Wagon Wheels PG. 43 Cascadia 2.0 PG. 48 Choosing your trailer axles
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IS THE PASSION THAT WENT INTO DESIGNING IT. Our engineers worked a little heart and soul into every aspect of our newest and most advanced truck platform. Itâ€™s what happens when passion pushes science and innovation to a new level of excellence. The new Cascadia Â®. Donâ€™t dream about the future â€“ drive it.
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Contents October 2016 7 9 11 33
VOLUME 30, NO.10
Letters John G. Smith
Rolf Lockwood Mike McCarron
NEWS & NOTES
Dispatches 12 European Union Volkswagen buys a stake in Navistar
14 17 25 26 27 29 30 31
Gas Pains Green Goals Trending Stat Pack Pulse Surveys Logbook Heard on the Street Truck of the Month
In Gear 46 Feeding Frenzy 50 Small but Mighty
Features 36 Going Places Vania Agostinho is an apprentice technician who can’t wait to be a seasoned pro.
By Rolf Lockwood
The Cummins X12
51 Trust Your Co-Pilot Bendix Wingman Fusion
52 Fanshawe’s Frankenstein 53 Lockwood’s products 56 Guess the location, win a hat
57 Companies in the news 58 Faces COVER ILLUSTRATION: BY FRANK SCATOZZA Navistar and MAN now have more in common: Investments by Volkswagen.
38 Watch Your Language Want a trouble-free rental or lease? Pay attention to the agreement’s details.
By John G. Smith
43 Wheels for Your Wagon By Jim Park
There may be more to choosing trailer axles than you think.
48 Cascadia 2.0 The all-new Cascadia has a familiar name, but a whole lot has changed.
By John G. Smith
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Letters Professional designations are deserved The Business Magazine of Canada’s Trucking Industry
PUBLISHER Joe Glionna firstname.lastname@example.org • 416/614-5805 VICE PRESIDENT, EDITORIAL Rolf Lockwood, MCILT email@example.com • 416/614-5825 EDITOR John G. Smith firstname.lastname@example.org • 416/614-5812 ASSOCIATE EDITOR Dave Nesseth email@example.com • 416/614-5813 CONTRIBUTORS: Steve Bouchard, Mike McCarron, Jim Park, Nicolas Trépanier DESIGN / LAYOUT Tim Norton, Frank Scatozza firstname.lastname@example.org • 416/614-5818 NATIONAL ACCOUNTS MANAGER Heather Donnelly email@example.com • 416/614-5804 REGIONAL ACCOUNTS MANAGER Nickisha Rashid firstname.lastname@example.org • 416/614-5824 QUÉBEC ACCOUNTS MANAGER Denis Arsenault email@example.com • 514/947-7228 CIRCULATION MANAGER Pat Glionna 416/614-2200 • 416/614-8861 (fax) PRODUCTION MANAGER Lilianna Kantor firstname.lastname@example.org • 416/614-5815
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Re: What’s “professional”? (August 2016) So you resist the push to label my job as a profession. What about those of us who have learned our craft at the school of hard knocks (in my case for over 40 years) and do a damn ﬁne job of it? I agree that new drivers should be better trained than most of them get at licence mills, but what about those of us who learned from our fathers, or brothers, or whoever else that took the time to mentor us? Until a simple majority can jump in a truck and navigate to a destination, get the trailer to a dock, handle the paperwork, plan their trip, deal with Customs, stay on schedule (legally), and do all of this ad inﬁnitum, then I will agree that what we do is not skilled. Chances are, not even one in 10 could come close to completing these tasks. We are professionals and we are skilled. — NJ (John) Harder By email
Large carriers conspire against independents Re: Exit Plan (August 2016)
SEND YOUR LETTERS TO: Newcom Business Media, 451 Attwell Dr., Toronto, ON M9W 5C4
To quote the article: “The [Ontario Trucking Association] had 34 members on staff those days and a battery of lawyers assigned to ﬁght licensing applications.” For anyone who doesn’t know the ﬂat-out protectionism that large carriers have funded since the beginning of time, this one line says it all. They have done everything in their power to ensure that If we publish they feast while others struggle or falter – nothing short of a your letter, we’ll conspiracy against those who would dare to try and make a even send you a go of it on their own. Deregulation simply meant they had to Today’s Trucking rethink their strategy to retain control. hat as our thanks. Today we are part of an industry which is on the verge of collapse: too much equipment, too many so-called drivers and too much regulation. Yet [OTA president David] Bradley and his provincial colleagues would have us believe that there is still a shortage of drivers. Flooded labor pools, speed limiters, [and] Electronic Logging Devices are all on Mr. Bradley’s resume. Congratulations on your pending retirement, Mr. Bradley. Your work here is done. — Larry James Hall Extreme Transportation
DIRECTOR OF CIRCULATION Pat Glionna
Today’s Trucking is published monthly by NEWCOM BUSINESS MEDIA INC., 451 Attwell Dr., Toronto, ON M9W 5C4. It is produced expressly for owners and/or operators of one or more straight trucks or tractor-trailers with gross weights of at least 19,500 pounds, and for truck/trailer dealers and heavy-duty parts distributors. Subscriptions are free to those who meet the criteria. For others: single-copy price: $5 plus applicable taxes; one-year subscription: $40 plus applicable taxes; one-year subscription in U.S.: $60 US; one-year subscription foreign: $90 US. Copyright 2016. All rights reserved. Contents may not be reproduced by any means, in whole or in part, without prior written consent of the publisher. The advertiser agrees to protect the publisher against legal action based upon libelous or inaccurate statements, unauthorized use of photographs, or other material in connection with advertisements placed in Today’s Trucking. The publisher reserves the right to refuse advertising which in his opinion is misleading, scatological, or in poor taste. Postmaster: Address changes to Today’s Trucking, 451 Attwell Dr., Toronto, ON M9W 5C4. Postage paid Canadian Publications Mail Sales Agreement No.40063170. ISSN No. 0837-1512. Printed in Canada. We acknowledge the ﬁnancial support of the Government of Canada through the Canada Periodical Fund of the Department of Canadian Heritage.
Picturing the Picture This contest I’m intrigued by your [Picture This] photo contest, and started thinking about what photo to take and where. I skip around the Ottawa Valley, so there is lots of beauty to behold: sunrises, sunsets, rivers and lakes, the highlands west of Eganville, weather patterns, (even sunshine on snow and ice), cattle grazing, and farms in general. I’ve come to the conclusion that what keeps me sane in this game is the fact that the scenery never stays the same. I’m not stuck in the same spot inside walls. Don’t fence me in. — Bruce Williamson Ontario
ED: A reminder to everyone to grab your cameras on October 12 to show us your day at work. Send submissions to email@example.com
Editorial By John G. Smith
Trucker, Protect Thyself Formal contracts and paperwork are an owner-operator’s best line of defence
here is a certain pride that every owner-operator should enjoy. Mastering skills at the wheel is just the beginning of their professional journey. Our trucking industry’s hybrid of driver and entrepreneur is expected to master trucks and business ledgers alike. Sadly, far too many people fail because of a lack of focus on the latter point. I hear their stories all too often, and it’s heartbreaking. You can tell when the truck keys are an extension of who they are. So it was when an owner-operator called my ofﬁce at the end of August. He shared several examples of how he believed he had been shortchanged by the ﬂeet using his services. There never seemed to be any paperwork to back up charges for late loads or spoiled freight. He had to retrieve a truck parked in Calgary when his own driver was left stranded for a week in the wait for a backhaul. In the two months before the business relationship ultimately came to an end, the ﬂeet tallied up $20,000 in bills that remain outstanding. It is the type of loss that threatens more than a balance sheet. Depending on an owner-operator’s cash ﬂow, this is a ﬁnancial hit that could push someone out of the industry entirely. Maybe they would return as a driver. Maybe not. The caller said he wasn’t alone, either. He is certain the ﬂeet was shortchanging everyone who was pushing for a contract. Let me clarify that. They weren’t looking for a new contract. These owner-operators were looking for their ﬁrst contract. He had four trucks and trailers traveling between Toronto and Western Canada – without so much as a signature. A logbook is the only proof that he hauled freight for the company in the ﬁrst place. “They can say anything they want because nothing is written on paper. I can’t turn anywhere because I have nothing but the
logbook,” he said. “You do the job. You keep your logbook legal, and things like this …” Oh, there was always a promise that the documents would come. And there was always a reason why they didn’t appear. One day it was because the company was restructuring. The next day the paperwork was almost drafted. As much as I loathe to say it, the days of closing a deal with a handshake are done. The lines of a formal business agreement between a ﬂeet and owner-operator is the only thing that will protect everyone’s interest if the relationship sours. He called the Ministry of Labor. Not their problem. He isn’t a company employee. He called the Ministry of Transportation. Not their problem. They focus on things like the truck’s mechanical condition. Without a formal contract, success in a court is unlikely, too. His own drivers have been paid and sent looking for other work. Three trailers and two trucks have been sold to help cover the payments on equipment that remains. That’s his problem. And it should serve as a cautionary tale for any owneroperator who is hauling freight on a promise alone. Trucker, protect thyself. TT
“He had four trucks and trailers traveling between Toronto and Western Canada – without so much as a signature.”
John G. Smith is editor of Today’s Trucking. You can reach him at 416-614-5812 or firstname.lastname@example.org. OCTOBER 2016
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Lockwood By Rolf Lockwood
VW: Who Knew? Volkswagen is much, much bigger and broader than you might think
o, now that the initial brouhaha has died down after the Volkswagen Truck and Bus investment in Navistar last week, there is probably one big question that still needs an answer in a lot of North American minds: Like, who the heck is Volkswagen? Well, of course folks will say, that’s the German outﬁt that makes Beetles and Rabbits and designs a ﬂowerpot into the dash of at least one model. Sure is, but it’s rather a lot more than that. In fact its list of shareholdings is 19 pages long. Sticking to the car side, Volkswagen AG also owns Audi and Porsche. Lots of people will know that much, but did you know that it also owns England’s Bentley brand? And Italy’s Bugatti and Lamborghini. And the Czech Republic’s Skoda. And Spain’s Seat. All of them VWs in a way. Even the famous Italian motorcycle brand Ducati is in the stable. Many people will be surprised to know that it also makes VW-branded medium- and heavy-duty trucks, and buses too, sold outside Europe but in some 35 countries, from a base in Brazil (more on that in a bit). That company is Volkswagen Caminhões e Ônibus Ltda, which produced its ﬁrst truck in 1981. But VW also owns Sweden’s Scania and Germany’s MAN, and the latter will be especially important in helping Navistar move forward on these shores. All told, Volkswagen Truck and Bus (spun off from the mother company last year) produces trucks at 25 sites in 17 countries. Both MAN and Scania produce their own engines. Scania also makes transmissions, its Opticruise automated manual being well regarded. The Swedish outﬁt’s 16.4-liter V8, making as much as 730 horsepower, was available two years before the date called for by the Euro 6 emissions mandate. MAN also makes engines, and in fact Navistar’s own 13-liter diesel is the result of technology shared with the German ﬁrm. That long-established relationship paved the way in some respects for the new alliance, and that long-existing link will likely be at the core of the new partnership with
Navistar. Scania’s involvement will be minimal, according to one expert commentator. To confuse matters, Scania has also had its own long-standing co-operation with Cummins, particularly on fuel-injection technology. If you were to look at those 19 pages of VW holdings, you’d ﬁnd Cummins-Scania XPI Manufacturing, LLC based in Columbus, Indiana. It’s a 50/50 partnership. That raises questions about the future that Cummins might have in International trucks. It’s now a major partner with Navistar, supplying both engines and emissions aftertreatment systems. But we’ll leave that speculation alone for now, as has Navistar CEO Troy Clarke. “We’ve got a great partnership with them as well,” he said. “We’re not speculating or making announcements on that.” Going back a bit, VW also produces a truck engine, the 9.3-liter NGD 370 for use in its ﬂagship truck, the very tall and attractive Constellation, designed in Germany and built in Brazil. The engine is good for up to 370 horsepower, and the truck can handle gross weights up to 125,000 pounds or so. You can also power that truck with an 8.3-liter Cummins ISC. Transmissions are by ZF and Eaton, axles mostly by Meritor. But let me clarify, if that’s the right word to use. VW did indeed design that NGD 370 engine but it’s actually built by MWM International Motores which is the Brazilian subsidiary of... wait for it... Navistar International. Now, wait for this one... VW’s Brazilian truck-building operation was sold to MAN in 2008. But VW Truck and Bus in Germany has been busily buying an increasing share of MAN and now owns it all. Is everything clear now? TT
All told, Volkswagen Truck and Bus produces trucks at 25 sites in 17 countries.
Rolf Lockwood is vice-president, editorial, at Newcom Business Media. You can reach him at 416-614-5825 or email@example.com. OCTOBER 2016
European Union Volkswagen buys stake in Navistar, to introduce powertrain in 2019 By John G. Smith Europe’s interest in North American truck makers is expanding once again. Volkswagen Truck and Bus is investing US $256 million (Cdn $329 million) in Navistar – taking a 16.6% stake in the Illinois-based manufacturer and forming a strategic alliance that will bring a Volkswagen powertrain to North America as early as 2019. While the companies will collaborate on technology and licensing Volkswagen products, Navistar itself is to remain an independent company. Volkswagen AG also holds interests in MAN, Scania and Caminhões e Ônibus truck brands. Those nameplates are unfamiliar to most North American buyers, but they accounted for 179,000 vehicles last year, including medium-
and heavy-duty trucks built at 25 sites in 17 countries. Navistar now accounts for one in every four Class 6-8 trucks on Canadian and American roads, in addition to vehicles sold in Mexico and Latin America, and it also has an independent engine manufacturer in Brazil. “It’s just the great next step for the company,” said Troy Clarke, Navistar president and CEO, referring as well to the need to meet “technical mileposts” for next-generation products. “It relieves anxiety on the part of some of our customers, which has affected consideration of our product,” he added. “If you’re a company that buys trucks, you don’t want to buy something and then ﬁnd that that technology is stranded or discontinued at some point in time in the future. It disrupts
your residual value that you often rely upon for the down payment for the next truck that you might have.” Navistar’s struggles with technical mileposts involved a failed attempt to use Exhaust Gas Recirculation (EGR) to meet tighter emissions standards. The company even-
concerns about the EGR strategy as early as 2011 and 2012, even as Navistar said that was the way to go. Emissions represent one area where the two companies can combine expertise. Euro 6 standards are comparable to the U.S. Environmental Protection Agency’s Phase 2
tually adopted the Selective Catalytic Reduction (SCR) method used by other manufacturers. But earlier this year, it also paid a US $7.5-million (Cdn $9.8-million) penalty to settle charges that it had misled investors along the way. According to the U.S. Securities and Exchange Commission, the U.S. Environmental Protection Agency had raised
Greenhouse Gas standards that will govern 2018-2027 model years, noted Andreas Renschler, CEO of Volkswagen Truck and Bus and member of the Board of Management of Volkswagen AG responsible for commercial vehicles. “The base engine is more or less the same. The aftertreatment system from a concept point of view is the same.”
Gas Pains PG. 17
Green Goals PG. 18
The need for speed limiters And, of interest to North American buyers, Volkswagen also has a big block engine among its commercial offerings. “There is a well-established trend in the industry, globally, along vertical integration,” Clarke said, referring to trucks and powertrains
from the same source. But he also stressed that Navistar’s relationship with Cummins remains, calling the engines an “outstanding product” that continues to gain traction with customers. “We will continue to offer Cummins products for a period of time.” It would “seem logical” that
the new powertrains will be built in North America, given Navistar’s capacity, Clarke said, responding to a related question. The company’s facility in Huntsville, Alabama produces the proprietary N13 13-liter engine – which itself was developed through an earlier licensing agreement with MAN – while a facility in Melrose Park, Illinois machines crankcases, camshafts and crankshafts, and builds engines as a whole. The promise of sharing technology with Volkswagen extends beyond powertrains alone. The new partnership is expected to collaborate on “all aspects of commercial vehicle development,” according to a statement announcing the deal. That includes driver assistance systems, connected vehicle solutions, platooning and autonomous technologies, electric vehicles, and cab and chassis components.
BY THE NUMBERS 2 directors
US $256 million
Volkswagen gains two seats on Navistar’s board
Cash proceeds for Navistar
of directors, replacing James Keyes and Michael
Hammes. Keyes has serves as non-executive chairman of Navistar International Corporation since April 2013,
The Volkswagen Truck and Bus stake in Navistar
and has been on the board since December 2002. Hammes has been lead director from December 2007
US $10.1 billion
to April 2013, and served on the board since 1996.
Navistar’s 2015 revenue
“All trucks will be connected. All trucks will kind of know where they’re at. All trucks will be talking back to somebody who can monitor the costs of them, and their maintenance needs,” Clarke said, referring to telematics, connected vehicles, and safety systems as the next areas of growth. “First thing’s ﬁrst. We’ve got to get the oily bits worked out.” By Year 5 of the deal, the companies expect to save about US $200 million (Cdn $257 million) per year thanks to procurement activities and engineering-related savings. While Volkswagen recently took out a dividend of US $1.1 billion (Cdn $1.4 billion) in Scania shares, reportedly to help offset a US $15.3 billion (Cdn $19.7 billion) settlement for a passenger vehicle emissions scandal, it has agreed to hold its Navistar shares for a minimum of three years. As to whether this is the ﬁrst step toward a merger, Renschler said, “our options are open”. Of course, Navistar has other priorities in the short term. It was preparing to launch the ﬁrst generation of trucks under its Horizon Project as this edition went to press. TT
Dispatches New technologies are being tested and proven in the U.S. SuperTruck initiative. (Peterbilt photo)
Gas Pains U.S. unveils latest round of emissions standards, and they come at a cost By John G. Smith The latest round of vehicle emissions standards has been ﬁnalized in the U.S., and it comes complete with price tags. Just weeks ago, the U.S. Environmental Protection Agency (EPA) and National Highway Trafﬁc Safety Administration (NHTSA) ofﬁcially released the second round of Greenhouse Gas limits, which will gradually tighten between 2018 and 2027 model years. The only way to meet their ultimate target of reducing such gases by 25% is with a corresponding increase in fuel economy, but that will require upgraded equipment. Related changes are expected to increase the price of a typical tractor by more than $8,280 in 2021, $12,834 in 2024, and $15,732 in 2027. Required trailer changes – which are included in emissions targets for the ﬁrst time – will cost more than $1,100, $1,294, and $1,384 during those years. Even the buyers of vocational vehicles will see prices rise by more than $1,436, $2,562, and $3,441 during the same rollout schedule. (Projected increases have been translated into Canadian dollars.) Regulators estimate that by the end of the rollout, changes to tractors and trailers will pay for themselves in the second year, thanks to respective boosts in fuel economy of 25% and 9%. The payback
period for vocational trucks will be four years, thanks to a targeted fuel economy improvement of 24%. In the words of the U.S. Truck and Engine Manufacturers Association, it’s all “signiﬁcantly more ambitious” than the limits applied to today’s equipment. Canadian regulators appear ready to follow the U.S. lead, too, and had also contributed to the new standards through tests that focused on aerodynamics and results from chassis dynamometers. “The Phase 2 standards, like the Phase 1 standards which apply to Model Year 2014 and later heavy-duty vehicles and engines, will be aligned with the U.S. Environmental Protection Agency standards,” conﬁrmed a spokesman with Environment and Climate Change Canada. The ﬁrst draft of the Canadian version of the regulations should be released in Canada Gazette Part 1 by the end of this year, he said. That is ultimately followed by a 75-day comment period before ﬁnal regulations are published. Still, there are unique challenges to address when comparing the jurisdictions, not the least of which is heavier Gross Vehicle Weights. On/off-road equipment, heavy haulers, and Long Combination Vehicles all account for a
larger share of the Canadian ﬂeet than its U.S. counterpart. “I deﬁnitely hope that there will be some allowances because we know that some [referenced] technologies don’t work here,” says Yves Provencher of PIT Group, a third-party testing organization based in Quebec. Low Rolling Resistance tires, for example, are not always practical when trucks face snow-covered roads. Some of the referenced technologies, such as engine heat recovery systems, are not even available yet, he adds. “We just hope the OEMs will have the chance to do the testing and do the necessary improvements – if need be – and hit the market with technology that is proven.” The Environment and Climate Change Canada spokesman said “speciﬁc implications” for Canadian operations will be considered as regulations are developed. There are still ways for manufacturers to offer equipment that doesn’t meet the speciﬁc targets, though. The U.S. rules include Averaging, Banking and Trading (ABT) provisions that allow manufacturers to certify engines and vehicles that fall short of the standards, as long as they are offset with engines or vehicles that do better. It’s similar to an approach established in the Phase 1 rules, but with minor revisions, according to the regulators. “We are not proposing to include a full ABT program for the trailer standards because the nature of the industry makes it a challenge for manufacturers to beneﬁt from this type of program. Instead, we are proposing limited averaging provisions for certain trailer manufacturers,” a report on the standards reads. For their part, manufacturers are wary about jurisdictions that introduce their own rules, particularly when it comes to the California Air Resources Board. “The NOx emissions from heavy-duty on-highway engines have already been reduced to near-zero emission levels – so small as to challenge the ability to measure them,” Jed Mandel, president of the Truck and Engine Manufacturers Association, said in a statement. “Additional incremental reductions could come at a high cost and create barriers to meeting the GHG standards,” he added. TT
Piece by Piece Several different technologies will need to be applied to meet new targets for Greenhouse Gas emissions, which will roll out in several phases up to 2027
ENGINES Greenhouse Gases from engines will drop 4-5% when compared to 2017 models, by improving on current strategies like air handling, combustion, reduced friction and aftertreatment systems – but also including waste heat recovery systems.
Compared to Phase 1, their carbon dioxide emissions will drop 16% thanks to changes in engines, transmissions, drivelines, Lower
Rolling Resistance tires, workday idle reduction technologies, and lower weights. Today’s vocational vehicles better 2010 models by 2%, but by 2027 they will improve by up to 24% over 2017 models. The first targets could be met with Low Rolling Resistance Tires, but the next round will draw on improved engines, transmissions and axles, as well as lower weights, hybrids, and systems to reduce workday idling.
TRACTORS The speciﬁc benchmarks for tractors vary by vehicle weight class, roof height, and cab type. Combination tractors will ultimately better 2017 models by 19-25%, building on existing approaches like aerodynamics, weight reductions and Low Rolling Resistance tires, as well as reduced idling and speed limiters. The targets will also rely on improved engines, transmissions and axles, tire pressure systems, and predictive cruise control. Compare that to the ﬁrst phase of the program, which improved on 2010 baselines by 10-23%.
TRAILERS Trailers are being addressed for the ﬁrst time, and are expected to improve 3-8% when compared to a 2018 counterparts. That will mean Low Rolling Resistance tires and tire pressure systems for most trailers, as well as weight savings, aerodynamic enhancements such as side and rear fairings, gap closing devices, and improved undercarriages under dry and refrigerated box vans. Voluntary standards begin with certain types of trailers in the 2018 Model Year, while mandatory standards begin in 2021. By that point, the standards will apply to refrigerated and dry vans. The standards become tougher in 2024, and the ﬁnal round of changes come in 2027.
VOCATIONAL VEHICLES The rules for vocational vehicles – which represent a ﬁfth of the emissions from medium- and heavy-duty equipment – roll out in 2021, toughen in 2024, and reach ﬁnal levels in 2027. They include three vehicle weights and three driving cycles.
Dispatches radius. Electric vehicles are used for trips shorter than that. Meanwhile, Liquiﬁed Natural Gas, Compressed Natural Gas, biomethane and Renewable Natural Gas have been used for regional trips between 650 and 950 kilometers long. While UPS has experimented with natural gas in Canada, it has yet to adopt the fuel here. Ryder, however, has about 10% of its natural gas vehicles on this side of the border. “It suits their operation very well and they’re utilizing it at a high rate,” says Scott Perry, Ryder’s vice president – supply management and global fuel products, referring to CAT and its decision to run about a third of its ﬂeet on Compressed Natural Gas. That’s made possible in part by new GAIN Clean Fuel stations to supply the fuel. Ryder itself is supporting the ﬂeet with maintenance-related investments, upgrading a pair of Canadian shops to include methane detection systems, ﬁre in May, and there are 10 yard shifters suppression, and enhanced ventilation. running on propane as well. The engines themselves, though, have “Propane has been very successful for proven to be relatively trouble-free. us,” says Craig Rayner, vice president – “The reliability has been very good. automotive at UPS Canada, referring to When Cummins developed that 12-liter advantages including reduced emissions engine, they had a and lower fuel prices. “It lot of experience works well in our fleet from their nine-liter because it reduces emisplatform,” Perry sions and our dependence says. Many compoon fossil fuels. It is less nents are identical expensive than gasoline to its diesel-powered and diesel. It’s non-toxic. counterpart, with the It’s clean-burning. And exception of things it extends our engine like spark ignition for life. [There] is no addithe natural gas. tional maintenance as — Canadian Propane Association “We don’t see the compared to gasolineportfolio [as] fixed or powered engines.” finite,” Perry says, referring to Ryder’s Each package car has a 320-kilometer experience with diesel, natural gas, elecrange, and the switch has been seamtric, and hybrid electric vehicles. “We’re less to drivers, he adds. “If I didn’t tell a great test bed, and we partner with a the driver that the car was propane or number of manufacturers.” It is already gasoline, they wouldn’t know.” testing technology that can be required The global UPS experience with to meet the next round of Greenhouse alternative fuels is even wider than that. Gas emissions standards. Propane is being used on rural routes of Relatively low diesel prices have more than 160 kilometers, while electric slowed the demand for some of the alterand hydraulic hybrids are assigned to native fuels, but that won’t be forever, shorter suburban routes. In city cenPerry says. “The market is going to turn ters, ethanol has been used to power TT at some point.” deliveries within about a 95-kilometer
About 100 of Ryder’s natural gas vehicles support Canadian American Transportation. (Ryder photo)
Ryder, UPS reach alternative fuel landmarks By John G. Smith In an industry known for running on diesel, there is an ongoing effort to burn less of it. That’s good for ﬁnancial statements and the environment alike. Two of North America’s largest ﬂeets recently passed milestones involving the alternative fuels used to achieve those goals. Ryder System recently announced that it was the ﬁrst commercial ﬂeet to hit 100 million miles (160 million kilometers) of experience with natural gas. And UPS says it has accumulated 1 billion miles (1.6 billion kilometers) with an array of alternative fuels, using a “rolling lab” of 7,200 vehicles around the globe. “That’s the equivalent of well over 4,000 trips to the moon,” said David Abney, chairman and CEO of UPS. “Our commitment to seeking out alternative fuels actually dates back to the 1930s when UPS tested electric vehicles.” Canadian operations account for some of the results. About 100 of the Ryder vehicles support Quebec-based Canadian American Transportation (CAT), which is fueling 12-liter Cummins ISX engines with Compressed Natural Gas to run from Canada to the Mexican border and back again. Meanwhile, UPS has 930 propane-powered package cars in Canada, representing 36% of the package ﬂeet. Another 150 will be converted
Propane vehicles emit up to 26% fewer Greenhouse Gases than gasolinepowered vehicles.
The need for speed limiters U.S. considers devices set between 95 and 110 km-h American regulators are one step closer to mandating speed limiters on heavy trucks, following an August 26 proposal from the Federal Motor Carrier Safety Association (FMCSA) and the National
Highway Trafﬁc Safety Administration (NHTSA). But while it cites experience in Ontario, Quebec, Japan, Australia and the European Union, the proposal does
not yet recommend any speciﬁc speed limits. Instead, it estimates the effects of several speed-reducing scenarios. According to the strictest end of the proposal, limiting heavy vehicles to 60 miles per hour (about 95 kilometers per hour) would save 162 to 498 lives annually. On the lenient end, forcing a speed that maxes out at 68 miles per hour (just shy of 110 kilometers per hour) would save an estimated 27 to 96 lives annually. “This is basic physics,” NHTSA administrator Mark Rosekind said in a statement. “Even small increases in speed have large effects on the force of impact. Setting the speed limit on heavy vehicles makes sense for safety and the environment.” There is still an ongoing debate, however, about the link between speed limiters and the potential to save lives. The most poignant example in the new U.S. proposal pulls from a March 2012 FMCSA study that analyzed 20 U.S. ﬂeets which voluntarily activated speed limiters. Data from 15,000 crashes showed that trucks using speed limiters had a ratio of 1.6 crashes per 100 trucks per year, while trucks without speed limiters had a ratio of 2.9 crashes per trucks per year. The proposal also refers to Schneider National, which has been setting speed limiting devices to 105 kilometers per hour since 1996. According to that ﬂeet’s internal data, vehicles without speed limiting devices accounted for 40% of the company’s serious collisions while driving 17% of the total miles. But in 1991, U.S. regulators determined that “combination trucks tended to travel at just over the posted speed limit.” A report at the time concluded that the small number of high-speed crashes, compared to the overall number of crashes, didn’t justify speed limiters. In response, NHTSA published Commercial Motor Vehicle Speed Control Safety, suggesting that “virtually all crashes involve multiple contributing factors and that the elimination of any one factor – e.g., high speed – may or may not prevent the crash.” TT
cents per litre
WHITEHORSE VANCOUVER * VICTORIA PRINCE GEORGE KAMLOOPS KELOWNA FORT ST. JOHN ABBOTSFORD YELLOWKNIFE CALGARY * RED DEER EDMONTON LETHBRIDGE LLOYDMINSTER GRANDE PRAIRIE REGINA * SASKATOON PRINCE ALBERT MOOSE JAW WINNIPEG * BRANDON TORONTO * OTTAWA KINGSTON PETERBOROUGH WINDSOR LONDON SUDBURY SAULT STE MARIE THUNDER BAY NORTH BAY TIMMINS HAMILTON ST. CATHARINES BARRIE BRANTFORD GUELPH KITCHENER OSHAWA MONTRÉAL * QUÉBEC SHERBROOKE GASPÉ CHICOUTIMI RIMOUSKI TROIS RIVIÈRES DRUMMONDVILLE VAL D’OR GATINEAU SAINT JOHN * FREDERICTON MONCTON BATHURST EDMUNDSTON MIRAMICHI CAMPBELLTON SUSSEX WOODSTOCK HALIFAX * SYDNEY YARMOUTH TRURO KENTVILLE NEW GLASGOW CHARLOTTETOWN * ST JOHNS * GANDER LABRADOR CITY CORNER BROOK GRAND FALLS
107.9 118.9 110.6 105.8 102.9 103.4 106.9 104.6 110.9 92.9 89.3 90.7 91.4 90.2 92.7 94.9 95.5 94.7 95.1 97.1 95.9 91.2 90.7 91.6 90.0 88.0 90.6 90.4 97.2 105.0 92.7 98.8 90.2 87.9 89.3 88.2 90.9 89.0 89.1 100.6 99.5 99.7 98.2 94.2 99.2 98.5 102.5 98.2 98.5 103.5 105.1 105.3 106.4 102.8 105.9 106.7 103.2 105.8 95.0 98.8 96.8 95.9 95.3 96.6 100.7 112.8 115.3 131.4 113.5 115.3
0.0 -0.5 -0.9 -1.1 -1.3 -0.8 -1.6 -0.6 -1.0 -2.0 0.1 -0.7 1.5 -0.5 -4.2 -0.7 -0.4 0.3 -0.6 0.2 -1.0 -0.6 -0.3 -1.0 -0.2 -2.6 -1.5 -1.1 -0.4 -0.2 -0.6 0.0 0.2 -1.6 -0.4 -1.0 -1.0 -1.0 -0.2 -0.5 -0.5 -0.2 -0.8 0.0 0.0 -0.3 -0.2 0.3 -0.5 -0.5 -0.1 0.0 0.2 -1.5 0.0 0.0 -1.6 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
91.6 75.6 75.2 74.1 71.3 71.8 75.1 73.0 92.5 71.5 68.0 69.4 70.0 68.9 71.3 71.4 72.0 71.2 71.6 74.5 73.3 62.4 62.0 62.8 61.4 59.6 61.9 61.7 67.7 74.6 63.7 69.2 61.5 59.5 60.7 59.8 62.1 60.5 60.5 63.3 62.3 62.5 65.0 61.6 64.0 61.5 64.9 65.1 61.4 64.5 65.9 66.1 67.0 63.9 66.6 67.3 64.2 66.5 63.2 66.5 64.8 64.0 63.5 64.6 64.1 72.6 74.8 88.8 73.2 74.8
CANADA AVERAGE (V)
Bison Transport was among the fleets to gain fuel economy.
Big gains for big fleets 17 carriers boost fuel economy 3% in 2015 Seventeen major North American ﬂeets – including Canadian-based Challenger Motor Freight and Bison Transport – boosted their fuel economy by 3% in 2015, according the Annual Fleet Fuel Study released by the North American Council for Freight Efﬁciency (NACFE). Fleet-wide fuel economy increased from 6.87 to 7.06 miles per gallon (34.2 to 33.3 liters per 100 kilometers), representing the largest boost in eight years of consecutive improvements. And they saved just shy of $650 million on fuel bills when compared to the national average. Put another way, their individual trucks saved about $6,020 per year compared to the baseline of a “business as usual” truck that reaches 6.3 miles per gallon (37.3 liters per 100 kilometers). “It’s more of the same, but it’s a whole lot more this year,” said ﬂeet engagement manager Dave Schaller. “That’s pretty exciting stuff.” Calculations were based on fuel priced at 92.5 cents per liter. Today’s Trucking has converted the report’s calculations into Canadian funds. “Improvements in both the fuel economy and bottom lines of the leading ﬂeets this year provide a compelling call to action for the rest of the industry,” said Mike Roeth, executive director of NACFE. “Investing in efﬁciency technologies is the new normal.”
The study reviews 69 available technologies. Where ﬂeets adopted 43% of them last year, that was up from 18% in 2003. Adoption rates of electronically controlled transmissions, low-viscosity engine oil, and tire pressure inﬂation systems for trailers were on the rise, but ﬂeets have been slower to adopt equipment such as boat tails, 6x2s and tire pressure monitoring systems. When it comes to steps to reduce idling, the studied ﬂeets are adopting everything from Auxiliary Power Units to electric HVAC systems, automatic start-stop technologies, deﬁned engine parameters, and driver incentives. The studied ﬂeets also report a typical trade-in cycle of more than ﬁve years, which means that new trucks are 16% more efﬁcient than the 2010 models they replaced, according to NACFE. Participating ﬂeets also increasingly adopted technologies that will likely be needed to meet the recently unveiled Phase 2 emissions rules governing Greenhouse Gases. But the fuel economy gains are not limited to equipment alone. “They’re also becoming much better at how they dispatch their trucks,” said Schaller. Other ﬂeets included in the research were Cardinal Logistics, CR England, Crete, Frito Lay, Maverick, NFI Industries, Nussbaum, Paper Transport, Prime, Ryder System, Schneider, United Parcel Service, and XPO Logistics. TT OCTOBER 2016
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TIP acquires Train Trailer The Netherlands’ TIP Trailer Services has acquired Mississauga, Ontariobased Train Trailer, founded by Richard Gladden in 1971. “We saw it as an excellent opportunity to expand our services
into the Canadian market. Train Trailer is currently the second-largest semi-trailer rental, lease and storage company in Canada, and maintains a leadership position in the diversiﬁcation of its ﬂeet,” said Bob Fast, TIP president and CEO. Rick Kloepfer will continue in his role as president of Train Trailers. Terms of the deal were not disclosed.
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Blitz set for Oct. 16-22 October 16-22 marks the Commercial Vehicle Safety Alliance’s latest scheduled enforcement blitz, but the focus will be on more than commercial vehicles alone. Operation Safe Driver Week will highlight the way commercial and passenger vehicles share the road. Driver behavior is cited as the main reason for more than 88% of large truck crashes and 93% of passenger-vehicle crashes, according to the Federal Motor Carrier Safety Administration’s Large Truck Crash Causation study. Common causes include speeding, failing to use a seatbelt, distracted driving, failing to obey trafﬁc control device, traveling too closely, and improper lane changes. Law enforcement ofﬁcers pulled over 21,012 drivers across North American during 2015 Operation Safe Driver Week.
Bendix unveils fix for spring brakes Bendix has unveiled a no-cost permanent ﬁx for recalled Bendix SR-5 trailer spring brake valves. The voluntary recall announced on May 10 covers valves that were sold outright or included in Antilock Braking System (ABS) kits for trailers. That equates to 200,000 Bendix SR-5 trailer spring brake valves produced between January 1, 2014 and March 4, 2016, including those sold in Canada. “Under a combination of a unique set of circumstances, it is possible [though not probable] for an internal leakage to develop in the SR-5 unit, resulting in slow-to-apply spring brakes when parking the trailer. The leak is heard or observed at the supply [red] gladhand when uncoupled from the tractor – or, if coupled, from the exhaust of the park control valve,” Bendix reports. Vehicle owners can work through Original Equipment Manufacturers or an authorized Bendix parts outlet to order the related repair kit, depending on how each manufacturer elects to administer the recall.
BC OKs boat tails Regulatory changes in B.C. have increased the allowable length of aerodynamic boat tails that better direct air around the back end of a trailer. Transport Canada altered federal regulations to allow boat tails in December 2013, but that also required a change to provincial weights and dimensions. The maximum space available for boat tails in the province has now increased to 1.52 meters from 0.61 meters. Other changes increase the allowable length of B-train combinations to 27.5 meters, up from 25, which harmonizes with neighboring jurisdictions.
on and not diverted to ﬁnance bike paths and waterways for recreational kayaking and canoeing,” said Chris Spear, association president and CEO. “We hope [the] ruling will not only end this practice in New York, but dissuade other states from ﬁnancing their budget shortfalls on the backs of our industry.”
The Thruway Authority charges tolls for using several major arteries used by motor carriers throughout the northeastern United States. Since 1992, however, the Thruway Authority has also invested US $1.1 billion in the state’s Canal System. Annual costs have recently pushed above US $100 million.
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Canals shouldn’t get NY tolls: court The American Trucking Associations (ATA) is applauding a federal court ruling against New York State for using the tolls paid by interstate truckers to ﬁnance unrelated tourism and recreation projects around the New York Canal System. “Revenue from tolls must be spent maintaining the roads they’re collected
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Feds revoke Ayr’s labor assessment Ayr Motor Express, which had actively promoted the value of Temporary Foreign Workers to address regional driver shortages, has been blocked from the program designed for that very thing. The federal government revoked the ﬂeet’s Labor Market Impact Assessment (LMIA) in July, citing “false, misleading or inaccurate information in the context of the request for that assessment,” according to Employment and Social Development Canada. Regulators say the ﬂeet based in Woodstock, New Brunswick had not covered the drivers’ transportation costs or provided written agreements about wage deductions, both of which are required under the program. Ayr Motor Express has responded by asking for a judicial review. The LMIAs are needed to prove that labor needs cannot be addressed locally. But few drivers are actually hired under the program. As of the ﬁrst quarter of this year, 237 truck driving jobs were open to Temporary Foreign Workers across Canada. Company president Joe Keenan said he was unable to comment further, noting it was a “matter with the legal folks and the courts.” Jean-Marc Picard, executive director of the Atlantic Provinces Trucking Association, conﬁrms that other ﬂeets in the region are using the program. Just not to the extent they once did. “The
economy has slowed down a bit, so I’m not sure anybody is in a huge need for drivers at this time,” he said. “The cost of a Temporary Foreign Worker has gone up, so it’s expensive to bring someone in.” The federal government tightened requirements for using Temporary Foreign Workers in 2014, when application fees soared to $1,000 per worker from $275.
Titanium opens new terminal Titanium Transportation Group has opened a new 71,500 square-foot terminal in Bolton, Ontario that consolidates several facilities. Located about 50 kilometers northwest of Toronto, the new site will not only double as Titanium’s corporate headquarters, but as an integrated warehouse and third-party mechanical shop. “The new Bolton Terminal allows for consolidation of all ﬁve of our previous operating locations and for future acquisitions in the Greater Toronto Area,” announced Titanium CEO Ted Daniel, who said the new facility will also allow for signiﬁcant expansion of the company’s logistics division. Titanium’s consolidation involved terminals in Burlington, Mississauga, Orillia and Woodbridge. The company reports that the new Bolton terminal also boasts an expanded driver lounge with training facilities, laundry and additional conveniences. TT OCTOBER 2016
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© 2016 Wells Fargo Bank, N.A. All rights reserved. All transactions are subject to credit approval. Some restrictions may apply. Wells Fargo Equipment Finance is the trade name for certain equipment leasing and finance businesses of Wells Fargo & Company and its subsidiaries. Equipment financing transactions are provided in Canada by Wells Fargo Equipment Finance Company. Wells Fargo Equipment Finance Company is an affiliate of Wells Fargo & Company, a company that is not regulated in Canada as a financial institution, a bank holding company or an insurance holding company. Based on current net assets of Wells Fargo Equipment Finance (including Wells Fargo Rail) compared to net assets of the largest equipment finance/leasing companies (excluding GE Capital) ranked in the Monitor’s 2016 special edition. WCS-3157801
Trendingg on UBER HAILS OTTO
Ride-sharing company invests in autonomous driving UBER – a company known for its ride sharing service – has paid about Cdn $886 million in stock options for Otto, a tech startup that uses retroﬁt kits to change standard trucks into self-driving ones. San Francisco, California-based Otto is a 90-plus-person venture led by former Google execs. Its design focuses on a suite of sensors, software and other enhancements that can be quickly ﬁtted on existing trucks for about US $30,000 (Cdn $39,000).
So far Otto’s truck tests have involved retroﬁtting several Volvo models. The results of those can be viewed online. “Long-haul transit is vital for nearly 70% of the things we buy, yet hundreds of thousands of preventable trucking accidents happen each year on American highways. We believe it’s our responsibility to bring safer, selfdriving technology to the road,” Otto’s website says.
Company co-founder Anthony Levandowski will continue to lead the venture into self-driving technology. “Anthony is one of the world’s leading autonomous engineers. His ﬁrst invention, a self-driving motorcycle called Ghostrider, is now in the Smithsonian,” Uber cofounder Travis Kalanick said in a statement about the deal. “Just as important, Anthony is a proliﬁc entrepreneur with a real sense of urgency.” Trafﬁc accidents are a leading cause of death for people under 25. Kalanick says he believes self-driving technology will bring an end to that. On the ride-sharing front, Uber has a network of more than 1.5 million drivers in more than 450 cities around the world. News of the Otto acquisition follows Uber’s latest partnership with Volvo Cars. That US $300-million (Cdn $390-million) venture aims to offer self-driving Uber rides on the streets of Pittsburgh. Håkan Samuelsson, president and chief executive of Volvo Cars, said in a statement: “This alliance places Volvo at the heart of the current technological revolution in the automotive industry.”
Here are a few examples of tweets from around the industry this month.
19.3K Followers! If you’re not following us on Twitter, you’re missing out on some interesting discussions in the world of trucking. From regulations to product news, we have you covered. Make
@todaystrucking your go-to social media source.
Shane O’Connor @oconnorshane Self-driving cars: Does your car have any idea why my car pulled it over? #RoadSafety CTA @CanTruck Phase 2 GHG Rule Could Usher More Aluminum, Lighter-Weight Parts http:// cantruck.ca/phase-2-ghg-rule-could-ushermore-aluminum-lighter-weight-parts/... Quince Mountain @QuinceMountain BTW, I only found that maple syrup reward bit because @Todaystrucking is free and has a dope cover. #magazines #canuck
KEEP IN TOUCH facebook.com/ TodaysTrucking
Today’s Trucking @TodaysTrucking @QuinceMountain We’re proud of our covers, too!!
TodaysTrucking1 OCTOBER 2016
Eastern Canada www.easterncanada.cummins.com
www.westerncanada.cummins.com • Wholesale parts distribution • Retail parts sales • Engine and power generation equipment sales • Maintenance & Repair
60,000 trucks 12
One of the central features of the PACCAR Technical Center in Mount Vernon, Washington is a new climatic wind tunnel that can simulate factors including wind speed, temperature and humidity. A massive fan that sits on a 250-ton concrete platform can create winds as high as 120 km-h, while pressures can mimic altitudes up to 4,300 meters. And while programmed temperatures were sitting at 38 Celsius during the day of a tour, the facility has a decidedly northern connection. The wind tunnel was designed, fabricated and installed by Toronto-based Aiolos.
13,000 sticky liters Quebec-based Mexuscan Cargo is offering a $10,000 reward for the safe return of some sweet cargo. Speciﬁcally, it’s trying to track down a 13,000-liter batch of maple syrup stolen in early August from a Montreal yard. The syrup is worth about $150,000. The heist is reminiscent of a theft ring that stole nearly 10,000 barrels of maple syrup between 2011 and 2012.
Kenworth has sold 60,000 of its venerable T660 trucks since the model was ﬁrst introduced in 2007. But now production is set to end. A ﬁnal 500 of the T660 cabs will be built this year before the last model rolls off the assembly line. About 80% of the trucks that the company builds today are the T680 or its vocational sibling, the T880. The T680 itself accounts for about 60% of sales, with the T880 at just under 30%.
169 km-h The Iron Knight, a tractor produced by Volvo Trucks, has set international speed records for both 500 and 1,000 meters from a static start. The racing truck maintained an average speed of 169 km-h and a time of 21.29 seconds for 1,000 meters, and beat the corresponding record for the 500-meter distance at 131.29 km-h and 13.71 seconds. The truck is a custom build, but does include a D13 engine and I-Shift Dual Clutch transmission.
Pu se Reader Survey Your Recruiting and Retention views on...
Reports of a driver shortage seem to ebb and ﬂow with economic conditions. But there is no mistaking the trucking industry’s so-called demographic cliff, as the existing workforce continues to age and approach retirement. This month, 61 readers offered thoughts on how they ﬁnd and retain the employees they need.
Does your fleet currently face a driver shortage?
What is the single-biggest challenge to attracting new drivers?
Usually, but not in this economy
(ie. single-truck operators)
17 % Hours
10 How do you currently source new drivers? Training schools
“Our drivers do not quit until retired. One is 72 years old.”
“No nights, holiday or weekend work. Ever.”
Advertising Results are rounded to the nearest percent.
Next month: SPEED LIMITERS
Which of the following does your business use to retain drivers? 5% 12% 12% 14% 16% 18% 18% 21% 21% 21% 23% 25% 33% 44% 49% 60% 74%
Community involvement (ie. volunteerism) Driver amenities (ie. lounges, showers) Sign-on bonus Mentorships Other Regular feedback Workplace wellness programs Dedicated routes Retirement savings Teambuilding activities (ie. company barbecues) Long-term service awards Training Regular schedules Vacation time Late-model equipment Benefits packages (ie drug plans, life insurance) Competitive wages
Today’s Trucking Pulse surveys are conducted once per month, covering a variety of industry issues. To share your voice in future surveys, email firstname.lastname@example.org. OCTOBER 2016
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24 - 26 2016 SAFETY, SECURITY AND HUMAN RESOURCES NATIONAL CONFERENCE AND EXHIBITION Multiple venues, Oklahoma City, Oklahoma www.trucking.org
24 - 26 CANADIAN TRANSPORTATION EQUIPMENT ASSOCIATION 53RD ANNUAL MANUFACTURERS CONFERENCE Four Seasons Hotel, Vancouver, British Columbia https://ctea.site-ym.com
25 - 27
ATLANTIC PROVINCES TRUCKING ASSOCIATION ANNUAL CONFERENCE Delta Hotel Beausejour, Moncton, New Brunswick www.apta.ca
AMERICAN TRUCKING ASSOCIATIONS MANAGEMENT CONFERENCE AND EXHIBITION Mandalay Bay Resort and Casino, Las Vegas, Nevada www.trucking.org
12 TOP FLEET EMPLOYERS 2016 GALA AWARDS DINNER The Palais Royale, Toronto, Ontario www.truckinghr.com
12 - 14 26TH ANNUAL NATIONAL TRAILER DEALERS ASSOCIATION MEETING JW Marriott Desert Ridge, Phoenix, Arizona www.ntda.org
13 SURFACE TRANSPORTATION SUMMIT International Center, Toronto, Ontario surfacetransportationsummit.com
18 - 20 SAE THERMAL MANAGEMENT SYSTEMS SYMPOSIUM Sheraton Mesa Hotel, Mesa, Arizona www.sae.org/events/tmss
ATLANTIC PROVINCES TRUCKING ASSOCIATION TRANSPORTATION SUMMIT Beauséjour, Moncton, New Brunswick www.apta.ca
26 - 28 CANADA LOGISTICS CONFERENCE Delta Brunswick, Saint John, New Brunswick www.citt.ca/conference
20 - 21
CARRIER LOGISTICS USER EDUCATIONAL CONFERENCE Crowne Plaza Hotel, White Plains, New York www.carrierlogistics.com
MANITOBA TRUCKING ASSOCIATION ANNUAL FALL AWARDS GALA The Metropolitan Theatre, Winnipeg, Manitoba www.trucking.mb.ca
9 - 10
SASKATCHEWAN TRUCKING ASSOCIATION ANNUAL GENERAL MEETING Saskatoon, Saskatchewan www.sasktrucking.com
Log events your
ONTARIO TRUCKING ASSOCIATION CONVENTION AND EXECUTIVE CONFERENCE Ritz Carlton, Toronto, Ontario www.ontruck.org
Do you have an event you’d like to see listed in this calendar or on the interactive online calendar?
Contact Dave Nesseth • 416-614-5813 • email@example.com OCTOBER 2016
Heard Street on the
Mercuri new VP at Energi Raymond Mercuri has been named Energi of Canada’s vice president – loss prevention and safety. Energi of Canada is a subsidiary of Energi, which provides specialized insurance programs for more than 1,000 fuel transportation companies in the U.S. and Canada. Mercuri was recently a risk control consultant with Liberty International Underwriters, following roles as vice president – risk management and business development with Armour Insurance Brokers, and signature service account manager at Northbridge Financial Corporation and Markel Insurance.
Lundberg to head Mack facility Mack Trucks has appointed Rickard Lundberg to vice president and general manager of Mack’s Lehigh Valley Operations in Pennsylvania. The facility is located in Lower Macungie Township, Pennsylvania, and produces all Mack truck models built for North American and export markets. Lundberg currently serves as vice president for powertrain production at the Volvo Group’s powertrain plant in Köping, Sweden, a position he has held since 2013.
Roadrunner, Sameday to work together
Souter named VP at NTL National Truck League (NTL) has appointed Tamara Souter to vice president - national growth and development. Souter joins NTL with more than 12 years of experience in various facets of insurance and has spent the past 10 years focusing on transportation and logistics. The business continues to expand its operations throughout Canada and has experienced consistent growth in the Greater Toronto Area.
Sameday Worldwide will handle all Roadrunner LTL shipments in eastern Canada and Roadrunner will handle all Sameday Worldwide shipments within its network in the U.S. The agreement will provide Roadrunner with access to additional areas in eastern Canada and enhance service levels for Roadrunner customers. Sameday Worldwide will also assist Roadrunner with cross-border management.
Roadrunner Transportation Systems has inked a new service agreement with Sameday Worldwide of Mississauga, Ontario.
Tamara Souter, center, brings 12 years of experience to the role.
Truck of the Month
Go west, young Finns The unchallenged star of the recent Rodeo du Camions in Notre-Dame-du-Nord, Quebec, was this beautifully customized Mercedes-Benz Actros truck with tank and tank trailer all the way from Helsinki, Finland. It’s a spectacular rig and the crowd ate it up. Owned by Mika Auvinen and called Highway Hero, it’s actually a working truck in his 30-truck fleet – Kuljetus Auvinen, launched by his father in 1953 – mostly hauling cement. Many of the ﬂeet’s other trucks are similarly dolled up, with names like Outlaw, Gladiator and Gunslinger. Auvinen brought eight spirited buddies over on the trip, and it’s probably fair to say that nobody had a better time at this crazy event. Olli Nathan, one of his former drivers who now lives in Hamilton, Ontario, managed arrangements with the Rodeo folks. The rig was shipped to Halifax and driven to Quebec from there, the culmination of a two-year project. An award-winner in Scandinavia, Highway Hero will soon be joined by Team Auvinen’s next project – a B-train to be named Low Rider. Will we see it in Notre-Dame-du-Nord some time? We’d bet on it. TT
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Do you have an unusual, antique, or long-service truck to be profiled? Send your Truck of the Month ideas or photos to firstname.lastname@example.org, or mail Today’s Trucking Magazine, 451 Attwell Drive, Toronto, ON, M9W 5C4 OCTOBER 2016
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Liability also runs downhill By Mike McCarron
hree years ago I began a column on transportation contracts by stating how puzzled I was that so few carriers had contracts with customers while many others ﬂat-out refused to see the value in them. My, how things have changed. Today, threepronged contracts between customers, carriers, and third parties are all the rage. At a recent seminar for the Ontario Trucking Association Summit Council, Matthew Yeshin, managing director of Marsh Canada, said there are “too many contracts and not enough time to review them.” Yet the lack of savvy when it comes to contracts is still a big problem. Consider what happened in 2015 to Southern Refrigerated Transport. The ﬂeet lost a $6 million judgment over a load of stolen pharmaceuticals being hauled for a freight broker. Their freight contract established liability at replacement value, trumping the Carmack Amendment. Imagine having to write a cheque that size and what it would do to your business. The word “bankruptcy” comes to mind. During the Summit Council discussion, I was struck by the enormous amount of risk that carriers unwittingly take on by signing contracts they don’t read or don’t understand. If I ran a trucking company, here’s what I’d be doing sooner rather than later to eliminate any risk.
Determine current risk When I sold MSM Transportation in November 2012, we did not have one formal contract with a customer. We ﬁgured a handshake and a bill of lading liability were all we needed to protect the business. In today’s litigious climate, your ﬁrst order of business should be to ﬁnd every customer contract you have and determine the implications if the dung ever hit the fan.
Involve the pros: Part A Next, call a lawyer who can help you decipher exactly what you signed when you agreed to haul that weekly rounder from Dallas. The local yokel in the strip mall who handled your third divorce won’t cut it. Consider the potential foe: In most cases you’re signing contracts with large shippers and freight brokers. They have legal teams whose sole purpose is to pass cargo loss and contingent lability to someone else. Don’t go into battle with a squirt gun. Get yourself a veteran transportation lawyer.
Involve the pros: Part B Your next call should be to your insurance broker and underwriter. They can help you come up with a plan to handle poorly written and badly managed contracts, including agreements signed by the wrong person with little or no time to review or amend them. I’m thinking
of dispatchers who’ll sign anything just to get two extra skids on the back of the truck. If you think your situation is a mess, I guarantee that your insurance broker has seen worse. Don’t let pride stand in your way. Get help from a seasoned pro.
The best defence It’s a mistake to sit back and react to the “transactional” contracts that are becoming commonplace. At the Summit Council presentation, every panelist agreed that this trend will get worse before it gets better. If large customers insist on contracts for transactional business, insist they use yours. Between your legal and insurance partners you should be able to come up with a simple contract that covers your behind. And if they don’t like your contract...
Just say no A contract that puts your company at risk is not worth that customer’s freight.
Who cares how good the rates are? Who cares how quickly they pay? We need to recognize when the liability is too high and have the courage to walk away. Better yet, we need to cover our butts with a well-written contract. It’s a business skill we all should master. Speaking of mastery, a big shoutout to the panelists who participated in the Summit Council: Mark Bylsma from Spring Creek Carriers; David Carruth from One for Freight; Marcia Robitaille from Trafﬁc Tech; Luca Torresan from Effective Logistics Solutions; and Yeshin from Marsh Canada. Your insight made for an educational, engaging, and entertaining discussion. TT Mike McCarron is the president of Left Lane Associates, a ﬁrm specializing in growth strategies, both organic and through mergers and acquisitions. A 30-year industry veteran, Mike founded MSM Transportation, which he sold in 2012. He can be reached at email@example.com, 416-931-7212, or @AceMcC on Twitter. OCTOBER 2016
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FROM CONCEPT TO EXECUTION
Every manager under the sun wants one thing above all others in a junior employee: an eagerness to learn. Add intelligence, commitment, a ready smile, and no fear of doing the tough stuff and you should have yourself a winner. That would seem to be the case at the Brantford, Ontario branch of Carrier Centers, where young Vania Agostinho – also known as Smiley – is an apprentice technician. Carrier is a thriving multi-store International and Isuzu dealership, with several trailer and emergency-vehicle franchises as well, not to mention construction equipment, tires, refrigeration, and even motorcycles. As a place to learn, it’s hard to imagine anything better. For us, Vania ﬁrst surfaced as an especially articulate panelist at our Canadian Fleet Maintenance Summit back in April. Her session focused on attracting young people to the shop. Start early, everyone agreed. She didn’t, but as I wrote back then, she serves as a beacon for what could be. Vania wants to see more women in the tech role, and she wants the recruiting effort to start in high school or even elementary
school. Girls should have exposure to the trade through job fairs and ﬁeld trips early, she said. “I think women are scared [to pursue a technician apprenticeship] because it’s a male-dominated industry,” she told conference attendees. “If they knew that once you get out there, all the guys are pretty nice – nobody is going to go at you because you’re a female – they’d look into it.” Vania’s own route to Carrier’s shop ﬂoor didn’t start early at all. In fact, it was a job fair that ultimately made the connection. At that point she had already worked several factory jobs and graduated from a radio communications course at Conestoga College in her home town of Kitchener, Ontario. She never did work in the radio ﬁeld, and her last factory post, bending brake lines for Toyota, was so tedious that she resolved to follow a dream that began in her early teenage years. She would go back to school and become a car mechanic. Cars had never been a big part of family life but as a kid she and her dad used to play a game in which they’d try to name the make and model of cars they’d see on the street.
Vania Agostinho is an apprentice technician who can’t wait to be a seasoned pro By Rolf Lockwood
Going Places “Somehow becoming a mechanic was always in the back of my head,” she goes on. “Knowing makes and models wasn’t enough. I wanted to know how things worked and how they worked together.” But that ambition met discouragement from others, particularly the guys in a shop she used to visit with her father. “I would ask them what they’d think if I wanted to be a mechanic,” she recalls. “And it was always, well you know, it’s hard work, it’s heavy lifting, you’re always dirty. It was always negative comments, though nothing about being a female at that point.” So the mechanic idea hit the back burner until that job bending brake lines just got to be too much. Then it was back to Conestoga, this time for the Motive Power Fundamentals course, which covered everything, including trucks and heavy equipment, though her focus was still on cars. Until her teachers suggested she pursue the truck side and urged her to look at the International Technical Education Program, a difﬁcult condensed course focusing speciﬁcally on International trucks. As challenging as it was – she’d never worked on a truck at that point – she lapped it up. Then Conestoga held a job fair where she met Jake Francis, Carrier’s training supervisor. He had already heard about this young woman who was impressing teachers with her marks in the 90s, her sunny attitude, and her leadership skills. It was the connection she needed. “Jake was really enthusiastic,” she says, “and I got really excited. Talking to Jake I realized it really could happen. My marks were high and I thought this is going to be a breeze. I’m going to be the best technician ever.” By May 1, 2015 she was working full time as an apprentice at Carrier’s Brantford branch, and it was a bit of a shock. “I gotta tell you,” Vania says with an ironic grin on her face, “what an eye-opener. I mean, they tell you in school that you’re going to learn most of what you need to know out in the industry. But you don’t know what that means until you’re there. “What a slap in the face reality was,” she admits. “The biggest surprise has been how hard everything turned out to be,” she says. “I want to fast-forward to the point where I know everything, every answer to every question. “I think I’m ﬁghting with myself at this point because I want to be faster than I am. I wish I was past this. I just want to be a good tech already. I just want to know everything already.” Vania sounds impatient, and she is, but she’s no fool. “I realize I have to earn my stripes here,” she says. “I’m still an apprentice at the end of the day. I have to do whatever it takes to move on and get better.” She means that. Asked if she likes the clean diagnostics and electronics side of the shop more than the serious wrenching work, she says it doesn’t matter. “I don’t mind either way. I could do brakes, heavy work, and I’d be ﬁne with that. I could do diagnostics and tear wiring harnesses apart. I wouldn’t mind. “I want to do everything.” TT
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Ongoing equipment inspections, and clearly deﬁned guidelines, help to avoid unexpected charges. Trailcon leans heavily on tablets when gathering the details.
Watch YOUR Language Want a trouble-free rental or lease? Pay attention to the agreement’s details. By John G. Smith Every piece of equipment comes at a price. Look no further than your accounts payable department or the bank account for proof. But decisions around renting, leasing or ﬁnancing involve far more than payment values alone. Those who work with unique equipment spec’s or hold onto trucks and trailers for extended periods of time are prime candidates for purchase ﬁnancing. Every year of service after an asset has fully depreciated is a bonus. Leasing tends to be the strategy of choice for those with shorter trade-in cycles or other plans
for business capital. Then there are the rentals to address seasonal or short-term surges in freight volumes, or even temporary storage. It all plays a role in exactly what the monthly payments will be. “It’s like anything,” says Mike Krell, vice president – sales and marketing at Trailcon Leasing. “You rent something short term, you’re paying a little higher rate for that ﬂexibility.” A “short term”, though, is a matter of perspective. Rentals tend to be swapped for leases somewhere between one and
two years of service. Michael Willey, PACCAR Leasing’s director – national accounts, focuses on when an asset is utilized 60% of the time. “That’s close to the breakeven point, when you’re going to pay the same amount to have that asset for an entire year,” he says. Then there’s the matter of equipment choices. Most rental units are designed for the broadest cross-section of users. Think of 53-foot van trailers as an example. But some regions can offer broader selections than others. Trailer Wizards – which sells, leases and rents equipment through 25 Canadian sites – actually rents 13-axle trailers in locales like Edmonton and north Saskatchewan. Even a supplier’s broad customer base can increase the available options. “We also typically have equipment that we may be taking in from customers at the end of their lease,” explains John Gleason, Ryder’s executive vice president – sales, referring to where varied spec’s can originate. As for the best choice, he says, “Let the numbers speak.”
Maintenance needs Maintenance costs will certainly be among the numbers to consider when comparing individual deals. It is one of the factors driving many ﬂeets to rentals and full-service leases in the ﬁrst place. Aside from shedding shop-related overhead or the need to retain technicians, managers who secure scheduled fees can escape the cycle of ever-shifting maintenance costs that can be low the ﬁrst two years a truck is on a road, rise in the third year, drop back down for a fourth, and then spike in the ﬁfth year when many components reach the end of their service lives. Some ﬂeets opt for a blend of in-house and outsourced work. Ryder, for example, has expanded its full-service lease options to include Preventive Maintenance and on-demand repairs alike. “The customer can determine how much they want us to perform,” Gleason says. A shop with limited in-house maintenance resources might still be comfortable performing selected Preventive Maintenance procedures. On-demand packages make it possible to compare the rates from different service providers before deciding where the work should be done.
Watch Your Language The question is how those partners are chosen, and what standards they meet, he says. A partner’s specialties can inﬂuence costs in another way. “There tends to be different costings for truck and trailer repairs,” McKee explains. Someone who requires a patch on a trailer will likely want to avoid the steeper door rate applied to a tractor repair.
It’s all in the details Indeed, many disagreements can be avoided by reviewing the detailed language that deﬁnes everything from acceptable vehicle condition to mileage. Gleason refers to it as “speciﬁcity”. Will substitute vehicles be provided within a set period of time while any repairs are addressed? This is the kind of question to answer in writing.
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Krell, however, stresses that ﬂeets will always have some maintenance duties to perform. “There still are day-to-day obligations of the drivers to make sure they maintain and do their checklists,” he says. The contracts will deﬁne exactly what those requirements look like. Clearly deﬁned standards also leave little to the imagination when describing the unusual wear or outright damage that can lead to unwanted fees and penalties. And the requirements will often vary depending on the age of the equipment or how it’s used, says Anne McKee, Chief Operating Ofﬁcer of Trailer Wizards. “If there’s cracking of welds, it could be damage but it could also be just the age of the landing gear,” Krell agrees. “It’s dropped tens of times a day over a certain amount of time.” Even where the equipment is used can make a difference. For example, Trailer Wizards recognizes that equipment in Atlantic Canada will face more corrosion-related challenges than central regions of the country. Trailcon’s solution to avoiding surprises has been to embrace tablets that are used to photograph equipment at different stages of life, right down to the condition of tires. The proof can clearly help to deﬁne the difference between regular wear and something that needs to be ﬁxed. “We understand that there is going to be paint chips and what not. That’s acceptable. Anything that’s described as cut, torn, those descriptive words, that’s when we’re looking at a charge back based on damage,” Krell says. “Pictures don’t lie.” Clearly deﬁned maintenance support will offer another layer of protection. Available services can vary widely from one rental or leasing company and the next. Shop locations and hours close to home will be important for scheduled maintenance, but on-road support networks will affect the downtime surrounding unexpected breakdowns. Some suppliers offer the support with in-house services, while others work with thirdparty partners. “We have partners. We can’t be everywhere all the time. No one can,” Krell says.
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Watch Your Language “There are some items that can potentially be overlooked,” Willey says, referring to increases linked to the Consumer Price Index as just one example. Someone who focuses on price alone may overlook restrictions on how leased or rentals can be used, and when maintenance needs to be scheduled. “Where is that vehicle allowed to be transferred to? How is it allowed to be used? How often does the lessor need to see that vehicle for scheduled maintenance?” Speciﬁc language might also be included to allow early equipment returns should business conditions sour. He refers to the option of a “downturn in business clause” as just one example. “In recent years, that one has probably been asked for more than anything. [Fleets] know they can’t just come out and ask, ‘Hey, I want to turn this in anytime that I want.’ [But] they ask for more of a documented downturn in business. We may not do it for all the business, but maybe it’s a percentage of the ﬂeet.”
“Maybe this vehicle can be transferred. Maybe this vehicle can be released to another organization,” he adds. “We can tap into that dealer network and utilize it on a used sale, utilize it on a retail sale, release it to another customer. Maybe there’s another franchise out there that needs another rental truck.” Some suppliers will also be more ﬂexible than others when it comes to the mileage on returned equipment. It’s not unheard of for a ﬂeet to ask for a deal that allows predicted mileage to vary by as much as 10% before extra costs are applied, Willey says. That’s a signiﬁcant shift. “There’s a lot of things that can be discussed if you read a contract.”
Controlling payments One way to control leasing costs is to accept used equipment, which can easily be an option when shorter terms are involved. “That can be an affordable option for customers who may not know exactly how long they need that particular piece
of equipment,” Gleason says. And don’t forget the investments in spec’s that can help to reduce long-term operating costs. Trailcon, for example, has invested in tire inﬂation systems to ensure pressures remain at 100 psi regardless of ambient temperatures. “The carrier gets better mileage, and it reduces cost for damage, which helps in the argument at the end of it all,” Krell says. Ryder is even installing tools such as Lane Departure Warning Systems in newer trucks. Trailer Wizards is in the midst of evaluating composite springs, and will be installing vibration meters during tests with PIT Group to see if the springs offer the promise of reducing weight and costs. Some ﬂeets are even looking for deals that would allow them to exchange diesel-powered equipment for alternatives running on something like natural gas. “Protect yourself for future technologies because it is coming so quickly,” Willey says. TT
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EQUIPMENT NEWS, REVIEWS, AND MAINTENANCE TIPS
Complex axle and suspension systems require careful consideration, down to your tire size and the height of your ﬁfth wheels.
Wheels for Your Wagon There may be more to choosing trailer axles than you think. By Jim Park It’s probably good that buyers are not usually directly involved in spec’ing trailer axles and suspensions. They make recommendations and requests, sure, but the heavy lifting usually goes on between the trailer manufacturer and supplier of axles and suspensions. Calculating ride height, ensuring frame clearance for all the bits that attach to the axle, and in some cases working out steering geometry is not for the technically challenged. “As an axle manufacturer, most our specifying is done with the trailer manufacturer,” says vice president - sales and marketing for Eveley International, Geoff Williams. “Design prints are generally exchanged for ﬁt and function to make sure everything is going to work togeth-
er, taking into consideration the trailer design, trailer frame dimensions, tire size, suspension manufacturer, jounce and rebound of suspension, turning radius, axle capacity, and making sure that local laws are adhered to.” Many ﬂeets will lean toward certain axles and suspensions because they work in the current application. Chances are, however, that a new trailer will be different than the older trailer it’s replacing. As new business is added and new trailers are required, that old ﬂeet spec’ may no longer be the best option. The place to start is understanding how the trailer will be used, says Bill Hicks, director of product planning - Americas at SAF-Holland. Spring or air ride? Tire
and wheel combinations? Drum or disc brakes? “Many on-highway dry freight vans still have a substantial mix of air versus mechanical springs,” he says. Disc brakes are starting to creep into the picture, too. “You also have to consider frame attachment criteria and suspension ride height, though that can be reﬁned or even predetermined by the trailer builder, depending on the trailer’s intended use.” When it comes to the axles themselves, customers should consider the application. Such things as axle wall thickness, axle capacity, spindle ends, tapered or parallel, track width, and speciﬁc applications, suggests Williams. “Many component manufactures are now directly calling on ﬂeets to promote products such as brake chambers, slacks, seals, tire inﬂation systems, etc. Most of those requests can be accommodated as the axle is dressed.”
Heavy matters A variety of products are available when spec’ing for a generic U.S-type operation. Most of it is pretty similar except for special features to shed weight or ease OCTOBER 2016
In Gear maintenance, among other things. But when you get into multi-axle trailers for heavy loads, trailers with steerable/ liftable axles, or specialized configurations, there is more to think about. Consider tire spec’s as an example. “On a steerable axle, a single tire will get you a better wheel cut, something in the range of 25 to 28 degrees, whereas
a dual assembly would be limited to about 20 degrees,” advises Chad Brown, program manager, HT and steerable suspension systems at Hendrickson Trailer Commercial Vehicle Systems. “Depending on the position on the trailer, the more generous wheel cut can save some tire scrubbing and stress on the axle in turns.”
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Tire size can affect the choice of axle and suspension as well. A “super-single” tire (as opposed to a fuel-efﬁcient widebase tire) is several inches taller, so the suspension travel must be matched to it. Switching back to duals at a later date could cause damage. “A smaller tire might cause the airbags to over extend,” says Paul Brown, marketing manager, Hendrickson Specialty Products – Auxiliary Axles. “Conversely, a larger tire might not give the ground clearance the customer wants when the axle is lifted, say from four inches down to 1.5 inches. Tire choice is often determined by the frame-to-ground distance because we have to match the ride height of the suspension to the tire.” The height of the tractor’s ﬁfth wheel can also affect suspension travel, especially on the forward-most axles. So too can tire choices affect the wheel cut on a steerable axle and the placement of components such as tie rods and brake chambers, says Brown. “We can do a preset from 20-30 degrees of steer angle. The farther forward you mount the axle, the steeper wheel cut you need, but you still need the frame and component clearance.” Trailer suppliers will probably offer a choice of axle and suspension systems, but it might not hurt to consult directly with the manufacturer of such systems. “Fleets want to maximize their payloads and it’s up to the trailer manufacturer to ﬁgure out how to ﬁt a steerable/ liftable axles system under the trailer,” says Neil Haslam, head of design engineering at Ingersoll Axles (IMT). “We work with the builder on how to install the axle and design the trailer around it.” When spec’ing an axle and suspension system for a generic van trailer there are fewer engineering factors to consider than when spec’ing a trailer with a steerable or liftable axle. Haslam says customers need to weigh the pros and cons of single versus dual tires, the desired suspension style, and even the desired turning angle of the axle. “You have 102 inches to play with under there,” he says. “It’s our job to make everything ﬁt and to work properly. If you get it wrong upfront, it’s not always easy to correct a mistake.” TT
Rise Up Fleets using liftable axles report fuel savings and reduced tire wear, but the option isn’t welcome in all jurisdictions. A trailer equipped with a certain number of axles can carry a certain amount of weight, but when the vehicle is lightly loaded or empty, those additional axles aren’t needed to carry the load. In today’s cost-sensitive world, ﬂeets are ﬁnding fuel savings and extending tire life by lifting the unnecessary wheels. For example, an empty van trailer might have about 8,000 pounds on the rear tandem axles, or about 2,000 pounds per wheel position. Running that kind of weight on tires inﬂated to 100 psi causes all kinds of undesirable wear. Doubling the weight on an axle by lifting one axle in a tandem or two axles in a tridem improves traction, changes the contact patch of the in-use tire, and lessens irregular wear. It also improves fuel economy by taking those wheel positions out of the rolling resistance equation. This same approach can also be applied to diminishing loads. As the trailer empties, some axles become redundant. Such arrangements are becoming increasingly popular in the U.S. and Western Canada, but liftable axles, in this context, are currently frowned upon in Ontario. That province’s strategic location effectively limits many Canadian carriers’ ability to deploy these fuel-saving liftable axles, sometimes called Smart Lift Axles (SLA). Clearly they pose no threat to Ontario’s highway infrastructure when an empty trailer has an axle or two in the air. The problem lies not with the axles themselves, but the way they are tangled up in the province’s Safe, Productive and Infrastructure-Friendly (SPIF) weights and dimensions regulation. “Smart lift axles are rigid, rather than self-steering, and are typically located within an axle grouping,” writes Bob Nichols, spokesman for Ontario’s Ministry of Transportation. “Tandem, tridem and quadruple axle groupings on SPIF vehicles may not include liftable or self-steering axles, or include any device or mechanism that would allow these axles to operate in the raised position.” The ministry is further concerned that there are several equipment providers offering different systems, including some with lift axle controls within the cab. The in-cab controls are forbidden in Ontario.
You may be thinking, “Hey, I see loaded multi-axle trailers everyday hauling into places like Michigan and New York. They have axles in the air. What gives?” Those axles, according to the Ontario Ministry of Transportation, are “invisible axles”. Nichols told Today’s Trucking that the ministry appreciates the beneﬁts of Smart Lift Axle technology, including fuel-saving beneﬁts that reduce Greenhouse Gas emissions. And it’s evaluating
different systems with the Ontario Trucking Association and equipment providers. “We have to ensure the technology would keep the vehicles within the current dimensional ranges, and we have to be sure that lifting one or more axles would not impact the vehicle dynamic performance,” says Geoff Wood, vice president - operations and safety at the Ontario Trucking Association. TT
— By Jim Park
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BETTER Self Steer For Trailers
SWAT’s vehicle was originally used by a cable company before it was transformed into a rolling kitchen.
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Feeding Frenzy Customized food trucks feeding a growing demand for mobile kitchens By Dave Nesseth An increasing number of restaurant operators are looking beyond bricks and mortar in favor of a Grumman and a generator. The business of food trucks, though, can be one of feast or famine. Where a holiday can net thousands of dollars, the next day can be a struggle to break even. It might explain why turnover is so high. Industry Canada says 29% of food trucks aren’t proﬁtable, with an average net income of just $31,300. In contrast, successful food trucks can generate six-ﬁgure revenues. The dream of a big break can be hard to resist. Sometimes food trucks actually drive, too. “When they’re empty, they’re noisy. Then we secure them, and there’s not as much rattling,” says Norm Kerfoot, the owner of B.C.-based Apollo Custom Manufacturing. Its latest project is a Freightliner repurposed for Sobey’s Thrifty food brand, which shows how even major corporations are trying to jump on the so-called food truck bandwagon. Vehicles like these are racking up countless kilometers on the way to festivals, concerts, and rodeos. During the
recent broadcast of the last Tragically Hip concert, the mobile kitchens were seen at viewing parties across Canada. Kerfoot’s team builds about 30 food trucks each year in Surrey, B.C., spending about 350-450 work hours per truck. Popular models on the Canadian food truck circuit are Grumman, International, GMC Workhorses and Chevy step vans. Nearly all of the builds at Apollo are retroﬁts of used vehicles. Apollo ﬁnds trucks from Canpar, Canadian Linen and other similar ﬂeets. The trucks are often about 10 years old once they become a food truck. There are even some antiques found on Canada’s food truck circuit, such as a 1940s-era Chevy Stovebolt. “A lot of chefs want to be an entrepreneur and the cost of a food truck versus bricks and mortar is very good. It’s not an easy business, but you can succeed,” says Kerfoot. Perhaps the real reason food trucks have taken off in Canada has been the loosening of strings governing permits. Now, some cities have even begun offering mobile location licences. For the longest time, it was difﬁcult to ﬁnd anything other than hotdog or popcorn
In Gear carts in Canada. Despite a growth in public interest, however, Toronto still only has about 50 licenced food trucks. New York City has 10 times that many. About 305 food trucks operate in Vancouver and Victoria, B.C. While food trucks don’t seem that big, many warrant a Commercial Vehicle Operator’s Registration (CVOR) if they operate in Ontario. Either way, they’ve gone through retroﬁts in the range of $30,000 - $50,000 before even looking at the cost of appliances and permits. The three elements that dictate the truck’s build and layout are the positions of the door pockets, generator and wheel wells. Often, the customer has worked in a kitchen for years and has very speciﬁc ideas about the layout that may not be realistic, says Kerfoot, whose team will sketch out a build on paper ﬁrst.
“It constantly changes. We may have a plan, then come across something during the build, and we need to backpedal. It has to work for the customer,” he says. Apollo has been in business for about 20 years. During Expo ‘86 in Vancouver, Kerfoot was busy supplying equipment to restaurants. When one customer ordered espresso carts, he liked the idea. “The carts were a unique little thing,” he says. Since then, reality TV shows about food trucks have boosted the industry’s proﬁle right across North America. In Toronto, Tom Antonarakis runs Buster’s Sea Cove. Not only is it a restaurant with multiple locations, but in recent years it’s been slowly building a ﬂeet. The expansion into food trucks has brought the restaurant’s brand to markets Antonarakis never had access
to before. Of course, the truck’s sleek seaside graphics certainly help. “Our truck design just gives that cove water feeling. There’s waves, and it’s a little dark, just like the best time to ﬁsh for lobsters, which is our most popular food,” says Antonarakis. Not only are food trucks subject to roadside inspections, but kitchen inspections. Then of course, when something on these trucks ultimately goes wrong, it’s time to shift from cook to part-time mechanic, moonlighting as an electrician to keep on top of wonky wiring. “It’s a kitchen on wheels. That means many more moving parts,” said Antonarakis, as he sold his eats at Pickering, Ontario’s Food Truck Festival for the ﬁrst time. Kitchens on Wheels Canada, based about an hour outside Ottawa, has created more than 200 food trucks and trailers. Most were born from used Purolator courier trucks using a simple formula: The team rebuilds the ﬂoor; installs multiple electrical outlets, cupboards and shelving, plus fryers; creates a customer serving window and awning; adds lighting inside and outside the truck; installs plumbing, sinks, counters, hot water tanks and custom kitchen appliances; then sets the truck to run off hydro or a generator. Propane hook-ups are certiﬁed by a TSSA technician, and include a supression system, stainless steel hood and ventilation fans. All of this occurs in a workspace that ranges from 16 to 40 feet long. One of the biggest and most eye-catching trucks at the 2016 Pickering Food Truck Festival was KitchenerWaterloo, Ontario’s SWAT (Sandwiches with a Twist) food truck. The operators call it their mobile culinary command post. It’s a concept that pays tribute to the owner’s family, who has sons working in the police department. SWAT’s vehicle is a 1987 mobile television unit that was used by a local cable company. Out front of the truck, emergency scene pylons help guide patrons to place their order. And they take the theme rather seriously. “As a SWAT team we don’t give out our identities,” says the company’s owner. “We live incognito.” TT OCTOBER 2016
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New features include an air dam below the front bumper, which Freightliner will hold strong even when rolling over a snow-covered road.
Cascadia 2.0 The all-new Cascadia has a familiar name, but a whole lot has changed By John G. Smith Freightliner may have drawn on a familiar name when unveiling the 2018 Cascadia, but the company’s newest truck promises to boost fuel economy, improve driver comfort, and leverage electronic tools like never before. “We have changed almost everything on this truck,” says Richard Howard, senior vice president – sales and marketing for Daimler Trucks North America, referring to the 2018 Model Year designs that begin production in early 2017. “Starting with the best truck is the best place to start.” It has already attracted some of North America’s biggest truck buyers, too. The ﬁrst of the new Cascadias have been purchased by 12 ﬂeets that collectively operate one out of every four of the previous Cascadia models. Canada’s Bison Transport is among those buyers. “This is a great-looking truck,” said Don Streuber, Bison’s executive chairman and CEO, as ﬂeet executives crawled over the ﬁrst of the new models. “We’re excited to bring it into our ﬂeet and we’re excited for the fuel economy it will bring.” Daimler has not expressed the potential fuel economy in miles per gallon (or
Underneath, the integrated Detroit powertrain combines downsped 400-horsepower/1,750 lb-ft Detroit DD15 or Detroit DD13 engines with the Detroit DT12 Automated Manual Transmission, and Detroit steer and rear tandem axles. Direct drive ratios of 2.28 and 2.16 are available, while an overdrive comes in 2.85. Optional axle lubrication management systems will help to further improve fuel economy by reducing parasitic losses. Compared to the base model Cascadia on the road today, a new Cascadia that leverages all available aerodynamic and powertrain enhancements will cost another US $15,000 (about Cdn $19,000) but boost fuel economy by 19%, says Martin Daum, president and CEO of Daimler Trucks North America.
Beyond fuel economy
The changes have not been limited to fuel economy alone. A new front suspension has been included for a smoother ride, and the steering gear has been moved forward to improve turns. liters per 100 kilometers), since everything Inside the cab, an enlarged driver from weather to loads and roads can information display can be controlled play a role in that. But a test run between with simple buttons on the steering Detroit, Michigan and wheel, and offers informaPortland, Oregon showed tion using plain English that the new Cascadia rather than speaking in betters the Cascadia codes. If a driver drifts over Evolution’s fuel economy pavement markings, the by a full 8% thanks to spec’s display will show a correincluding a new AeroX sponding red line next to a aerodynamic package with truck icon, and that will be long ﬂex extenders, drive combined with an audible wheel fairings, air dam rumble. Yellow and red trailbelow the front bumper, er icons appear when followand a 2.16 direct drive ing distances are too close ratio, the company says. for comfort. And even those Don Streuber, The boosted fuel econvary by conditions. At about Bison’s executive omy is no small feat. The 70 kilometers per hour , for chairman and CEO original target was to example, the warning will better the fuel economy sound if the truck is withby 5%, and the Cascadia in 2.7 seconds of a vehicle Evolution had already been recognized as ahead of it for longer than 10 seconds. Freightliner’s most fuel-efﬁcient model. Slower speeds allow closer distances. The most fuel-efﬁcient versions of “The reason we have a 10-second lag them all will be identiﬁed with a blue “I” is because we all know of cars coming in the Cascadia name badge. That will in and out,” says Scott Kuebler, general mean the truck combines an integrated manager – component sales. Detroit powertrain and an Aero package The information on following or upgraded AeroX package. distances comes from Detroit Assurance
“This is a greatlooking truck.”
In Gear 4.0 radar, which boasts a 250-meter range compared to its predecessor’s 200 meters. Active Brake Assist will now fully apply the brakes to help avoid collisions with stationary objects, while warnings will be sounded about nearby pedestrians. That’s just one generation behind a Daimler system in Europe that also actively brakes when identifying pedestrians. The warnings are not for drivers alone. The same information on the dash display can be shared through telematics systems, and ﬂeets will be able to alter the parameters they want included in the reports. Anyone who wants Detroit Assurance, however, will have to have a Detroit
exterior and interior packages. Unwanted buss, squeaks and rattles have been tackled by incorporating everything from a third door seal to an optional layer of 3M Thinsulate insulation. Engine mounts have also been enhanced, while the cover of the engine tunnel is made with something known as Quiet Steel technology. Additional storage space and the layout inside the cab emerged through a partnership with Teague, which is known for designing Boeing aircraft interiors. There are bigger spaces to accommodate larger microwaves and fridges, and
Visibility is enhanced with everything from electronic warnings to a windshield 12% bigger than the one on the current Cascadia.
powertrain, Kuebler adds. “If you want [Meritor Wabco] OnGuard, in the new Cascadia, it’s with a Cummins engine.” Enhancements to the truck’s visibility extend beyond electronic tools as well. The windshield is 12% bigger than that found on the current Cascadia, and the headlights are LEDs. Options are also available to heat the hood mirrors, to keep them clear of ice and snow.
Driver comfort Truck features involve more than performance alone. Many speciﬁcally focus on the driving experience. And that makes the 2018 Cascadia a powerful recruiting and retaining tool, says Kary Schaefer, general manager – product marketing and strategy. The new truck will come with three trim packages, including a standard Professional level and optional Elite
the interior is lit with dimmable LED bulbs. There are even three cup holders up front, compared to the previous Cascadia’s two. Back in the sleeper, an optional dinette area can be transformed into a murphy bed in about 10 seconds. Two seats ﬂip down, the table lowers, and a bunk that otherwise sits against the back wall drops into place over it all. When the dinette is assembled, one of the two seats is also positioned at an angle, ensuring that legs don’t tangle under the table. It all betters an earlier attempt to provide such an option in the existing Cascadia. “It was kind of a pain to put down and put away, and the mattress wasn’t very comfortable,” Schaefer admits. The seats in the updated version can also lift to reveal storage down below. For those who don’t need a top bunk there is the option of dedicated storage
shelves with a lip. When an upper bunk is spec’d, it can be accessed with a sturdy telescopic ladder. And a swivel bracket has been installed to support up to a 26-inch ﬂat panel TV.
Mechanical fitness Other features were designed speciﬁcally with mechanics in mind. “At the end of the day it’s still a machine, and we get that, and every machine has to be serviced,” said Toby Faulkner, director – new Cascadia development. Those features include splayed frame rails to improve access around the engine compartment. And most Electronic Control Units are now stored in a new eVault, behind the fuse and relay box that can be accessed without hand tools. Inside the cab, HVAC blower motors can be accessed by simply removing a top panel on the dash. The new two-piece bumper can even be removed by a single person, and that feature came from a focus group of technicians. “This is one we [initially] got wrong, and the technicians were very clear we had to go back to the drawing board,” he said.
Connectivity for the masses Matt Pfaffenbach, director of connectivity, refers to the truck’s new Detroit Connect Analytics system as “connectivity for the masses”, which will deliver vehicle data through a portal for maintenance managers, fuel managers, safety ofﬁcers, and ﬂeet managers alike. That will be launched this fall. And every 2018 Cascadia owner will receive the service for ﬁve years, effectively covering the ﬁrst life of the vehicle. The system will focus both on fuel economy and safety. If a truck is performing better or worse than a counterpart with similar spec’s, ﬂeets will receive a warning and the data to understand why. “That gives a good analysis of apples to apples,” he says, referring to the way ﬂeets can compare common spec’s and similar operating conditions. “We can then identify the vehicles that are outliers.” Think of it as an important evolution for the Evolution. TT OCTOBER 2016
Small but Mighty Cummins brings the X12 to North America By Jim Park Are smaller displacements the engine trend of the future? Cummins seems to think so and is hedging its bets on the question. The Indiana-based global engine manufacturer now has very capable products at both ends of the spectrum: The 14.9-liter X15, and a brand new 11.8-liter X12. Recent introductions from other engine makers suggest there’s an appetite for smaller block engines that can deliver Class 8 power for regional and urban applications as well as the vocational market. With ratings up to 475 horsepower and 1,700 lb-ft of torque, the X12 will be running with the big boys. But weight-sensitive ﬂeets will notice that the X12 is nearly 1,000 pounds lighter than the X15. The X12 is derived from the ISG platform ﬁrst introduced in 2013 as a global engine platform. It made its ﬁrst appearance a year later in a joint venture with the world’s largest independent engine maker, Beiqi Foton Motor Company of China. Foton now uses the ISG diesel in a new truck series developed with Daimler. Cummins says the engine in ISG trim already has more than a billion miles under its belt, and is ready to take on North America. We will see that engine here in 2018 as the X12. It’s not a rebranded ISX12. The diesel version of that engine will be sunsetted at the end of 2018, although Cummins says it will continue to stock parts and cover service for decades to come. Production of the natural gas version will continue into the foreseeable future, Cummins says. The X12 represents a clean slate. It was engineered to be a robust, lightweight, high-output engine using composites and advanced structural concepts to provide the needed strength without adding unnecessary weight. “The block uses minimal material but is reinforced by an innovative network of supports. They have even eliminated
V The new X12 from Cummins is based on the global ISG platform. It’s not a rebranded ISX12. We’ll have them here in 2018.
V A static display of a short-hood Cascadia day cab shows the X12 ﬁts neatly into the space, with enough room to prevent skinned technician knuckles.
unnecessary material from the ﬂywheel housing to reduce weight,” said Jim Fier, Cummins vice president-engineering, speaking at the X12 unveiling at the Transportation Research Center in Ohio. The X12 has a dry weight of just 2,050 pounds. Substantial weight is also shed by using high-strength composite materials for the oil pan and valve cover. “It’s more than 150 pounds lighter than its closest competitor, and 600 pounds lighter than the average competitive engine in the 10- to 13-liter space,” Fier said.
Mechanically, the X12 features a single-cam-in-head design with a roller valvetrain along with high-efﬁciency intake and exhaust ports, and the latest version of Cummins VGT Turbocharger. The Cummins Xtra-High Pressure Injection (XPI) fuel system boasts injection pressures of 29,000 psi at all engine speeds and is capable of multiple injection events for quieter and more efﬁcient combustion. The engine brake is integrated into the exhaust rocker levers and is said to produce up to 50% more braking horsepower than typical bleeder-type compression brakes. The X12 comes off the assembly line ready to incorporate Cummins’ ADEPT, Smart-Coast and Predictive Cruise Control functions. It will also come from the factory wired for Cummins Connected Calibration and Connected Tuning applications, along with Connected Diagnostics to improve serviceability. It doesn’t sound European, either. When you crank it over, it sounds like any other Cummins – but quieter. We had the chance for a single lap around an 11-kilometer track, which isn’t much to formulate an impression. While the trailer was empty, the engine still felt pretty peppy. With the powertrain in the truck, we cruised at 105 kilometers per hour at 1,125 rpm, and up to 115 kilometers per hour at 1,250 rpm, which suggests a degree of downspeeding. Most of the upshifts in the lower gears during the launch sequence took place in the 1,400-1,600 rpm range. The performance of the engine brake is notable, and the programmed downshift points are timed to keep the engine revs in the higher range for optimum retarding power. This may be an optional parameter, but it downshifted all the way into third gear when we had completed our lap. Cummins had a Daimler Cascadia day cab with an X12, ﬁtting neatly under the hood, and it didn’t appear that routine maintenance would be too tight a squeeze. From what I saw, I suspect Cummins will have a full slate of orders for the X12 by the time it hits the streets in 2018. TT
Trust Your Co-pilot Bendix Wingman Fusion keeps its virtual eyes on the road and foot over the brakes By John G. Smith First, a confession. I am a terrible passenger. My right foot is always pumping against the ﬂoor mat whenever I ﬁnd myself riding shotgun. But one recent trip around the PACCAR Technical Center’s test track in Mount Vernon, Washington was designed to leave the driving to someone else. Something else. Only hours earlier I had been behind the wheel of a Kenworth T680 with a PACCAR MX-13 engine, circling the banked track to get a feel for how the truck handles. In the tighter conﬁnes of the inner track, I took the turns a little tighter and faster than usual, just to see how the Bendix 6S/6M disc brakes and Electronic Stability Program (ESP) would react. The automated touch of the brakes offered just a gentle pull from behind. Everything remained under control. Then came a demonstration that required me to strap into a jump seat mounted in a T680’s sleeper and let another driver take over. More to the point, he was ready and willing to tailgate and keep his feet ﬂat on the ﬂoor while the Bendix Wingman Fusion system dealt with surrounding obstacles. Wingman Fusion combines a windshield-mounted camera and
bumper-mounted radar to identify hazards and actually apply the disc brakes quicker than a driver might otherwise reach for the pedal. Unveiled as an option for the T680 and T880 as recently as this spring, the latest generation of Collision Mitigation Systems is now spec’d in 30% of Kenworth’s aerodynamic tractors. Indeed, calling Wingman Fusion a simple Collision Warning System would be a disservice. The Bendix system does not steer, as we have seen in prototype semi-autonomous trucks, but it seamlessly combines sensor readings and actual brake applications. Consider what happened as our truck approached the bumper of a car parked in the middle of the lane. First came the warning in the form of an electronic tone and light on the dash-mounted driver interface. The distance continued to close. My right foot instinctively moved to the left. A second and third tone came. Another body part clenched. Then all the disc brakes applied in a stop that was sudden enough to send a smartphone ﬂying from my hands. In the next trip around the track, the driver chose to steer around the parked vehicle just as brakes began to apply. “That’s what we expect him to do,”
said Fred Andersky, Bendix director of customer solutions – controls. Even when the system is triggered, the driver ultimately remains into control. Alerts relating to following distances are based on speeds. Above 60 kilometers per hour, they sound when the truck is 1.5 seconds and one second from a potential crash. “Think of it as city mode,” Andersky said. At higher speeds a third alert comes 3.5 seconds before a potential impact. The system’s Lane Departure Warnings watch over the road in another way. As we crossed the dotted line on the test track without applying the turn signal, the electronic tones created a virtual rumble strip. But when the turn signal was applied, no sound was made. “The system knows that the driver is in control and wants to make that lane change,” Andersky said of the latter situation. That feature is only active above 60 kilometers per hour, to ensure such warnings don’t sound as a truck is crawling through a parking lot. It can also be silenced for 15 minutes at a time, handy in situations like a new construction area where multiple lines exist. Perhaps the most radical feature is the way the camera can actually read and respond to speed limit signs. At about 5 miles per hour (8 kilometers per hour) above the posted limit, there was an audible warning. When 10 miles per hour (16 kilometers per hour) above the signed limit, the truck offered a gentle reminder by pulling back on the throttle for just a second. Still, there are limits to what the system will read. Fusion will track typical speed limits signs found across North America, but doesn’t recognize the unique signs in construction areas or school zones. No matter what it does identify, however, steps are also taken to prioritize any alerts before deciding which one requires immediate action. “If he had a situation where he was making that lane change because the car in front of him slowed rapidly and we had a collision situation, we can prioritize the alerts, so [the driver] would get the most important one,” Andersky explained. It’s something you would hope any skilled co-pilot would do. TT OCTOBER 2016
Fanshawe’s Frankenstein College program breathes new life into old Mack with $60,000 in donated parts By Dave Nesseth Fanshawe College students pass through the school’s shop in a matter of months, but over the last year about 150 of them all contributed to a common cause. A truck that once rotted in a corn ﬁeld has been transformed into something that would turn heads at any show and shine. Fanshawe’s Frankenstein has come to life. Plenty of late Wednesday nights and more than $60,000 in donated parts – $18,000 of which came from Meritor alone – helped to make it happen. “Finally getting it revved up gave them some inspiration to ﬁnish,” says Mark Russell, coordinator of the London, Ontario school’s coach technician apprenticeship program, as he takes the rebuilt engine up to nearly 3,000 rpm. “Now they can say, ‘See that pipe right there, I put that on.’” Russell grins as plumes of black exhaust soar to the roof of the bay. “I don’t know how it’s going to react with all that power, but that’s what fun about it,” he adds.
Under the hood is a 552-cubicinch 6V92 two-stroke retroﬁt diesel, supercharged with twin-turbo and nitrous. The front end is a mid-’80s Mack Midliner that was stashed away in a farmer’s ﬁeld just outside London. “The farmer wanted us help bring it back to life,” says Russell, who with his son scouted the truck out, loved it, and had it towed to the college. One of the college’s most recent students to dedicate his free time to the truck rebuild was Ryan Milbury, a 24-year-old from Brantford, Ontario. He transferred from the school’s diesel technician program in July. Since then, he’s helped ﬁnalize the truck’s air systems, batteries and bottom framing. “This truck just drew me to it. There’s no question,” Milbury explains. “I want to show my kids what I’ve been part of,
and I’m taking them to see the truck on the weekend.” By January, Milbury and his classmates will begin a shop placement and be one step closer to earning their 310T technician license issued by the Ontario College of Trades. Then they will play their personal roles in helping to ﬁll a massive industry-wide shortage of technicians. And Milbury praises Russell’s devotion to the rebuild project that played a role in training along the way. Russell himself estimates that he’s donated 75 days of free time to the project ofﬁcially known as Fast Forward. He’s enjoyed every single one, and come to know some of the more eager students quite well, like Joe Lunn. Lunn, 49, was laid off from a local factory and trying to ﬁnd a new course in life. “I had no place to go,” he says. The idea of 30 weeks in school, followed by an eight-week job placement, ﬁt the bill perfectly. Even better was that Fanshawe’s technician program is government-funded, meaning the 22 students in each stream don’t pay a cent in tuition. He says he knows how in demand he’ll be and hopes to one day open his own repair shop. Learning under Russell and having access to Fanshawe’s resources, such as engine and electrical troubleshooting rooms, has been a great start. In addition to the Fast Forward rebuild project, there Original are about a dozen other heavy-duty trucks on hand at the college. And Lunn says that Russell tends to give the students the space that they need without being too distant. “He’ll give us free reign and let us explore,” says Lunn. “He’ll feel you out and work with you. He’ll say, ‘Here’s the blower plate. Make it ﬁt.’” Some of Lunn’s recent contributions to the truck rebuild includes installing the radiator, the seats, the hood, and of course, that blower plate. And now it’s all alive. TT
PRODUCTWATCH WHATâ€™S NEW AND NEWS FROM SUPPLIERS
For more new product items, visit PRODUCT WATCH on the web at todaystrucking.com
Chevronâ€™s new Delo 400 oils Delo 400 CK-4 and FA-4 formulas follow ďŹ ve-year development Chevron has introduced its new line of Delo 400 API CK-4 and FA-4 heavy-duty motor oils, to be available December 1 after a ďŹ ve-year development phase. Initially there will be ďŹ ve CK-4 oils and one FA-4 blend, with another of the latter to follow in 2017. All of them are claimed to offer advantages over current CJ-4 products, some of them being very dramatic improvements. The company will also launch a new advisor service created to help customers select the best products for them by assessing needs, analyzing current lube choices, and developing a customized action plan speciďŹ c to their operating conditions. Customers will be paired up with Chevron product experts along the way. The new Delo 400 product line will be available in a variety of viscosities and will support both API CK-4 and FA-4 categories: â– Delo 400 XSP SAE 5W-30 â€“ Full synthetic meeting API CK-4 â– Delo 400 XSP SAE 5W-40 â€“ Full synthetic meeting API CK-4 â– Delo 400 XLE SAE 10W-30 â€“ Synthetic blend meeting API CK-4 â– Delo 400 XLE SAE 15W-40 â€“ Synthetic blend meeting API CK-4 â– Delo 400 SDE SAE 15W-40 â€“ Premium base oil meeting API CK-4 â– Delo 400 ZFA SAE 10W-30 â€“ Synthetic blend meeting API FA-4 Chevron is currently ďŹ eld-testing the new Delo products in more than 900 engines, across a range operating conditions. This includes the most signiďŹ cant off-highway testing Chevron has ever conducted for a new oil category. The results sound impressive, like 20% improved oil oxidation resistance and 50% reduction in wear compared to todayâ€™s CJ-4 equivalents for Delo 400 XSP 5W-40 synthetic. The most popular of the new oils is likely to be Delo 400 SDE 15W-40 Premium Conventional, and itâ€™s said to offer a whopping 38% improvement in wear performance and 20% increase in total engine life to rebuild compared to CJ-4 oils. These gains, says Chevron, are the result of the next generation of its ISOSYN technology â€“ ISOSYN Advanced
â€“ offering a combination of formulation expertise, high performance additive chemistry, and premium base oils. Unique packaging will be used to help avoid confusion. CK-4 oils will have red caps while FA-4 will have yellow, with additional identiďŹ ers on the labels. Backward compatibility is not an issue for the CK-4 lubes, but the FA-4 blend is a thin, low-viscosity oil especially designed for 2017-and-later engines that focus on extreme efďŹ ciency and high fuel economy. Engine makers have been generally slow to clarify their positions, given that much testing is required. Chevron says some 2017 engines will get an FA-4 factory ďŹ ll, but it might be several years before we see full acceptance of it. Chevron says FA-4 lubes will likely never be approved for EPA-07 and earlier engines. The company also says its existing Delo CJ-4 products will continue to be available as long as there is a demand.
See www.chevrondelo.com OCTOBER 2016
Product Watch CUMMINS ISX12 GETS NEW RATINGS TWO NEW 450-HP ISX12 RATINGS FOR LINEHAUL AND REGIONAL-HAUL TRUCKS
Cummins has announced two new 450-horsepower ISX12 ratings for linehaul and regional-haul markets. First released in 2010, the ISX12 has ﬁlled needs in several markets,
from regional and bulk hauls to refuse and mixers. The two new 450-horsepower ratings offer 1,650 lb ft of peak torque or 1,450/1,650 lb ft. The former is said to provide performance on the same level as 15-liter and 13-liter engines but at a much lighter weight. The 1,450/1,650 lb-ft SmartTorque rating is meant for applications like
Unstoppable. Times two. Meet your engine’s best friends. All year long, Howes Meaner Power Kleaner brings you BIG power by giving you superior cleaning and lubrication. Meanwhile, Howes Diesel Treat puts an end to gelling while boosting performance. Using either product on its own is one very smart move. Using both together? Now there’s really no stopping you!
tank and bulk hauling, with heavy loads on the way out and a light or empty load on the return trip. The technology modulates output to deliver only the amount of torque needed for the work being done. Cummins is continuing to work on expanded ratings for vocational trucks. The ISX12 will continue to be the company’s vocational and regional/ bulk-hauling offering through 2017, and will be available through the end of 2018, with the next-generation X12 launching at the start of 2018. See www.cumminsengines.com
DEEP-DROP AXLE OPTION MERITOR EXPANDS ITS MFS SERIES LINEUP
Meritor has expanded its MFS Series lineup of front non-drive axles to include a deep-drop axle option that offers greater ﬂexibility in packaging vehicles. The new option, which includes deep axle drops of 4.76 and ﬁve inches, is ideal for auto hauling and refuse applications where lower vehicle ride heights are needed, according to Joe Muscedere, general manager - front drivetrain. The deep-drop axle, which includes a new universal knuckle compatible with Meritor EX+ air disc brakes and Q+ drum brakes, improves brake serviceability and vehicle packaging.
1-800 GET HOWE HOWES (438-4693) • www.howeslube.com
Product Watch The one-piece forged knuckle design improves reliability and offers a longer service life. MFS Series axles also optimize performance with features such as a sharper wheel cut to increase maneuverability. The deep-drop MFS non-drive steer axle is available in standard and wide track with Gross Axle Weight Ratings of 13,000 to 14,600 and 18,000 to 22,800 pounds. See www.meritor.com
DURASTAR’S 4-YEAR WARRANTY INTERNATIONAL OFFERS 4-YEAR POWERTRAIN WARRANTY
ENGINE PRE-HEATER EBERSPAECHER’S HYDRONIC S3 ECONOMY IS A COMPACT SYSTEM
Eberspaecher’s Hydronic S3 Economy (ﬁve-kilowatt) engine pre-heater is a compact system designed for ﬂexible installation in sleeper, work-truck, day-cab, off-highway, construction, and municipal-vehicle applications. The Hydronic S3 Economy is CARB-approved and designed for simple operation with stepless heating power control. The coolant heater works with all common types of fuel, according to Eberspaecher. The preheater features an encapsulated fan motor with separated cold and hot components to improve longevity.
International Truck is now offering the Integrated Powertrain Warranty Package – a four-year, unlimitedmile coverage on certain DuraStar medium-duty truck models. The warranty is available on DuraStars powered by the Cummins ISB, conﬁgured with an Eaton Procision transmission and Dana Spicer axles and driveshafts. The program is aimed at businesses in the Pickup-and-Delivery segment.
The four-year/unlimited-miles-andhours integrated powertrain warranty on the DuraStar features the mostefﬁcient engine ratings offered in the Cummins ISB6.7. To get the warranty, customers must order or purchase a DuraStar from an International dealer before December 31, 2016. Eligible truck applications include dry van, refrigerated van, roll-back recovery, attic van, beverage (not tractor), expedited freight, or stake ﬂat with a maximum 33,000-pound Gross Vehicle Weight Rating. See www.internationaltrucks.com
VOLVO’S CK-4 FACTORY FILL STARTING NOW, A CK-4 OIL IS THE FACTORY-FILL ENGINE LUBE
Volvo Trucks North America now offers a new factory-ﬁll engine oil for its D11, D13, and D16 engines, meeting new Volvo VDS-4.5 engine speciﬁcations and
Richwil Truck Centre Andy McLean (506) 324-3697 richwil.com
TRAILED BY INNOVATION
It keeps out water during highpressure or steam-jet cleanings. Water spigots are fully rotatable and replaceable, ensuring a simpler and quicker ﬁtting in a range of installation positions. Optimized brackets allow the pre-heater to be mounted anywhere in the smallest possible space. The water heater features a CAN bus interface, and with an EasyScan diagnostic and service tool, workshop staff can analyze its operating condition simply. See www.eberspaecher.com
Trans East Trailers Tim Lutes (506) 854-2225 transeasttrailers.com
E D M ARITIM
East Coast Trans East
New Glasgow Truro
East Coast Nova Truck
Nova Truck Centres Bill Tait (902) 895-6381 novatruckcentres.ca East Coast International Mike Lyman (506) 852-0992 eastcoastint.com Gillis Truckways Inc Duncan Gillis (902) 295-2000 gillistruckways.com
Product Watch also exceeding the new API CK-4 speciﬁcation. Volvo models running the new VDS-4.5 should see longer drain intervals, saving money and increasing uptime. The VDS-4.5 spec’ underwent careful analysis and testing to ensure changes met stringent reliability and performance standards, says Volvo. It’s the same viscosity (10W30) as today’s factory ﬁll but it will have enhanced oxidation and aeration control. VDS-4.5 lubes are backwards compatible, meaning they can be used in older engines that meet earlier emissions standards. The new recommended drain intervals add extra miles for each of the three duty cycles – long haul, regional haul, and heavy haul – as deﬁned by fuel consumption. Those intervals are now 55,000 miles (88,500 kilometers) for long haul, 40,000 miles (64,000 kilometers) for regional, and 30,000 miles (48,000 kilometers) for heavy. Assuming a 600,000-mile (965,000-kilometer) vehicle life in Over the Road applications, the new engine
oil intervals will allow truck owners to skip between four and 16 oil drains, depending on duty cycle, compared with the prior maintenance schedule, says Volvo. For owners who decide to use the
current Volvo VDS-4 API CJ-4 oil, current lower-mileage drain intervals will remain. If engine idle time is greater than 30%, says Volvo, operators should use the next shorter drain interval. See www.volvotrucks.us TT
TIRED OF SEEING THE MONEY SPENT ON SHIPMENTS GO INTO OTHER POCKETS WHEN YOU’RE DOING THE HEAVY LIFTING? Pick My Load is a free platform which handles the entire e freight process from start to ﬁnish. Increase revenue and lower empty ocesses mileage by replacing six costly and time consuming processes as part of your daily activities:
• Link Brokering services • Shippers’ veriﬁcation services • Load board services • Invoicing services • Tracking services • Transportation Management Services FOR MORE INFORMATION
Ph: (514) 794-1311
YOU CAN’T GET THERE FROM HERE Our September mystery location remains an iconic ﬁxture just east of Fredericton, New Brunswick. But times have been tough, and the future of Harvey’s Big Potato market remains uncertain. Despite the property being up for sale, the giant potato ﬁgure outside of the market continues to bring smiles to the faces of drivers on Route 105 in Maugerville. Many readers correctly identiﬁed Mr. Potato as our Can’t Get There from Here answer. The October mystery photo is now waiting for your response. Your hint: It’s a solemn reminder. If you think you know what and where this is, please send your guess to Dave Nesseth at 416-614-5813. You can also reach him by e-mail at firstname.lastname@example.org. Please remember to include your contact details, so we can mail you a sleek Today’s Trucking cap.
Harvey’s Big Potato on Route 105 in Maugerville, New Brunswick
YOU CAN’T GET THERE FROM HERE c/o Today’s Trucking Magazine 451 Attwell Drive, Toronto, ON M9W 5C4 Phone: 416-614-5813 • Fax: 416-614-8861 Or email: email@example.com P.S. If you call your answer in, don’t forget to leave your contact details!
National Advertisers Continental VDO 44 www.vdoroadlog.com Cummins Canada 26 www.cummins.com Deloupe 55 www.deloupe.com Detroit Diesel Engines/ Western Star 23 www.westernstar.com/engines Double Coin 37 www.DoubleCoinTires.com Eberspaecher 18 www.eberspaecher-na.com ExpoCam 42 www.expocam.ca Freightliner Front cover gatefold www.freightlinertrucks.com Hendrickson 16 www.hendrickson-intl.com Hino 8 www.hinocanada.com
Howes Lubricator 54 www.howeslube.com Isaac Instruments 15 www.isaac.ca/ﬂeet Mack Leasing System 47 46-457-1762 Mack Trucks 28 www.macktrucks.com Meritor Aftermarket 40 www.MeritorCYA.com Peterbilt Back cover www.peterbilt.com Petro Canada 10 www.DURONthetougherthebetter.com Pick My Load 56 www.pickmyload.ca Prolam 32 www.prolamﬂoors.com Ridewell 46 www.ridewellcorp.com SAF Holland 20 www.safholland.ca
Shell 6 www.shell.ca/rotella Surface Transportation Summit 34-35 www.surfacetransportationsummit.com Total Canada Inc. 19 www.total-canada.ca TruckForce Service 39 www.TruckForceService.com UFA 41, 45 (split ads) www.ufa.com Utility Trailer 4 www.utilitytrailer.com Vipar 21 www.vipar.com Wells Fargo 24 www.wholesalebanking.wf.com/CA Western Star 22 www.westernstar.com Wix Filters 59 www.wixﬁlters.com
COMPANIES IN THE NEWS A Apollo Custom Manufacturing . . . . . . . . . . . . 46 Ayr Motor Express . . . . . . . . . . . . . . . . . . . . . . . . 23 B Bendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20, 51 Bison Transport . . . . . . . . . . . . . . . . . . . . . . . . 19, 48 C Caminhões e Ônibus . . . . . . . . . . . . . . . . . . . . . . 12 Canadian American Transportation. . . . . . . . 17 Canadian Linen . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 Canpar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 Cardinal Logistics . . . . . . . . . . . . . . . . . . . . . . . . . 19 Carrier Centers . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Challenger Motor Freight . . . . . . . . . . . . . . . . . 19 Chevrolet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 Chevron . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Conestoga College . . . . . . . . . . . . . . . . . . . . . . . . 37 CR England . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Crete . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Cummins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50, 54 E Eberspaecher . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Energi of Canada. . . . . . . . . . . . . . . . . . . . . . . . . . 30 Eveley International. . . . . . . . . . . . . . . . . . . . . . . 43 F Fanshawe College . . . . . . . . . . . . . . . . . . . . . . . . 52 Freightliner . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46, 48 Frito Lay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
G Gain Clean Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 GMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 Grumman . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 H Hendrickson . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 I International. . . . . . . . . . . . . . . . . . . . . . . . . . . 46, 55 K Kenworth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26, 51 Kitchens on Wheels Canada . . . . . . . . . . . . . . . 47 Kuljetus Auvinen. . . . . . . . . . . . . . . . . . . . . . . . . . 31 M Mack Trucks . . . . . . . . . . . . . . . . . . . . . . . . . . . 30, 52 MAN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Maverick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Meritor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52, 54 Mexuscan Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . 26 N National Truck League . . . . . . . . . . . . . . . . . . . . 30 Navistar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 NFI Industries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Nussbaum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 O Otto . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 P PACCAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26, 51 PACCAR Leasing . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Paper Transport . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Peterbilt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Prime . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 R Roadrunner Transportation Systems . . . . . . 30 Ryder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17, 19, 38 S SAF-Holland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Sameday Worldwide . . . . . . . . . . . . . . . . . . . . . . 30 Scania . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Schneider National. . . . . . . . . . . . . . . . . . . . . 18, 19 Sobey’s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 T TIP Trailer Services . . . . . . . . . . . . . . . . . . . . . . . . 20 Titanium Transportation Group . . . . . . . . . . . 23 Trailcon Leasing . . . . . . . . . . . . . . . . . . . . . . . . . . 38 Trailer Wizards . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 Train Trailer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 U Uber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 UPS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17, 19 V Volkswagen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Volvo Cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Volvo Trucks . . . . . . . . . . . . . . . . . . . . . . . . . . . 26, 55 X XPO Logistics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Faces Cardboard and styrofoam are Boudreau’s material of choice.
Model Trucker Steve Boudreau’s creations are no small feat By Dave Nesseth Model truck kits for sale on the shelves of big box stores were never quite big enough for Steve Boudreau. Trucks, after all, are meant to be big, so he decided to make his own models using a special ratio. Whatever the real truck measures in feet, Boudreau replicates in inches. A 53-foot trailer becomes a 53-inch piece of feather-light Styrofoam incapable of hauling anything, but capable of bringing drivers’ prized machines to life in their living rooms. “Smaller? I can’t go smaller. Too hard to make,” says Boudreau from his work studio in Bowmanville, Ontario, where his unique creations are made almost entirely by hand and a scroll saw for intricate cuts. There’s plenty of glue, rulers and reading lights around him. “I start building a truck and I’m in my own little world,” he adds. Boudreau, 53, has custom built more than 70 model trucks for drivers and their families across Canada. Taking about 180 hours over the course of a month, he delivers one-of-a-kind replicas that can be mounted above a ﬁreplace,
or as one married couple requested, attached to a headboard. Boudreau rededicated himself to his craft while he was put out of commission by a heart attack 10 years ago. He had worked with wood before, having made sailboat models with his grandfather as a child, but now he needed to scale down
his studio as well as the noise and the sawdust, so he switched to cardboard and Styrofoam. When he makes a truck for a client, Boudreau draws extensively on pictures of the real thing. “I’ll take about 70 pictures, put them on a big sheet at home, then make it step-by-step,” he explains. Hailing from New Brunswick, Boudreau has been driving more than 30 years. He had the chance to drive a bit around the farm as a kid, but his big opportunity came at age 13, when he needed to ﬁll in for his uncle behind the wheel. The delivery just had to go, he says. “He said, ‘take it up to 18 and take your time,’ then went to sleep,” Boudreau recalls. The opportunity left a lasting impression. “That’s what did it. I’ve just always loved trucks,” he says. Boudreau has a dream to make his model trucks into do-it-yourself assembly kits, but right now he’s busy looking for new trucks to bring to life – preferably Peterbilts, he says with a smile. “I’ve tried making Kenworths, but there are just so many edges and lines.” He ﬁnds clients primarily through discussions at truck shows, but says he’s considering the idea of ramping up his handiwork as he starts winding down his driving career for Seaboard Transport. “I want something to fall back on when I’m 65,” says Boudreau. Boudreau can be reached at steve. firstname.lastname@example.org. TT
One inch of a scale model equals a foot on the real thing.
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