Issuu

Page 8

Page 10

Page 16

Movement on MELT

Picking the port

Safety focused

Manitoba closer to adopting a MELT program.

CentrePort continues to attract carriers.

Left lane ban, stricter chain up enforcement in B.C.

Reach us at our Western Canada news bureau Contact Derek Clouthier Derek@Newcom.ca or call 403-969-1506

Western Canada’s Trucking Newspaper Since 1989

January 2019

Delivering daily news at trucknews.com

Volume 29, Issue 12

MELT to be mandated in Saskatchewan starting March 15

19 PAGES

-25

Though cracking ice, jackknifed trailers, and stranded drivers make for entertaining TV, the reality of driving RTL’s ice road is much more predictable, and safe.

Icy roads ahead Driving RTL’s ice road is nothing like what you see on TV By Derek Clouthier YELLOWKNIFE, N.W.T. Driving the ice roads in Canada’s north is on several drivers’ bucket list – it’s even a popular (and dramatic) TV show. Despite the drama we see on television, building an ice road is a serious matter, one where safety is a top priority. RTL Robinson Enterprises, a division of RTL-Westcan Group of Companies, has been making ice roads to service northern mining operations for decades. Starting with gold mines, Larry Wheaton, vice-president of operations for RTL at its Yellowknife location, said the road now provides access to the diamond mines, which were discovered in the mid-‘80s. “It was very fortunate for the north, when the gold died off and the diamonds, which nobody even knew were here, took off and went gangbusters, and it morphed into the big thing we have today,” said Wheaton. “We do anywhere from 10-12,000 loads in a season.” Those loads travel on what is known as the Joint Venture, or JV Road – a 450 km stretch of highway that is open from around Jan. 29 to the end of March. Wheaton and his team took a helicopter out Dec. 6 to check the thickness of the ice. “Based on that, it will tell us when we think we can get out onto the ice,” said Wheaton. “If we get out there

and find we have 11, 12, or 13 inches, we’re pretty comfortable to start off with light equipment. If you’ve only got five or six inches, then we’re waiting for Mother Nature to catch up to us.” During the past decade, Wheaton said his team has removed the snow from where the road runs on the freezing lakes sooner to help advance the process of ice growth. “Some can say that’s global warming, some can say we haven’t broke any highs or lows,” he said, “but because it’s a necessity to get the ice growth to get the volume of loads up the roads, we need to expose the ice sooner.” The plan this season, depending on ice thickness, was to set up camps on Dec. 15 and get the crew removing more snow from the ice road with light equipment. They then flood the ice to sustain ice growth. Once the thickness reaches 18 to 20 inches, heavy equipment is permitted on the road and construction of the portages begins. With the use of GPS technology, the road is placed in the same location every year. In the past, the crew relied more on maps, memory, and traditional knowledge. Portages, which make up about 15% of the ice road, are in designated spots where RTL has been issued land use permits to facilitate travel between the lakes. They are required to put a minimum of four inches of ice over the land for the portages to ensure the road is Continued on page 17

REGINA, SASKATCHEWAN The Saskatchewan government announced it will implement mandatory entry-level driver training (MELT) staring March 15 for anyone looking to acquire a Class 1 commercial licence. “Saskatchewan has been working to improve standards for training curriculum and driver testing for semi drivers since mid-2017,” said Joe Hargrave, minister responsible for Saskatchewan Government Insurance (SGI). “Our ongoing consultations with other provinces have helped address gaps and inconsistencies when commercial drivers cross provincial borders. Stronger training requirements in Saskatchewan and across Canada will help make our province’s and our nation’s roads safer.” Susan Ewart, executive director of the Saskatchewan Trucking Association (STA), told Truck News West the association has advocated for regulatory changes that create Continued on page 9

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With buoyant freight volumes expected to continue into next year and equipment capacity remaining tight, Canadian shippers are bracing for continued upward pressure on transportation, particularly in truck transportation. Truckload and LTL are expected to hold the greatest pricing power, according to our annual Transportation Buying Trends Survey.

Canadian shippers expecting to increase use of modes Rail TL

Canadian shipper views on competitive activity between modes

26%

34%

Private fleet

16%

Courier

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Marine

35%

Air cargo

13%

Intermodal

31%

Rail TL

Above normal levels

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Well below normal levels

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4 Truck News – West • January 2019

ISSN 0700-5016 (Print) ISSN 1923-3531 (Online)

Contents

Lou Smyrlis Director Business Development 416-510-6881 lou@newcom.ca Kathy Koras Associate Publisher 416-510-6892 kathy@newcom.ca A. (Tony) Hohenadel Publisher - truckandtrailer.ca 416-614-5800 tony@newcom.ca EDITORIAL Derek Clouthier Editor 403-969-1506 derek@newcom.ca Sonia Straface Associate Editor 416-510-6890 sonia@newcom.ca James Menzies Contributing Editor 416-510-6896 james@newcom.ca DESIGN AND PRODUCTION Michael Chimienti, Beverley Richards, Tim Norton ACCOUNT MANAGERS Nickisha Rashid National Accounts Manager 416-614-5824 nickisha@newcom.ca

MANITOBA Pages 10-11 Canada’s largest inland port continues to attract carriers.

Anthony Buttino National Accounts Manager 514-292-2297 anthonyb@newcom.ca

BRITISH COLUMBIA

Denis Arsenault Quebec Accounts Manager 514-938-0639 ext. 2 denis@newcom.ca

Page 15 B.C. auditor general suggests government consider MELT program; new president at Magnum.

Doug Copeland Regional Accounts Manager 905-715-9511 doug@newcom.ca

Page 16 Left lane ban and stricter chain-up enforcement in B.C.

Paul Beelien Regional Accounts Manager 416-614-5806 paul@newcom.ca

ALBERTA Page 28 Trucking HR Canada bringing recruitment workshops to Western Canada.

Truck West is published monthly by

Newcom Media Inc.

Business

Chairman & Founder: Jim Glionna President Joe Glionna Vice - President Melissa Summerfield Director of Circulation Pat Glionna

Platooning tested on Canadian roadways for the first time.

Subscription Inquiries Lilianna Kantor Phone: 416-614-5815 Fax: 416-614-8861 Email: lily@newcom.ca RETURN UNDELIVERABLE CANADIAN ADDRESSES TO: CIRCULATION DEPARTMENT, TRUCK NEWS 5353 DUNDAS STREET WEST, SUITE 400, TORONTO, ONTARIO M9B 6H8

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Get moving; our new logo; associations weigh in.

MTA’s public relations campaign to highlight importance of industry.

18 Marketplace Reasons for the hot trailer market.

Manitoba eyes MELT program; Saskatchewan approves super singles.

Lifting oil prices up from the bottom of the barrel.

29 Mark Dalton in… Dalton is hailed a cab.

Saskatchewan to launch MELT this spring.

Traveling on the JV ice road is nothing like a television drama.

TRUCK WEST is a proud member of the following trucking associations:

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Editorial

In-brief

Cover story

In Every Issue

Opinion

Cover story

30 Last Word: Getting their hands dirty.

January 2019 • Truck News – West 5

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EDITORIAL Derek’s deliberation

Let’s finally make that New Year’s resolution stick I like to start off the New Year with a column reminding truck drivers about the importance of physical and mental health. You really are not unique in any way – being healthy is important for everyone, and truck drivers are no different. So many jobs in 2019 rely on a person’s ability to sit stationary for an extended time, something human beings are not naturally supposed to do. By far, the most common cause of death worldwide, according to the World Health Organization, is ischemic heart disease, otherwise known as coronary heart disease. This is when the arteries that supply blood to your heart become narrowed and restrict blood flow to the heart. What causes this ailment? Our lifestyle of course – sitting down and being inactive, and eating quick, unhealthy food choices because they are cheap, easy, and convenient. To treat ischemic heart disease, doctors recommend eating a diet low in saturated fat, cholesterol, and sodium (pretty much the key ingredients in any tasty roadside dining option), and get more exercise. Whether you’re a truck driver, dispatcher, or any other position at a carrier or elsewhere, I urge company executives to provide the flexibility and support for employees to live a healthy lifestyle in the

workplace. Allow drivers and others to have the time each day to be active – even if that is just a half-hour to be free and move. Make it worth their while to ensure they are taking advantage of the opportunity by rewarding them for choosing to be healthy. There are so many benefits to a healthy workforce and population: lower healthcare costs, lower health premiums, more productive staff, a happier workforce, easier to recruit new employees…the list goes on. Make 2019 the year you make health and wellness a top priority. New look I imagine you noticed we have a new logo and name for our western magazine. Playing on the recognizable Truck News brand, we have decided to rename our two Truck News publications and identify them as West and East. Truck News – West is the same quality magazine as Truck West always was and will continue to be. Though many of our readers in Western Canada recognized the

Association’s corner Another new feature of the magazine for 2019 is that we will feature a rotating monthly column from each of the western trucking associations. The first comes from Manitoba, and each will have the opportunity to write three columns throughout the year to touch upon the issues they are working on to help improve our industry. I urge our readers to be open and honest about these columns and write a letter to the editor telling me your thoughts about what the associations address in their columns. I understand not everyone in the industry sees eye-to-eye on all the issues – I’m sure you’ve read some of my columns and thought I had no idea what I was talking about – but if we work together and not simply be dismissive, I think it’s beneficial to all. TW

Truck West brand, we made the change to better illustrate how Truck News covers the Canadian trucking industry across the country and beyond, yet does so with an emphasis on their particular geographic locations. Truck News – West will continue to focus on Western Canada – B.C., Alberta, Saskatchewan, Manitoba, and the North – while Truck News – East will concentrate on Ontario, Quebec, and the Maritimes. So fear not Truck West fans, the name may have changed, but we have not.

Derek Clouthier can be reached by phone at (403) 969-1506 or by email at derek@newcom.ca. You can also follow him on Twitter at @DerekClouthier.

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January 2019 • Truck News – West 7

IN-BRIEF

Saskatchewan makes super single tire pilot program permanent REGINA, SASKATCHEWAN The province of Saskatchewan is expanding, making permanent, and harmonizing its single widebase tire program with Ontario’s in an effort to improve internal trade. “Our provinces are taking action to create a better trade environment in Canada that will result in real benefits to our key sectors and the people who do business in our provinces,” said Trade and Export Development Minister Jeremy Harrison. “This announcement is one of several initiatives the provinces are working on to enhance internal

trade between Saskatchewan and Ontario.” The harmonization of the super single tire programs is intended to make shipments easier for trucking companies traveling between the two provinces. It is also expected to help curb greenhouse gas emissions. “With thousands of trucks transporting goods in and out of the province, an increase in fuel economy reduces both shipping costs and carbon emissions,” said Highways and Infrastructure Minister Lori Carr. “This program shows that provinces can reduce internal barriers to trade and have

8 Truck News – West • January 2019

kg per tire. This increase does not apply to tires on the steering axle. In the coming months, regulations will be amended to allow trucks to use the tires without a permit. Saskatchewan’s super single pilot program, which began in July 2017, will also become permanent. TW

a positive impact on the environment by working together.” The expansion of the single wide-base tire program applies to all 12-month primary weight highways and allows permitted trucks to increase weight on 455 mm tires or wider from 3,850 kg to 4,250

Manitoba takes steps toward a MELT program WINNIPEG, MANITOBA The province of Manitoba is moving forward with consultations aimed at implementing a mandatory entry-level driver training (MELT) program, Infrastructure Minister Ron Schuler has announced. “Our government is focused on safety above all else,” Schuler said. “Mandatory entry-level training is something the trucking industry has asked for and we want to work in a collaborative way to ensure that Manitoba roadways are as safe as possible.” Consultations will be held Jan. 7 in Winnipeg and Jan. 10 in Brandon. Just days after Saskatchewan said it would implement a MELT program this coming March, Manitoba appears to be following the same path. “Mandatory entry-level training is something that would have broad impacts across sectors including transportation, infrastructure and agriculture,” Schuler said. “We want to hear from Manitobans and ensure this proposed change focuses on safety in collaboration with industry.” Following Saskatchewan’s announcement, Manitoba Trucking Association executive director Terry Shaw posted his thoughts on Twitter, writing, “ON, AB and now SK have all beaten MB out of the gate on this issue. MB is recognized as a transportation hub yet @MBGov is silent on this critical transport policy. @TruckingMB members are concerned. @Brian_ Pallister, @Min_Schuler, will MB mandate truck driver training?” Alberta announced in October that it would implement a MELT program this spring. B.C. has not made any official announcements on whether it will have its own program in the near future. Manitoba’s effort to iron out a MELT program for Class 1 drivers began in April, working with Manitoba Education and Training, as well as Manitoba Public Insurance. Upcoming consultations will include discussions around training standards, approaches to outof-province drivers, and the scope of individuals who will require MELT training. TW

COVER STORY

W i ar nte tJ rC an ou ua rs ry es 21

What’s the most rewarding career decision you’ll ever make?

MELT coming to Saskatchewan Continued from page 1

both a better business environment for the industry and safer roads for all motorists. “Today’s announcement is not only a major step forward for the trucking industry, but an important move forward for the entire province,” said Ewart. “Government and industry have worked collectively to raise the bar on safety and implement a higher training standard for new commercial drivers. As the truck driver shortage grows across the nation, this regulatory change will assist the industry in educating, training, and building the competent and skilled workforce that our economy needs now and in the future.” The proposed MELT program will require drivers to complete a minimum of 121.5 hours of training. The curriculum will include classroom instruction, in-yard training, and behind the wheel experience. The program will focus on basic driving techniques, professional driving habits, and vehicle and air brake inspections. Those currently holding a Class 1 licence will be grandfathered in as of the implementation date.

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“…this regulatory change will assist the industry in educating, training, and building the competent and skilled workforce that our economy needs now and in the future.” – Susan Ewart Drivers in the agriculture sector using farming equipment will need to obtain an “F” endorsement on their existing driver’s licence and will be restricted to working within the province. The endorsement will not be required for those who already have a Class 1 licence or have completed MELT training. A 12-month safety monitoring program is also being introduced effective immediately for all semitruck drivers. SGI will monitor drivers more stringently for the year following MELT training to ensure competence. As of March 15, SGI examiners will handle all Class 1 road tests. “The industry is on-board with strengthened training requirements,” said Ewart. “Commercial drivers play a critical role delivering goods that keep our economy moving. Our industry also has a responsibility to make sure commercial semi drivers have the knowledge and skills to do their job ensuring the safety of everyone on the road.” TW

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January 2019 • Truck News – West 9

MANITOBA

The center of it all CentrePort Canada continues to entice Manitoba trucking companies By Derek Clouthier WINNIPEG, MANITOBA Things are hopping at CentrePort Canada of late, as more carriers look to expand or relocate to the country’s largest inland port. CentrePort said around 70% of Manitoba’s trucking companies are located on its lands, all looking to benefit from what has been a deliberate effort through its strategic development plan to offer opportunity at the tri-modal port. “There has and continues to be a significant clustering of clients who need trucking services in the cargo, logistics, manufacturing, and warehousing industries, as well as availability of support services at CentrePort for trucking companies,” said Diane Gray, president and CEO of CentrePort Canada. “This critical mass, along with the availability of serviced industrial land for development, makes the inland port a natural place for trucking companies to locate.” One trucking company that recently announced it will be relocating to CentrePort is Len Dubois

Trucking, which had been looking at options for a new home for some time. “We felt the few existing properties that were suitable in size for our operations were always not in the right location for one reason or another,” said Jason Dubois, president of Len Dubois Trucking. “We always said the CentrePort area would be the best location for our employees with direct access to our customers and suppliers.” The company will take possession of its new property this spring, and following some renovations, plan to be fully operational in the summer. The move will enable the Manitoba carrier to finally take on some of the bigger jobs it currently cannot. “We have been at capacity for close to five years now and have not been able to tackle some larger jobs that come along, so we are excited to be able to handle more work with a larger footprint,” said Dubois. “Having direct access to CentrePort Canada Way will be a huge benefit for our drivers and our operations. It will give us the opportunity to

Trucking companies continue to invest into CentrePort Canada. continue to expand and grow our service offerings.” CentrePort has made several efforts to attract more carriers and entice existing occupants to expand, with infrastructure improvements like CentrePort Canada Way either completed or in the planning stage. “As the dedicated master planner and facilitator of development at the inland port, CentrePort Canada Inc. understands that key infrastructure is what sets the stage for private sector investments,” said Gray. “The corporation has helped to facilitate the planning and completion of infrastructure in CentrePort North (the RM of Rosser lands at CentrePort).”

Freightliner Manitoba is one of those occupants expanding, announcing in September that it would build a new, 78,000-sq./ft. facility in CentrePort’s Brookside Industrial Park. “Our new location gives us the chance to more than double our space and build an extremely exciting service concept for Manitoba,” said Ken Talbot, president of Freightliner. “We’re excited to offer our customers and employees more: more space, more parking, and a more modern facility overall. We also plan to grow our staff once we move in to the new location.” Some key road infrastructure initiatives include the opening of

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CentrePort Canada Way, as well as upgrades to Highway 59, 75, and the Perimeter. Gray said this will provide carriers with the ability to quickly reach highway speeds for the efficient movement of goods.

“We have been at capacity for close to five years now and have not been able to tackle some larger jobs that come along, so we are excited to be able to handle more work with a larger footprint.” – Jason Dubois, on his company’s move to CentrePort Water and wastewater servicing has been upgraded, which led this past year to the first two fully-serviced industrial parks at CentrePort. Hydro, natural gas, and telecommunications have also been improved, all contributing to more than 1,200 acres being sold or conditionally sold just this year, with 57 new companies currently developing at CentrePort, providing more than 1,400 jobs. One thing that cannot be upgraded, but has been a signif-

icant benefit to CentrePort, is its location. Gray said this, coupled with completed infrastructure improvements and planned investments – such as the Chief Peguis Trail extension – will help enhance the port’s “advantageous location” for trucking companies. “Access to three Class 1 railways – CP, CN, BNSF Railway – and the upcoming construction of CentrePort Canada Rail Park also contribute to an increasing concentration of trucking activity,” she said. “Located in the center of the footprint, the Rail Park will attract companies that are heavily utilizing both truck and rail to transport their goods, allowing them to access both modes of transportation from a single site.” Construction of the rail park, a 665-acre project, will commence late next year. CentrePort has no plans to slow down its pace of development in the future. At 20,000 acres – about the size of Manhattan – there is plenty of room for trucking companies to expand or relocated their operations. “We will continue to tell companies who are interested in CentrePort that the inland port,” said Gray, “and Manitoba, is open for business.” TW

Payne Transportation donates to Children’s Wish

From left: Thomas McKee, Susan Wiebe, Aimee Rich, Dale Bjorklund, Haylie Payne, Christina Matias, Mark Dobbs, Nicole Pacheco, Shaylee Dueck, Tom Payne, Sheldon Novak, and Peter Bonneville WINNIPEG, MANITOBA Payne Transportation has donated $4,000 to the Children’s Wish Foundation. The funds were raised from raffles during the carrier’s 6th annual Gala and Awards night, where employees and owner-op-

erators join together to recognize achievements in safety and years of service. Payne Transportation presented a cheque to Aimee Rich of the Children’s Wish Foundation, and thank all the sponsors who helped make the event a success. TW

Arnold Bros. brings Plaid Wonderland to parade WINNIPEG, MANITOBA Arnold Bros. brought the plaid to the Winnipeg Santa Claus Parade to raise awareness for prostate cancer programs. The company entered into the parade a tractor-trailer dubbed ‘Plaid Wonderland’ Nov. 17. Arnold Bros. has raised more than $19,000 this year for the cause. “It kind of took on a life of its own,”

said Arnold Bros. finance director Carla Kaneski. “Awareness is everything for us. Men typically don’t like to talk about their health,” added Arden Bagni, a spokeswoman for Prostate Cancer Canada. “Yet almost all of the men who have prostate cancer detected soon enough will survive”. For more information on the cause, visit www.plaidfordad.ca. TW

January 2019 • Truck News – West 11

OPINION Association Corner

Why should anyone care about trucking? Trucking makes everything possible, from here to tomorrow. This is the message of the Manitoba Trucking Association’s (MTA) new public relations campaign, set to officially launch in 2019. With “movement” as the main theme, the MTA has begun to unveil its message on our website and YouTube channel. The message is a powerful one, and we hope with this campaign the MTA will get the public thinking about how profoundly their lives are impacted by trucking. For those of us in the trucking industry, this comes as no surprise. Anyone who has worked in our industry – as a driver, dispatcher, technician, or sales – knows the numbers: 95% of goods in Manitoba are shipped by truck, trucking contributes more than $2 billion to Manitoba’s GDP, and it employs (directly and indirectly) approximately 4.6% of the provincial labor force. But outside of trucking, who knows these numbers? That’s why the trucking industry isn’t the intended audience of the MTA’s new campaign; the general public is. Too often the

attention our industry gets from the media isn’t for the good news stories. They say any publicity is good publicity, but I think trucking might be the exception to that rule. Generally, we are an invisible industry, except for when we make the news. Then all of the good, safe, on-time work we have done becomes irrelevant. We want the general public to see that we are a safe industry, and that what they do, for work or pleasure, relies on us to do our jobs right.

“Trucking makes everything possible, from here to tomorrow.” John Erik Albrechtsen, president of the MTA, agrees. One of his beliefs about how the trucking industry can achieve some of its goals is to get the public on board. An example of this is mandatory entry level training, or MELT. Currently, Ontario is

the only province with such a program for the trucking industry in place. In Manitoba, the trucking association has been advocating for a driver training standard for years, even going so far as to develop a program with MPI, the provincial driving insurer. This program, Manitoba Entry Level Professional Truck Driver Training, trained drivers through a six-week course plus mentorship, meaning it took two full years before commercial drivers were qualified and on the road alone. While a new, equally popular program has been developed to replace the original, there remains no provincially legislated training standard in Manitoba. However, due to last year’s tragic accident in Humboldt, public will toward a commercial driving training changed. Alberta announced a new standard, as did Saskatchewan. In Manitoba, the government claims to be moving toward implementing one, however, as of this writing, the MTA has not received any definitive answers from anyone in the provincial government. With public will providing the

Terry Shaw oversees the planning and priorities of the MTA, is the lead for political liaison and relations with all levels of government, media relations, and acts as a spokesperson for the industry. He is a member of several MTA committees and represents the association through his involvement with Trucking HR Canada, the Manitoba Employers Council, and the Winnipeg and Manitoba Chambers of Commerce. Terry also engages on national issues as a regional vice-president of the Canadian Trucking Alliance, of which he is a board and executive member.

fuel for provincial governments to get this done, the trucking industry in some provinces is gaining the training standard for which it has long advocated, and the MTA wants to ensure that Manitoba becomes one of those provinces. So, why should anyone care about trucking? Trucking makes everything possible, from here to tomorrow. TW

Answers on page 28

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12 Truck News – West • January 2019

Ocean containers, slangily (3,4) Truck repair pros, briefly Driver ____ accident cause Trailer cargo restraint (4,3) Suspension components Trailer kingpin portion DPF system cleanses Uplifting vocational truck attachment Driver’s seat comfort item Quebec home of Simard transport Road ____, lengthy Australian rig In-bond trailer attachments They’re sometimes one-way

Down 1 2 3 4 5 6 7 12 13 14 16 18 19

Trucks’ design details, briefly Truck fuel economy factor (3,4) “Rubber City” in Ohio Icy road rigs (4,9) Ford cargo van Mississauga aluminum trailer maker U.S. truckers’ ’73 and ’79 actions Truckmakers’ defect-fixing campaigns Isuzu low cab forward line (1,6) Goods in excess of Bill of Lading Ultra One wheels brand Trucking company, a.k.a. ____ carrier Air or fuel system reservoirs

Petrol Points

Rescuing oil prices from the bottom of the barrel If you want to stoke the fire and raise the ire of the consumer, just let them know that pump prices are jumping by two, three, or any cents a liter overnight. The cat like reflex reactions have a common expletive deleted denominator, which will not be defended in this report – that “the oil companies are all in it together – and we’re getting the shaft.” And another: “The government should do something about it.” The assumption on the part of some consumers here is that the oil companies meet at Timmy’s to agree on who will sell what at what price – and when and where. Being, I believe, one of the few, if not the only media commentator who has actually worked in the downstream side of the oil industry, I can tell you that they all adhere tenaciously to the rules of the Competition Act and Restrictive Trade, as issued by the Federal Government.

the rest of the country will be right back where it all began. The next option would be to buy unit trains, which can carry 70,000 bbls of crude. These are not stock items you can pick up at an industrial version of Walmart, so delivery time for these units is not immediate and immediate action with associated results is what is needed. But adding unit trains to its solution portfolio will only play into Prime Minister Trudeau’s poker hand because it will take the pressure off him to come up with the real solution – which is to kick ass with the Trans Mountain and Keystone XL pipelines, or at the very

least, show that he has his steel toed boots on. It doesn’t look that way, though. With the First Minister’s Conference in Montreal to last for all of six hours, the Trudeau government has succumbed to the criticism of Alberta and Saskatchewan, and as a result, there will be a last-minute addition to the agenda that will “include a discussion on the oil and gas industry in Canada and the impact on Canada’s energy sector and workers.” Forget the steel toed boots. Our federal government is still practicing and perfecting the soft shoe shuffle. TW

Roger McKnight is the chief petroleum analyst with En-Pro International Inc. Roger has more than 25 years of experience in the oil industry. He is a regular guest on radio and television programs, and is quoted regularly in newspapers and magazines across Canada.

The Alberta move is to be applauded, as Premier Notley has no choice because support from Ottawa was and continues to be zilch. Having said that, some may look at the crude oil curtailment directive, as issued by Alberta premiere Rachel Notley, as a form of price fixing and collusion similar to the anticipated outcome of the current OPEC meeting. Sure, both producers will lower output, but for different reasons – Alberta for survival of the oil patch, OPEC, or the Saudis, to balance their budgets and maintain their social programs to dampen any potential political uprisings within the Kingdom. The Alberta move is to be applauded, as Premier Notley has no choice because support from Ottawa was and continues to be zilch. Now, if Alberta had a car assembly plant… but then again, it doesn’t. The crude oil cutback is the first of three steps recommended in last week’s report, and it’s had an immediate effect on the price of Western Canadian Select (WCS), with the West Texas Intermediate (WTI) differential narrowing literally overnight. The problem is that as the lower supply goes, these low WCS prices will reverse themselves and increase. The faster they increase, the faster U.S. refiners will dust off the old Rolodex and start renewing relationships with former suppliers. Demand for WCS will then decrease, lowering prices and the spread will return. So, Alberta and

January 2019 • Truck News – West 13

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B.C. auditor general recommends province consider adopting MELT VICTORIA, BRITISH COLUMBIA The Office of the Auditor General of B.C. says more needs to be done to ensure commercial vehicle safety in the province, including the consideration of a MELT program. The auditor general released a new report titled An Independent Audit of Commercial Vehicle Safety, indicating that during the past decade there are on average 300 people killed from vehicle collisions per year, with 20% involving heavy commercial vehicles. “The Ministry of Transportation and Infrastructure, Ministry of Public Safety and Solicitor General, and ICBC have commercial vehicle safety programs in place that prevent crashes and save lives, but much more needs to be done to ensure British Columbia’s roads are safe,” said the auditor general, Carol Bellringer. The report included a recommendation that work evaluating licensing strategies continue. “We recommend that ICBC continue its recent work to evaluate licensing strategies, including the effectiveness of B.C.’s commer-

cial driver licensing standards, to improve road safety, and that it act upon the findings, in coordination with the Ministry of Public Safety and Solicitor General,” the report states. “This should include consideration of mandatory entrylevel training.” In B.C., heavy commercial vehicles represent 3% of registered vehicles and were involved in 19% of fatal collisions. The auditor general’s report does state that in the majority of the fatal collisions involving heavy vehicles, the commercial driver was not at fault. The report says safety education and awareness around commercial trucks are helpful but limited due to budget constraints. The auditor general recommends that the provincial government do more to ensure commercial vehicles are driving safely, and says government does not have a clear and effective system to hold licensed private inspection facilities accountable for complying with commercial vehicle safety standards.

New president/CEO leading Magnum Trailer and Equipment ABBOTSFORD, BRITISH COLUMBIA Magnum Trailer and Equipment has named Andrew Taylor as its president and CEO. “Magnum has a huge opportunity in the transportation equipment market. Our products and services are designed to protect trucks and their drivers and improve the operation of moving goods across the country – what we do really matters,” said Taylor. “Our commitment is to exceed our customer expectations, providing a quality product they can rely on with the best in engineering expertise and using the latest manufacturing practices.” Taylor comes with a background as a CEO, where he constructed leadership teams, drove business change, and supported innovative product development. “I am really looking forward to meeting more of our customers and dealers and hearing how we can better serve their needs,” said Taylor. “Without giving away too much, you will be hearing a lot more news as we ramp up our team, expand our dealer network and add new equipment to our repair and service facility.”

Magnum, a manufacturer and service provider for heavy-duty truck accessories and trailers, has been in business for nearly 35 years and is headquartered in Abbotsford, B.C. It boasts 50,000 sq/ft. of space at its Riverside location, where more than 3,500 trucks come through each year. TW

“As part of our audit, we identified a model that assesses the impact of roadside inspection and enforcement activities on commercial vehicle safety,” said Bellringer. “We adopted the model for use in B.C., then used it to analyze the data collected by the B.C. government. Over the past three years, roadside inspection and enforcement activities with commercial

vehicles in B.C. prevented an estimated 1,100 crashes, including four fatalities and more than 260 injuries. Government should use this type of data analysis to set clear targets and allocate resources efficiently to meet its targets.” To read the report, visit www. bcauditor.com/sites/default/files/ publications/reports/OAGBC_ CVS_RPT.pdf. TW

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January 2019 • Truck News – West 15

BRITISH COLUMBIA

B.C. aims to increase road safety with left lane ban, stricter chain up enforcement By Derek Clouthier VICTORIA, BRITISH COLUMBIA Increasing safety on B.C.’s highways has become a focus for the provincial government of late, and several new regulations will impact commercial trucks traveling across the province. For starters, commercial vehicle drivers will no longer be permitted to use the far left lane when going up Snowshed Hill on the Coquihalla Highway. B.C.’s Ministry of Transportation and Infrastructure said the effort was part of a pilot program, and commercial trucks would not be permitted to use the left lane on Snowshed Hill between Box Canyon and Zopkios. Other routes in the interior of the province could also see the same measures in the future. For now, the focus is being put on Snowshed Hill because the government indicated that B.C.’s Commercial Vehicle Safety Enforcement places a large part of its efforts into this location during the winter months when inclement weather can wreak havoc. “By restricting trucks from the left lane, we will be better able to maintain traffic flow (including emer-

The B.C. government has passed some new regulations aimed at keeping provincial roads safer. gency vehicles) and plowing operations, as well as significantly reduce the time it takes to re-establish the flow of traffic after a vehicle incident/closure,” the ministry’s statement indicated. Rick Moore is the owner of North Thompson Trucking, a Kamloops, B.C.-based carrier that travels on the Coquihalla quite often. Moore agrees with the government’s left lane restriction, saying it will help improve safety and traffic flow. “In the old days, we all just followed the leader up the hills – join

the parade, we called it,” said Moore. “But what happens when you get a bunch of trucks coming up a hill is that they’ll be half way up and nobody can really pass anybody and you bugger up the whole hill and nobody can get by. The one guy will spin out, the next guy will spin out, and you’re holding up everything and messing up the hill.” Moore went so far as to say trucks should be relegated to the right lane on any steep incline in B.C., but added that Snowshed Hill is a good place to monitor a pilot program. “Half the time when (Snowshed

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Hill) is all clogged up and closed out it’s because guys are trying to pass each other,” he said. “One guy is going half a mile faster than the other guy and it takes him five minutes to pass the truck.” B.C. Trucking Association (BCTA) president and CEO Dave Earle also applauded the decision to test a left lane ban on commercial vehicles, but said the overall effort to increase safety was missing one key element. “While the intent to maintain a clear path in the left lane is laudable, this pilot does not address the primary cause of highway closures during severely inclement weather, which is the failure of some drivers to chain up,” said Earle. “Unless this pilot is accompanied by significant regulatory change and increased enforcement, we are concerned that all the pilot may do is ensure it is only commercial vehicles trapped behind those few drivers who refuse to comply with the law.” It didn’t take long following the BCTA’s comments for the government to react. The Ministry of Transportation and Infrastructure announced Nov. 28 that stricter regulations were being placed on commercial drivers when it comes to chaining up. “Last winter, 33 of 35 extended closures on the Coquihalla involved commercial vehicles, and in most cases this was due to truck drivers either poorly installing chains or not using them at all,” said Claire Trevena, minister of Transportation and Infrastructure. “While most drivers do chain up during winter weather, these new regulations, and the stricter fines that will follow will improve safety and hopefully reduce the number of closures.” Prior to the change in regulation, only vehicles over 27,000 kg were required to carry and use traction control devices, with only one wheel needing to be chained up when mandated. Now, all vehicles over 5,000 kg will be required to carry and use chains when necessary. The new rule states: Vehicles less than 11,794 kilograms – like buses or five-ton trucks – must use chains on a minimum of two tires and can use steel chains, cable chains, automatic chains, socks or wheel sanders, if not equipped with winter tires; and, vehicles 11,794 kilograms or more must use steel chains, and the number of tires needing chains ranges from a minimum of two tires for vehicles without a trailer, to six tires on some larger and more-demanding configurations. To help drivers needing to chain up, the new Box Canyon chain-up area is now open, which is located on the Coquihalla Highway before summiting Snowshed Hill. TW

COVER STORY

Creating an ice road Continued from page 1

smooth and to protect the underlying land. Much the same as any road, the finishing touches of the ice road is done with graders. “You want to get the road so that the trucks can safely and without hurting themselves travel 30 km/h fully loaded,” said Wheaton. Unlike back in the 1980s, when ice road trucks were built specifically for those harsh conditions, Wheaton said the trucks that travel on the road today are regular highway models. “The same trucks you see running between Edmonton and Calgary is the same equipment that is running up the ice road,” he said. Because there is such a short window when the ice roads can be used, it made more economical sense to use standard highway trucks, and the ice road had to change to accommodate. “Nobody wants to come up here and work for six to eight weeks and have their equipment broken or cracked,” said Wheaton. “So more money was invested into the road, which makes it more valuable for the trucking side.” Donald Chisholm has been driving the JV Road for seven years and admitted he had to shake off some nerves the first time he rolled onto the frozen lake. “The whole safety aspect of hauling 63,000 kg over water on a temporary road had me questioning doing it,” said Chisholm. “After three or four runs, I was comfortable. Safety was top notch with three-and-a-half to four feet of ice on the road, which is measured daily.” Fatigue is one of the biggest challenges Chisholm said drivers have to face when traveling an ice road, with the long distances they have to cover at slow speeds. “It’s important to maximize your rest,” said Chisholm. “Don’t get caught up with sitting around the camp table talking. Also, trying to run at regular times throughout the whole season helps with routine and combating fatigue.” Another driver, Travis Smees, agrees that battling fatigue is a challenge. In his fourth season driving the ice roads for Westcan, Smees said he had lofty expectations when he first headed up north. “I was never really concerned about falling through the ice, as it has never happened to any major effect on this road to the diamond mines,” said Smees. “After the first couple of trips, it actually gets quite boring, monotonous even.” Smees did say there are some spectacular sights traveling the ice road, like the Northern Lights,

Constructing the JV ice road is about a six week process, and sees the majority of its truck traffic in February and March.

“Most of them leave here pretty disappointed…it’s not what they expected.” – Larry Wheaton, on first-time ice road drivers herds of caribou, lynx, and even wolverines. Having a positive attitude is something Smees would advise of any driver looking to drive a season on the ice road. And be willing to learn. “Take the advice on the road from the veterans who have been driving the road for years,” he said. “I learned my first year from some of the guys who have been at it for a while and they know all the tricks of the trade to make the season up north go along with few hitches.” A fully-loaded tractor-trailer can travel a maximum of 30 km/h on the ice road, while empty trucks can up their speed to around 60-70 km/h. RTL provides a crew that operates 24/7 security and maintenance for the road to ensure its safety. “The trucks beat the hell out of the road,” said Wheaton. “When you have traffic – running 175 to 200 trucks per day, loaded, one way – the road takes a beating, so you’re constantly maintaining it.” One issue Wheaton has seen since 2008 is frigid temperatures crippling regenerated trucks. “All these Tier 4 engines that we have to run in these cold temperatures really struggle,” he said. “You have guys running around with laptops trying to keep these things running because they have sensors that are out. You’re not physically breaking the truck; 80% of it is tied to re-gen issues.” Wheaton said temperatures between -20 and -30 Celsius are ideal, but when they drop to -40 Celsius, much of today’s equipment struggles.

“If you have seasoned winter road drivers, they know how to deal with the situation,” he said. “If you have a bunch of new drivers,

they don’t, and they come to a halt and wait for help.” Wheaton said there are drivers who have a true passion for working the ice roads and return each year looking forward to the new season. “Then we have the bucket list guys,” he said. “They show up because they watched it on TV and want to do that and put their mark that they’ve done it. Most of them leave here pretty disappointed…it’s not what they expected.” TW

Influence of Ice Road Truckers Though it makes for some entertaining television, the show Ice Road Truckers has created what Wheaton said is an inaccurate depiction of driving on ice roads, particularly the JV Road. “These guys are regulated from the time they leave until they get back,” said Wheaton. “They are monitored, there are people out on the road…this whole racing down the road, sliding trailers, and jackknifing, that doesn’t happen. We’re moving 12 trucks an hour up the road 24 hours a day. You don’t have time for all that stuff you see on TV.” Chisholm said some new drivers get a kick out of watching Ice Road Truckers, but cautions them not to be fooled into thinking that’s the reality of the job. “Although the show depicts actual things that can happen on the ice roads, and may have happened, the frequency of the incidents make for exciting television, but are not the reality of working the ice roads that we travel,” said Chisholm. “The roads I work have a convoy of a

minimum of two and maximum of four trucks. We always have radio contact in case of emergency, the roads are well patrolled, and safety is at the forefront.” Smees agrees, and said the show is more for the spectator than it is depicting what driving an ice road is really like. “The ice road is heavily tested and constantly being worked on by the maintenance crews anytime anything needs to be addressed like cracks,” he said. “There is security all over the road monitoring the trucks speeds and distances from each. They take it all very seriously and even a first time speeder can be removed from the ice road rotation. It is possibly the safest road to drive in the north, or even Canada, from what I’ve been told.” Wheaton echoed that sentiment, adding, “The JV Road that we have here is safer to drive on the one between Calgary and Edmonton by far, just because of the rules and regulations we have in place, and the training.” TW

January 2019 • Truck News – West 17

MARKETPLACE

The trailer market’s hot Trailer demand has never been higher, and product quality has never been better

By Derek Clouthier It’s good to be in the trailer business right now. ACT Research reported the third quarter of 2018 posted the strongest monthly net order volume ever, with more than 58,000 units ordered in September alone. Several factors are contributing to the high demand, as Frank Maly, director of commercial vehicle transportation analysis and research for ACT, points out, citing strong freight demand, tight capacity, and rising contract and spot market rates. Truck News - West spoke with a few trailer manufacturers and dealers to get their thoughts on what is driving the hot trailer market, what’s in highest demand, and how tariffs and other factors are affecting pricing. Heating up the market Mack Keay is the branch manager for Ocean Trailer’s Winnipeg, Man., location, and he said it’s difficult to pinpoint any single reason why the trailer market is doing so well. “We are seeing a lot of new businesses entering the industry, much more than normal,” said Keay. “They all want new equipment starting out. That is a big reason for increased sales at our dealership.” On the other hand, Keay is not seeing his long-term customers looking to replace their old equipment. “If companies were replacing old equipment, we would be seeing lots of trade-ins, and we just aren’t seeing that,” he said. “There is very little for late model used trailers in the market. So, the state of freight

is encouraging companies to add to their fleets rather than just update them.” Tank trailer manufacturer Tremcar has benefited from robust demand south of the border. Melanie Dufresne, president’s assistant, marketing and communications for Tremcar, said petrochemical and construction sectors have been particularly strong, and with oil prices on the rise, demand for pneumatics, crude oil, and other tank trailers related to the industry has increased. To keep up with demand, Tremcar has invested in a school within its head plant to teach the welding trade applied to company credentials. Tremcar also expanded its stainless steel plant in St.-Jeansur-Richelieu, Que., to increase its production lines. But Dufresne is not seeing this trend across Canada, where she said demand has not spiked as much as it has in the U.S. “The economy has slowly picked up, but nothing as important as before 2014,” she said. “Out west, we do not have the infrastructure to compete with our American neighbors in terms of crude oil distribution. Oil transportation is costly. The only way we could recreate that economic boom is if we had pipelines distributing the crude oil to refineries out east and more.” Great Dane Trailers is seeing today’s high demand create some of the longest backlogs in its history. “Many factors are contributing to this hot market: freight demand, end user profitability, electronic logging device (ELD) enforcement, driver shortages, the growth of e-commerce, and telematics,” said Dave

18 Truck News – West • January 2019

Gilliland, Great Dane’s vice-president of national accounts. “Backlogs today are among the longest in history. Great Dane is supporting those who need quicker deliveries with our robust stock trailer and truck body program at all of our branch and dealer locations.” Jeff Weber, director of used trailer sales for Great Dane, added his company leverages its network to support its used trailer program. “In a market that’s as strong as it is today, where build lead times are already out through the end of the year, customers need something today they can put freight in,” said Weber. “Plus, the buying cycle is much shorter than in years past. Our used trailer program helps our customers expand or shrink their trailer fleet to meet their business demands.” Trending For Ocean Trailer, reefers are the cream of the crop right now, and spec’s that were once thought of as a luxury have become standard. “In the last few years, spec’s like aluminum wheels and tire inflation systems have become the norm on most trailer orders,” said Keay, “and we have started to include that on all the stock trailers we order.” Great Dane custom designs most of its trailers for each customer, and some trends are becoming more in-demand. “I would say that telematics, antimicrobial liners on reefers… and robust stock programs with a variety of offerings will be big trends in 2019,” said Gilliland. In the tanker market, Dufresne is seeing high demand for stainless steel DOT/TC 407 trailers, as well as aluminum pneumatics for the transportation of flour, powdered cement, and plastic pellets. Longevity The quality of today’s trailers has improved and they are lasting longer than ever. As Gilliland points out, there are several contributing factors for this, both from a manufacturing standpoint and from the customer’s. “Components are longer-lasting, the manufacturing process is improved, corrosion-resistant materials are being used today,” he said. “The most important part of long life, though, is to spec’ the trailer or truck body to the operation it is running in.” Keay said customers will get what they pay for when it comes to how long they expect their trailer to last. “A good trailer is not cheap and a cheap trailer is not good,” said Keay. “You get what you pay for.” Echoing Gilliland’s sentiment, Keay said a trailer’s spec’s will impact its longevity. “Spec’ing a van or reefer with extra heavy-duty side rails, extra door hinges, and lock rods will greatly increase your equipment life and reduce maintenance costs

over the life of the trailer,” he said, adding that undercoating is becoming more common on trailers, which also extends their lifespan. But the type of coating does make a difference. “Utility is standard with a coating called Scharpf. It is a wax-based coating that is sprayed on the underside of the trailer and can be cleaned off when work, like welding, is needed,” Keay explained. “The other coating is galvanization. Lots of OEMs use this, and in my opinion it is less desirable than the alternatives. It does prevent corrosion, but the chemical solution used is harmful to the environment, and when it is welded on, toxic gases are given off.” Though Dufresne says Tremcar trailers last too long, according to her boss, there are ways customers can get the most out of their tanker trailer. “The secret to longevity is to be attentive to the product spec’s you are carrying and act upon that,” she said. “Some products are very corrosive. Cleaning the tank regularly and refreshing the lining in certain cases optimizes its lifespan.” Cost Despite tariffs on steel and aluminum and high demand driving up the price of today’s trailers, customers continue to open their pocketbooks. “Tariffs, along with high demand and shortages of labor in our industry are a fact, and have increased the cost of equipment,” said Gilliland. “Customers understand this and are ordering equipment. Customers don’t want to be left out, so order intake remains very strong.” Dufresne said Tremcar’s stainless steel products have been affected by U.S.-imposed tariffs over the past year. “The Trump government added a 25% tariff on the raw product as it crosses to the U.S. to transformation plants before it is imported back to Canada as a semi-finished product,” Dufresne said. “This evidently created an increase in price that the end user pays for. All tank manufacturers are affected by this increase.” Tremcar is also impacted by the 10% tax on aluminum going into the U.S., and another 10% on the semi-finished product coming back to Canada, putting the company at a disadvantage with its American competitors. Keay added that customers looking to purchase a new reefer or dry van trailer will pay between $2,000 and $4,000 more than a year ago. “This is not only due to tariffs,” he said. “Part of it is just supply and demand. We’re selling more and more and that means OEMs and component manufacturers can ask more money for their products.” TW

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2014 FREIGHTLINER CASCADIA 125 HIGHWAY TRACTOR 48” SLEEPER, DETROIT ENG; DD15'10 14.8 505/180, 505 HP, 18 SPD TRANS; AIR RIDE SUSP; 208" WHEELBASE, BLUE IN COLOR, 819,365 KMS, STK#516901. -1274414 VANCOUVER/SURREY

$48,250

2010 FREIGHTLINER M2 106 OTHER TRUCKS CUMMINS ENG; ISB'07 200/2400, 200 HP, 5 SPD TRANS; LEAF SPRINGS SUSP; 276" WHEELBASE, WHITE IN COLOR, 205,128 KMS, STK#618956. -1272831 VANCOUVER/SURREY

2013 FREIGHTLINER M2 106 OTHER TRUCKS CUMMINS ENG; ISC'10 8.3L 260/2200, 260 HP, 5 SPD TRANS; AIR RIDE SUSP; 270" WHEELBASE, 449,461 KMS, STK#489934. -1271304 VANCOUVER/SURREY

NEW EXTENDED WARRANTY COVERAGE AVAILABLE Engine, Trans, Diff. Turbo, Inj, DPF, EGR and more! Up to 400,000 kms

ALBERTA - CALGARY 4535 8A Street NE (Mike Abbott)

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January 2019

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> +Ă’6Â”Â—ÂşĂ‚Ă’|Ă‹ÂĄÂŽĂ’|Ă…ÂşÂ’ÂľĂ’ 11 Ă’ Ă’ Ă’ > +Ă’6Â”Â—ÂşĂ‚Ă’|Ă‹ÂĄÂŽĂ’|Ă…ÂşÂ’ÂľĂ’ 11 Ă’ Ă’ Ă’ dÂ?Â˛ĂŽĂ’>Â?Ă‚Â—ÂşÂ¸ÂžÂ¤Â¤Â?ÂşĂ’ÂşÂ—Â¸Â¤Â?Â”Â—ÂŞÂ—ÂŽĂ‚Ă’Ă‚Ă…ÂşÂ’ÂľÂžĂ’ÂžÂŽĂ’ dÂ?Â˛ĂŽĂ’>Â?Ă‚Â—ÂşÂ¸ÂžÂ¤Â¤Â?ÂşĂ’ÂşÂ—Â¸Â¤Â?Â”Â—ÂŞÂ—ÂŽĂ‚Ă’Ă‚Ă…ÂşÂ’ÂľÂžĂ’ÂžÂŽĂ’ ÂžĂ‚ÂľÂ”ÂŁ Ă’> +Ă’&) .I Ă’&) .; >Ă’ Ă’> &Ă’Ă‚Ă…ÂşÂ’ÂľĂ’Â¸Â?ÂşĂ‚Âž Ă’ ÂžĂ‚ÂľÂ”ÂŁ Ă’> +Ă’&) .I Ă’&) .; >Ă’ Ă’> &Ă’Ă‚Ă…ÂşÂ’ÂľĂ’Â¸Â?ÂşĂ‚Âž Ă’ > "Ă’ Ă’>0Ă’ > "Ă’ Ă’>0Ă’ >3 Ă’& . & ".Ă’ >3 Ă’& . & ".Ă’

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â€˘ maintain proper ride height â€˘ increase vehicle stability â€˘ improve handling and steering â€˘ reduce leaf spring wear and drive train maintenance

â€˘ maintains correct steering geometry â€˘ improve ride quality in both conventional and cabover trucks â€˘ adjust to varying load requirements or road conditions with the help of convenient in-cab controls

I D E A L A P P L I C AT I O N S I N C L U D E â€˘ refuse compactors â€˘ snowplows/wing plows â€˘ utility trucks â€˘ buses

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for more information contact:

Canadian LoadshareÂŽ 79 Bessemer Road, Unit 15, London, Ontario, Canada N6E 1P9

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January 2019

Whatever ver it takes to HAUL.

2019 MACK GR64B “SLINGER” MP7-425 HP, MACK M-DRIVE, 20,000 FRONT, 40,000 REARS, HAULMAX, LOCKERS, MULTICAT MC-15 WITH RADIO REMOTE CONTROLS, ARRIVING AUGUST 15, 2018! -1269571

2018 MACK GU813 CAB / CHASSIS MP-425 HP, MACK 12 SPEED M-DRIVE, 20,000 FRONT AXLE, 44,000 LBS MACK REARS, CAMELBACK SPRINGS, DOUBLE FRAME, 300” WHEELBASE, EXCELLENT CRANE & DECK CHASSIS! IN STOCK! -1269570

2018 MACK GU713 GRANITE B.C. TANDEM TANDEM CONCRETE MIXER MP7-425 HP, FULLER RTLO16909LL, DUAL 20,000 FRONT AXLES, MERITOR RT46-164EH ON HENDRICKSON HAULMAX WITH DUAL LOCKERS, LONDON BRIDGEMASTER (3) MIXER ….. AVAILABLE FALL 2018

2019 Mack Pinnacle 64T HD D/C MP8-505C Eng., mDRIVE-HD, 14.6/46 Axles, 213" W/B, Holland 5th Wheel, Stk: 026858 -1270477

2019 Pinnacle 64T 70” MP8-505C Eng., mDRIVE-HD, 13.2/46 Axles, 243” W/B, 70” Stand up sleeper, Stk: 026693 -1269361

2018 CXU613 70” MR MP8-505C Eng., mDRIVE-HD, 13.2/40 Axles, 221” W/B, Stk: 024413 -1259017

2018 Anthem 64T Daycab MP7-425E Eng., mDRIVE, 12/40 Axles, 174” W/B, Holland 5th wheel, Stk: 029507 -1275451

2019 Granite 86FR Mixer MP7-395C Eng., 14 Sp. mDRIVE-HD, 20/50 Axles, 8.5m/11yd mixer, Stk: 027075 -1276149

2018 CXU613 Dump Truck MP7-345C Eng., mDRIVE, 14.6/40 Axles, 16’ NeuStar gravel box, Electric tarp, Stk: 023216 -1273133

2019 Anthem 64T 70” MP8-445C Eng., mDRIVE-HD, 13.2/40 Axles, 221” W/B, 70” Stand up sleeper, Stk: 027077 -1269363

2019 Pinnacle 64T 48” MP8-505C Eng., 18 Sp., 12/46 Axles, 237” W/B, 48” FT sleeper, Stk: 026879 -1270955

2019 Pinnacle 64R Grain Chassis MP8-415C Eng., mDRIVE-HD, 14.6/40 Axles, 247” W/B, Stk: 028479 -1276150

2018 CHU613 Grain Truck MP8-415C Eng., mDRIVE, 14.6/40 Axles, 20’ NeuStar grain box, Stk: 023809 -1041492

-455755

2014 MACK CHU613 RAWHIDE EDITION HIGHWAY TRACTOR 70" DELUXE MID-RISE SLEEPER, MACK ENG; MP8, 505 HP, 12 SPEED M-DRIVE TRANS; 46,000 MERITOR REAR AXLE(S), AIR-RIDE SUSP; VERY CLEAN "RAWHIDE" LOCAL TRUCK WITH ENG AND EMISSIONS WARRANTY REMAINING! NEW DRIVE TIRES AND NEW CVI ! 702,000 KMS. -1266807

2018 MACK MULTICAT MC-21 AGGREGATE SPREADER SILVER IN COLOR, BAYLYNX MULTICAT MATERIAL SPREADER, IN STOCK! MC-21 FOR TRI-DRIVE CHASSIS AVAILABLE TO BE INSTALLED ON YOUR CHASSIS! DELUXE OPTIONS INCLUDING RADIO REMOTE CONTROLS. CALL FOR DETAILS! STK#MC-15 (MC-21). -85385

Mack Sales & Service of Nanaimo Ltd. 2213 McCullough Rd. Nanaimo B.C. V9S 4M7

Toll Free 1-866-758-0185 Contact: Brian Burgoyne cell 250-616-1233 or Richard Mayer cell 250-616-1241

Langford Branch Office 2920 Amy Rd., Langford B.C. V9B 0B2

Ph: 778-426-0185 Contact: Giovanni Aliperti cell 250-883-3059

ESTEVAN

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January 2019

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January 2019

Kenworth Dealer Serving the Canadian Prairies & Beyond Manitoba Dealer Permit # 0471

Great Selection of New Trucks!

2019 KENWORTH W900L HIGHWAY TRACTOR 62" ACFT SLEEPER, CUMMINS ENG; X15, 565 HP, 18 SPD TRANS; 13.2K/40K AXLE(S), 3.91 RATIO, AG400 SUSP; WHITE IN COLOR, BLACK DIAMOND INTERIOR, 11R24.5 TIRES, ALUMINUM RIMS, 4 WAY LOCKS STK#KJ957136. -1276186

2019 KENWORTH T800 HIGHWAY TRACTOR 38" ACFT SLEEPER, CUMMINS ENG; X15, 565 HP, 18 SPD TRANS; 14.6K/46K AXLE(S), 4.10 RATIO, AG460 SUSP; 220" WHEELBASE, WHITE IN COLOR, BLACK SPLENDOR INTERIOR, 11R24.5 TIRES. ALUMINUM RIMS, STK#KJ995730. -1270607

2019 KENWORTH T800 DAYCAB TRACTOR CUMMINS ENG; X15, 565 HP, 18 SPD TRANS; 14.6K/46K AXLE(S), 4.10 RATIO, AG460 SUSP; 207" WHEELBASE, WHITE IN COLOR, EXTENDED DAY CAB, BLACK SPLENDOR INTERIOR, 11R24.5 TIRES, ALUMINUM RIMS, 4 WAY LOCKS, STK#KR950235. -1276188

2018 KENWORTH T800 HIGHWAY TRACTOR 62" ACFT SLEEPER, CUMMINS ENG; X15, 565 HP, ULTRASHIFT TRANS; 13.2K/40K AXLE(S), 3.91 RATIO, AG400L SUSP; 224" WHEELBASE, BLUE IN COLOR, STK#JF995664. -1261863

2018 KENWORTH T800 STRAIGHT TRUCK (CAB AND CHASSIS) EXTENDED DAY CAB SLEEPER, CUMMINS ENG; X15, 450 HP, 10 SPD TRANS; 20K/69K AXLE(S), 4.10 RATIO, NEWAY ADZ369 SUSP; 280" WHEELBASE, BLUE IN COLOR, TRI- DRIVE, GRAY SPLENDOR INTERIOR, 385/65R22.5 11R24.5 TIRES, STK#JJ991651. -1053213

2019 KENWORTH T880 HIGHWAY TRACTOR PACCAR ENG; MX-13, 455 HP, 13 SPD TRANS; 12.5K/40K AXLE(S), 3.70 RATIO, AG400L SUSP; WHITE IN COLOR, DAY CAB, GRAY VANTAGE INTERIOR, 4 WAY LOCKS, 11R22.5 TIRES, ALUM FRONT & STEEL REAR RIMS, STK#KJ950980. -

1274204

2019 KENWORTH T680 HIGHWAY TRACTOR 76" ACAD SLEEPER, PACCAR ENG; MX-13, 455 HP, 12 SPD TRANS; 13.2K/40K AXLE(S), 3.25 RATIO, AG400L SUSP; 232" WHEELBASE, WHITE IN COLOR, GRAY VANTAGE INTERIOR, 11R22.5 TIRES, ALUMINUM RIMS, STK#KJ948512. -1276187

2019 KENWORTH T880 HIGHWAY TRACTOR 40" INTEGRAL SLEEPER, CUMMINS ENG; X15, 565 HP, 18 SPD TRANS; 14.6K/46K AXLE(S), 4.10 RATIO, NEWAY ADZ246 SUSP; 232" WHEELBASE, BLUE IN COLOR, GRAY VANTAGE INTERIOR, 12R22.5 TIRES, ALUMINUM RIMS, 4 WAY LOCKS, STK#KJ954511. -1276189

Manitoba Doepker Trailers Sales: Contact Brandon or Winnipeg Locations

2019 DOEPKER LEGACY ALUMINUM LEGACY SUPER B BULKER WHITE WALLS, DOEPKER AUTO LIFT MANAGEMENT SYSTEM, 11R24.5 MICHELIN XTE TIRES, ALUMINUM RIMS, MINIMIZER BLACK FENDERS, BLACK TARP, . STK#K4038853. -1273077

2019 DOEPKER TRIDEM STEEL BULKER 3 HOPPER DUMP AUTO LIFT AXLES, WIRELESS ELECTRIC TARP, ELECTRIC CHUTE OPENERS, 11R24.5 TIRES, BLACK POLY FENDERS. -

1276190

2019 GLOBE LOWBOY 55 TON 10' WIDE, LOWBOY 55T80, BLUE, HONDA ENG, APITONG DECK, SWING OUTS, TRIDRIVE READY, 2 DROP KING PINS, FLIP FOR JEEP STK#KB336428. -1270357

2019 DOEPKER DROP DECK - STEEL TRIDEM 53' X 8 1/2' C/W FIXED BEAVERTAIL AND FLIP RAMPS, 255 70R22.5 BF GOODRICH TIERS, C/S TOOL BOX, WIDE LOAD LIGHTS, 2 STROBE LIGHTS, 24 WINCHES STK#K3038873. -1274965

Used Trucks 7 OSE TO CHO FROM

2013 KENWORTH T800 HIGHWAY TRACTOR 62" ACFT SLEEPER, PACCAR ENG; MX, 485 HP, 13 SPD TRANS; 13.2K/40K AXLE(S), 3.73 RATIO, AG400 SUSP; 244" WHEELBASE, WHITE IN COLOR, 11R22.5 TIRES, ALUMINUM RIMS, 4 WAY LOCKS. -1271327 STARTING @ $66,500

2013 KENWORTH T800 HIGHWAY TRACTOR 62" ACFT SLEEPER, PACCAR ENG; MX-13, 455 HP, 13 SPD TRANS; 14.6K/40K AXLE(S), 3.90 RATIO, AG460 SUSP; 212" WHEELBASE, WHITE IN COLOR, 62" ACFT SLEEPER, GRAY SPLENDOR INTERIOR, 295/75R22.5 11R22.5 TIRES, ALUMINUM RIMS, ENG HOURS 11,817, 768,897 KMS, STK#DR958714A. -1271416 $49,900

2013 KENWORTH T800 DAYCAB TRACTOR PACCAR ENG; MX-13, 455 HP, 13 SPD TRANS; 14.6K/40K AXLE(S), 3.90 RATIO, AG400 SUSP; 212" WHEELBASE, WHITE IN COLOR, DAY CAB, GRAY SPLENDOR INTERIOR, 11R22.5 TIRES, ALUMINUM RIM 1,010,428 KMS, STK#DR958712A. -1273396 $55,000

2016 KENWORTH W900 HIGHWAY TRACTOR 62" ACAD SLEEPER, CUMMINS ENG; ISX15, 550 HP, 18 SPD TRANS; 3.91 RATIO, 13.2K/40K SUSP; 244" WHEELBASE, WHITE IN COLOR, 62" ACDN SLEEPER, RED DIAMOND INTERIOR, 11R22.5TIRE, ALUIMINUM RIMS, SUPER 40'S 1,129,649 KMS, STK#GJ980802A. -1273363 $112,500

2013 KENWORTH T800 DUMP TRUCK PACCAR ENG; MX, 455 HP, ULTRASHIFT 13 SPD TRANS; 12K/40K AXLE(S), 3.55 RATIO, AG380 SUSP; 244" WHEELBASE, BLUE IN COLOR, NEW 16' LOADLINE DUMP BOX,455 PACCAR, 13 SPEED ULTRA-SHIFT, 12/40S 3WAY LOCKS, GRAY SPLENDOR INTERIOR. 857,374 KMS, STK#DJ960028. -1270844 $102,500

2016 KENWORTH T880 DAYCAB TRACTOR PACCAR ENG; MX-13, 500 HP, 18 SPD TRANS; 14.6K/46K AXLE(S), 3.73 RATIO, AG460 SUSP; 205" WHEELBASE, SILVER IN COLOR, HEAVY SPEC DAY CAB, GRAY SPLENDOR INTERIOR, 12R22.5 FRONT 11R22.5 REAR TIRES. ALUMINUM RIMS, DUAL EXHAUST STACKS STK#GJ980433. -1276185 $99,500

2016 PETERBILT 389 HIGHWAY TRACTOR 73" SKY RISE SLEEPER, CUMMINS ENG; ISX15, 500 HP, 18 SPD TRANS; 12.35K/40K AXLE(S), 3.73 RATIO, LOW AIR LEAF SUSP; 244" WHEELBASE, PURPLE IN COLOR, 73" SKYRISE SLEEPER, GRAY INTERIOR, 11R22.5 TIRES, ALUMINUM RIMS, 4 WAY LOCKS, SOC EXHAUST, SINGLE BUNK 735,385 KMS, STK#GD293490. -1275052 $102,500

2015 KENWORTH T680 HIGHWAY TRACTOR 76” ACAD SLEEPER, PACCAR ENG; MX-13, 455 HP, 13 SPD TRANS; 3.55 RATIO, 13.2K/40K SUSP; 232" WHEELBASE, BLUE IN COLOR, 3 WAY LOCKS, 11R22.5 TIRES, ALUMINUM RIMS, 750,690 KMS, STK#FJ976249A. -1272205 $69,900

BRANDON

ESTEVAN

WINNIPEG

REGINA

1240 Highland Ave.

89 Escana St.

357 Oak Point Hwy

520 Park Street

1-888-979-5692

1-866-332-2121

1-888-979-0957

1-888-979-0394

Dave Mantei - New/Used Sales TRUCK PARTS Cory Nakonechny - New/Used Trailers & SERVICE CENTER & Used Truck Sales Lenny Janz Todd Border - Bus. Mgr. - New/Used Sales

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2019 CALENDAR OF EVENTS

May

January Jan. 12-16 – National Private Truck Council’s Private Fleet Management Institute – Omni Jacksonville Hotel, Jacksonville, Fla. www.nptc.org Jan. 16 – Cyber Security Luncheon – Weston Golf Club, Toronto, Ont. www.torontotrucking.org Jan. 22-25 – National Biodiesel Conference and Expo – Marriott Marquis San Diego Marina, San Diego, Calif. www.biodieselconference.org Jan. 22-25 – World of Concrete – Las Vegas Convention Center, Las Vegas, Nev. www.worldofconcrete.com Jan. 28-31 – Heavy Duty Aftermarket Week – The Mirage Hotel, Las Vegas, Nev. www.hdaw.org Jan. 28- Feb. 1 – Commercial Vehicle Safety Alliance’s COHMED Conference – San Antonio, Texas www.cvsa.org

February Feb. 2-9 – Toronto Trucking Association’s Annual Convention – Diamond Luxury Boutique Hotel, Riviera Maya, Mexico www.torontotrucking.org Feb. 5-7 – Cargo Logistics Canada’s Expo and Conference – Vancouver Convention Centre West, Vancouver, B.C. www.cargologisticscanada.com Feb. 24-27 – Omnitracs Outlook – Hilton Anatole Hotel, Dallas, Texas www.omnitracsoutlook.com Feb. 25-28 – Link 2019: Retail Supply Chain Conference – Gaylord Palms Resort, Orlando, Fla. www. linkretailsupplychain.rila.org Feb. 26-March 1 – Cold Chain Global Forum Canada – Hyatt Regency Toronto, Toronto, Ont. www. coldchainglobalforumcanada.com Feb. 27- Feb. 28 – TTSAO’s Striving for Excellence in Training Conference – Centre for Health and Safety Innovation, Mississauga, Ont. www.ttsao.com

March March 5 – Green Truck Summit – Indiana Convention Center, Indianapolis, Ind. www.ntea.com March 5-8 – The Work Truck Show – Indiana Convention Center, Indianapolis, Ind. www.worktruckshow.com March 7 – Women with Drive Leadership Summit – Sheraton Toronto Airport Hotel and Conference Centre, Toronto, Ont. www.truckinghr.com March 7 – TTA’s Spring Social – Crooked Cue, Etobicoke, Ont. www.torontotrucking.org March 10-12 – IWLA’s Convention and Expo – The Westin Savannah Harbor Golf Resort & Spa www.iwla.com March 10-13 – Truckload Carriers Association’s Annual Convention – Wynn Las Vegas Resort, Las Vegas, Nev. www.truckload.org March 18-21 – TMC Annual Meeting & Transportation Technology Exhibition – Georgia World Congress Center, Atlanta, Ga. www.trucking.org March 28-30 – Mid-America Trucking Show – Kentucky Expo Center, Louisville, Ken. www.truckingshow.com March 31- April 4 – CVSA Workshop – St. Louis, Mo. www.cvsa.org

May 2-4 – Quebec Trucking Association’s Annual Meeting – Fairmont Tremblant, Mont-Tremblant, Que. www.carrefour-acq.org May 4-8 – Material Handling Equipment Distributors Association’s Annual Convention and Exhibitor Showcase – JW Marriott Desert Ridge Resort, Phoenix, Ariz. www.mheda.org May 8 – TTA’s Annual General Meeting – Hotel X Toronto, Toronto, Ont. www.torontotrucking.org May 16 – TTC’s Spring Golf Tournament – The Country Club, Woodbridge, Ont. www. torontotransportationclub.com May 26-29 – CTRF’s Annual Conference – Pinnacle Harbourfront Hotel, Vancouver, B.C. www.ctrf.ca May 29 – Western Women with Drive Leadership Conference – Renaissance Edmonton Airport Hotel, Edmonton, Alta. www.truckinghr.com May 31-June 2 – BCTA’s Annual General Meeting and Management Conference – Delta Hotels by Marriott Grand Okanagan Resort, Kelowna, B.C. www.bctrucking.com

June June 3-6 – Canadian Council of Motor Transport Administrators’ Annual Meeting –Ottawa, Ont. www. ccmta.ca June 6 – TTA’s Annual Golf Tournament – Lionhead Golf Club & Conference Centre, Brampton, Ont. www. torontotrucking.org June 6 – OTA Baseball Day – Rogers Centre, Toronto Ont. www.ontruck.org June 7-8 – Atlantic Truck Show – Moncton Coliseum Complex, Moncton, N.B. www.atlantictruckshow.com June 12-14 – Private Motor Truck Council of Canada’s Annual Convention – Crowne Plaza Fallsview, Niagara Falls, Ont. www.pmtc.ca June 15 – Manitoba Provincial Truck Driving Championships – Victoria Inn Hotel & Convention Centre, Winnipeg, Man. www.trucking.mb.ca June 15-16 – APNA Truck Show – Tradex, Abbotsford, B.C. www.apnatruckshow.com June 19 – TTC’s Lunch and Learn for Women in Transportation – Palais Royale, Toronto, Ont. www. torontotransportationclub.com June 28-29 – Great Lakes Trucks Club’s Antique and Classic Truck Show – Clifford Rotary Park, Clifford, Ont. www.greatlakestruckclub.com

July July 20 – Southern Alberta Truck Expo and Job Fair – Lethbridge Exposition Park, Lethbridge, Alta. www. southernalbertatruckexpo.ca July 26-28 – Great Canadian Truck Show – Flamboro Speedway, Hamilton, Ont. www.facebook.com/ greatcanadiantruckshow

April April 3-5 – SAE’s Government/Industry Meeting – Walter E. Washington Convention Center, Washington, D.C. www.sae.org April 5 – Manitoba Trucking Association’s Annual General Meeting and Spring Gala Dinner – TBD, Winnipeg, Man. www.trucking.mb.ca April 6 – Road Today Truck News Jobs Expo – International Centre, Toronto, Ont. www.rttnexpo.com April 7-9 – Truck Renting and Leasing Association’s Annual Meeting – Ritz-Carlton Grande Lakes, Orlando, Fla. www.trala.org April 9-11 – SAE World Congress Experience – Cobo Center, Detroit, Mich. www.sae.org April 10 – Sommet Canadien Sur L’entretien de Flotte (SCEF) – Hotel Bonaventure, Montreal, Que. www.sommetentretienflotte.com

August Aug. 1-4 – Rodeo Du Camion – Notre-Dame-du-Nord, Que. www.elrodeo.com Aug. 13-17 – North American Inspectors Championship – Pittsburgh, Pa. www.cvsa.org Aug. 22-24 – Great American Trucking Show – Kay Bailey Hutchinson Convention Center, Dallas, Texas www. gatsonline.com Aug. 30 – STA Golf Classic – TBD www.sasktrucking.com

September Sept. 10 – BCTA Golf Tournament – Meadow Gardens Golf Club, Pitt Meadows, B.C. www.bctrucking.com Sept. 10-12 – FTR Transportation Conference – Historic Union Station, Indianapolis, Ind. – www.ftrconference.com Sept. 12 – TTC’s Power of Education Golf Classic – Blue Mountains, Ont. www.torontotransportationclub.com Sept. 14 – Road Today Truck News Jobs Expo – International Centre, Toronto, Ont. www.rttnexpo.com Sept. 14-19 – TMC Fall Meeting – Raleigh Convention Center, Raleigh, N.C.. www.trucking.org Sept. 15-18 – PeopleNet/TMW Systems’ in.sight User Conference – George R. Brown Convention Center, Houston, Texas. www.insightuserconference.com Sept.18-20 – North American International Powertrain Conference – Chicago, Ill. www.sae.org Sept. 22-25 – Joint TAC-ITSC Conference and Exhibition – Halifax, N.S. www.tac-atc.ca Sept. 22-26 – Commercial Vehicle Safety Alliance Annual Conference and Exhibition – Biloxi, Miss. www.cvsa.org Sept. 30-Oct. 2 – Canadian Transportation Equipment Association’s Annual Manufacturers’ Conference – Mont-Tremblant, Que. www.ctea.ca

October Oct. 4 – Fleet Safety Council’s Annual Educational Conference – Centre for Health and Safety Innovation, Mississauga, Ont. www.fleetsafetycouncil.com Oct. 5-9– ATA Management Conference and Exhibition – San Diego Convention Center, San Diego, Calif. www.trucking.org Oct. 9-10 – Waste and Recycling Expo Canada – Enercare Centre, Toronto, Ont. www.waste-recycling-expocanada.us.messefrankfurt.com/canada/en.html Oct. 9-11 – National Trailer Dealers Association’s Annual Convention – The Breakers, West Palm Beach, Fla. www.ntda.org Oct. 16 – Surface Transportation Summit – International Centre, Mississauga, Ont. www. surfacetransportationsummit.com Oct. 23-25 – CITT’s Canada Logistics Conference 2019 – Niagara Falls, Ont. www.citt.ca Oct. 25 – STA AGM and Gala Awards Banquet – Regina, Sask. www.sasktrucking.com Oct. 28-31 – North American Commercial Vehicle Show – Georgia World Congress Center, Atlanta, Ga. www.nacvshow.com

November April 11-13 – ExpoCam – Place Bonaventure, Montreal, Que. www.expocam.ca April 14-16 – NPTC Educational Management Conference & Exhibition – Cincinnati, Ohio www.nptc.org April 23-26 – Advanced Clean Transportation Expo – Long Beach Convention Center, Long Beach, Calif. www.actexpo.com April 25 – Toronto Transportation Club’s Taste of Toronto Transportation Night – Palais Royale, Toronto, Ont. www.torontotransportationclub.com April 26-27 – Alberta Motor Transport Association’s Leadership Conference and Annual General Meeting – Pomeroy Kananaskis Mountain Lodge, Kananaskis, Alta. www.amta.ca April 28-May 1 – Warehousing Education and Research Council’s Annual Conference – Columbus, Ohio www.werc.org April 30-May 2 – IANA Operations & Maintenance Business Meeting – The Westin Lombard Yorktown Center, Lombard, Ill. www.intermodal.org

26 Truck News – West • January 2019

Nov. 6-7 – Ontario Trucking Association’s Annual Convention and Executive Conference – Ritz-Carlton Hotel, Toronto, Ont. www.otaconvention.ca

December Dec. 3 – BCTA’s Christmas Party – Sheraton Vancouver Guildford Hotel, Surrey, B.C. www.bctrucking.com Dec. 5 – Annual Toronto Transportation Club Dinner – Metro Toronto Convention Centre, Toronto, Ont. www.torontotransportationclub.com

For an up-to-date list of industry events, please visit

www.trucknews.com

BUSINESS

A Canadian first

younger, tech-savvy individuals to the profession. “We’ve been in business for the past 28 years and the issue of recruiting drivers has never been so real,” added Yves Poirier, president of Minimax Express Transportation. “We’ve had to refuse business opportunities due to a lack of drivers. Our industry needs to find a way to attract new workers.’’ Meanwhile, on Nov. 1, the same group demonstrated the technology on forest resource roads in Southern Quebec. The day-long test used logging trailers and was conducted in Riviere-aux-Rats, Que., along resource roads between a Resolute Forest Products logging site and its sawmill 75 kms away. “These forestry platooning tests are an accomplishment for FPInnovations, regardless of their outcomes,” said FPInnovations lead forestry engineering scientist Francis Charette. FPInnovations is the parent group to PIT. “To the best of our knowledge, no other company has tested platooning in a forest environment. As a respected non-profit forestry R&D organization, FPInnovations is ideally positioned to bring together specialized research organizations and commercial industries to further the common goal of introducing platooning on forest roads.” This test marked the first time platooning technology was tested under thick forest canopy or used to control trucks on gravel roads, FPInnovations says. “We’re very glad to be a part of today’s tests,” said Resolute Forest Products director of forestry operations Jonathan Perron. “The forestry industry has to be innovative to compete globally and the concept of automated platooned trucks following one lead truck driver can help us improve our efficiency despite a labor shortage that’s affecting our industry across the country. We also believe that this type of technology will help us attract a new generation of forestry workers.” The trucks traveled at 70 km/h at a following distance of 20 meters. TW

Platooning tested on Canadian highways, forestry roads for the first time MONTREAL, QUEBEC Truck platooning has been successfully demonstrated on Canadian public highways for the first time. The tests took place between Oct. 29 and Nov. 2, and were conducted by PIT Group, Transport Canada, Auburn University, and Minimax Express Transportation. Highways around Montreal, La Tuque, Trois-Rivieres, and Blainville, Que., were used for the demonstration. The trucks were driven in a convoy, linked by a computer system that maintained the desired following distance between the trucks. The computer also controlled braking and acceleration, allowing the trucks to travel closely together to reduce fuel consumption. ‘’PIT Group is a leader in the testing and integration of new technologies and this test is another example of that. We’re very pleased with the preliminary results and we’re convinced they will lead to other breakthroughs in this field in the near future,” said Edouard Proust, a PIT Group engineer. The platooning technology used was developed by Auburn University’s mechanical engineering department. A minimum following distance of 20 meters was maintained. The platoon disassembled at highway interchanges and covered a total of about 1,000 kms with regular traffic. “We’ve driven the trucks under different weather conditions before, but this was a first for us driving in a combination of rain, ice and snow,” said James Johnson, a research engineer at Auburn University. “The automated braking and acceleration worked well in the weather conditions and we’re pleased with how the trucks performed throughout the testing.”

Truck platoons featuring highway tractors and forestry trucks took to public Canadian roads for the first time in late October and early November.

Minimax Express Transportation donated equipment for the use of on-highway platoon tests in Quebec.

Forestry trucks traveled 75 kms in platoon formation on logging roads during tests overseen by PIT Group. Escort vehicles were used to ensure safety with the motoring public. The platooning system was engaged for most of the trip, Proust said. “This is a great achievement. It’s a little soon to make a conclusion on the data that was gathered, but the system reacted properly to

vehicle cut-ins and to road conditions,” he noted. PIT Group indicated eventually the following trucks may be entirely autonomous, but that is still some time away. The hope is that platooning can someday not only save fuel, but also assist with the driver shortage, or even attract

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January 2019 • Truck News – West 27

ALBERTA

Recruitment workshops coming to Western Canada CALGARY, ALBERTA Trucking HR Canada will hold a series of workshops in Western Canada to help employers recruit and modernize their workforce.

The workshops will be held in partnership with the Alberta Motor Transport Association (AMTA) and Alberta government. “In order to modernize your workforce, you need to modernize

your HR approach,” said Angela Splinter, CEO of Trucking HR Canada. “With such a tight labor market, implementing HR best practices is essential to remain competitive.” Open to all trucking and logistics employers looking to learn more about modern

recruitment approaches, HR trends, practical strategies, and best practices, the workshops will take place in Calgary, Edmonton, and Grande Prairie this coming February. To register for any of the three sessions, visit www.amta.ca/ news-events. TW

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FICTION Mark Dalton: Owner-Operator

Dalton is hailed a cab

By Edo Van Belkom

THE STORY SO FAR After returning from a long haul to the west coast, Mark Dalton’s dispatcher Bud asks him for a favor. He reluctantly agrees to do some local work. Mark arrives at Intra-City Truck Lines yard ready to begin his time as a taxi truck driver. At first all looks good, but instead of a short trailer, Mark is given an older, longer trailer – the kind that is hard to move in the city. And the helper he was promised was late, and…at first there are no loads. Then the phone rings and then it’s go, go, go. Mark can only wonder what he’s gotten himself into… • The first call of the day was in downtown Toronto at a small machine shop on a side street in the Bloor and Dundas area. It was a nice sunny day and the truck drove well enough without a load, but the streets seemed to be getting narrower and narrower with each block south he drove. “It’s getting tight,” he said. “We still have a way to go,” said Marcin, the helper he’d been assigned, son of the trucking company’s owner. And then if the streets weren’t narrow enough, a bike lane suddenly appeared, taking out a large swath of pavement. Mark continued driving carefully with both hands tight on the wheel, his fingers starting to hurt and his knuckles turning a pale white. A rider appeared out of nowhere in front of him, forcing him to brake and blast his horn. Mark fully expected the cyclist to nod or wave and apologize for cutting him off, but instead he turned back toward Mark and raised a middle finger in salute. “Catch up to him!” Marcin shouted. “I’ll kill him!” “Relax,” Mark said. “I’ve seen worse.” “He shouldn’t be allowed to get away with that.” “Don’t worry,” Mark said. “He’ll eventually show that finger to the wrong person and it’ll get broken off. It just won’t be me.” After a few moments, Marcin said, “So that’s why my dad hired you.” “Why?” “Because you’re calm. I would have run him over. So would half the drivers working for him.” Mark thought about that for a moment. It should have angered him, but it didn’t even come close. In the past he had guns pulled on him, was pursued cross-country by an assassin, and took out an international smuggling ring. One little finger from a tree-hugging, salad-eating yuppie didn’t even register.

Illustration by Glenn McEvoy

– Part 3 –

“Our job is to pick up and deliver things,” Mark said. “Not get into street fights with bike riders.” • After a few sharp turns, and 10 minutes of Marcin helping him back up around a corner to the machine shop’s loading dock, Mark had arrived at his first pick-up. They were there to pick up a big, heavy machine that was used to stamp out metal parts for cars. It was a huge machine and weighed close to the truck’s maximum capacity and Mark didn’t have a clue how they were going to get it on and off the truck. Fortunately, Mark didn’t have to worry about loading the machine as the shop had already secured it to a palette for transport and they had a forklift that was heavy enough to easily drop the entire load gently into the center of the truck’s cargo area. Still, Mark wasn’t satisfied the load was safe. “It might tip over if I take a turn too sharply or stop too fast.” “Are you kidding?” said one of the shop workers. “This thing weighs a ton. It’s not going anywhere.” “Do you want to put that in writing and sign it?” Mark asked him. The man silently turned from Mark and didn’t say another word. Mark figured the guy was probably right, but he wasn’t about to risk it. He was being entrusted to take this load and deliver it whole and without damage. And even though the thing would only be on his truck for an hour – two at the most – it still needed to be secured like something that would be on his truck for days.

nances II e t n i a M ractice Best P

And so, Mark took an extra 15 minutes to strap the machine to the front and sides of the truck to ensure it wouldn’t fall over in transport. Only when he was satisfied everything was secure, he instructed Marcin to close the cargo door. “Are you sure?” Marcin asked. “Don’t you want to tie some pillows to it, wrap it up in a sheet?” “Laugh all you want,” Mark said. “But your father will be the one having to pay if this thing is damaged during transport.” “Okay, I get it,” Marcin said. “Good,” Mark said. “This is a service your father’s company’s providing. If it gets around that too much stuff arrives damaged, no one is going to call your father for help.” “Understood,” Marcin said, his voice long and drawn out, as if he’d been convinced of Mark’s point-of-view. • Just as they were pulling out onto Bloor Street, Mark’s cell phone rang. “Yeah,” Mark said. “Is this Mark?” said the voice. It was Macek, his shipper in this taxi truck endeavor. “Mark who?” Mark said, smiling. “Very funny,Dalton. Where are you?” “On our way to Keele and Hwy. 7” “What? You’re not there yet?” “No. It took a while to secure the load.” “It’s taking too long. You’re supposed to be there already.” “We’ll get there when we get there,” Mark said. Over in the passenger seat, Marcin was laughing under his breath. “Okay, then. Call me after you’ve made the delivery.” “Right,” Mark said and hung up. “What’s so funny?” “No one talks to my dad like that,” Marcin said. “Your dad’s pushy,” Mark said. “He’s always in a hurry. It’s who he is, and it’s how he’s built this company into what it is.” “Yeah, well…” Mark pondered. “Maybe that’s why he wanted me for this job. I am who I am and I’m not about to be pushed around.” “I can see that,” Marcin said. “Now, let’s get to our destination and get this thing off our truck.” “Yeah, let’s do it.” TW Mark Dalton returns next month in the conclusion of Dalton is hailed a cab.

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January 2019 • Truck News – West 29

THE LAST WORD

Building their reputation through honesty and integrity By Derek Clouthier RED DEER, ALBERTA The folks at Black Hand Transport aren’t shy about getting their hands dirty to make sure the job is done right. Started by Jeremy Douglas and Kyle Edwards in 2014, Black Hand began operations Oct. 15 of that year with four tridem pneumatic trailers and a single tractor. Hiring subcontractors to haul the other trailers, the business grew. Eventually, they diversified into various areas of trucking – aggregates, highways, flat decks – with the company initially focusing on serving the volatile oil and gas sector. “We are not shy about trying a new idea and working with a new client to streamline operations for them and keep steady work for our operators, lease operators, and subcontractors,” said Douglas. With oil and gas thriving in 2014, Douglas and Edwards became vividly aware of the need for a transport provider that was reliable, honest, and customer oriented. While working for a pair of service companies, the duo would see firsthand the billing process, which they said was “excessive, and for loads that were never even hauled.” “If we created a company that believed in relationships, honesty, and integrity, we could make a go at it,” said Edwards. And make a go at it, they did. Along with their investment partner, Darcy Torhjelm, the search for a company name began, one that accurately depicted their business goals and attitude. “When starting to design the logo, we had originally started as Black Hand Sand – catchy, I know,” said Douglas. “But we decided that it would limit us to just the energy industry, and Black Hand Transport would allow more opportunities. We decided with the

name originally because we were in the oil industry and we just worked so hard that our hands were always dirty, and that is the principle we continue to work by.” Today, Black Hand has 20 tractors in its fleet, along with continuing to employ subcontractors. They offer pneumatic trailers, hopper bottoms, flat decks, and power units. With its head office in Red Deer, Black Hand offers its services pretty much anywhere. One of the company’s keys to success is its ability to ensure its customers are involved in the process while treating them as one of their own. “The thing that makes us unique to our clients is that we are a very open book and we care very much about their budget,” said Edwards. “We want to make sure we are utilizing our equipment as best as we can to support and help our clients save on their budgets.” With the new reality of an energy sector that goes up and down, diversifying was a necessary move for Black Hand. But they remain optimistic about an industry they respect. “Our magic eight ball is constantly confused by this industry daily. You are hearing about all of the work on the horizon, but watching companies that you have competed with, sweat and bled with, closing doors,” said Douglas. “We are seeing it as a tough industry to be involved in, but are always loyal to the oil sector and our clients who have worked side by side with us for years.” Douglas and Edwards also have concerns when it comes to the trucking industry. Increasing taxes that cut into profits, constantly changing regulatory standards, and the challenges in keeping up to speed, and what they have seen with Class 1 drivers receiving the bare minimum when it comes to

SURFACE TRANSPORTATION SUMMIT

Jeremy Douglas and Kyle Edwards launched a trucking company with the goal of putting their customers first. training are a few examples. “We are seeing people who do not know axle weights, and just get by on passing the test,” said Douglas. “There are many places to go and get tested, but some have higher standards than the next. How are we holding them accountable? How are we ensuring that the new drivers are getting the knowledge that they require to succeed in our business?” When it comes to the use of new technology, drivers at Black Hand are equipped with the tools they need to be as efficient as possible. “We are always working on ways to make information flow more quickly and smoothly and as userfriendly as we can,” said Edwards. “With everyone being on the road constantly, we want to make sure we are sending them their dispatch orders and receiving their paperwork in a timely manner.” The company is also trying to streamline how it processes receivables, an area Edwards said is one of the company’s biggest killers due to the amount of data entry required. The new process will allow Black Hand’s logistics team to concentrate more on utilization rather than on data entry. It will also mean drivers can fill out a ticket

and send it straight to the logistics team for auditing and billing. Company drivers are using ELDs, as well. Two trucks are making cross-border trips and are required to use ELDs, and Douglas and Edwards are working to find the right device for the entire fleet. Both Douglas and Edwards recognize the importance of operating their business with safety and ethical standards in mind. “We believe that reputation is everything, and we understand what it takes to work hand-in-hand with our clients in order to be a preferred logistical solution provider,” said Douglas. “Our people are what make us who we are, and having a cohesive team is what allows us to continuously meet our clients’ needs.” TW

Derek Clouthier can be reached by phone at (403) 969-1506 or by email at derek@newcom.ca. You can also follow him on Twitter at @DerekClouthier.

BER

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2019

MARK YOUR CALENDAR 30 Truck News – West • January 2019

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