vital details. The training goals match established National Occupational Standards that describe the knowledge, abilities and skills that a truck driver will need – and within the context of specific types of work. There is a clear idea of the equipment they need to use. There are new standards for those who deliver training and class sizes. It’s easy to argue that requirements should be tougher, but at least this offers a clear starting point. Perhaps most important, we will put an end to the “advanced standing” loophole that has allowed some Ontario driver training schools to rush students through the programs to earn a lower class of licence, and then cutting into the required 103.5 hours by treating Class A/Z candidates as if they were experienced dump truck veterans. As if 103.5 hours was too much time to invest into the start of a new career. The journey is not done. There are those that argue that driving a truck should be treated like a Red Seal trade. Some training schools will continue to search for loopholes, and likely find them before issues are addressed. There will be arguments about the best way to deliver training information, and questions about how long it will take to teach such details. But this is a big step in the right direction. TT

“Would-be truckers still need to build and polish skills in the context of on-the-job training.”

John G. Smith is the editorial director of Today’s Trucking. You can reach him at 416-614-5812 or johng@newcom.ca. APRIL 2020

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Health & Safety

Trucking & Covid-19 Trucks continue to roll as the fight against Covid-19 intensifies. Here’s what we know so far. Borders are tightening and companies are sending employees home, but the business of trucking continues in the midst of efforts to fight Covid-19. The related news and recommendations are changing daily. Hourly in some cases. But here are some of the details that emerged just as Today’s Trucking was going to press in mid-March.

What’s happening to freight volumes? Canadian trucking operations have no way of knowing how Covid-19 will affect their businesses in the long term, but there was a surge in selected freight volumes as Canadians were encouraged to stay home. “We are seeing the health care, home essentials, food goods, and cleaning supplies sectors all pick up,” said Derek Koza, president and CEO of Wellington Group of Companies. It delivered 28 loads of toilet paper to one U.S. region in a single week, amid panic buying for the supplies. “During this time of pandemic, the trucking industry is stepping up in a large way to support demand,” he said.

What can truck drivers expect when crossing the border? The Canada-U.S. border has been tightened in the fight against the Covid-19 virus, but remained open for the business of trucking between the two countries.

Drivers who showed no signs of Covid-19 were not required to self-isolate themselves for 14 days just because they crossed the line on a map. “We’ve had zero reports – zero reports – of drivers with symptoms of Covid-19,” stressed Stephen Laskowski, president of the Canadian Trucking Alliance. “It’s important for the supply chain in Canada and the U.S. to recognize that our driver community is healthy.” But border officers are now asking drivers specific questions about whether anyone has been exposed to the virus. And U.S.-bound truck drivers that have returned from a known international “hot spot” for the virus in the previous 14 days will be denied entry.

What’s happening to scheduled trucking industry events? Several trucking-related trade shows, conferences and events have been canceled or postponed as crowd sizes are limited in the name of public health. Truck World, Newcom Media’s national trade show serving Canada’s trucking industry, is being rescheduled. A corresponding TruckTech fleet maintenance summit will be shifted as well. Both events had originally been scheduled for mid-April. “There is no higher priority than the health and safety of our community, exhibitors, attendees and team

members,” said Joe Glionna, president of Newcom Media, which hosts the show and publishes this magazine. “This decision is being made after consulting with industry suppliers and manufacturers, and they have been overwhelmingly supportive in our decision to change the dates,” he said. “It’s the right thing to do.” The Alberta Motor Transport Association and Manitoba Trucking Association have both postponed their annual general meetings. The Quebec Trucking Association canceled its annual congress. Events canceled south of the border include the Mid-America Trucking Show (MATS), which had been scheduled for March 26-28 in Louisville, Ky.

Is there any regulatory relief for those hauling emergency supplies? The U.S. has issued a national emergency declaration to provide hours-of-service (HOS) relief to interstate truck drivers moving emergency supplies in response to the Covid-19 outbreak. It’s the first time the Federal Motor Carrier Safety Administration has issued such nationwide relief. But there are limits. The eased rules apply only to full loads of specifically identified relief supplies. Routine or mixed loads are not included. Once a driver completes an emergency delivery, they must take 10 hours off duty if transporting property.

What can workplaces do to help keep people safe? Mike Millian, president of the Private Motor Truck Council of Canada, says some of his members are providing drivers with hand sanitizer and disinfectant wipes, along with information on hygiene. And they’re limiting contact with other people as much as possible. “They are also providing information on symptoms and what to do if they have any of them.” The Canadian Trucking Alliance was working with the Canadian Centre for Occupational Health and Safety to establish a series of related tips.For more information, see www.trucknews.com. TT APRIL 2020

Standard Time Feds set entry-level driver training standard at 103.5 hours By John G. Smith Ontario was the first province to establish mandatory entry-level training (MELT) for future truck drivers, but it will not be the last. Pending changes to the National Safety Code – now approved by transportation and highway ministers – will require at least 103.5 hours of training before taking the road test to earn a Class 1/A licence. Another 8.5 hours of training will be needed before taking the test to secure an air brake endorsement. While the timelines match the hours established in Ontario in July 2017, they fall below limits established in other jurisdictions, such as 121.5 hours of training in Manitoba and Saskatchewan, and 113 hours in Alberta. Each licensing jurisdiction still has the option of establishing stricter standards with additional hours. But at a minimum it means 36.5 hours in the classroom, 17 hours in the yard, and 50 hours behind the wheel. The air brake train-

TODAY’S TRUCKING

ing will involve 6.5 hours in the classroom and two hours in the yard. “Jurisdictions may have slightly varying definitions resulting in minor differences in the hours in each category,” says a draft National Safety Code standard, distributed by the Canadian Council of Motor Transport Administrators (CCMTA). “However, the elements will be consistent with the overall national standard for entry training.” The drive for a national training standard has been ongoing for years, but it clearly intensified in the wake of an April 2018 crash that killed 16 people and injured 13 when a tractor-trailer hit a bus carrying members of the Humboldt Broncos hockey team. Truck driver Jaskirat Singh Sidhu is serving an eight-year sentence for his role. “The Humboldt Broncos tragedy in Saskatchewan is something very high on our agenda when it comes to

traffic safety, truck safety, and our transportation system,” Saskatchewan Highways and Infrastructure Minister Greg Ottenbreit said, following a joint meeting with his federal, provincial and territorial counterparts.

A National Occupational Standard Any curriculum will also need to align with the National Occupational Standard for Commercial Vehicle Operators, as developed through Trucking HR Canada. “It’s really what they’ve been developed for,” said Trucking HR Canada CEO Angela Splinter, referring to the document that defines the knowledge, skills and abilities that a truck driver needs to learn. “By having the curriculum align with the [National Occupational Standard], we now have consistency. We’re all clear on what expectations have been met, and what performance and knowledge has been met. It makes it easier for onboarding.” It’s an important distinction. While the minimum standards must be met to earn a licence, they aren’t expected to be the last of the training for rookie drivers. “This is the floor,” Canadian

Trucking Alliance president Stephen Laskowski stressed, noting that many carriers still require recruits to complete additional formal training to prepare for a job. It will take time for jurisdictions without any minimum standard to introduce the new limits within their regulations, Laskowski added, but he is confident that there’s a willingness to make the changes a reality. The draft National Safety Code standard doesn’t limit itself to training hours and topics, either. Would-be truck drivers will not be allowed to apply unfinished course work in one jurisdiction to the training that is completed in another jurisdiction. And those with lower licensing classes will not earn any advanced standing toward the 103.5-hour training requirement. The latter change comes amid criticism that some trainers have used Ontario’s “advanced standing” opportunities to shortcut the province’s minimum standards. Rather than recognizing drivers who have existing experience with other heavy vehicles, schools are reportedly rushing students through limited training programs to earn a dump truck licence, and

Off the Rails PG. 19

Fueling the Fire PG. 21

Wheeling and Dealing PG. 23

Federal Transport Minister Marc Garneau (left) announces changes after a meeting with provincial and territorial counterparts.

then slashing the required 103.5 hours of training for a Class A licence – essentially treating the new trainees like dump truck veterans. Classrooms under the national standard will also be limited to a maximum of 15 students. Time in the yard will limit an instructor to up to four students at a time. And if the four students are working alone, the time is not credited to the minimum standard. “All students must be given equitable time for hands-on training,” the draft standard adds. A maximum of four students will be allowed in a cab, but only if the vehicle can accommodate that many

seated passengers. And each student will only be credited for the time they have spent behind the wheel.

Standards for instructors and equipment The students aren’t the only ones who will face new standards. Class 1/A instructors will need to have at least three consecutive years of documented experience with a Class 1/A licence immediately prior to application, as demonstrated by a driver’s abstract. They must also maintain a “satisfactory driving record” and “satisfactory criminal record check” as

required by the jurisdiction. So, too, will they need to complete training and be certified as instructors, and complete periodic training and re-training. The training itself will need to be completed with a semi-trailer that has a gross vehicle weight rating of at least 4,600 kg, a full air brake system, a tandem-axle tractor and tandem trailer, and fifth wheels. Single trailers will need to be at least 45 feet long. The in-cab driving time will also need to include loaded and unloaded trailers as well as bobtailing, while no more than 25% of the training time can be left to bobtailing. And while manual or automatic transmissions can be used, those who complete the training with an automatic will be restricted to driving such vehicles.

A higher standard “At least the drivers will have the same training as Ontario,” said Onfreight Logistics’ Steve Ondejko, based in Tecumseh, Ont. His fleet still requires newly licensed recruits to complete additional driver training in skills such as those needed for border crossings. But job candidates who arrive for the onboarding now appear to be a higher level of candidate.

“Today versus two, three, four years ago, the quality of driver is better. The training is better,” he said. “I think it’s improved the driver training facilities. They’re accountable somewhat now – but I think we still have a long way to go.” “It’s still quite an exercise to achieve unanimity among the provinces, to respond to an industry that was not regulated in other provinces,” said Marc Cadieux, CEO of the Quebec Trucking Association. While Quebec’s public CFTR and CFTC training schools already provide 615 hours of driver training, the new standard will help improve the training at private schools, he said. “In the private (sector), it was random. It was a very gray area.” “It is getting harder and harder to find and hire experienced drivers, and employers need to rely on new drivers and new and experienced drivers coming from overseas to help fill the gap,” added Vanessa Morduhovich, director of Winnipeg-based Buffalo Driver Training. “With the national standard, you will know that each new hire will all have had a similar starting point, no matter where they came from.” TT — With files from Derek Clouthier and Steve Bouchard

APRIL 2020

Dispatches > NEWS BRIEFS

Trudeau plugs in to electric vehicles Prime Minister Justin Trudeau made a point of demonstrating his interest in electric vehicles in early March, during a visit to Lion Electric’s assembly plant in Saint-Jerome, Que., north of Montreal. The visit was described as a “courtesy

call” by the company, which manufactures battery-electric school buses and Class 8 trucks. In 2018, the federal government invested $50,000 in Lion Electric research and development activities. Trudeau said this kind of collaboration is part of a series of measures aimed at “achieving ambitious goals that will reduce our

Less Time = More Miles

emissions, create good jobs and move faster towards a cleaner future.” In a brief speech, Trudeau highlighted the contributions of Canada and Quebec into electric vehicles, which he called “the economy of the future.” Two days earlier, the Prime Minister’s Office had announced that certain offroad electric trucks – particularly those used in the mining sector – would benefit from a zero-emission business tax write-off. Businesses will be able to write off 100% of the related purchase prices on such vehicles used before 2024. The support will drop to 75% in 2024, and 55% in 2025. Vehicles that won’t be available until 2028 will not be eligible.

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TODAY’S TRUCKING

Manitoba’s Efficient Trucking Program will offer rebates for approved retrofits that improve fuel economy and help reduce greenhouse gas emissions. Applicants can receive a rebate of up to 50% on fuel-saving devices, as well as other technologies, like those that reduce idling. The program that concluded applications on March 31 will receive up to $5.9 million through the federal Low Carbon Economy Leadership Fund, and the Manitoba government will contribute an equal amount. “We believe the trucking industry wants to do their part to reduce carbon emissions, and this program will help us collectively transition to a low-carbon economy,” said Manitoba Conservation and Climate Minister Sarah Guillemard.

NEWS BRIEFS

Ford investing big in electric Ford Motor Co. is investing more than US$11.5 billion into vehicle electrification by 2022 to capitalize on the growing North American electric vehicle market. The sector is expected to grow to about 8% of the total U.S. vehicle population by 2025. Ford said during a press conference at the NTEA Work Truck Show that it intends to lead the transition to zero emissions in the light- and medium-duty commercial segment with an all-electric version of the popular Transit van for the U.S. and Canada beginning in Model Year 2022. Recent additions to its electric lineup include the Mustang Mach-E and the all-electric F-150, announced last year.

adopters of the equipment. “Our research has shown us that regional haul is an important segment of the trucking industry and also one that makes sense for electrification, given its shorthaul nature and return-to-base operation,” says executive director Mike Roeth. Picture trips that can be completed

< Dispatches

within a day’s drive, and charging that can be completed in a fleet yard. NACFE estimates that the U.S. has about 800,000 regional haul tractors, which typically run about 65,000 miles a year. That accounts for more than 83 billion km annually – about 10 times more than the annual distance traveled by transit buses or school buses.

The electric Transit will be available in cargo van, cutaway and chassis cab configurations with three roof heights and three wheelbases. Ford plans to optimize the cargo capacity by mounting the batteries under the chassis so the interior space isn’t compromised. There will be different range options available based on vehicle configuration and battery pack size, but Ford did not give specifics on range, chassis weight, or charging times. “It’s not enough to just add batteries,” said Ted Cannis, Ford’s global director for electrification. “We are leveraging scale, sharing motors and battery components, to make the best business case for us and our customers.”

NACFE to focus on regional electric Upcoming North American Council for Freight Efficiency (NACFE) research into electric trucks will focus on regional trucking operations, which are expected to be among the earliest commercial APRIL 2020

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Dispatches One of the most prominent rail blockades was established in Tyendinaga, just outside of Belleville, Ont. (Photos: Alex Filipe)

Tracks and Trucks Rail lines came to a standstill, but trucks were not immune It was clearly designed as a rail blockade, but one of the most visible symbols came in the form of a truck. Supporters of Wet’suwet’en hereditary chiefs – who oppose the $6.6-billion Coastal GasLink pipeline in Northern B.C. – had parked the snow plow alongside tracks as part of their demonstration in Tyendinaga, just outside of Belleville, Ont. It was too close to the rails to safely run the trains, and they forced CN to shut down “significant parts” of its network until agreements could be reached. According to data from the Association of American Railroads, Canadian railroads reported a 15% drop in the number of intermodal units during each of the last two weeks of February, compared with the same period in 2019. While protesters didn’t target trucks, the lower intermodal volumes demonstrate that trucking operations were not entirely immune. “The supply chain is not only integrated from a supplier perspective,” the Canadian Trucking Alliance said in a statement. “It’s integrated modally as well. When the railways suffer a disruption in service, it impacts everyone in the economy including the trucking industry.” But while related protests led to congestion at the Port of Vancouver, the

trucks there continued to roll. “Sure. there’s been congestion, but the drayage moves that are done by trucks are primarily local. So if the containers can get off the ship, we can get them to the customer,” said Dave Earle, president and CEO of the B.C. Trucking Association. “The terminals have done a remarkable job keeping the drayage side going and dwell times down. “There is no doubt that goods were slowed down. There is no doubt that there has been disruption. But everything I’ve heard from our members to this point is that it’s been manageable.” Manitoba Trucking Association executive director Terry Shaw said one of the greatest challenges comes in the form of added uncertainty for the trucking

industry, compounding issues such as an eight-day CN strike in November, concerns about the Covid-19 virus, and other economic pressures. “What we have heard from members is we’re hurting,” he said. “We haven’t heard from any members [that] ‘This is great.’” “Big picture, the supply chain is very interrelated,” said Shaw. “Anything that hits a train, for the most part, at some point has spent time on a truck.” Jean-Marc Picard, executive director of the Atlantic Provinces Trucking Association, said trucks in his region were scrambling to pick up some of the freight that would traditionally have moved by rail. “It’s putting a lot of pressure on our industry,” he said. “[Carriers] are very busy trying to manage their current customers and anything extra they are asked to do.” Now that most of the blockades have been removed, there are still concerns about the long-term effects of the disruptions. “The bigger concern is about the message this situation sends to our customers overseas,” said BCTA’s Earle. “Supply chains are fragile things, and when a customer finds a different way to move their product from Point A to Point B and it works, they stick with it until it doesn’t work. “The unpredictability, the instability the blockades have caused, is really going to hurt us in the long run.” TT

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Dispatches

Unrest in the West Carriers caught in the middle of labor dispute between FCL and Unifor By Derek Clouthier Carriers serving the Regina Co-op Refinery have found themselves caught in the middle of an ongoing labor dispute between Federated Co-operatives Ltd. (FCL) and Unifor union members, and there appears to be no end in sight for their challenges. The labor disruptions that began Dec. 5 haven’t been limited to picket signs alone, either. Fleets hauling for the refinery have had drivers blocked from accessing the facility and other Co-op fueling locations in Western Canada, while picketers have been blamed for vandalizing trucks and slashing tires. Heather Day, president of CS Day Transport – one of the main carriers that transports fuel in and out of the Regina Co-op Refinery – mounted a counter protest in early February, organizing a convoy and press conference in Regina. More than 80 trucks rolled through the downtown core, demanding the removal of barricades surrounding the refinery, which Unifor members constructed despite a court order saying they could not use such tactics. But prior to the convoy, the situation took a worrisome turn. Police had been able to temporarily remove the barricade to allow trucks access to the property, only to have picketers reconstruct the blockade, trapping drivers for several hours. “Our drivers have hearts of gold to go charging in to try to get fuel out to the communities that desperately need it,” Day said, as she pleaded for the release of the drivers. FCL actually took Unifor to court last December, seeking an injunction that would stop union members from such blockades. The judge set limitations on how long picketers were permitted to communicate with drivers coming and going from the facility at a maximum of five minutes. Anything longer would be

considered breaking a court order, and therefore illegal. “We respect the union’s right to picket, share information, and disrupt our normal course of business within the bounds set by the courts,” said Vic Huard, FCL’s executive vice-president of customer experience and stakeholder engagement. “But Unifor’s use of blockades and disregard for the rule of law go beyond peaceful picketing.” Huard went on to say that Unifor, a Toronto-based union, does not understand Western Canadian values, and the important role the energy sector plays. Pitting Western Canada against

were prepared to make a proposal to bring a resolution to the dispute, including modifying our position on the two contentious pension demands the employer said were impeding talks,” said national union president Jerry Dias. “They still refuse to meet us at the bargaining table.” FCL, on the other hand, has said it would return to the bargaining table once Unifor stops using illegal tactics such as blockades, which have been erected in Regina and other Co-op locations – like a cardlock in Carseland, Alta., and most recently at a Co-op location in Yorkton, Sask. In the meantime, FCL announced Feb. 19 that it would dole out compensation to around 40 affected carriers, encompassing nearly 160 trucks. It covered about 75% of what those carriers would normally have been paid if business was running as usual, and was retroactively applied to lease-operators in Regina, Carseland, and Winnipeg. “We’re very appreciative that FCL and the Co-op Refinery Complex recognize

Union members set up a blockade at FCL’s fueling station in Carseland, Alta.

Toronto notwithstanding, there has been an undisputable impact on trucking companies and drivers caught in the middle. “Trucking companies and their drivers do not make money if the wheels are not turning,” said Saskatchewan Trucking Association (STA) executive director Susan Ewart. “These are private companies and STA members that haul for Co-op, and locking them down is having a negative impact. There are rules about how long drivers can be on duty.” For its part, Unifor has accused FCL of having no intention of negotiating a new settlement for workers. “We informed the employer that we

the hardships that we have endured during this labor disruption,” said Day, whose company received financial assistance. “The lease-operators, drivers, and our other staff take immense pride in helping to fuel Western Canada, and are wholly committed to ensuring fuel is delivered across the West.” But more than three months in to this dispute, little progress has been made. Unifor recently protested FCL’s annual general meeting in Saskatoon, and has called on the Saskatchewan premier to grant an independent provincially appointed mediator the power to arbitrate the situation. TT APRIL 2020

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ACQUISITIONS

< Dispatches

Polaris picks up PRI Logistics

UAP acquires Master Sourcing

TFI International adds RR Donnelley

Polaris Transportation Group has acquired PRI Logistics, a third-party logistics brokerage based in Vaughan, Ont. â€œOur two companies have known each other for over a decade,â€? said Polaris president Dave Cox. â€œThey bring us valuable market intelligence and excellent insights into the industry.â€? PRI Logistics will now operate under the Polaris Global Logistics brand.Â Polaris handles more than 300,000 orders that cross the Canada-U.S. border every year, the company added.

The Heavy Vehicle Parts Division of UAP has acquired Master Sourcing, based in Bois-des-Filion, Que. Master Sourcing distributes hydraulic and pneumatic parts for trailers and dump trucks. UAP says it plans to maintain Master Sourcingâ€™s facilities in Bois-des-Filion and keep the team in place, including former owner and founder Pierre Asselin. UAP oversees a network of more than 100 Traction stores, 125 TruckPro repair shops, and seven TW and Cadel warehouses.

TFI International has acquired a courier service from RR Donnelley and Sons, which has a network of 30 locations and more than 400 vendor sites, primarily in the U.S. Midwest and Southeast. The business will become part of TFI Internationalâ€™s logistics segment, TForce Logistics U.S. â€œWe view this as yet another step toward building our U.S. market share in same-day package delivery,â€? said TFI president and CEO Alain Bedard.

Vitesse opens Nashville facility

Groupe Hugo goes bigger

Vitesse Transport is celebrating its 20th anniversary by opening a new facility in Nashville, Tenn., and has also expanded its logistics and warehousing services. Headquartered in Lachine, Que., Vitesse employs nearly 200 people. It also has offices and yard facilities in Laredo, Texas, and Toronto, Ont.

Groupe Hugo, a maker of specialized semi-trailers, has acquired Stargate Manufacturing of Milton, Ont. Stargate, which makes dump trailers, straight truck bodies and transfer trailers, employs about 80 people. Hugoâ€™s purchase of Stargate from brothers Domenic and Lorenzo Zangrilli came two years after the company acquired BWS Manufacturing of New Brunswick. Groupe Hugo will now have 215 employees and sales of $80 million, the company said.

Insurance brokers integrated as NFP NFP Canada, an insurance broker serving the needs of the trucking industry, is unifying its Canadian businesses under the â€œNFPâ€? brand, further integrating acquired brokerages. Those adopting the name include Capital Benefit Financial Group, Corporate Benefits Analysts Insurance Agency, Consortia Group, PBL Insurance, Dalton Timmis Insurance Group, Mass Insurance Brokers, McLean Hallmark Insurance Group, Elective Benefits Services, and Indemnis Trade Risk Management. NFP is one of the Top 10 Canadian brokerages, and has 750 employees.

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APRIL 2020

Dispatches

Medium-duty orders resilient Medium-duty truck orders softened during the last half of 2019, but they showed some resilience as a new year began, ACT Research reports. There were 18,500 net orders for Class 5-7 trucks in January, down 9% from December and 20% year-over-year. “This means the Classes 5-7 backlog should slide by around 3,200 units, to 49,700 units, but we caution that the data never quite aligns month to month,” says ACT vice-president Steve Tam. “The underlying build numbers are projected, so there will some variability in reported backlogs when final data is collected.” In terms of retail sales, Canada consumed 1,759 Class 8 trucks in January, 306 Class 7 units, 51 Class 6 models, and 774 Class 5s, WardsAuto reports.

Canada – January 2020 SALES CLASS 8

U.S. – January 2020

MARKET SHARES

SALES

Jan.

YTD

Jan. %

YTD %

CLASS 8

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

634 331 207 205 163 159 60 0 1,759 Jan.

634 331 207 205 163 159 60 0 1,759 YTD

36.0 18.8 11.8 11.7 9.3 9.0 3.4 0.0 100.0 Jan. %

36.0 18.8 11.8 11.7 9.3 9.0 3.4 0.0 100.0 YTD %

Freightliner International Kenworth Peterbilt Hino Ford Total CLASS 6

113 92 46 29 23 3 306 Jan.

113 92 46 29 23 3 306 YTD

36.9 30.1 15.0 9.5 7.5 1.0 100.0 Jan. %

International Hino Freightliner Ford Isuzu GM Kenworth Peterbilt Total CLASS 5

27 14 6 3 1 0 0 0 51 Jan.

27 14 6 3 1 0 0 0 51 YTD

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

577 81 65 43 8 0 0 0 0 0 774

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www.total-canada.ca

MARKET SHARES

Jan.

YTD

Jan. %

YTD %

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

6,060 2,669 2,078 1,939 1,468 977 441 13 15,645 Jan.

6,060 2,669 2,078 1,939 1,468 977 441 13 15,645 YTD

38.7 17.1 13.3 12.4 9.4 6.2 2.8 0.0 100.0 Jan. %

38.7 17.1 13.3 12.4 9.4 6.2 2.8 0.0 100.0 YTD %

36.9 30.1 15.0 9.5 7.5 1.0 100.0 YTD %

Freightliner International Peterbilt Kenworth Hino Ford Total CLASS 6

1,785 1,074 652 455 115 98 4,179 Jan.

1,785 1,074 652 455 115 98 4,179 YTD

42.7 25.7 15.6 10.9 2.8 2.3 100.0 Jan. %

42.7 25.7 15.6 10.9 2.8 2.3 100.0 YTD %

52.9 27.5 11.8 5.9 2.0 0.0 0.0 0.0 100.0 Jan. %

52.9 27.5 11.8 5.9 2.0 0.0 0.0 0.0 100.0 YTD %

International Freightliner Ford Hino Kenworth Isuzu Peterbilt GM Total CLASS 5

1,264 1,196 739 334 235 67 4 122 3,961 Jan.

1,264 1,196 739 334 235 67 4 122 3,961 YTD

31.9 30.2 18.7 8.4 5.9 1.7 0.1 0.0 100.0 Jan. %

31.9 30.2 18.7 8.4 5.9 1.7 0.1 0.0 100.0 YTD %

74.5 10.5 8.4 5.6 1.0 0.0 0.0 0.0 0.0 0.0 100.0

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

4,484 918 465 313 140 131 94 5 1 0 6,551

68.4 14.0 7.1 4.8 2.1 2.0 1.4 0.1 0.0 0.0 100.0

Source: WardsAuto

Dispatches

StatPack 15-meter truck tower US $230-million IPO TFI International’s initial public offering in the U.S. raised US$230 million, based on 6.9 million common shares. The fleet plans to use the proceeds to pay down debt.

Volvo made a statement with the launch of its European truck line, stacking the models 15 meters high and creating a truck tower that weighs 58 tonnes. Volvo Trucks president Roger Alm posed on top. Models included the Volvo FH, FH16, FM, and FMX.

40 companies paid About 40 companies, accounting for nearly 160 trucks, will receive special payments from Federated Co-operatives Ltd. to help offset the impacts of recent blockades at the Regina Co-op Refinery and other sites. Compensation will amount to approximately 75% of what carriers would normally be paid, and be applied retroactively to lease-operators in Regina; Carseland, Alta.; and Winnipeg.

8,000 violations

51,911 trailers made

The U.S. Federal Motor Carrier Safety Administration’s Drug and Alcohol Clearinghouse identified nearly 8,000 violations by commercial drivers in its first weeks of operation. It now counts more than 650,000 registrants – including Canadian drivers who operate in the U.S. The database that was launched in January is used to identify drivers who violate the U.S. drug and alcohol testing requirements.

Utility Trailer Manufacturing built a record 51,911 trailers in 2019. The company says it now enjoys a 15.7% share of the North American trailer market excluding chassis and dollies. In Canada the share is closer to 20%, the company says. Reefers account for 52% of its sales, with 43% being dry vans, and the remainder being flatbeds and Tautliners. The size of individual orders has also been growing. The average order now includes 19.9 trailers. APRIL 2020

Dispatches

L gbook2020 ATTENTION:

Due to the COVID-19 outbreak, many industry events are being rescheduled or canceled outright. Please use the provided websites to remain updated about related scheduling changes.

JUNE 1-3 Canadian Council of Motor Transport Administrators’ Annual Meeting Charlottetown, P.E.I. www.ccmta.ca

Canadian Transportation Equipment Association’s Risk Management Workshop Halifax, N.S. www.ctea.ca

British Columbia Trucking Association AGM and Management Conference Delta Hotels by Marriott Grand Okanagan Resort, Kelowna, B.C. www.bctrucking.com

10-12

15-17

Private Motor Truck Council of Canada’s Annual Convention Sheraton on the Falls Niagara Falls, Ont. www.pmtc.ca

Cold Chain Global Forum Canada 20 Hyatt Regency Toronto Toronto, Ont. www.coldchainglobal forumcanada.com

18 Toronto Transportation Club Ladies’ Lunch Palais Royale Toronto, Ont. torontotransportationclub.com

JULY 3-4 Great Lakes Truck Club’s Antique and Classic Truck Show Clifford Rotary Park Clifford, Ont. www.greatlakestruckclub.com

19 Annual Truck Expo and Job Fair Lethbridge Exhibition Park Lethbridge, Alta. southernalbertatruckexpo.ca

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Dispatches

Pu se Reader Survey

Tell us your thoughts about ... Trucking-related Training Learning is a lifelong process. That’s particularly true in an ever-evolving industry such as trucking. In this month’s Pulse Survey, we asked for your views about available training, how it’s delivered, and the difference it makes.

When was the last time you attended a formal training session?

10% 11% 21% 10% 35% 13%

This week 2-4 weeks ago 1-6 months ago +6 months-1 year ago +1 year ago Pre-employment

Do you believe you receive enough training to do your job effectively?

YES

67 % 33 %

What type of training works best for you? 34% 27% 22% 5% 4% 3% 3% 2%

Hands-on demonstrations Classroom seminars Online courses Conference panel discussions Informal discussions/networking Other YouTube videos Printed materials

If you could receive more training in one area, what would it be? 34% 22% 16% 12% 10% 6%

Emerging technologies Business processes Maintenance practices Health and safety Defensive driving Equipment inspection

Who delivers most of your trucking-related training? 31% 19% 18% 13% 11% 3% 3% 2%

Employer Co-workers/peers Industry associations Manufacturers/suppliers Other Driver training school Formal mentors College

Should employees be compensated for any job-related training?

YES

94 %

NO %

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

Next month:

Driver Health APRIL 2020

Dispatches

Heard Street on the

Cristy Lee to host Driveline Forensics

Chris Easter

Technician and media personality Cristy Lee will host maintenance and inspection videos in Dana’s expanding Driveline Forensics training series for commercial vehicle technicians. She is perhaps best known for her work with the MotorTrend (formerly Velocity) network and several other racing series across different networks. The videos are currently available at www.dana.com/commercial-vehicles.

Ruebusch takes reins at FlowBelow Aero The new CEO of FlowBelow Aero, a company that produces aerodynamic systems such as wheel covers, was first exposed to the trucking industry through his family’s Toronto-area LTL fleet. But Richard Ruebusch has accumulated plenty of experience since working for Algocen. His resume now includes 15 years of experience in the automotive sector and a decade in private equity. Most recently he was CEO of Allied Aerofoam Products, an independent foam fabricator in the U.S.

Easter solidifies CEO role at Daseke Daseke – a company that bills itself as North America’s largest flatbed and specialized transportation and logistics company – has a new CEO in Chris Easter. He was appointed interim CEO in August, and has also been made a board member. Over a 30-year career he has also served transportation and logistics roles with the U.S. Army, Walmart, and Schneider National.

Fontaine Modification modifies business structure

Samuel Kang

Fontaine Modification has combined its vocational and fleet services units into a single division, and named Jamil Young its president. The new division will be known as Medium and Heavy Truck Operations. The reorganization divides the day-today operations of Fontaine’s existing business between Young and Pat Griffin, recently appointed president of the Light-Duty Truck and EV Solutions division.

Shortt named president, COO of Rush Canada Richard Shortt is the new president and chief operating officer for Rush Truck Centres of Canada, following the departure of Roger Poirier. Shortt recently held the role of vice-president of operations, and has more than 25 years of dealer operations and management experience. Kevin Tallman remains chief executive officer.

TODAY’S TRUCKING

Kang plugged into BYD Samuel Kang is BYD’s new head of total solutions for North America. He will work out of the electric vehicle manufacturer’s Los Angeles headquarters. Kang also serves as the mayor of Duarte, Calif., and recently held a leadership role at Healthy23 Bioscience.

Dispatches

Trendingg

TruckNews.com

Bridgestone prototype imagines tires without air Tire makers traditionally look for ways to ensure their products maintain air, but Bridgestone Americas is looking to remove air from the equation entirely. The company showcased the concept version of an air-free commercial truck tire during the annual meeting of the American Trucking Associations’ Technology and Maintenance (TMC) council in Atlanta. Designed for longhaul trailer positions, the tread sits on top of a web of flexible strips that run across the wheel’s face and are adhered to the wheel itself. “When tires don’t need to be filled with air, this essentially erases the downtime associated with a flat tire, improving safety and making mobility more efficient,” said Jon Kimpel, executive director – new mobility solution engineering. While trailers account for about 20% of commercial tire purchases, they are also the source of about 40% of tire failures, he noted. It’s not the manufacturer’s first experiment with airless tires. One earlier concept tire was for bicycles. But a commercial application is something else entirely.

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“It’s not easy to do from a technical standpoint,” Kimpel said. “To go to 5,000 lb. and 75 mph, that this one’s designed for, that’s a big jump.” The selected materials, for example, will need to handle big temperature differences and also incorporate reinforcements for the web and tread band. But the tread itself is consistent with Bridgestone’s Ecopia tires, and the tire designed to fit in a traditional dual wheel assembly. “The intent is it will last as long as a pneumatic tire that is always properly inflated,” he added. Validation testing is ongoing, and track testing will begin this year, although he said commercialization of an airless tire is still years away.

YOUR GO-TO SOCIAL MEDIA SOURCES @todaystrucking

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HERE ARE A FEW EXAMPLES OF RECENT TWEETS

Facebook.com/ TodaysTrucking Facebook.com/ TruckNews

Feb. 27

Feb. 23

Audra Thompson of @northbridgeins: #Insurance rates were depressed and not sustainable. After 10 years of a soft market, things turned to a hard market for #transportation in 2017. Some believe it will harden further still. “This was a long time coming.” @TTSAOontario

Unscheduled #truckrepair costs are on the rise, averaging US $407 per event in Q3 2019, @FleetNetAmerica reports. #TMC2020 trucknews.com/ equipment/road …

Feb. 28 Emissions tampering enforcement ramps up in Ontario. @Todaystrucking @ONtransport @OnTruck #Sustainabilty trucknews.com/emissions-tamp …

Linkedin.com/ company/ today’s-trucking

Youtube.com/user/ TodaysTrucking1 APRIL 2020

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Drivers

We need to talk about driver loneliness and isolation By Al Goodhall

here is a fine line between solitude and loneliness when you live in the cab of a truck. There is a deep attraction to the independence and freedom posed by a life of solitude, yet those emotions can easily slip into the grip of loneliness, destitute of friendly companionship in all its forms. This can be the path to feelings of melancholy and depression. Solitude is one of the factors that attracted me to truck driving. I was transitioning from the retail sector, highly social in its nature, and I needed a line of work that provided me with some seclusion, privacy, and personal space, while challenging me with a new skill set and allowing me to support my family at the same time. Longhaul trucking fit the bill perfectly. In those early days there was so much to discover that feelings of loneliness never entered into my daily life. There was plenty of peace and personal space available to me in those first years, which allowed me to take the time to reflect and look inward. This was something I did not have the time to do in my previous career. As a manager and business owner, my focus had always been on those around me – employees and customers. I continue to find immense pleasure in the independent nature of the trucking lifestyle. When challenges arise, I have only my own actions and

decisions with which to hold myself to account. To this day I find that incredibly attractive. There is a great peace and happiness in the solitude of the trucking life for me. Of course, nothing is permanent. In that first decade of my trucking life there was only my wife and I to think about. My daughter was a young woman finding

I can’t put into words the feeling of holding my first grandchild in my arms. When the second arrived less than two years later, those feelings were compounded. The arrival of grandchildren changed my perspective on life in so many ways. My grandchildren put a spotlight on the value of time, and the fact I don’t get the

this for several years now and it is helpful, but not perfect. Life is difficult. Keeping your personal life and working life in harmony is difficult for all drivers of any age. The industry as a whole continues to put the spotlight on new driver training and skills-only training as a panacea for safety and health. But as we age, the more

her own way, and she lived and worked in Taiwan for a number of years. My wife was able to travel with me at will when I was doing open board work in my formative trucking years, so being away from home for extended periods was not an issue. In fact, we were able to take advantage of the travel and connect with family on the other side of the country on a regular basis. Then things changed. My daughter returned home and started a family.

moments back that I am not there with my family to enjoy. This is the period in my trucking life when loneliness reared its head and became a regular companion on my travels. It remains with me to this day. So, it is a struggle for me to keep the forces of solitude and loneliness in balance. My employer has helped me immensely. I now work a regular dedicated gig that takes me from my home terminal in Southern Ontario to our terminal in Winnipeg and back every week. I have done

important it becomes to talk about and learn about what goes on inside our heads, resulting from all those years of solitude and loneliness. This is where safety lives. It should be part of all drivers’ ongoing training and education. It is a fine line indeed, and we need to talk about it. TT Al Goodhall has been a longhaul truck driver for 21 years, and has accumulated approximately 4.5 million collision-free kilometers in that time. His monthly column offers a perspective from behind the wheel.

APRIL 2020

Insights that deliver the goods

October 14, 2020 International Centre, Mississauga, Ontario

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TODAY’S TRUCKING

• Marketplace East

Squatter’s Rights? Caledon looks to crack down on illegal truck parking on private and public land By Abdul Latheef For retired truck driver William Boyd, the fight against illegal parking was personal, and long. The problem began in 2016 when a disused auto-wrecking site behind his property on Caledon, Ontario’s Airport Road was turned into a parking lot by its new owner. “It was not zoned for a trucking yard. It was only zoned for an auto-wrecking facility,” Boyd said. “There were tractor trailers parked all hours of the day and night. That was when I got involved.” Boyd took his case to the town council, seeking a resolution. After about two years, the problem was “partially solved,” he said. No trucks are parked there now. Other Caledon residents are not so lucky, though, as the town is virtually under siege from trucking companies squatting on public land. The problem has become so bad, the town has established a task force to fight these illegal trucking yards. The Proactive Land Use Enforcement Task Force will cost Caledon $477,000 this year, and $620,000 annually after that. “We are home to successful competitive logistics enterprises…Unfortunately, we’ve also attracted some bad actors, fly-by-night operators who set up shop, usually on agricultural-zoned properties,” Mayor Allan Thompson said in an email. “They carve out yards, compromising prime farmland with fill material that can contain toxins such as fuel, oil, and other hazardous substances.” Thompson said the town had pursued legal action against several operators, but it was very difficult to keep up with the volume of complaints. The new enforcement initiative will be implemented from this spring. The town estimates that there are close to 100 illegal parking sites. Boyd puts the number as high as 300. Caledon, with a population of just under 75,000, is part of Peel Region, widely recognized as the trucking hub of Ontario.

“They pick and choose who they’re going to penalize,” says Bharmjit Mand.

“What is triggering this problem is the lack of [truck parking] space in Brampton,” said Boyd, who has driven trucks for more than 40 years. “It is easier for them to come out here, buy a residential property and use it for parking. It is still close to the highways. That’s why they are moving to Caledon.” He said that a fine of $2,000 or $3,000 for someone with 15 trucks on their property is just accepted as a cost of doing business.

Universally applied? As Caledon toughens its position, members of the local South Asian community say the town’s bylaws are not universally applied, alleging that not all residents face the same level of scrutiny or legal action. Bharmjit Mand, who is in the construction business, has lived in the town for three years. He becomes emotional when he talks about the way the laws are enforced. In November, Mand said, he was slapped a $183,000 fine for parking trailers on his eight-acre property. He said the trailers were being used to store construction material by a contractor working on the location. “We had a permit to put trailers there, but enforcement officers came and said,

‘You cannot do this.’” The town soon sent him a notice informing him of the fine, which he is fighting in court. He also said that the owner of one of the largest parking lots, with spaces for up to 1,000 trucks, was using a grandfather clause to lease spots, but Caledon is unable to take any action against him. Mand said the town gave up after losing the first round in a court case. “They pick and choose who they’re going to penalize,” he said. The property owner could not be reached for comment, but the mayor said the town is well aware of issues such as these. “This program will level the playing field and ensure that agricultural lands are being used as they are designated in our official plan and zoning polices,” Thompson wrote in a second email, responding to questions from Today’s Trucking. The mayor also stressed that, as of now, the town is providing enforcement services on a complaint basis. “We have received dozens and dozens of complaints like these in recent years. Our enforcement team has been stretched to the maximum trying to keep up with this growing problem.” TT APRIL 2020

Tremcar - A Family Manufacturer Connecting with Family Businesses! Cooney Transport - a family company celebrating 75 years of Growth and success

ne man, one truck, that’s how it all started in 1945. Chuck Cooney was only 16 years old when he bought his first truck. He hauled wood to the farming community in the Quinte Area. By the mid-50’s Cooney had grown a fleet of 12 trucks in his backyard. Dedicated to the delivery of general freight and bags of powered cement to construction sites.

truck by the age of 15 years old. His dedication and hard work prompted him to success. By the mid 2000’s Cooney had tripled the size of the family business. Cooney always hauled on time, the company was always ready to haul last-minute calls, even if it meant that Gary would have to haul a load himself. At this point in time, Cooney was hauling cement for all of Eastern Ontario and parts of Quebec. In the mid 1990s the company developed its tanker diviChuck Cooney - 1945 sion into the Greater Toronto Region and the southwest, covering all of Ontario.

Cooney bought its first Dry Bulk trailer in 1977. Infrastructure construction was growing, demands for powered cement grew, Cooney knew they needed to deliver larger In 1995 Adam Cooney joined the volumes quickly and more effifamily enterprise dispatching. He ciently. The acquisition of this dry grew up in the company working bulk trailer was the beginning of summers and weekends cleaning something much bigger. From the the facility’s, working on the trucks mid 50’s to the mid 80’s, Cooney and later driving them. As Adam’s had developed itself into a multi involvement in the company grew, division trucking company. The he felt he needed more tools to be LEFT: Adam Cooney President of Cooney Transport & company has had up to 6 divifully capable to lead the company in RIGHT: Allan Paaren, Tremcar Sales VP sions: truck load van, flatbeds s, the near future. In 2012 Adam acdumps, sea containers, dry-bulk tankers and a logistics quired his MBA at Queens University. The family trandivision. Today it concentrates their efforts in devel- sition is in full effect; today Adam is President of oping four of these sectors mentioned above. Cooney Transport, with his father still working side by In 1986 Gary Cooney, Chuck’s son, took leadership side. of the company following his father’s sudden death. Gary’s work ethics was like his father’s. He began working in the family business at a young age, driving a 4E

TODAY’S TRUCKING

• Marketplace East

Sitting in his office, the 44-year-old entrepreneur is obviously very proud. He has every reason to be. Cooney has a fleet of 90 Dry Bulk Trailers, 50 trucks dedicated

to those trailers only. The company has over 200 trucks and 500 pieces of equipment dedicated to the hauling industry. “We do not say no to customers, we find a way and we get the job done.” Over the years, Cooney has worked on big cement pours for construction sites such as the CN tower, the Ottawa Football Stadium and the Amazon warehouse in East Ottawa which necessitated more than 30 hours of manpower to supply their customer for the continuous cement pour. During the summer, on average, Cooney will deliver between 70 to 85 loads of cement a day with his tankers.

come the best of themselves and offer them a special place within the company. A Bright Future Cooney carries commodities all over the United States and Canada. The head office is located in Belleville, ON, and they operate 6 other terminals strategically located in Brantford, Kingston, Montreal, Ottawa, Prescott and Toronto.

Human Resources, Their Best Asset Cooney like other transportation companies work hard to recruit drivers. They have an excellent retention rate and the reason being is that they are

The pneumatique tank division is rapidly growing, 2020 is a year of growth for construction and infrastructure. “We need to be ready for the upcoming season. The economy is doing well; there are lots of projects in the Ottawa and Toronto areas. Warehousing and condos are in great demand.”

treated as part of the family. Being a family company, there are no share holders to please. Decisions are taken rapidly, and everything is communicated to employees clearly and efficiently. Adam’s door is always open for anyone needing to speak with him. “Some of our employees have been with us before my Dad started running the company in the 1986. We have a lot of respect for the men and women that helped build this company.” Taking care of one another is a value the Cooney family cherish. They even have drivers with children that were given opportunities they may not have had with other organisations. These young men benefited from paid training apprenticeships and have now become diesel mechanics. The company applauds dedicated and hard-working people; if they choose to change trades they give them the opportunity to be-

75 years of Giving Back This year Cooney is celebrating their 75th year of success. It is also 75 years of helping their community grow. “We are thankful for our success.” We give back to our community through local junior sports, the Lung Association and the Cancer Society amongst others. Lately we have been working with the Grace Inn, a shelter for the homeless that opened a little over a year ago in Belleville. Chuck Cooney left this world a little too fast to appreciate what his company has become. From where he is, he must be ver y proud of his offspring! Accomplishing the near impossible is what they do best and often. Tremcar is proud to provide Cooney Transport with quality dry bulk tanks. Both family companies are driven to serve!

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Insured by Association Changes coming to insurance of last resort Facility Association – an insurer of last resort for trucking operations that can’t secure coverage elsewhere – has revamped its ratings and commercial underwriting rules to better align with the regular insurance market. Most of the changes are to come into force Aug. 1, subject to regulatory approval, the Ontario Trucking Association (OTA) announced. The association had joined with several industry insurers in 2018 to review what’s known as Commercial Residual Market insurance. And many of the latest changes reflect recommendations that emerged during a May 2019 meeting between OTA, insurers, and Facility Association executives, the OTA adds. Concerns had been raised about operations that misrepresent their businesses to secure favorable insurance premiums. For example, a fleet that does most of its business in Ontario might have told Facility Association that it’s based in New Brunswick, where the exposure to lower traffic volumes might lead to a lower risk for some types of collisions. If the high-risk fleets file more claims than expected, however, those costs have to be absorbed by the rest of the insurance industry. That can introduce broader pressures on insurance premiums overall.

Audra Thompson of Northbridge Insurance (second from left) told a Truck Training Schools Association of Ontario meeting that Facility Association is still there for a reason.

“The changes announced by the Facility Association will go a long way to benefiting compliant carriers who manage their risk and safety performance – ensuring the Facility Association is available to those who truly need and deserve this type of coverage and flush out those carriers and brokers who have been manipulating the system to eliminate accurate insurance costs,” said Geoff Wood, OTA senior vice-president – policy. Facility Association emerged in the 1970s, when governments began mandating automotive insurance. It is avail-

INSURANCE BUREAU TO EXAMINE RISING PREMIUMS The Insurance Bureau of Canada (IBC) has established a task force to examine how rising commercial premiums are impacting Canadian companies and consumers. The National Commercial Task Force will bring together insurers, brokers, chambers of commerce, small businesses, trucking stakeholders, and risk experts to examine the impacts of the hardening global market, IBC said. The task force will develop recommendations to help keep insurance affordable and available across the

TODAY’S TRUCKING

• Marketplace East

country. It will also examine ways to help consumers mitigate risk and manage costs. The report is due this fall. “We’ve heard from concerned parties across the country about challenges with finding affordable insurance and we want to know what can be done to overcome the problems,” said Don Forgeron, president and CEO of IBC. “We strongly believe that if all stakeholders work together, we can find solutions to control costs and, ultimately, improve insurance availability.”

able in provinces and territories other than British Columbia, Manitoba and Saskatchewan. “From an insurance carrier’s perspective, applying consistent underwriting rules to our commercial book of business is essential,” said Angelique Magi, Intact Insurance’s vice-president of specialty solutions transportation. “These changes will ensure we can remain competitive in the regular market and that the focus on the residual markets are being used for legitimate purposes.” Robert Potts of NFP/Dalton Timmis Insurance Brokers said the moves will eliminate unfair competition and restore faith in the residual market. “Brokers and trucking fleets who have been manipulating the system will now be forced to make drastic changes, which will have a positive impact in both the trucking and insurance industries,” he said. Audra Thompson, director of transportation and logistics at Northbridge Insurance, stresses that the Facility Association is still there for a reason. “Auto insurance is mandatory,” she said during a panel discussion at the annual meeting of the Truck Training Schools Association of Ontario. “There has to be somewhere for a company to go if the standard market insurance companies decide that there is no home for them and you need to have auto insurance.” TT

Ontario ramps up emissions enforcement The Ontario Ministry of Environment, Conservation and Parks (MECP) has deployed its Vehicle Emissions Enforcement Unit to target trucks and shops that bypass emissions rules, and a crackdown is well underway. A total of 2,532 vehicles and operators were assessed between April 1 and Dec. 31 last year, the ministry told Today’s Trucking. Of the 12 fleets that were inspected, nine failed. “We are using our enforcement tools to bring them into compliance,” ministry spokesman Gary Wheeler said in an email. The agency also inspected 155 heavy-duty vehicles with outof-province licence plates, of which 90 failed. Wheeler said non-compliant vehicle owners can receive a ticket for $420, and receive an order to repair the vehicle. They can also have their plates taken away and their vehicle towed to a repair facility. The Ontario Trucking Association (OTA) commended the enforcement activity and has produced a tip sheet to educate operators and other members of the supply chain on the importance of complying with emissions rules. “MECP is doing a fantastic job with their current resources and enforcement mechanisms. We look forward to seeing the results of additional efforts to ensure we have clean air and fair competition in the province,” said Ontario Trucking

Canada delays GHG trailer emissions rules Canada will further delay a coming round of trailer-related GHG regulations by up to one more year, as a legal challenge continues around similar rules in the U.S. “The U.S. Environmental Protection Agency [EPA] trailer standards continue to be legally stayed, and ECCC [Environment and Climate Change Canada] continues to monitor U.S. developments, as well as the economic impacts if Canada proceeded to implement the trailer standards without the standards of the U.S. EPA being in force,” says an ECCC notice distributed by the Canadian Transportation Equipment Association. The first delay came in the form of an interim order issued on May 27, 2019. The second interim order is expected before May 27, 2020, to avoid a regulatory gap. The rules represent the first time emissions-related standards would be applied to trailers, requiring enhancements such as aerodynamic devices. Canadian regulators also say they will be reaching out to stakeholders this spring to discuss economic trends in Canada’s trailer market, and to seek comments on the next steps for trailer standards in Canada. The GHG standards for trailers have been supported by the Canadian Trucking Alliance (CTA) and the American Trucking Associations (ATA). TT

Association chairman David Carruth. “Many carriers are bearing the cost of maintaining emission control equipment that is making the air we breathe better for all Ontarians. OTA congratulates Minister (Jeff) Yurek and Minister (Caroline) Mulroney for their environmental stewardship and ensuring environmental non-compliance has real consequences.” The OTA also released some additional stats, noting the ministry has issued repair orders for more than 200 trucks, with the average repair value estimated to top $12,000 – representing a total repair bill of more than $2.23 million. In addition, two individuals have been convicted under Part 3 of the Provincial Offences Act, with fines of $5,000 and $20,000. OTA also reported there have been 16 garage inspections. MECP has set up a phone line people can call to report smoking vehicles or those who have bypassed emissions control requirements. It is 888-758-2999. “OTA encourages the industry to utilize this newly developed method to target government enforcement on garages and carriers engaged in the practice of delete kits,” said Carruth. “Targeted enforcement can be swift and efficient if the compliant industry bands together to highlight those who need to be reminded that environmental compliance is not a business option, but a requirement.” TT

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TODAY’S TRUCKING

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Change coming to Trucks for Change Trucks for Change, an organization that matches trucking-related resources and charity needs, is in the midst of a change of its own. Pete Dalmazzi, the group’s founder and only president it has ever known, is retiring from the position. But Betsy Sharples will be stepping into the role of executive director. “There are a lot of big-hearted, generous people that work in the trucking industry,” said Sharples, a trucking industry and association veteran who is also executive director of the Ontario Trucking Association’s Education Foundation. Over nine years, Trucks for Change has helped to coordinate 1,300 shipments of charitable freight, representing 22 million lb. in donations. That represents more than a half million dollars in donated freight costs, Dalmazzi said during an annual event. It’s also coordinated about 3,000 trucking industry volunteer hours through events like Habitat for Humanity construction projects and food-sorting activities at Toronto’s Daily Bread food bank, raising $300,000 in donations in the process. The Canadian Trucking Alliance hopes to build on that, committing to further back office and communications support, said chairman Scott Smith. “In several cases it’s provided leadership and coordination during significant crises,” Smith added, referring to the work of Trucks for Change. “Slowly but surely, T4C has become the face for our industry and its giving and community involvement … We will be looking to expand the program.” The commitment comes as the Canadian Trucking Alliance begins a three-year public relations program that is looking to change the trucking industry’s perception among millennials. Charitable involvement has been identified as a value that attracts the demographic group. Ship North America, meanwhile, continues to support Trucks for Change by helping to facilitate the transactions between trucking companies and the charities that need to move or reposition freight. For his part, Dalmazzi continues to encourage program participants to reach out to other carriers, potential sponsors, and charities that could use the support. “The people in this room are the doers,” he said. “Working together so far, we have made a big difference.” TT

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TODAY’S TRUCKING

• Marketplace East

Going, Going, Sold Hyndman trucks put on auction block during Ritchie Bros. sale By Abdul Latheef

Hyndman Transport trucks were put up for sale during a recent Ritchie Bros. auction in Bolton, Ont. The carrier went into receivership earlier this year.

Rows on rows of heavy-duty trucks owned by the now-defunct Hyndman Transport were added to the auction block last month, as Ritchie Bros. Auctioneers held its first sale of the year in Bolton, Ont. More than 100 Hyndman trucks were up for grabs during the three-day event. It was among the first physical signs of the fleet’s liquidation, a month after the auction service was selected by Celadon Group – Hyndman’s bankrupt American parent company – to sell more than 1,700 trucks and trailers. They are to be sold during 19 auctions across Canada and the U.S. over three months, the company said. In January, an Ontario Superior Court judge appointed Toronto consulting firm KSV Advisory to oversee the liquidation of Hyndman assets. “Celadon was well-known for the quality and maintenance of its fleet, and we are excited to bring these assets to market through our upcoming sales,” said Zac Dalton, director of finance, insurance and insolvency at Ritchie Bros. The auction included more than these assets, though. There were nearly 800 heavy-duty trucks on sale, along with more than 700 pieces of construction equipment, and 900 industrial support tools. Even an ambulance was up for bids.

Boost to Bolton It’s an offering that undoubtedly gives the local economy a boost. “Today in our community, there was clear evidence of the auction going on at Ritchie Bros.,” said Warren Darnley, chairman of the Caledon Chamber of Commerce, as the three-day sale opened. “It is wonderful to have a member business in our community that so positively affects so many other businesses, and we hope those out-of-towners come back and visit us again soon.”

Bolton, about 50 kilometers northwest of Toronto, is the most populous part of the Town of Caledon. “I am sure that our local retailers have noticed some new faces shopping. This includes restaurants, gas stations, convenience stores, and even the big box stores,” Darnley said. Ritchie Bros. typically employs 20 people in the weeks leading up to an auction, and another 40 during the sale, said Anna C. Sgro, senior vice-president for Canada East at Ritchie Bros. She said many of them are local stay-at-home moms or retired community members. “Our sales always sell out the local hotels,” she said, adding that the company usually books 40 rooms for about five days during the auction. The company also supports the local community outside of the sales events with sponsorships, volunteer help, and shelter support, Sgro said. The items are sold in an unreserved auction. That means there is no set minimum price, a business model Ritchie Bros. adopted when the company was founded in Kelowna, B.C., in 1958. In December, Ritchie Bros. sold items worth $42 million. TT

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TODAY’S TRUCKING

• Marketplace East

Distraction Actions Researchers, regulators intensify focus on distracted driving risks By Abdul Latheef From texting and talking to eating and daydreaming, many motorists are still not paying enough attention while driving, putting their safety and the safety of others at risk. But regulators in Canada and elsewhere are determined to tackle the problem that contributes to thousands of collisions per year. When it comes to Canada’s truckers, Transport Canada is teaming up with the Virginia Tech Transportation Institute (VTTI) in the search for ways to keep drivers focused, researching the use and effectiveness of driver distraction training in commercial vehicle operations. A related poll, open to employees of carriers domiciled in Canada, concluded on Jan. 15. “The goal of this study is to collect this information and use it to inform the development of a free training and education program for truck driver distraction,” said Jeffrey Hickman, group leader and lead researcher at VTTI. Left unchecked, the challenge of distracted driving is clearly deadly. In 2016, the latest year for which Canadian data is available, there were 310 deaths and 32,213 injuries attributed to distracted driving in the country, according to the federal government. The U.S. National Highway Traffic Safety Administration (NHTSA) says driver distraction claimed 2,841 lives in 2018. Most studies have singled out the use of cellphone and other mobile devices as the leading cause of the issue. After observing heavy vehicle operators over more than six million miles (more than 9.5 million km), VTTI researchers concluded that dialing a cellphone increases the risk of a crash or near-crash event 5.9 times. Using or reaching for an electronic device increases the risks by 6.7 times when compared to non-distracted driving. Texting, meanwhile, increases the risk of a crash or near-crash event by 23.2 times. Canadians are aware of the risk. In October, the Ottawa-based Traffic Injury Research Foundation (TIRF) reported that concern related to distracted driving in Canada had risen dramatically, from a low of 33.4% in 2004 to 75.9% in 2018. But that concern isn’t stopping people from using their phones at the wheel. According to the 2019 Desjardins Distracted Driving Survey, 53% of drivers admitted to driving when distracted by their cellphones at least once. That’s up from 38% in 2018. TIRF president and CEO Robyn D. Robertson is still hopeful that driving behaviors can shift under the pressure of social norms. “For example, people who may drive distracted are less likely to do so if they know that their peers and social group believe distracted driving is risky and they are aware that their peers do not drive distracted themselves,” Robertson said in an email.

Distracted driving fines For the rest, there are the threats of fines and other penalties. All Canadian provinces and territories, with the exception of

Jeffrey Hickman, group leader and lead researcher at VTTI, which is leading a study on commercial driver distraction.

Nunavut, have anti-distraction laws in place. Ontario has some of the toughest penalties for repeat distracted driving convictions, and was the first jurisdiction to suspend licences for distracted drivers upon conviction, an official said. The province’s drivers now face escalating penalties starting with a first conviction of a $500 fine, three demerits points and a three-day suspension, up to a $3,000 fine, six demerit points, and a 30-day suspension for a third conviction. “Drivers who choose to put others at risk by driving while distracted can also be charged with careless driving under the Highway Traffic Act,” said Callum Elder, a spokesman with the Ontario Ministry of Transportation. “This carries heavy penalties such as six demerit points, fines up to $2,000 and possible jail time. Police may also lay a charge of dangerous driving under the Criminal Code of Canada, where drivers could face jail terms of up to five years.” British Columbia introduced new and higher penalties in March 2018, at a time with the province’s Ministry of Public Safety and Solicitor General says distracted driving is a factor in more than 25% of all traffic fatalities. A driver there who has two distracted driving tickets over three years could be fined as much as $2,000, up from $740. That hasn’t deterred everyone. B.C. issued 36,600 tickets for distracted driving in 2018, although that is down from 43,000 in previous years. Alberta has gone so far as to add eating, flossing and shaving to the list of distracted activities. “People do all sorts of things,” said VTTI’s Hickman, adding that he had once observed a motorist making a sandwich on the dash while driving.

The survey says As for the ongoing Canadian survey into the issue, Virginia Tech will test the findings before handing recommendations to Transport Canada early next year. This is not the first time the two have collaborated. The institute helped the agency to come up with a set of guidelines in the wake of the 2013 crash between an Ottawa transit bus and a VIA Rail train. Six were killed and dozens were injured when a double-decker city bus drove through warning lights and guard rails into the side of a passenger train. Driver distraction was identified as one of the contributing factors. TT APRIL 2020

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TODAY’S TRUCKING

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Branded The stories of trucking logos, symbols and nameplates By Abdul Latheef For Volvo, the diagonal slash was initially just a rod to hold the iron mark, which was held in high esteem because of the Swedish iron and steel industry’s reputation for quality. “In order to attach the iron mark in the middle of the grille, the idea of creating a diagonal slash connected in each end of the grille was developed. Thus, what first seemed only to be a technical solution, ended up as the foremost identity carrier on all Volvo vehicles,” Volvo says on its website. The design of the iron mark has evolved over the years, but the diagonal slash hasn’t changed much.

Navistar’s Diamond

Mack Trucks’ bulldog is one of the many symbols used to identify vehicle nameplates. Each one tells a story. (Mack photo)

In a patent application filed July 2, 1932, Alfred Masury wrote that he had invented “a certain new, original and ornamental design for an automobile radiator cap”, and that he was the sole owner of the work. Masury, chief engineer at Mack Trucks at the time, was referring to the tiny bulldog he carved, a figure that would later adorn all vehicles from the American manufacturer. It wasn’t by chance, though, that Masury chose the design of a bulldog. During World War I, thousands of Mack ACs were sent to Europe, where they soon became known for their dependability. “British soldiers took note of the trucks’ blunt-nosed hood, tenacious performance and durability, which reminded them of the English bulldog,” says Christopher Heffner, manager of public relations at Mack. It didn’t take much time before they nicknamed the Mack AC the bulldog, prompting the company to put an

emblem on the side of its vehicles. That logo was later replaced with Masuri’s carving on the hood, a symbol that is now synonymous with Mack. “A gold bulldog indicates the truck was made with a Mack engine, transmission and drive axles. A chrome bulldog indicates other manufacturers’ components were used in the drivetrain,” said Heffner. And Mack’s limited-edition black Anthem features a black bulldog, while the company has assigned a copper bulldog to its electric vehicles.

Volvo’s Iron Mark Mack’s parent company, Volvo, has the bragging rights to one of the most famous vehicle symbols ever created. Its iconic iron mark and diagonal slash were on the grille of the very first Volvo vehicle that rolled off the assembly line in Gothenburg, Sweden, in 1927. The symbol is now on millions of trucks, automobiles and other equipment.

Another famous trucking-related symbol is the diamond-shaped road logo on Navistar’s International brand of trucks. “It is the image of a highway that seems to narrow and disappear as you look to the horizon,” said truck historian Dale Bridge. Navistar’s predecessor, International Harvester, had a series of logos before the company settled on a version of the diamond in 1986 as it transitioned to Navistar. Other well-known International symbols included the triple diamond introduced in 1925, and the man on tractor, created in 1944 by legendary industrial designer Raymond Loewy. “This iconic graphic established itself as one of the best-known logos on the planet, along with the likes of CocaCola. At first used only on farm equipment, it eventually graced International trucks for decades,” said Tom Clark, corporate historian at Navistar. But it wasn’t until 2001 that the company adopted the fully integrated badge, with “International” emblazoned on the diamond. “Today’s diamond road logo, with its three-dimensional qualities, draws on all the rich heritage as it is proudly APRIL 2020

15E

displayed on the front of today’s most modern line of trucks,” Clark added.

Kenworth & Peterbilt The Kenworth brand was created by combining the last names of Harry Kent and Edgar Worthington (Ken and Worth), who founded the company in Renton, Wash., in 1923. “The vertical stripes on the KW bug emblem represent truck tire tracks,” says Jeff Parietti, public relations manager at Kenworth. Over the years, the logo has gone through multiple incarnations. One version even included the slogan, “The World’s Best”, while another featured a swan on the emblem. The KW symbol is now on every Kenworth truck. Peterbilt, founded in 1939 by Theodore Peterman, joins Kenworth as a member of Paccar, formerly Pacific Car and Foundry. That OEM’s red oval symbol was created in the 1950s when the company introduced the Model 351.

Freightliner “Freightliner” was derived from Consolidated Freightways, the Portland, Ore., company that originally manufactured the trucks. The company later changed its name to Freightliner Corp. In the 1950s, it teamed up with White Motor Co. of Cleveland, Ohio, to make co-branded trucks, known as “White Freightliner.” “White” was later dropped from the name and logo, with the company sticking to just “Freightliner”. Daimler Trucks North America (DTNA), a division of the German conglomerate Daimler AG, has owned the company since 1981.

Western Star The White Motor Co. began producing the Western Star brand of trucks in Kelowna, B.C., in 1967. The debut truck was the WS4900, originally known as the White Western Star. The embroidered “White Western Star” logo is now a collector’s item.

Its current logo is a red star on a large black “W”. The ownership of the company changed several times in the past three decades, and DTNA now owns Western Star.

Branding tools Canadian branding expert Jeremy Miller believes the symbols embody a brand’s selling point. “They become a vessel of personality and meaning, and take on the qualities that a company wants to portray,” said Miller, president of Toronto-based Sticky Branding, and the author Brand New Name. For example, he said, the Mack bulldog personifies the tough, rugged nature of the trucks. “Brand mascots are like fine wines. They get better with time… They have longevity, and that’s where their real value is derived,” Miller said. “The more your customers interact and engage with a brand mascot, the more they know it, like it, and trust it.” TT

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TODAY’S TRUCKING

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The Road to Safety New group pushing for stricter safety standards By Derek Clouthier

Pattie Fair and Chris Joseph are looking to convey Safer Roads Canada’s message about the need for stricter safety standards in the trucking industry.

Pattie Fair never expected the kind of support she has seen in her efforts to bring stricter safety standards to the trucking industry. After losing her husband in March of 2017 just outside Revelstoke, B.C., when his truck was struck headon by another semi-truck driver, Fair launched a petition calling for greater industry oversight. Though she gained a lot of support from trucking representatives, including provincial trucking associations and carriers, the effort really gained traction following the Humboldt Broncos bus collision, which focused a light on driver training and other safety concerns in the trucking profession. “It took a Humboldt Broncos bus with a load of kids before we all paid attention,” said Fair. “In the meantime, it’s one person here, one person there, every day, all year. As soon as the highway is open, it’s old news.” Families impacted by the Humboldt tragedy threw their support behind Fair’s petition – including Carol and Lyle Brons, who lost their daughter, Dayna Brons, the athletic therapist for the Broncos hockey team. “We wish more than anything that it didn’t have to take the deaths of 16 Broncos players and staff, and life-changing emotional and physical injuries to the

13 survivors, before the federal government took notice and announced it would look at implementing nationwide [mandatory entry-level training] legislation,” said Carol. “We miss Dayna every day, and it pains us knowing that this tragedy could have been prevented had there been more regulations in place to ensure Class 1 drivers are properly trained and monitored.” Carol and Lyle are now on the board of directors of a new group aimed at pushing government for stricter safety standards in the industry. Fair, the executive director for Safer Roads Canada, said they are focused on four main initiatives: seeing commercial Class 1 driving be considered a skilled trade and include an apprenticeship component; auditing and monitoring training facilities; having the National Occupational Classification for Class 1 drivers changed to a skilled trade, which would allow people to qualify for tuition funding; and, in addition to mandatory entry-level training, implementing a graduated Class 1 licensing system. “We’re lobbying government to change our system… It’s archaic, it’s completely inadequate,” said Fair. “We’re receiving more new drivers than ever before because there’s a huge shortage of drivers. So drivers are being put on the highways

without being adequately trained, supervised, or experienced.” Chris Joseph is also a board member for Safer Roads Canada, and was impacted by the Humboldt collision, losing his son, Jaxon Joseph, in the tragedy. “That was an eye-opener for me, it was a day my life changed,” said Joseph. “We decided to create a group that has a voice, and make some change. We know that it moves slow, but people in the industry tell us that it is moving faster than it ever has before.” With support from the trucking industry, Fair would like to see more progress at a government level. “This industry, Canada-wide, has been trying to do this for 20 years,” she said. “The government doesn’t hear them and for some reason they just will not step up to the plate on this.” Fair is perplexed by the resistance she has seen from government, particularly when compared to the backing she has received from industry. Even before the Humboldt tragedy propelled road safety into the public forum, Fair brought her petition calling for stricter standards to a loggers’ conference in B.C. “I thought these big, burly loggers are not going to like my petition,” she said. “In three hours, I had 300 signatures. The support was unbelievable. We’ve been finding that with all the trucking associations, they have been great… [We] haven’t gotten any pushback. The only pushback we have received has been from the government.” In addition to its four safety pillars, Safer Roads Canada is looking to bring information to the public on the tremendous reach a vehicle fatality can have on people directly and indirectly involved. The first responder who arrived at the scene of Fair’s husband’s collision has been on disability ever since, struggling to deal with what she saw at the accident site. Fair also pointed to other truck drivers. “Who is typically one of the first people on site? It’s another truck driver, and who is there for them?” questioned Fair. “They get out and these people are mangled in these crashes and these poor folks get back in their trucks and get back to work. There’s no support for them.” TT APRIL 2020

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Pride opens Regina locale

The new location represents Pride’s fifth site in Western Canada.

Pride Truck Sales has opened a new 10,000 sq.ft. dealership in Regina, its fifth location in Western Canada and 12th in North America. “We’ve had a phenomenal response in Western Canada. With the addition of this location, we are only getting as close to the buyer as possible and will continue doing so, by establishing several more locations this year,” said Pride Group CEO and president Sam Johal. “Our customers can expect the same great service, 100% customer satisfaction and the most competitive deals. We look forward to serving customers in Regina and across the region.” Spread over three acres of land, the new facility will house all makes and models of pre-owned heavy- and medium-duty trucks and trailers, and will provide on-site financing and warranty options. The dealership is located at 4600 Victoria Ave. East, with close proximity to Hwy. 1, making it convenient for truck drivers and fleet owners. TT

Ocean flows to Surrey, B.C.

Calgary fleet owners charged for insurance fraud Owners of Calgarybased Lakha Trucking have been charged with insurance fraud after falsely claiming numerous truck thefts since 2009. Authorities launched an investigation after noticing a significant number of the trucks that were claimed to have been stolen were not being recovered. This, officers say, is rare, as nearly 90% of all stolen vehicles are found. The investigation into Lakha Trucking revealed that each of the vehicles the company had reported stolen over the past decade were never missing, and it is alleged they made the false claims in an effort to collect an insurance payment. They then are accused of replacing the original vehicle identification numbers (VIN) on the trucks. Calgary Police Services says the company sold the re-vinned vehicles for profit, or used them to commit additional fraudulent claims. In some instances, the three accused of committing the crime received multiple insurance payments for the same vehicle by reporting it stolen under different VINs. It is estimated the total financial gain of insurance payments and sales of the vehicles claimed to have been stolen – believed to be eight trucks – is more than $350,000. “This is a concerning trend for many consumers who are facing high insurance premiums,” said staff sergeant Graeme Smiley of the Calgary Police Services’ district support unit. “While a majority of the cases we have investigated center on high-value commercial vehicles, we know that these types of frauds are also happening with personal vehicles.” As a result of the investigation, Lakhbir Singh Dhaliwal, 52, is charged with one count each of fraud over $5,000, uttering forged documents, public mischief, trafficking in stolen property, and tampering with a motor vehicle’s VIN. Nasib Kaur Dhaliwal, 52 is charged with one count each of fraud over $5,000 and uttering forged documents. And Baltej Singh Dhaliwal, 56, is charged with one count each of fraud over $5,000, uttering forged documents, and trafficking in stolen property. TT

The six-bay shop will have 12 employees on site.

Ocean Trailer has opened a facility in Surrey, B.C., which will be equipped with six bay shops and will offer mobile service out of the new Lower Mainland location. The branch will be managed by Sydney Keay, and as Winnipeg branch manager Mack Keay said, the company is excited about what this means to customers in the area. “We are very happy for Sydney and the opportunity to better serve our treasured customers in the Port Kells area,” he said. “We are now offering full trailer service in an 8,000 sq.ft., six-bay shop, with 12 employees on site.” The Keay family first opened Ocean Trailer in 1981 in Burnaby, B.C., and now boasts eight locations across Western Canada. TT

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Off-Dock, Off Rate B.C. container commissioner says he can’t control off-dock rate cutting More carriers are performing off-dock work in Vancouver’s Lower Mainland at rates lower than those set by the B.C. Container Trucking Commissioner – but the commissioner himself says there isn’t much he can do about it. A group of container haulers known as the United Truckers Association says the office is ignoring a related rate table; commissioner Michael Crawford says the issue is actually beyond his jurisdiction. In the meantime, unlicensed operators are undercutting their licensed counterparts and securing the work. Trucking companies that want to access container terminals in the Lower Mainland must have an appropriate licence issued by the commissioner, are governed by the Container Trucking Act and Regulation, and are bound to the commissioner’s rate table that differs for on-dock and off-dock work. However, companies that don’t require access to container terminals don’t need such licences, and can still perform off-dock work without being bound by the rate table. “The UTA isn’t wrong, pointing out that there has been a growth in unlicensed off-dock activity in the Lower Mainland,” Crawford admitted. “We don’t regulate it or audit it. I couldn’t tell you what drivers are getting paid for that work… We simply have no jurisdiction over those unlicensed companies that do that work.” He knows the United Truckers Association doesn’t agree with his assessment of the Act, but he says he’s on “very strong footing” in his position. The association did not respond to a Today’s Trucking request for comment. Crawford actually underscored the issue when he submitted a series of recommendations in April 2019. “The regulation currently allows unlicensed companies to pay unregulated rates for off-dock moves,” he wrote at the time. “There are licensed companies which own or are otherwise close-

Access to container terminals in the Lower Mainland requires an appropriate licence, but some off-dock work is completed without it.

ly affiliated with unlicensed companies, and therefore able to pay regulated rates for on-dock work and unregulated rates for off-dock work. This is not a widespread issue but has resulted in a loss of some work for drivers at licensed companies.” The commissioner believes some people would like to see a blanket rate for any work involving container trucks, whether on- or off-dock. His recommendation is to expand the commissioner’s scope – just not to the extent that some people might want. “I very much see the purpose of this office and the intent of the Act to be one around ensuring free-flowing trade and productivity at the terminals,” said Crawford. “If it’s an off-dock move that can be related back to an on-dock move – in other words, a supporting movement, ancillary to the eventual on-dock movement – then I think there is a case to be made for an applicable regulated rate,” he added. “If it’s something that is distinctly outside that eventual marine container activity, then no, I don’t subscribe to the notion that we should have regulated rates for everything.” TT

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Women Show Drive to Succeed By Derek Clouthier

From left to right: Panel moderator Chris Nash, April Naugle, Diane Wunder, and Lorri Christensen.

A panel of women from the trucking and engineering sectors are sending a message to other women looking to break into any male-dominated industry – believe in yourself and anything is possible. Lorri Christensen of Precision Truck Lines said a can-do attitude is often cultivated at an early age during one’s upbringing, and is largely dependent on the people you surround yourself with. Growing up, Christensen’s mother used to tell her that she was either going to be part of the problem or part of the solution. Her father would not give her any passes for being a woman either, expecting as much from her as he did from his brother or son. Christensen’s childhood instilled an outlook on life where she knew she could find success in the trucking industry, despite not always being the “biggest or the strongest” person in the room.She also believes women need to stop being afraid to ask for help. “Surround yourself with people you love and respect … with people you feel comfortable calling and asking, ‘What should I do now?’” said Christensen. “It doesn’t matter if it’s the guy next to you or the girl.” Christensen was part of an all-female panel organized by Trucking HR Canada and hosted by Rosenau Transport in Edmonton. The panel, part of the Women with Drive Hits the Road cross-Canada tour, also included Diane Wunder, engineering and environmental sciences manager of Western Canada for Pario, which helps carriers determine causes of motor vehicle incidents. Wunder agreed that a person’s upbringing has a huge impact on the way they view themselves and others when they enter the workplace. “My dad was my mentor, and to this day still is,” said Wunder. “It doesn’t matter who you are, how big you are, or how old you are. We can all do the job.” Wunder grew up believing she could do anything she wanted, and said her family is the reason she has always had this confidence. “If we want to feel suppressed, then we feel suppressed,” she said. “Nothing replaces hard work.” Wunder also believes Alberta is the perfect place for women

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and men looking for work, saying the province has more to offer than any other in the country. April Naugle certainly took advantage of the opportunities Alberta has to offer. Wanting to be a truck driver for many years but never recognizing how to make her dream a reality, Naugle graduated from Women Building Futures’ eight-week professional Class 1 driver training program. “It was a great experience, bouncing ideas off of everyone,” Naugle said of her time in the course. After graduating, Naugle was offered a job with Rosenau, one of five program sponsors (as well as Caron Transportation Systems, Trimac Transportation, Watt and Stewart, and Westcan Bulk Transport) that not only hire graduates, but also provide funding to the women for tuition costs. Naugle, whose grandfather was a truck driver, admits she is stubborn, saying if someone tells her she can’t do something, she immediately tries to prove them wrong. To continue luring women into trucking, Naugle would like to see the industry reach out to students at both the elementary and high school levels to educate young people about the industry. Christensen echoed the sentiment, saying though the driver shortage has been a well-publicized issue, several positions within the industry are in need of workers. TT

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Now is no time to isolate your business By Mike McCarron ith the ongoing freight recession and the chaos triggered by the Covid-19 crisis, you have to wonder how many more blows Canada’s trucking industry can take. Experts who said the pendulum would swing back into truckers’ favor this summer are now washing their hands of those predictions. Vigorously, with soap and hot water. Tough times expose the strengths and weaknesses of your fleet that tend to get hidden during the good times. Here are some things to consider if you are looking to take advantage of a very difficult climate.

Early action

Success is attainable

Opportunities abound

Bain and Company analyzed 700 firms over a six-year period and found that economic downturns can be “intense crucibles of opportunity.” During a recession (a fall in GDP for two consecutive quarters), competitive landscapes get shuffled more than any other time. Companies that increased their revenue or profitability in the ugly times were able to sustain those gains through the next boom. They stayed focused on their core competencies, paid attention to early warning signs in the economy and among their customers, and reacted quickly when they saw opportunities to grow.

Don’t underestimate the number of good trucking companies with loyal, well-paying customers that are struggling because of circumstances beyond their control. Acquisition opportunities abound when the dung hits the fan, as valuable assets (and customers) can often be picked up for cents on the dollar. In early March, the ongoing concerns about Covid-19 prompted the Bank of Canada to cut its trend-setting interest rate by half a percentage point. Recessions prompt an increase in seller financing, vender take-backs, and stringent earn-outs. Serial buyers understand how to take advantage of

The Bain study concluded that many companies will tolerate poor results during a recession because they believe they’re unavoidable, and besides, everyone is in the same boat. Don’t fall into that trap. Some leaders react tentatively when things get bad. Unfortunately, this can bring about a drastic overcorrection after it’s too late, putting the company in a bad position when the economy resets. The key is to assess your vulnerabilities early, keep your eyes on improvement, and move quickly so you can take advantage of opportunities to transform the company.

OPM (Other People’s Money) to protect their balance sheet when making acquisitions. And newbie purchasers can gain M&A experience as lower valuations increase the margin for errors. Warren Buffett put it best: “Be greedy when people are fearful.” Deals made in a weaker economy create greater shareholder return than those made in a stronger economy.

Great Recession experience My only experience with a severe downturn was in 2009 when MSM Transportation was hammered by the Great Recession. Fortunately, we had a solid balance sheet and owned our real estate, but we were bleeding cash and it was hard not to panic. Our first action was to slash partner salaries to make a statement to our employees. Then we culled bad customers

and unprofitable lanes. Once things stabilized, we focused on scaling our core competencies: expedited LTL from Canada to California, and freight brokerage. Down to a loyal base of customers, we focused on their needs and found ways to increase their transportation spend. We started three new divisions: trailer storage, air freight, and an LTL service from Los Angeles to New Jersey. Proud to say that by acting quickly and decisively, MSM came out of the Great Recession smaller but more profitable (and I had a lot more gray hair). Hoping your fleet has the same fate. 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.

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Best Fleets: Part 5

Andrew Boyle of Boyle Transportation accepts his fleet’s Best Overall Fleet to Drive For award from program coordinator Jane Jazrawy.

Best of the Best Boyle Transportation, Nussbaum named Best Fleets to Driver For grand champions By James Menzies From a pool of 115 nominees, Boyle Transportation and Nussbaum Transportation were revealed as the overall winners of the Truckload Carriers Association’s 2020 Best Fleets to Drive For contest, in the respective small and large categories. Nussbaum became the first fleet to win the grand prize in both small and large fleet categories. It was the top overall small fleet last year. The operation with 442 drivers was recognized for its approach to new technology adoption, where a focus on personal needs ensures that enhancements optimize – rather than disrupt – driver efficiency. The company’s creative approach to HR and professional development programs also earned top scores across a variety of categories, according to program judges. Boyle Transportation, with 133 drivers, stood out for its investments in driver support programs and operational efficiency improvements. Its guaranteed pay, provision of cell phones and connectivity tools, and a generous scholarship all demonstrated a willingness to invest in areas many fleets are reluctant to explore, administrators said. Andrew Boyle, co-president of Boyle Transportation, told

TODAY’S TRUCKING

Today’s Trucking the program provides a valuable third-party validation of its workplace strategies. “It’s very comprehensive, rigorous, and metric-based, so it’s not overly subjective,” he said of Best Fleets, adding the company gathers each spring to evaluate its performance versus its peers. “We take a lot from it. There’s a lot of peer learning, and it’s a good kind of peer pressure.” CarriersEdge chief executive officer Jane Jazrawy noted that both Boyle and Nussbaum are seeing impressive results from their programs. Both have driver satisfaction scores above 93% and driver turnover under 20%. Mark Murrell, co-founder of CarriersEdge said both overall winners “have a continued focus on creative programs that are different from what other people are doing, and they’re doing new things every year. Both have been in the Top 20 and they keep going, they’re never satisfied just being on the list. In both cases they have things they’ve been doing for a while that other people still aren’t doing.” After the awards had been doled out and the winners celebrated, the final chapter in the 2020 Best Fleets story was still to come. Jazrawy and Murrell hosted a breakout session at the TCA convention, during which they revealed trends and highlights from carriers participating in this year’s program.

Income flat, but miles down Judges were surprised to see income remained flat in 2019, after widespread pay increases in 2018. However, upon closer look, drivers saw an impressive increase in their pay rate from

Best Fleets: Part 5 53.29 cents per mile in the 2019 competition results to 61.77 cents per mile in 2020. Mileage, however, was down from 122,244 in 2019 to 108,777 this year, suggesting drivers took advantage of pay increases to run fewer miles while maintaining their income. For owner-operators, the trend was even more pronounced, with annual income dipping from $194,024 to $183,458, but on significantly fewer miles – bringing their pay to $2.17 a mile from $1.72 the year before. Murrell also noted a lot of the extra pay that drivers earned was associated with things like detention time and loading compensation. Driver surveys suggest more can be done. The lowest-rated question on the survey asked drivers if they feel they’re fairly compensated for the extra work they’re required to do, such as wait time, training and driver meetings. “Food is not compensation,” one driver quipped.

Pre-orientation welcomes, loot bags Pre-orientation welcomes have surfaced as a trend among the best fleets, according to Jazrawy. These can range from loot bags to calls from operations managers before drivers arrive at orientation. “You guys give out swag all the time. You may as well give it to people before they even start,” Jazrawy reasoned. “Don’t wait for Driver Appreciation Week.” Best fleets take advantage of orientation to exchange expectations with new hires, too. “What does the driver expect and what does the company expect? Expectations are going up,” she said. “It’s really good to have it written down and signed off.” Some leading fleets invite spouses to be a part of orientation, so they know what to expect. Face time with upper management during orientation is another trend appreciated by drivers. Jazrawy said some fleets offer gift cards to new hires so they can personalize their truck. More fleets are offering drivers additional time with their truck in orientation, so they’re more comfortable with it when they head out on the road. If you have a mobile app drivers are expected to use, give it to them before orientation so they’re already familiar with it, Jazrawy advised. She also said mentorship programs are great – as long as you’re careful to choose appropriate mentors. Some drivers complained of mentors who were disinterested or unavailable.

Measuring real retention Measuring driver retention for the purposes of Best Fleets isn’t easy. Murrell recalled that, in a previous year, a fleet was punished for high turnover, but many of its drivers had returned after pursuing greener pastures. So now, the formula used by program judges factors in everything from retirements to medical issues, downsizing, terminations, and drivers who leave and then return. Canadian fleets scored 37.86% better than their U.S. counterparts, which Murrell could only attribute to cultural differences. The Top 20 Best Fleets to Drive For had real turnover rates of just 22.3%, much better than the industry average, while all finalists averaged turnover of 32%.

Focus on safety Driver safety is an increasing concern among professional drivers, particularly women. Some Best Fleets have installed panic buttons in truck cabs, while others offer to cover the cost of parking if a safe, free alternative isn’t available. Jazrawy said carriers that do more to make drivers feel safe while on the road have a higher percentage of female drivers.

What does a driver’s week look like? This year’s Best Fleets program took a deeper look into what a driver’s week looks like, how long they’re on the road, and how much home time they get. The questionnaire for the first time asked how long drivers are home between trips, and found 62.3% of drivers are home between 34 and 48 hours, but only 13% are home for more than 48 hours. “Most of you have a weekend that is longer than 34 hours,” Murrell told those in the room. “There’s a disconnect between what is considered a weekend for drivers and what is considered a weekend for everybody else in the office.” Administrators also asked fleets what they’re doing to minimize equipment-related downtime, and found more fleets are scheduling maintenance at night or around the driver’s schedule. Best Fleets are also doing a better job at holding shippers accountable for tying up drivers, and are offering detention pay sooner, in some cases as soon as the driver arrives on-site. “The two-hour people are the outliers on the slow side now,” Murrell said.

Staying connected Finally, program judges this year looked at how drivers stay connected with family and the company itself. Murrell said social media has become ubiquitous among finalists. Many fleets are putting a lot of effort into helping drivers share best practices. An emerging trend is podcasting, through which senior management provides frequent communication to drivers. “Five years ago, nobody was talking about podcasting,” Murrell said. “It’s a great opportunity for drivers to share ideas and collaborate with each other and I expect to see a lot more.” TT — Today’s Trucking editor James Menzies was embedded in this year’s Best Fleets to Drive For judging process. This is the final installment in the series.

2020 BEST FLEETS

BY THE NUMBERS

115 fleet nominees 63 fleets completed the 100-plus question questionnaire 110 questions in company questionnaire 6,503 driver surveys completed 20 Best Fleets to Drive For winners 2 overall winners 61.77 cents per mile in average company driver compensation $183,458 in average gross income for owner-operators APRIL 2020

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Driver Inc.

Independent Problems Consequences of ‘Driver Inc.’ business model are significant, lawyer says By John G. Smith An Ontario-based transportation lawyer is warning carriers to “proceed with extreme caution” if they are using the ‘Driver Inc.’ business model – a structure that attempts to classify employed drivers as independent contractors. “The consequences to the carrier of engaging Driver Inc. are significant,” said Carole McAfee Wallace of Toronto-based Fernandes Hearn, during a presentation at the firm’s annual conference in Toronto. Drivers working under this business model are under the misconception that the structure will leave more money in their pockets, she said. “They’re not a corporation with the expenses as write-offs.” Instead, the Canada Revenue Agency would define them as personal service businesses and tax accordingly. It has admittedly left carriers in an uncomfortable position, McAfee Wallace said, noting that some operations feel they are “held hostage” as valuable

recruits ask for the pay structure. Meanwhile, the “less-honorable” carriers among them are using the business model to avoid paying employee benefits or vacation pay. Employment and Social Development Canada (ESDC), responding to questions raised by the Ontario Trucking Association, has confirmed the Driver Inc. personnel are in fact employees, McAfee Wallace stressed. And in the case of federally regulated carriers they will be entitled to all benefits established under the Canada Labour Code. The observations come as the federal government is preparing to roll out fines and other enforcement initiatives to act on those who run afoul of the rules. Targeted carrier inspections are also planned.

Case law and Driver Inc. The focus from ESDC isn’t the only challenge Driver Inc. fleets could face.

Several recent court decisions could have legal implications when related disputes emerge. For example, an Uber driver is in the midst of seeking $400 million in damages from the ride-sharing service, which identifies drivers as independent contractors. Uber drivers are asked to agree to related contract language through an app, while an underlying arbitration clause includes a US$14,500 filing fee and applies the laws of the Netherlands. But the Ontario Court of Appeal heard the case in 2019 and ruled that Uber’s arbitration clause couldn’t contract out of the province’s Employment Standards Act. In other words, Uber would have no choice but to meet minimum standards established under the Act. The court also found that asking drivers to contract out of the Act was “unconscionable” – and determined that the contract itself was grossly unfair because of issues like the filing cost, a lack of independent legal advice for the driver, an overwhelming imbalance in bargaining power, and Uber’s choice of a clause that favored itself and took advantage of drivers. The Supreme Court of Canada heard the case in November. “We still don’t have a decision, so this case is going to be a very interesting case,” McAfee Wallace said.

Franchisees and employees In a second lawsuit involving Modern Cleaning Concept, a Quebec court ruled – despite a franchise agreement – that a relationship with a cleaner worked more like an employer-employee relationship. “It really focused on risk and profit,” McAfee Wallace said of the ruling. “Modern Cleaning assumed the business risk and maintained control.” In a third case, a writer for St. Joseph Communications is suing for 24 months of notice based on their years of service between 1994 and 2017. The first two years were as a freelance stylist, the relationship between 1996 and 2004 included weekly invoices and no source deductions, and the remaining years involved APRIL 2020

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OPTION 2

ˆˢˠ˘˧˜ˠ˘˦ʟ ˜˧ ˠ˔ˬ ˕˘ ˕˘˧˧˘˥ ˔ˡ˗ ˦ˠ˔˥˧˘˥ ˧ˢ ˥˘˜ˡ˙ˢ˥˖˘ ˢˡ˟ˬ ˦ˣ˘˖˜Ё˖ ˔˥˘˔˦ ˢ˙ ˧˛˘ Ђˢˢ˥ʟ ˧˛˘˥˘˕ˬ ˥˘˗˨˖˜ˡ˚ ˧˛˘ ˧ˢ˧˔˟ ˖ˢ˦˧ ˔ˡ˗ ˪˜˧˛ˢ˨˧ ˖ˢˠˣ˥ˢˠ˜˦˜ˡ˚ ˜˧˦ ˗˨˥˔˕˜˟˜˧ˬʡ

˃˥ˢ˧˘˖˧ ˬˢ˨˥ ˜ˡ˩˘˦˧ˠ˘ˡ˧ ˪˜˧˛ ˃˅˂ʿʴˀʔ ʼ˙ ˬˢ˨Ϟ˥˘ ˣ˟˔ˡˡ˜ˡ˚ ˢˡ ˔˗˗˜ˡ˚ ˖ˢˠˣˢ˦˜˧˘ Ђˢˢ˥˦ ˧ˢ ˬˢ˨˥ Ђ˘˘˧ ˢ˙ ˗˥ˬ ˩˔ˡ ˧˥˔˜˟˘˥˦ ˔ˡ˗ ˪˔ˡ˧ ˧ˢ ˠ˔˞˘ ˦˨˥˘ ˬˢ˨ ˚˘˧ ˧˛˘ ˠˢ˦˧ ˕˔ˡ˚ ˙ˢ˥ ˬˢ˨˥ ˕˨˖˞ʟ ˖ˢˡ˧˔˖˧ ˃˅˂ʿʴˀ ˧ˢ˗˔ˬʔ

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Driver Rights

Driver Inc. continued a written employment agreement. The court in this situation focused on facts such as who controlled the work, who owned the tools of the trade, the extent to which the worker was “economically dependent” on the working relationship, how permanent the working relationship was, and the exclusivity of the work with the company. The worker was ultimately awarded 21 months of notice. And in one “disturbing” comment, McAfee Wallace added, the judge said it would be wrong in principle to ignore the years of the relationship – even if the person was an independent contractor. “Depending on the facts, that can be a significant benefit for a dependent contractor and a significant expense for the company,” McAfee Wallace said. The case has been appealed and upheld, too. She expects the ruling that emerges in the wake of the lawsuit will be cited by other dependent contractors who want more notice when being terminated.

Defining dependence A fourth case that caught her attention involved Ontario Children’s Lawyer, focusing on issues like a contractor’s exclusivity and dependence. The lawyer who filed that suit had offered legal services for 13 years, and could work for others, but still wanted 20 months of notice when the business relationship came to an end. Her lawyer argued she was a “dependent contractor,” with the business accounting for an average of 39.9% of her billings over 13 years. An initial court ruling in this case focused on the permanency of the working relationship. While that finding was reversed, a Court of Appeal offered one of the first referenced definitions of “near exclusivity” as more than 50% of billings. The two Ontario Court of Appeal decisions also raise concerns about owner-operators who have their trucks working exclusively with one company, McAfee Wallace said. “The practical reality of the trucking industry is they can’t just take their truck and do work with other carriers.” TT

Hynd Sight Hyndman Transport’s bankruptcy is a reminder of driver rights when the doors are locked By Jim Park Adam Lowry, a company driver with Celadon Canada (Hyndman), first learned about the company’s pending collapse on a news website. There had been lots of chatter about the problems with the American parent company, but little was known about the status of the Canadian operation. Indianapolis-based Celadon filed for Chapter 11 bankruptcy at midnight Sunday, Dec. 9. It would be several weeks before the fate of employees at Celadon Canada would be known with certainty. “The doors were closed, nobody was answering the phone, and nobody was telling us anything,” Lowry said. “Lots of rumors were circulating that the company was going to declare bankruptcy and then the sheriff would come in and lock the gates and nobody would be able to get their belongings out of the trucks. Meanwhile, the office staff were in the building emptying out their desks in case that happened, but nobody was talking to the drivers. “Nobody from management ever said, ‘OK, stay calm. This is what hap-

pens. These are your rights. You don’t have to be afraid, or this is what you need to do next.’ It was chaos, and with no official word from management, the driver rumor mill was spiraling out of control.” That sounds about right for such a proceeding. The initial stages of a pending bankruptcy are seldom straightforward, and there are no rules governing those first moments. The case with Hyndman was complicated by the U.S. parent company ceasing operations under U.S. law, but leaving the Canadian company in limbo. It was widely presumed, but only confirmed more than a month later, that all but a few Hyndman employees were terminated without notice on Dec. 9, according to the affidavit of Jeff Sippel, Hyndman’s former chief financial officer. It wasn’t until Jan. 23 that a receiver was appointed to oversee the liquidation of the assets of Celadon in Canada – branded Hyndman Transport on this side of the border – and communication went out to all APRIL 2020

Driver Rights the drivers and other employees. “It sounds like there was a disconnect between December and January because the Canadian drivers are drivers for the Canadian company, which had not filed yet, and the U.S. folks aren’t really in direct contact with the Canadian drivers, so they would not have been the ones contacting the Canadian drivers,” says Rahn Dodick, a certified insolvency and restructuring practitioner and licensed insolvency trustee. As the partner in Toronto-based Dodick Landau explains it, the process simply takes time. “The job of the receiver is to receive the assets of the company. The assets in this case can be trucks. It could be a warehouse. It could be a bunch of things,” says Dodick, who is not directly involved in the case. “The question is whether the receiver wants to continue to operate the business or not. The receiver has that option. If it does continue to operate the business, it’s got to have the funding to employ the employees and the drivers and pay for insurance for the trucks, etc. “Notice would be sent out saying there was a receivership that was started as of a certain date. It normally will give information about the assets and the liabilities of the receivership in a very summarized format. The notice has to be mailed out within 10 days from the start of the receivership,” he says. Despite the mess that was the first few weeks of this case, things will be more orderly now that the insolvency trustee is in place. This whole process is managed under the federal Bankruptcy and Insolvency Act (BIA) and there are specific steps that must be taken. Employees have specific rights. But there aren’t always specific timelines for everything to happen. The waiting can be difficult for employees who haven’t seen a paycheck since the doors closed. The receiver or insolvency trustee needs time to determine who the creditors are and what assets can be distributed among the creditors, including employees. That process can take a long time. But in Canada – under the BIA – affected employees have access to the feder-

al Wage Earner Protection Program (WEPP). “WEPP offers compensation to eligible employees who are owed money from an employer in bankruptcy or receivership,” says Miguel Mangalindan, a senior associate lawyer at Monkhouse Law in Toronto. “Affected employees must take the notice of bankruptcy and apply for coverage under WEPP, which will cover unpaid wages, vacation, severance and termination pay, but only up to a certain amount.”

claim might be paid. There’s no bargaining, no trade-offs. In other words, less money for a faster payout. Once employees are paid, WEPP can file to get some of those funds back from the trustee as a high-priority creditor. WEPP only funds an employee’s claim for wages owed, accrued vacation pay, termination pay in lieu of notice and severance – if entitled – up to a limit prescribed by the legislation. Any excess claim over the limit that remains unfunded is still a claim in the

Employees must submit a claim for what they’re owed to the receiver. And the receiver has to review the claim and complete an online WEPP submission on behalf of the employee, where the receiver says, ‘Yes, there is a claim by this employee. They’re owed about X dollars, and we approve it.’ “The receiver has to do that before the employee can go to Service Canada and apply for the WEPP payment,” says Dodick. “It still takes usually 60 to 90 days for all of that to happen. By the time the receiver gets the claims, by the time the receiver’s able to review the claims, do the submission online, and then the application by the employee and the employee getting paid, it’s usually, I would say, 60 to 90 days.” WEPP basically pays wages owed to the employee much faster than a regular

receivership estate. But it will only be paid if there ends up being a distribution to the unsecured creditors at the conclusion of the administration. At times, the employees will be jointly represented by legal counsel who can help the employees get the best payout possible, but there are no guarantees. “Unfortunately for owner-operators and personal business drivers, they are considered unsecured creditors, and they get thrown into the mix last in line,” says Mangalindan. “Often times, they don’t realize any monies from the distribution of assets after all those other debts [secured creditors] are paid first, such as mortgages, secured debts like liens and stuff, and taxes owed. After all of that is paid, unsecured creditors don’t get much, if anything at all.” TT APRIL 2020

Truck Upgrades “It’s well worth the investment – and in four months you have the cost of equipment covered,” he said, referring to the cost sharing.

Realizing ROI 4 ways to help offset the cost of truck upgrades By John G. Smith Every truck option comes at a cost, but with some careful planning those costs can transform into investments and deliver true financial returns. Here are four ways to realize an ROI on truck-related investments, as shared during a panel discussion at the annual meeting of the American Trucking Associations’ Technology and Maintenance Council (TMC).

n Ask drivers to

contribute to comfortrelated upgrades

Creature comforts don’t tend to deliver a direct financial return, but there’s no denying that they play a role in recruiting and retention strategies. It’s why Hirschbach Motor Lines equips trucks with everything from high-speed internet to upgraded seats and premium mattresses. Drivers pay for such upgrades, however, and the approach has helped to ensure they get the comfort-related features they truly desire. While the fleet had provided a satellite-based entertainment system, for example, 70% of the drivers admitted

o Collect quality data

they would rather opt for internet service. A full 95% of those under 35 even see high-speed internet in the cab as a basic necessity. “You can apply a small weekly fee,” said maintenance vice-president Nick Forte. “Most people are happy to pay $10 a week, $5 a week.” The shift has even led to $940,000 in annual savings for the fleet. About $400,000 comes in reduced maintenance costs because there are no satellite dishes to damage when coupling trailers. Satellite subscription fees are gone. Money has also been saved by ordering sleepers without mattresses, and letting drivers choose between a standard, premium or elite mattress if they cover the costs of the more expensive offerings. The fleet, meanwhile, uses its buying power to secure preferred pricing. Before the strategy was introduced, the fleet discovered that the vast majority of mattresses installed by OEMs were thrown away within six months. “Mattresses are an individual preference,” Forte explained. “They want the option to pick what they sleep on. Makes sense.”

“Getting a real return on investment from fleet monitoring is all about increasing your visibility,” said Joshua Phillips, customer success manager at Fleetio, a supplier supplier of fleet management software. But some savings can be realized by automating and integrating the data stream, eliminating the hours required to build reports. It’s also important to focus on meaningful data, he added. “Do you have data paralysis? Is there too much data there that you couldn’t possibly do anything with it?” “You get to make better decisions. You have all the data in front of you,” he said, offering the examples of big savings that can emerge when actions are based on scorecards that identify high-risk drivers. Still, anyone involved in the data collection tools need to know how to use them, Phillips said. He also stressed that it’s important not to overestimate a fleet’s competence with data when deciding what information should be gathered. “You can always grow and expand on this,” he said, “but being honest about it now is going to help you get that money back.”

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Truck Upgrades Drivers are interested in comfort-related upgrades from entertainment systems to premium mattresses. Might they also be willing to share in the costs? (Photo: DTNA)

p Tackle the idling, but keep drivers comfortable Fleets can adopt several strategies that limit idling but also keep drivers comfortable, said Dave Schaller, industry engagement director at the North American Council for Freight Efficiency (NACFE). And a 10% annual reduction in idle time equates to about a 1% boost in fuel economy. The anti-idling controls involve more than engine parameters, he explained. The need for idling can also be eased by spec’ing the highest-available level of cab insulation, a diesel-fired heater, light paint colors, and engine start/stop systems. A dark-colored sleeper, for example, takes 20% more energy to cool.

“It’s not just one thing. It’s how do multiple items come together for the best solution.” Granted, the returns are not all realized when it comes time to re-sell the truck. “Not all these items are perceived in the resale market as having a strong resale value,” he admitted.

q Embrace advanced safety systems

It’s difficult to calculate the financial return on something that doesn’t happen. But that’s one of the factors that comes into play when choosing vehicle safety technologies that are meant to prevent collisions. “New features are likely going to dramatically increase the return on

investment,” said Kevin Grove, senior research associate at the Virginia Tech Transportation Institute, referring to features such as automatic emergency braking. Lane departure warnings and lane keeping assist systems can reduce the risk of collisions caused when trucks run off the road, too. He’s also a fan of video-based monitoring. “The video data can be used to train or prevent crashes of almost any type,” he said. “This is very dependent of what your fleet is doing with the data.” About one in three crashes are lane departure events, each averaging about $5,300, said Ananda Pandy, technical specialist for ADAS systems and autonomy at ZF Friedrichshafen. “The more effective the system is, the more the savings is.” TT

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European Trucks

Volvo has updated the FH, FH16, FM, and FMX models, which collectively account for 70% of global sales. (Volvo photo)

Euro Vision Volvo Trucks launch goes online amid coronavirus concerns By John G. Smith Imagine you were hosting the biggest truck launch in company history, but nobody came. That’s exactly the situation Volvo Trucks found itself in, as the OEM updated four models for the European market. A global press event scheduled in Sweden was canceled only days before flights were scheduled because of concerns about potential exposure to the coronavirus. Details were revealed during a webinar instead. “At Volvo we always put safety and people as Number 1, and we will not make any exception,” said president Roger Alm, adding that the OEM continues to monitor the spread of the virus and any influence it will have on suppliers. But the truck launch and business of trucking continue. Volvo is coming off a particularly strong 2019, in which it delivered 131,000 trucks globally. “That is also a record in terms of deliveries,” Alms said, noting that the four models – the longhaul FH and FH16, regional FM, and constructionfocused FMX – represent 70% of sales. Drivers were identified as a clear focus for the product upgrades, with models incorporating improved communications and ergonomics, lower noise levels, and enhanced safety systems. The new FM and FMX cabs, for example, are about two decibels quieter than before, which equates to a 20% drop in sound pressure. Such enhancements are seen as particularly relevant against the backdrop of a driver shortage, which has hardly been limited to North America. In Germany, 40% of drivers will retire in 10 to 15 years, said Helene Mellquist, senior vice-president – Volvo Trucks Europe. Brazil is already short 100,000 drivers, and in India 10% of trucks are at a standstill because of a lack of people behind the wheel.

Commitment to combustion While the truck lineup includes an array of advancements, Volvo officials made a point of stressing that they continue

TODAY’S TRUCKING

to run on combustion engines, even against a backdrop of expanding electrification. “We believe the combustion engine is an important technology going forward,” said Jessica Sandstrom, senior vice-president – global product management, referring to options such as biofuels and liquefied natural gas (LNG). The demand for LNG equipment – introduced two years ago as an option for the Volvo FH and FM trucks – would be even higher if the fuel was more widely available, she said. Volvo expects electrification to happen gradually, first with city applications such as refuse and distribution, followed by regional and construction applications, and finally longhaul. But climate-friendly changes continue to emerge in equipment with combustion engines as well. A Climate-Wise edition of the trucks will be 100% “climate neutral” when running on biofuels, said Maria Bergving, senior vice-president – brand and communication. Those running on LNG will reduce CO2 emissions by 20%. The Volvo FH with I-Save for Euro 6 engines combines the new D13TC engine with other features that can boost fuel economy by up to 7% as well.

Telematics and monitoring “We are able to connect our customers’ trucks to their business more than ever before,” added Hillevi Pihlblad Rafidashti, Volvo Group’s director – strategic planning. Real-time monitoring is now offered for critical components, leveraging artificial intelligence and machine learning. “We can predict potential issues much more accurately and frequently,” she said. Oil drain intervals are also increasing as much as 50% in the process, expanding from 100,000 km over 12 months to up to 150,000 km over 18 months. Inside the cab, all the trucks feature a new 12-inch digital instrument display with four different screen views, while an optional nine-inch side display with touchscreen is used for everything from infotainment systems to camera monitors. Monitors can also capture the image from a new wide-angle camera located just below the passenger-side mirror. On the highway, the FH 16 now features Descent Control, which sets maximum speeds to help prevent unwanted acceleration when traveling downhill, and adaptive cruise control that works down to a complete stop. It’s unknown which of the features will emerge in North American offerings. TT

Awards

Reflecting Excellence MirrorEye monitors honored by truck writers MirrorEye has secured the Jim Winsor Memorial Technical Achievement Award – an honor presented by North American truck writers – for its camera-based mirror replacement system. The annual award recognizes new products or technologies introduced the previous year that embody innovation, vision, technical achievement, and applicability and benefits for the trucking industry. “The group began its deliberations with a field of 32 interesting new products and technologies from 2019, making this year’s list the largest we have seen in several years,” said Jim Park, chairman of the award committee, and a technical editor for Today’s Trucking. “But in our voting, MirrorEye emerged as the top product from the final field of five.” Stoneridge’s MirrorEye Camera Monitor System replaces traditional glass mirrors on Class 8 trucks with a five-camera, three-monitor array that provides a better field of view for drivers while eliminating blind spots. It also enables additional warning opportunities and improves vehicle fuel efficiency by eliminating bulky external mirrors. Rounding out the Top 5 finalists were: Bendix Commercial Vehicle Systems Intellipark – The electronic parking brake system improves safety by preventing roll-away events by automatically applying parking brakes. It also prevents tire and driveline damage by automatically releasing trailer brakes when the vehicle is in motion. Chevron Delo 600 – The engine oil, a low-sulfatedash formula, reduces the rate of diesel particulate filter [DPF] clogging to extend service intervals; lowers the need for active regeneration events; and could enable improvements in DPF design. Link ROI Cabmate – The electronically controlled infinitely variable cab suspension improves ride quality and driver satisfaction. It protects the cab structure by controlling stress that can lead to higher maintenance costs and enhances safety by increasing vehicle stability and providing a more restful sleep for team drivers. SAF-Holland SMAR-te Tire Pilot – This tire inflation management system optimizes tire pressure based on axle load to maximize tire life. It improves safety under light loads by optimizing the tire contact patch for better traction, while cushioning the vehicle and cargo when lightly loaded. LaunchIt Public Relations sponsors the award. TT

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APRIL 2020

News Briefs

CPP bets on Waymo The Canada Pension Plan (CPP) has become a major investor in autonomous driving technology, accounting for a large portion of a recent $2.25-billion investment into Waymo. Waymo – which is owned by Alphabet,

Google’s parent – has been working on such systems for Class 8 trucks since 2017. Tests are ongoing in California, Arizona, Georgia, and Michigan, and there are plans for more work along two U.S. corridors. The investment announced on March 2 will focus on expanding Waymo Driver systems for trucks and cars alike.

Wabco takes over its aftermarket destiny

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The equipped vehicles have already traveled more than 30 million km on public roads in more than 25 cities. “With this injection of capital and business acumen, alongside Alphabet, we’ll deepen our investment in our people, our technology, and our operations, all in support of the deployment of the Waymo Driver around the world,” said Waymo CEO John Krafcik. Other Waymo investors include the Mabadala Investment Company and Silver Lake, a private equity firm that invests into various technologies.

Aftermarket suppliers who wanted Wabco products have long turned to Meritor for the orders. But no longer. As members of the industry gathered during Heavy Duty Aftermarket Week, Wabco was standing on its own, having officially ended the distribution agreement for a portfolio that included ABS technologies, stability control, advanced driver assistance systems (ADAS), air systems and other related products. By March, the company expects to be fully responsible for distributing the products including stability control systems, hydraulic and pneumatic ABS components, OnGuard and OnLane ADAS, electronically controlled air suspension systems, air dryers and cartridges, and air compressors. But another pending deal will transform the supplier in other ways. A proposed merger between Wabco and ZF Friedrichshafen AG is expected to close within months. As part of that, Wabco has also entered into an agreement to sell RH Sheppard to Bendix Commercial Vehicle Systems for US$149.5 million. The decision to divest that business, which develops steering systems, comes in the wake of a U.S. Justice Department’s antitrust review of the proposed Wabco and ZF merger, and a related settlement order approved by the U.S. District Court for the District of Columbia. “By combining the two companies, we really bring a very, very strong potential to the industry in terms of transmission, powertrain, as well as brake systems and

News Briefs steering and the complete vehicle control chassis combination,” said Wabco Americas president Jon Morrison, in an interview with Today’s Trucking. Other potential benefits could come in leveraging the strengths of the two global manufacturers and their respective technologies. With Wabco, for example, ZF picks up a strong presence in the trailer segment. And there’s no mistaking a commitment to maintain and grow the Wabco brand itself, expanding the sales resources to support the aftermarket as a standalone entity. “We’re able to bring the complete Wabco proposition to the market as you might find it in other parts of the world,” Morrison said. “Meritor was a great partnership for 30 years, but as we look to the evolution we have to be much closer to our product, much closer to the customer connected to our product from the standpoint of training and technical support … it’s

better not to have that intermediary.” That means adding up to 150 people to the organization by the end of the year in the name of supporting sales. Other coming enhancements will include training resources such as Wabco academy. “We will more than double the size of the organization,” Morrison said.

Canadian app targets U.S. vHub, the Canadian company that developed an app to help fleets share and reposition trailers, is moving into the U.S. market. The app has been in Canada for nine months and has managed 20,000 rental days, has 4,000 trailers listed, and more than 100 companies registered. The company is owned by Finloc 2000, an asset-based lender. “We understand the fluctuations of trailer utilization,” said vice-president Francis Roy, adding Finloc 2000 regularly

takes calls from customers either looking to borrow money to buy trailers, or negotiate skipped payments when business slows. “If these guys could talk to each other, it would help everybody in the business.” Roy said fleets are already exchanging trailers and supporting backhauls, but needed a digital platform to coordinate. “Our aim is to become the global trailer sharing community for the trucking business,” he said. “Today, in 2020, it’s mind-boggling there’s no way for anyone in the business to know there’s an available trailer across the street they can use right now.”

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In Gear

52 President’s Choice 55 Battery-electric VNRs 59 Product Watch

EQUIPMENT NEWS, REVIEWS, AND MAINTENANCE TIPS Automatic lubrication systems provide a more precise application, but still must be regularly inspected and maintained.

ber of steps, add components in the right way, and cook grease appropriately.” For this reason, many suppliers source grease from third parties, but Purificati said Petro-Canada produces its own at its Mississauga, Ont., plant.

Choosing it

Slick Decisions How to select, organize, and apply grease and other non-engine lubricants By James Menzies When running your fleet like a welllubricated machine, attention must be given to all aspects of your preventive maintenance program, including the lube itself. Grease and lubrication are an often overlooked and misunderstood maintenance requirement. When misapplied, they can have serious implications for the health of your fleet.

TODAY’S TRUCKING

But it may come as a surprise just how complex grease is. “Grease is an art, more than a science,” said Darryl Purificati, OEM technical liaison at Petro-Canada Lubricants. “The formulations for grease are extremely complex. We often say there’s a formula for a lubricant. It’s really a recipe for grease. You have to follow a certain num-

Using moly grease in rolling element bearings – such as wheel bearings, for example – or slack adjusters can cause failure, according to James Booth, commercial sector manager with Chevron. And auto-lubrication systems may have unique requirements, such as no tackifier. Make sure you’re choosing the right grease for your application and don’t fall back on a one-size-fits-all strategy. “It is best to match up the grease performance characteristics to determine what grease to use,” Booth said. Mike Deckert, vice-president of Flo Components, said emphatically that all greases are not created equally. “It’s a common mistake to think that grease is grease,” he said. “Grease has two main components – the base oil and the thickener.” It’s important to choose a grease that’s designed for the application it will be applied in. The thickener, accounting for about 15% of the product, will affect how the grease performs in certain temperatures, and its pumpability in an automatic lubrication system. “In extreme cold climates, the fleet will need a grease formulated to provide low-temperature performance and good pumpability at low temperatures,” said Booth. “Typically, this requires special low-viscosity base oil and polyurea thickener.” Chevron has noted a trend towards synthetic greases, which offer improved performance but come at a higher price point. Petro-Canada’s Purificati agreed that application should drive purchasing decisions.

In Gear Darryl Purificati

“A general-purpose grease on a hinge is going to be a lot different than if it’s exposed to elements. Is it compartmentalized within the unit, or exposed to the elements?” he said.

Organizing it Grease suppliers use color coding to help end users stay organized, but sticking with a single supplier can make it easier to keep greases sorted. “As long as the user is buying grease from the same supplier, the user can quickly tell when a different grease has been used,” Booth said. “Specific greases for specific applications on the rigs can extend re-grease intervals, however, most fleets find it useful to limit the number of greases and optimize the re-grease interval for simplicity. Many fleets have consolidated to one or two different greases – three if you consider the semi-fluid grease in the trailer axles.” Keep greases labeled to prevent misapplications in the shop, and ensure any drums are sealed to prevent contamination.

away,’” he said. “No, what it does is takes the grease gun out of your hand and puts a flashlight and wrenches into them. Someone still has to make sure all the lines are connected. There’s no point having an automatic lubrication system if you have broken lines.” A complete inspection of the system should be conducted during preventive maintenance inspections and drivers should examine the system as part of their daily pre-trip inspections. Driver training is vital, Deckert said, since “it’s the operators who do the walkarounds.” “An automatic lubrication system is not the be all and end all,” Deckert admitted. “It’s a tool, and like any other tool, if not maintained it will break down.” When choosing an automatic lubrication system, ask suppliers questions such as: Can I service it myself? Are replacement parts readily available? Is it air- or electrically-operated? And which components can be connected? The most common components con-

nected to an automatic lube system are: king pins; spring pins; tie rods; brakes; fifth wheel plates; steering links; and on dump trucks, body hinge points. One of the biggest advantages of the systems is that grease is applied as needed, ensuring continuous lubrication. “When you manually lubricate a bearing, within the first hour of operation about 70-75% of what you just put in gets pushed out,” Deckert explained. “So, until the next lubrication interval, you’re running with the bare minimum lubricant, if that.” The best time to grease a bearing is when it’s moving, which can’t be done manaually. “If you can apply lubricant while the truck is rolling down the road, you are getting more efficient coverage,” Deckert said. “Depending on when that timer kicks in and the pump operates, that bearing is going to be in a different position so you are getting more efficient lubrication.” TT

Applying it When applying grease, ensure the grease gun has an adequate PSI to fill the cavity, too. Be sure to keep dirt from entering the grease when stored in open drums, Chevron’s Booth added. Automatic lubrication systems offer several advantages, but they’re not a setit-and-forget-it solution, warned Deckert. “Some people think, ‘I can put on an automatic lubrication system and walk

An autogreaser feed line connected to the body pivot point of a roll-off truck needs to be regularly inspected to ensure the connection is secure.

APRIL 2020

In Gear

Loblaw is a member of Freightliner’s electric vehicle council, and brought an eCascadia to Canada for an initial test run in Surrey, B.C.

President’s Choice One of Canada’s largest private fleets prepares for an electric future By John G. Smith Canada’s largest grocer is shopping for something that doesn’t exist. Not yet. But that has hardly slowed Loblaw in a bid to electrify its private fleet within a decade. It was one of the first Canadian operations to pre-order Tesla Semis, long before production dates were actually established, and has been actively exploring pre-production electric trucks from the likes of Freightliner and BYD. The focus isn’t even limited to the power units themselves. Other tests are exploring everything from solar-powered reefers to battery-electric Terberg yard tractors. It’s all part of a corporate goal to ensure 2030 greenhouse gas emissions are 30% lower than those generated in 2011. “At Loblaw, we recognize the growing environmental, social and business impact of greenhouse gas emissions,” executive chairman and president Galen G. Weston said in 2016, when announcing the targets. “As one of Canada’s largest energy users, we are committed to being part of the solution. We will deliver carbon-reduction in line with our nation’s targets and demonstrate, along with other forward-looking Canadian companies, that these goals can be achieved without

TODAY’S TRUCKING

sacrificing economic growth.” It’s an admirable target, but no small task given the short-term timelines. The studied equipment choices are not widely available. There are still questions about how well they will perform during Canadian winters. (Yard tractors are being tested in Vancouver rather than Regina for that very reason). What charging infrastructure will be needed, and what training will be required? They were only a few of the questions

that Wayne Scott had when he returned from the IAA Truck Show in Hannover, Germany, and sat down with chief administrative officer Rob Wiebe, who had been responsible for the company’s transportation and supply chain in previous roles. “He said, ‘Wayne, you’ve got a job to do,’” recalls Scott, the fleet’s senior director – transport maintenance. “‘Figure it out.’” The last few years have included a focus on that very thing.

‘Perfect fit’ for electric vehicles “Because of our application, we’re a perfect fit,” Scott says, referring to the operating ranges that can be served by an early generation of electric trucks. Out of close to one million loads per year, about one in five Loblaw trips venture no further than

Train Trailer’s James Currier presents Canada’s first fully electric shunt truck to Loblaw’s Wayne Scott in 2019. Tests are underway.

In Gear 100 kilometers of a distribution center. Freightliner’s Class 8 eCascadia, by comparison, is promising an initial range of about 400 kilometers per charge. The fleet has also secured a space on Freightliner’s electric vehicle council, which is helping to inform the manufacturer’s broader rollout of electric trucks, and secured a recent demonstration in Surrey, B.C. as part of it. “We had 65 people there from all across Canada,” Scott says of the event held late last year. “We had dealerships and fleets and customers, and we had BC Hydro in just to understand what we were doing. We had some drayage companies in, that run drayage for us out of the ports.” He was impressed, too. “The performance is off the charts,” Scott says, referring to test runs in an eCascadia loaded to an 80,000-lb. gross vehicle weight. “The loudest thing on that truck is the tire noise.” “If you take a look at your traditional diesel engine, when you accelerate you get the torsional twist to the cab, and the turbo noise, and shifting gears. This, it’s just a straight linear acceleration. There’s no twist, there’s no torque, there’s no turbo noise. It’s eerie quiet – the point where you don’t even realize you have a load. You just accelerate through it.” District managers huddled together the following day for a deeper dive into the equipment. Indeed, there is still plenty of research to do, Scott says, referring to challenges that remain despite recent advances in electric vehicles. Lithium-ion batteries won’t properly charge at temperatures below 0 Celsius, for example, which means electric trucks might need to be charged inside a shop. Then there’s the matter of supplying the power needed in the first place.

to individual locations. At one distribution center, Hydro Quebec was able to locate high-voltage power lines nearby, and the lot includes a 600 kV transformer that’s only 40-45% utilized. Other sites would require bigger infrastructure investments. Even the timing of the charging cycles will need to be considered, to offset the higher prices associated with peak electri-

cal demand. That could require the use of battery banks to support vehicle charging when electricity costs are at their highest, or maybe generating power with rooftop solar arrays. Beyond the trucks, the focus involves monitoring developments in subsystems, such as the Hyliion hybrid axle, and electric offerings from Cummins, Eaton,

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Supplying the charging power “We all realize the trucks are coming,” Scott says. But charging a handful of test trucks on the circuit that supports an arc welder is one thing. Electrifying an entire fleet is an entirely different matter. A fully electrified fleet would require distribution centers to tap into six times more electricity than they use today, he explains. Other challenges will be unique

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TODAY’S TRUCKING

Dana and more. To compound the issues, many recent equipment advances are underway in Europe. If Loblaw wants to tap into those, it needs to address the fact that North American systems run on 60 Hz rather than Europe’s 50 Hz. Beyond the electric trucks, every reefer unit purchased in the last two years has also come with electric standby power, and two or three distribution centers will be outfitted to support such units in the coming year. In a location like Calgary, where some of the trailers are parked for an extended period of time, replacing idling diesel-powered units will play a significant role in reducing unwanted emissions. But no matter what, every OEM that’s looking for a piece of the Loblaw business is being asked to showcase electric offerings and plans as part of the pitch. “You’ve got to show me something different than just the normal Class 8,” Scott says. “I’m not going to put three or four different OEs in my fleet. I want to have two.” Of course, the fleet executive recognizes there will be differences between these trucks and the fleet that’s ultimately put into service. “The next generation [of trucks] can’t have 10,000 lb. of batteries, so you need something that would extend the range,” he says as an example. The good news is that an array of manufacturers are pushing the limits in the search for the best solutions. But Scott points to one man when asked about the driving force in the industry’s march toward electric vehicles. “You’ve got to remember, the only reason we’re doing this is because of one guy: Elon Musk,” he says, referring to the Tesla founder. “He has pushed the envelope so hard and so far, that he’s pushed us into doing this.” There are regulatory pressures on the horizon as well, of course. Many European cities have already announced plans to ban vehicles that run on fossil fuels. “It’s only going to be a matter of time before it comes into North America,” he says. But Scott is clearly a believer in batteryelectric vehicles. “I’m sold on the technology,” he says. “We’re going to try a little bit of everything just to see where it comes out in the end, see who wins.” TT

In Gear

radiator to provide battery heating and cooling, but the engine compartment has been filled with the modular power box. There’s a charging port on the driver’s side. Brett Pope, director of electro-mobility for Volvo Trucks North America, touted the virtues of the VNR Electric. During its operating life, it will produce 40-60% less carbon dioxide than a diesel-fueled truck. It’s also much quieter, which Pope said “will help in urban areas with growing population densities.”

global population, greater urbanization, economic growth, and e-commerce. “At the same time, transportation [capacity] cannot grow ... We need to come up with solutions.” He added, “Electro-mobility will be one of the most important solutions and we are well underway.” Stenqvist is encouraged by the pace at which battery technology is advancing, and noted the trucks rolled out as part of the LIGHTS project already feature second-generation battery technology. In addition to TEC, Trillium has installed two 150-kW fast chargers at its Anaheim, Calif., truck stop, while the Port of Long Beach is installing a 150-kW charger to support drayage operations. Fleets will also consider installing their own charging stations, but Keith Brandis, vice-president, part-

The cab interior is six decibels quieter than a diesel truck. The electric vehicle will first target local distribution, regional haul and construction segments, but Pope said longhaul is on the longer-term horizon. The first electric trucks are anticipated to put in less than 160 km a day. “As the technology improves and the charging infrastructure develops in public spaces, we’ll move into the next segment and grow all the way into longhaul as our ultimate objective,” said Pope. Lars Stenqvist, chief technology officer for Volvo Group, said investing in sustainable transportation is essential. “It is clear for us at Volvo Group, there will be more transport demand going forward,” he said, citing an increasing

nerships and system solutions, warned it’s not a simple undertaking. “Expect challenges and delays,” he cautioned. He suggested to budget plenty of time for installation, to work with experienced turnkey installers, engage jurisdictional authorities early, and plan ahead for future capacity needs. “The whole process took about six months, and will vary depending on location,” Brandis said of a charger installation done to support the LIGHTS project. A 150-kW charger can power up a truck at a rate of about 120 km of range per charging hour, while the smaller 50-kW unit – such as those installed at TEC Equipment – charges at a rate of about 40 km of range per hour. TT

The Electric SpotLIGHT Volvo rolls out first battery-electric VNRs By James Menzies “Partnership is the new leadership,” Volvo Group president and CEO Martin Lundstedt declared, just before five battery electric VNRs were rolled out as part of its LIGHTS (Low-Impact Green Heavy Transport Solution) project. They were the first trucks to be produced under the initiative, and will be delivered to several fleets operating in California and serviced by TEC Equipment, which has installed two charging stations. Representatives from several Canadian fleets – including Purolator, Bison Transport, Loblaw, Challenger, Canadian Tire and Verspeeten Cartage – were also among the crowd of 250 people invited to witness the event. LIGHTS represents a US$37-million investment from Volvo, which will put another $2 billion into North American research and development per year going forward. Lundstedt said that represents the company’s largest-ever investment in North America. “We believe in this continent, we believe a lot of things will happen,” he said. “We are also proud we are building 100% of our trucks here in the U.S.” Volvo initially considered importing its European FE and FL electric cabover trucks to North America, but opted instead to electrify its recently released VNR regional haul truck. By the end of this year, limited production will begin on a straight truck as well as tractors in 4×2, 6×2 with liftable axle, and 6×4 configurations rated at a 66,000-lb. gross combination weight (GCW). The electric driveline has been imported from Europe, as part of Volvo’s CAST (Common Architecture and Shared Technologies) strategy. The heart of the driveline is a twospeed transmission, with dual electric motors to provide propulsion. Batteries are packaged on both sides of the chassis for easy access. The truck still has a

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Feel the Limited Burn Truck fleets share strategies to boost fuel economy By James Menzies Diesel exhaust aftertreatment initially brought plenty of headaches to the trucking industry’s maintenance managers, but emissions-related systems have improved in reliability – and fleets are now enjoying fuel economy benefits that come along for the ride. Tommy Cottingham, director of maintenance and procurement with JB Hunt, said the fleet has seen fuel economy increase by 14% since 2007. He was speaking during a panel discussion on sustainability at the Technology & Maintenance Council’s spring meetings. JB Hunt waited until 2013 to begin deploying trucks with selective catalytic reduction (SCR), which entered the industry in 2010, and saw further fuel economy improvements. “We were late to the table,” Cottingham said of its SCR adoption. Between 2013 and 2018 the company has been replacing its trailer fleet, too. “Every one of our dry vans are now equipped with skirts and low-rolling-resistance tires,” he said. “For a few years there, we saw a really good pickup in fuel economy.” Spec’ing automated manual transmissions delivered another 1% improvement, and further gains were seen when the company adopted adaptive cruise control and incentivized drivers to use cruise by offering a higher top speed of 105 km/h while in cruise. Aerodynamics have also contributed to JB Hunt’s success. Trailer side skirts do incur damage at times, but Cottingham said the fuel economy gains overcome maintenance- and damagerelated costs. One aerodynamic option the fleet does not employ, however, is low-valence air dams, which are prone to their own damage. The company continues to evaluate new technologies, and is currently looking at tire inflation systems, rear trailer aero devices, and wheel covers and

fairings. When evaluating technologies, the company looks for an 8% return on invested capital, which generally ensures there’ll be an ROI in real-world operating conditions. John Vesey, a lease-operator with Hirschbach, urged fleets to remember the driver’s role in fuel economy as well, noting that those behind the wheel can

every year,” said Chris Trajkovski, vice-president. “We don’t have these peaks and valleys. We did the same thing with reefers and dry vans.” Since 2017, the fleet has lowered its diesel consumption by 20%. It has also increased reliability and enhanced driver satisfaction. “Stabilizing the fleet with a replacement plan was really key,” Trajkovski said. Jacob White, director of product marketing at Peterbilt, urged fleets to work to reduce trailer gap for further fuel savings. He said most fleets run a 50-inch trailer gap, while 43 inches is optimal. Shortening the trailer gap

C&S Wholesale Grocers has reduced fuel consumption by 20% since 2017, by employing aero technologies such as wheel covers and fairings.

swing fuel economy as much as 30% in either direction. “You want buy-in from your drivers,” he said. Vesey also emphasized the importance of relationships with vendors, and urged fleets to ask for third-party testimonials before committing to a technology. C&S Wholesale Grocers, which runs about 1,000 power units, has smoothed out replacement cycles to take advantage of new fuel-saving technologies. “A quarter of our tractors get replaced

from 50 inches to 43 produces a 1% fuel savings at highway speeds, White said, and it doesn’t cost a dime. Rear axle ratios continue to become faster, but the most economic ratio depends on speed, grade and application, he added. When climbing a 6% grade, a 2.93 ratio outperforms the 3.08; on a 2% grade the 2.64 wins; and a 2.79 ratio wins the race from zero to 60 mph, beating a 2.64 ratio by a full second. “The faster ratio will almost always be more fuel efficient over the road,” he said. TT APRIL 2020

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2020

PRESENTS

PRODUCT WATCH WHATâ€™S NEW AND NEWS FROM SUPPLIERS

ELECTRICAL

Solar system for liftgates, power jacks Go Power! has introduced a new Helios Solar Charging System for commercial liftgates and pallet jacks. The system features six 100-watt panels, producing twice the amperage of the liftgate charging system it replaces. It also provides power even when the trailer is not coupled to a trailer, and eliminates the need for trailer chargers that can cost $1,200-$1,500 and are typically replaced every two to three years, Go Power! says. www.gpelectric.com TIRES

Michelin launches pre-mold retreads

TRUCKS

New steering option for Mack Anthem Steering a Mack Anthem will be a smoother experience than ever with the introduction of the optional Mack Command Steer. Available by June, the advanced active steering system adds an electric motor to the existing hydraulic steering system, reducing driver effort by up to 85%. Sensors mounted throughout the truck monitor road conditions, along with driver inputs and environmental elements, at a rate of more than 2,000 times per second. The electric motor then applies extra torque to the steering as required. Even under normal conditions, Mack Command Steer helps to ease the driving experience in the face of potholes and other road irregularities, the company says. Mack Command Steer also features a return-to-zero feature that automatically returns the steering wheel to the center position, helping with maneuvers in tight spaces.

www.macktrucks.com

Michelin North America is launching two new pre-mold retreads to broaden its lineup of tire retread technologies. The Michelin X Multi D Pre-Mold retread, coming in March, will complement the previous release of the X Multi D tire. It is available in 220, 230 and 240 tread widths with a deep 28/32inch tread depth. The 250 and 260 tread widths will be available mid-year. For improved fuel efficiency and wear in linehaul trailer operations, the Michelin X Line Energy T Pre-Mold retread will serve the dry van truckload, tanker, and super-regional categories. Its new siping and decoupling grooves promise to support even wear. The retread is available in six tread widths: 200, 210, 220, 230, 240 and 250 â€“ all with 11/32-inch tread depths. www.michelintruck.com

For more new product items, visit PRODUCTS on the web at trucknews.com APRIL 2020

Product Watch TRUCKS

TIRES

WHEELS

Mack day cab comes with SmartWay stamp

Trapped snow used for tire traction

Alcoa sheds weight, fights corrosion

Mack Anthem day cabs can now come with the SmartWay certification through the U.S. Environmental Protection Agency. Models recognized for the fuel savings must be spec’d with roof fairing and side shields, chassis fairings, and an aerodynamic bumper, as well as low-rollingresistance SmartWay-certified tires. Anthems securing the designation will feature a SmartWay logo on the door jamb. www.macktrucks.com STARTERS

BorgWarner updates starter lineups

Cooper Tire’s Work Series is rolling out a new tire for regional fleets in the form of the All Weather Drive (AWD) model. Coming this June, the tire will come in 295/75R22.5 LR G, 11R22.5 LR H, and 11R24.5 LR H sizes. The open-shoulder design features tightly packed center tread blocks. Extensive 3D siping enhances traction, but also interlocks to maintain the tread’s stability during cornering. The tread depth measures 26/32, while wide snow grooves separate the three inner tread blocks with the outside ribs – and even capture snow to help enhance traction. Staggered and zigzagging tread blocks promote traction, while shoulder pockets offer some extra bite in tough conditions. www.coopertire.com DRIVELINES

Dana enhances Spicer SPL Series

BorgWarner has updated its Delco Remy 38MT+ and 39MT heavy-duty gear reduction starters, incorporating its Smart IMS (integrated magnetic switch) and integrated over-crank protection (IOCP). The Smart IMS, in the aftermarket since 2017, ensures the solenoid receives the maximum available voltage by reducing voltage drop, and features six electronic functions to protect against damage caused by the operator or system errors. The IOCP is a built-in circuit breaker that protects against thermal damage by monitoring temperatures and resetting at a safe operating temperature as needed. It also eliminates wiring harnesses. www.borgwarner.com

TODAY’S TRUCKING

Dana has enhanced its Spicer SPL Series driveshafts to improve efficiency and increase performance, boosting torque ratings and improving sealing technologies. Torque ratings for the medium-duty SPL140 will increase by 7%, while the ratings for the SPL170 used in mediumand some heavy-duty applications will go up by 15%. All new driveshafts and related componentry will be completely interchangeable with current SPL product on the market. www.dana.com

Alcoa Wheels is updating its product portfolio with the Ultra One 22.5x8.25inch wheel that weighs in at 39 lb. – a full pound lighter than the model it will replace. The Ultra One maintains a classic look and features hand holes that are 34% larger than competitive offerings, providing easier access to valve stems, the company says. But the product also emerges with the help of a new patent-pending Alcoa Wheels Hub Bore Technology. While the inside wheels on dual assemblies often stick onto hubs, because of the contact patch between the aluminum wheel and the pilot, this design reduces the amount of aluminum that actually touches the hub. It leaves just enough metal to align the wheel. This reduces the hub-to-wheel contact area by up to 64% when compared to other aluminum wheels on the market, leaving less surface area for corrosion to form, the company says. www.alcoawheels.com TELEMATICS

Phillips pre-trips with a button The ability to remotely conduct precheck inspections on an entire trailer fleet at the touch of a button is the latest offering from Phillips Connect Technologies (PCT). The Pre-Check Smart System will test PSI automatic tire inflation systems and tire pressure, liftgate batteries, and lighting. www.phillips-connect.com

National Advertisers Alutrec 49 www.alutrec.com Canadian Shipper 53 www.canadianshipper.com CAT Scale 16 www.catscale.com CITT 23 citt.ca/cclp2020 Concord Trailer Rental 26 www.concordtrailerrental.com Daimler Trucks North America 2-3 www.daimler-trucksnorthamerica.com Digital Days/Maintenance Best Practices 44 www.trucknews.com Eberspächer 17 www.eberspaecher-na.com Great Dane 12 Fleet-Pulse.com Haldex 42 www.haldex.com

International Truck & Engine 18 www.InternationalTrucks.com ISAAC Instruments 7 www.isaac.ca Mack 8 MackTrucks.com/AnthemCommand Manac 20 www.manac.com Mann+Hummel Filtration (Wix Filters) 38 www.wixfilters.com Meritor 10 meritor14xhe.com National Supply Chain Summit 32 Save the Date • October 14, 2020 Omnitracs 63 www.omnitracs.com Peterbilt back cover www.peterbilt.com Peterson Manufacturing 58 www.pmlights.com

Pioneers of Change 45 www.trucknews.com Prolam 40 www.prolamfloors.com SAF Holland 48 www.safholland.ca Shell Rotella 4 www.rotella.shell.com Stoughton Trailers 30 StoughtonTrailers.com/PureBlue Total Canada 24, 47 www.total-canada.ca Truck and Trailer 26 www.truckandtrailer.ca Truck Tech Fleet Summit 56 www.trucksummit.ca Truck World 34-35 www.truckworld.ca TruckPro 54 www.truckpro.ca Volvo Trucks North America 22 volvotrucks.ca/en-ca/trucks/vhd/

COMPANIES IN THE NEWS A Alcoa Wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60 B Bendix Commercial Vehicle Systems . . . . . . . . .47 Bison Transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55 BorgWarner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60 Boyle Transportation . . . . . . . . . . . . . . . . . . . . . . . .36 Bridgestone Americas . . . . . . . . . . . . . . . . . . . . . . .29 BYD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28 C C&S Wholesale Grocers . . . . . . . . . . . . . . . . . . . . . .57 Canadian National . . . . . . . . . . . . . . . . . . . . . . . . . .19 Canadian Tire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55 Capital Benefit Financial Group . . . . . . . . . . . . . .23 CarriersEdge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36 Celadon Canada. . . . . . . . . . . . . . . . . . . . . . . . . . . . .41 Challenger Motor Freight . . . . . . . . . . . . . . . . . . . .55 Chevron . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47, 50 Coastal GasLink . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19 Consortia Group . . . . . . . . . . . . . . . . . . . . . . . . . . . .23 Cooper Tire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60 Corporate Benefits Analysts Insurance Agency . . . . . . . . . . . . . . . . . . . . . . . . . . .23 Cummins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52 D Dalton Timmis Insurance Group . . . . . . . . . . . . .23 Dana . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28, 60 Daseke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28 E Eaton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52 Elective Benefits Services . . . . . . . . . . . . . . . . . . . .23

F Federated Cooperatives Ltd. . . . . . . . . . . . . . 21, 25 Fernandes Hearn . . . . . . . . . . . . . . . . . . . . . . . . . . . .39 Finloc 2000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49 Fleetio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44 Flo Components . . . . . . . . . . . . . . . . . . . . . . . . . . . .50 FlowBelow Aero. . . . . . . . . . . . . . . . . . . . . . . . . . . . .28 Fontain Modification . . . . . . . . . . . . . . . . . . . . . . . .28 Ford Motor Co. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 Freightliner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52 G Go Power! . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59 Groupe Hugo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23 H Hirschbach Motor Lines . . . . . . . . . . . . . . . . . 44, 57 Hydro Quebec . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52 Hyndman Transport . . . . . . . . . . . . . . . . . . . . . . . . .41 I Indemnis Trade Risk Management . . . . . . . . . . .23 J JB Hunt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57 L Link Mfg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47 Lion Electric . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16 Loblaw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52, 55 M Mack Trucks . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59, 60 Master Sourcing. . . . . . . . . . . . . . . . . . . . . . . . . . . . .23 McLean Hallmark Insurance Group . . . . . . . . . . .23 Michelin North America . . . . . . . . . . . . . . . . . . . . .59 MirrorEye . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47

N Newcom Media . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13 NFP Canada . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23 Nussbaum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36 P PBL Insurance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23 Peterbilt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57 Petro-Canada Lubricants . . . . . . . . . . . . . . . . . . . .50 Phillips . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60 Polaris Transportation Group . . . . . . . . . . . . . . . .23 R RR Donnelley . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23 Rush Truck Centres of Canada . . . . . . . . . . . . . . .28 S SAF-Holland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47 T TFI International . . . . . . . . . . . . . . . . . . . . . . . . 23, 25 Train Trailer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52 U UAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23 Utility Trailer Manufacturing . . . . . . . . . . . . . . . . .25 V Verspeeten Cartage . . . . . . . . . . . . . . . . . . . . . . . . .55 vHub . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49 Vitesse Transport . . . . . . . . . . . . . . . . . . . . . . . . . . .23 Volvo Trucks . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25, 46 Volvo Trucks North America . . . . . . . . . . . . . . . . .55 W Wabco . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48 Waymo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48 Wellington Group of Companies . . . . . . . . . . . . .13 Z ZF Friedrichshafen . . . . . . . . . . . . . . . . . . . . . . . . . .45

APRIL 2020

Lockwood By Rolf Lockwood

Feel the Burn The buzz is all electric, but I like combustion engines

ew trucking subjects fascinate me more than the sources of motive power we’ll use in the future, and not just the distant future. The combustion engine will be with us for a long time to come, I’m convinced, but the fuel it drinks… well, that’s open to a ton of questions and possibilities. Diesel will be king for ages, but not necessarily in a fossil-fuel form. A few years back I might have said that biodiesel – ordinary diesel blended with as much as 20% biomass-based fuel – was going to come on strong, and it looked that way at the time. I wrote a story 10 years ago on a 20-truck farm fleet that switched to biodiesel and had great success with its road equipment as well as huge combines and tractors. Fuel economy rose by 10% or so across the board, and the company was downright gleeful. They began with a 5% blend, then moved on to 20% in the summer with no ill effects. But I went back to visit them last year, having heard that they’d abandoned the biodiesel idea. Seems their engine supplier told them if they continued, their engine warranties would be in jeopardy. The issue was essentially the lack of refining standards and the possibility of large variations in fuel quality. To my mind the idea still has merit. We may be past that sort of blending and into direct-replacement renewables on a large scale before too long. New York City is in the process of doing exactly that. A user of biodiesel for both fueling its fleet and heating its buildings for the last dozen years, in 2019 it started moving to renewable diesel for sanitation trucks and some others. Made of plants and animal fats, the fuel is produced by Renewable Energy Group. “Renewable diesel is an exciting next step which holds the prospect of completely replacing regular diesel with no impact to operations,” said Keith Kerman, NYC chief fleet officer. Another good example is the City of Oakland, Calif., where waste feedstock is now being converted to renewable diesel to

fuel the entire municipal fleet. San Francisco, San Diego, and Eugene, Ore. are doing the same. Oakland and its partners gather waste cooking oils from restaurants and other businesses in the metropolitan area and convert it to fuel. It’s a low-carbon fuel that cuts engine-out emissions of nitrogen oxides by 9%, carbon monoxide by 24%, and fine particulates by 33%, and is compatible with all diesel engines. The city says it reduces greenhouse gas emissions by 74% compared to conventional fossil diesel. Renewable diesel costs more per gallon than biodiesel, some US$1.65 more when New York made its switch, so it won’t be attractive to for-hire fleets at present. Some private freight fleets may be better able to justify it, but in the future… And then there’s renewable natural gas (RNG) soon to be fuelling most of the 170 garbage trucks in the City of Toronto. Slated to start about now, the project will take food scraps and other organic waste, and by way of things called anaerobic digesters, turn into all that into biogas. The city is working with natural gas supplier Enbridge to accomplish this. It’s not the first such example of such a beautiful circular solution, with garbage trucks being refueled by the waste they collect. What makes it unique, I believe, is that the gas will also be injected into the natural gas “grid” and thus used by anyone. Toronto is planning to build three more such waste-to-fuel conversion plants. The point in all this is that, while billions are spent on battery electric and hydrogen fuel cell electric trucks, there are other short- and long-term options. TT

“We may be past that sort of blending, and into direct-replacement renewables on a large scale.”

TODAY’S TRUCKING

Rolf Lockwood is the editor emeritus of Today’s Trucking magazine. You can reach him at rolf@newcom.ca.

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