Fall 2009

CTEAThe official publication of the Canadian TransportationToday Equipment Association

Are You Ready

For 2010?

The EPA's New Rules Will Change How You Do Business Canada Post Mail Publications Agreement Number: 40609661

messages • messages in french Fall 2009 CTEA TODAY contents Published For: The Canadian Transportation Equipment Association 16 Barrie Boulevard, Unit 3B St. Thomas, Ontario N5P 4B9 Tel: (519) 631-0414 Fax: (519) 631-1333 [email protected] www.ctea.ca

CTEA Staff: Donald (Don) E. Moore, P. Eng. Executive Director [email protected] G. Allan Tucker Director, Membership Recruitment and Retention [email protected] Lynn Eden Director of Administration and Member Services [email protected] On the cover: Mack's EPA 2010 setup Eddy Tschirhart, C.E.T. includes a DPF mounted under the cab, and Director of Technical Programs an SCR catalyst mounted directly aft of the [email protected] DPF. This is a pre-production prototype, but Stan Delaney Mack says the look hasn't changed. Photo courtesy of Jim Park. Communications Administrator [email protected] CTEA Board: ON THE COVER: Butch Medemblik, P. Eng. President 21 Square Peg, Round Hole, Etc. Dave Kell Past President In 2010, the exhaust coming out of a muffler will be virtually as clean or cleaner than the air people breathe in Southwestern Ontario. The problem is that some of the new technologies take up real estate Brian Ahrens along the chassis frame, getting in the way of what up-fitters have typically mounted. In this article author Director Jim Park will discuss how the U.S. EPA’s 2010 emissions reduction mandates have forced changes to the basic chassis configuration of every truck on the road. Suzy Léveillé Director 24 La quadrature du cercle Steve McManus Director En 2010, les gaz d’échappement à la sortie du silencieux seront quasiment aussi purs sinon même plus John Michel purs que l’air que les gens respirent dans le sud de l’Ontario. Le problème est que certaines nouvelles technologies prennent de la place le long du cadre du chassis, faisant obstacle à certains éléments qui sont Director traditionnellement installés au même endroit. Dans cet article, Jim Park explique que les mandats de John Procter réduction des émissions en 2010 décrétés par l’EPA aux Etats-Unis ont forcé de changer la configuration Director de base des chassis de tous les camions qui circulent sur les routes. Brian Scales Director Jeff Sims FEATURES: Director How to Survive a Transport Canada Road Safety Audit Tibor Varga 30 Director 32 A "Primer" For Manufacturers: How to Mitigate Liability in the Context of Product Recalls

Fall 2009 7 8 Canadian Transportation Equipment Association Fall 2009 contents Published by: Matrix Group Inc. MESSAGES: Publication mail agreement Number: 40609661 11 A Message from the Return undeliverable Canadian CTEA President, Butch addresses to: Medemblik | Message du 52 Donald Street Winnipeg, MB R3C 1L6 Président l’AETC Toll Free Phone: (866) 999-1299 Butch Medemblik Toll Free Fax: (866) 244-2544 [email protected] www.matrixgroupinc.net 14 A Message from the CTEA Executive President & CEO Jack Andress Director, Don Moore | Message du Directeur Senior Publisher Maurice P. LaBorde exécutif l’AETC Don [email protected] Moore PUBLISHERS Peter Schulz Jessica Potter SPECIAL SECTION: Trish Bird Editor-in-Chief 18 CTEA's 46th Shannon Lutter Manufacturer's [email protected] Conference - Preliminary Finance/Accounting & Program Administration Shoshana Weinberg, Pat Andress, Nathan Redekop [email protected] Director of marketing & circulation DEPARTMENTS: Shoshana Weinberg Sales Manager 35 Regulatory Report | Rapport sur la Neil Gottfred réglementation MATRIX GROUP INC. ACCOUNT EXECUTIVES 42 Member Profile Albert Brydges, Davin Commandeur, Lewis Phil Larochelle Équipement Inc. Daigle, Rick Kuzie, Miles Meagher, Ken Percival, Peter Schulz, Frank Christmann, Jim Hamilton, Brian Davey, Wilma Gray- 44 Tools of the Trade Rose, Declan O'Donovan, Jeff Cash, Lesley Dion, Chris Frenza, Declan O'Donovan 46 News and Views Layout & Design Cody Chomiak Advertising Design ABOUT CTEA: James Robinson ©2009 Matrix Group Inc. All rights 48 The Benefits of a CTEA Membership reserved. Contents may not be reproduced by any means, in whole or in part, without 51 CTEA Membership Application the prior written permission of the publisher. 52 Buyer’s Guide

Fall 2009 9

president’s message | le message du président

For the Good of Pour le bien the Industry de l’industrie

Welcome to the third edition of Bienvenue à la troisième édition de CTEA Today. Our magazine, actually your AETC Aujourd’hui. Notre magazine, qui est magazine, gives this industry a solid look at en fait votre magazine, donne aux acteurs the issues of the day. Once again, this issue de l’industrie une information solide sur les has achieved this desired effect. In it you Butch Medemblik grandes questions du jour. Une fois de plus, will find a look at audits, legal liabilities and President, CTEA le présent numéro remplit ce rôle. Vous y recalls, regulatory issues, a member profile, trouverez des articles sur les vérifications, the latest products on the market, and member’s news and les responsabilités juridiques et les rappels, la réglemen- views. tation, le profil d’un membre, les derniers produits sur le This last item is what you are going to get from me this marché, et les nouvelles et les points de vue des membres. time—my view. The view I want to discuss is my view C’est justement ce dernier point que vous obtiendrez on collaborative testing and how it is, “for the good of de ma part : mon point de vue. Je veux en effet vous faire the industry”. Since the early 1990s, a large part of the part de mon point de vue sur les essais menés en collabo- Association’s resources have been dedicated to collabora- ration, dont j’affirme qu’ils sont « bons pour l’industrie ». tive testing. This group testing has defined who we are to Depuis le début des années 1990, une grande partie des ourselves, to our government partners and to our business ressources de l’Association a été consacrée aux essais en partners to the south. collaboration. Cet exercice d’essais de groupe a défini ce Wikipedia defines collaborate as either: que nous sommes à nos propres yeux, pour nos partenaires 1. To work together, especially in a joint intellectual du gouvernement et nos partenaires d’affaires au sud de la effort, or; frontière. 2. To cooperate reasonably, as with an enemy occupation On peut définir la collaboration de deux manières : force in one’s country. 1. Travailler ensemble, en particulier dans le cadre d’un While some may feel that at times a company could be effort intellectuel conjoint; inviting an enemy (i.e. the competition) into dangerous 2. Coopérer de manière raisonnable, par exemple avec l’ar- territory when sharing information, I firmly believe that mée ennemie qui occupe un pays. we can follow the first point above when collaboration is Certains ont peut-être l’impression qu’une compagnie managed properly. We can work together in a joint intel- pourrait justement inviter l’ennemi (c.‑à‑d. un concurrent) lectual effort for the good of the industry when we work à occuper son territoire en partageant de l’information, under the direction of the CTEA. mais je suis fermement convaincu que nous respectons la In fact, the way I see it, had we not been able to pull première définition ci-dessus quand la collaboration est together under the group testing umbrella, many of our bien gérée. Nous pouvons travailler ensemble dans le cadre member companies would not legitimately be in business d’un effort intellectuel conjoint pour le bien de l’industrie today or, at the very least, they would not be doing busi- quand nous travaillons sous l’égide de l’AECT. ness to the extent that they are. One only has to think of En fait, de la manière dont je vois les choses, si nous all the testing that has been done and the resulting certifi- n’avions pas réussi à conjuguer nos efforts dans le dossier cation that has been achieved as proof of this. Together we des essais en groupe, beaucoup de compagnies membres de have achieved a fantastic generic trailer air brake program, notre association ne seraient plus en affaires aujourd’hui, an engineered trailer rear impact guard program, the load ou tout au moins, leurs affaires ne seraient pas aussi pros- securement program, and the dynamic truck testing pro- pères qu’elles le sont. Il suffit pour s’en convaincre de jeter gram, along with the resulting validation of intermediate un coup d’oeil à l’ensemble des essais qui ont été menés et and final stage GVWR changes. des homologations qui en sont résultées. Ensemble, nous The Association’s databases are bursting with valuable avons mené à bien un remarquable programme d’essai de resources for all our members. None of it is competitively freins à air comprimée pour les remorques, un programme Continued on page 12 Suite à la page 12

Fall 2009 11 president’s message | le message du président

Suite de la page 11 d’essai d’un dispositif de protection CTEA staff do a great job contre l’impact arrière des remor- ques, le programme d’arrimage des ensuring that each member cargaisons, et le programme d’essai dynamique des camions, de même que la validation des changements des company’s data is well PNBV aux étapes intermédiaires et finales. Les bases de données de l’Associa- protected and that members tion sont pleines à craquer de ressour- ces précieuses pour tous nos mem- bres. Rien de tout cela n’est confiden- do not cross the line. tiel pour la compétition et toutes ces données sont nécessaires pour que nos compagnies membres puissent Continued from page 11 to work together in a joint intellec- assumer leurs responsabilités impo- confidential and all of it is necessary tual effort without trying to share or sées par la loi au titre des Normes de for our member companies to address obtain that confidential or competi- sécurité des véhicules automobiles du their legal responsibilities under tive information. Canada. the Canada Motor Vehicle Safety There is a challenge though with Cela veut-il dire que nous ne cou- Standards. collaborative testing. Having owner- rons jamais le risque de partager trop Does this mean that we do not ship of a test report does not auto- d’informations? Je sais que, pour ma ever run the risk of sharing too much matically enable a company to pro- part, cette idée m’a effleuré plus d’une information? I know for me, that duce certain vehicles. There is much fois au fil des années. Cependant, il a thought has crossed my mind over more to it than that. Applying the été prouvé pour la plupart d’entre the years more than once. However, report to your business is where the nous que toutes les compagnies, pour- it has been proven to most of us that individual company’s work starts. vu qu’elles fassent diligence et qu’el- with due diligence and awareness, It begins with having all the neces- les soient attentives aux problèmes each company can participate in the sary technical resources to do the éventuels, peuvent participer au pro- process without letting out trade job and complete the high degree of cessus sans divulguer de secret com- secrets and giving confidential infor- engineering required to implement mercial et sans donner des renseigne- mation away. Further to this, the that testing into a unit’s design. Just ments confidentiels aux concurrents. CTEA staff do a great job ensuring because I have bought and paid for De plus, le personnel de l’AECT fait that each member company’s data is a report does not give me the right de l’excellent travail en s’assurant well protected and that members do to blindly use it. It must be imple- que les données de chaque compagnie not cross the line. mented into our designs based on our soient bien protégées et que les mem- One way this is done, is that at the own Engineering analysis and calcu- bres ne franchissent pas la ligne de beginning of every committee meeting lations. démarcation. Don Moore is very particular that the Ultimately, each company is Pour s’en assurer, au début de cha- following anti-trust statement is read: responsible for the compliance of the que réunion de comité, Don Moore “This meeting involves mem- vehicles that they produce. Then, and prend bien soin de lire la déclaration bers of the Canadian Transportation only then, can we legitimately make suivante : Equipment Association. Nothing shall use of the information provided by « Les participants à la présente réu- be discussed or agreed upon, either the Association’s programs. In future nion sont membres de l’Association at this meeting nor before or after it, editions of CTEA Today we hope to d’équipement de transport du Canada. which would in any way interfere with deal with this matter further. Rien ne sera discuté ou convenu, que ce or affect free competition in the market- In being part of the CTEA in 2009 soit durant, avant ou après cette réunion, place. To that end, there will be no dis- you are one of those who need to qui pourrait d’une manière ou d’une autre cussion of prices, market areas or seg- “capitalize on change” in order to nuire à la libre concurrence sur le marché. mentation, boycotts or any other mat- position yourself for the future. For Dans ce but, il n’y aura aucune discus- ter, which might constitute an illegal or that reason we hope to see you in sion portant sur les prix, les secteurs ou la monopolistic act or restraint of trade.” Ottawa from October 28 to 30. We segmentation des marchés, les boycotts ou The minute our staff senses that hope to have a strong representation toute autre question qui pourrait consti- we are getting close to that line, we from our members on Parliament tuer une restriction illégale du commerce are promptly redirected to the need Hill!  ou une action monopolistique. »

12 Canadian Transportation Equipment Association president’s message | le message du président

Le personnel de l’AECT fait de et payé un rapport ne me donne pas le droit de l’utiliser à l’aveuglette. Il faut en appliquer les résultats dans le l’excellent travail en s’assurant que cadre de nos propres designs fondés sur nos propres travaux d’analyse et les données de chaque compagnie de calcul d’ingénierie. En fin de compte, chaque compa- soient bien protégées et que les gnie est responsable de la conformité des véhicules qu’elle produit. C’est à ce moment-là et à ce moment-là seule- membres ne franchissent pas la ment que nous pouvons en toute légi- timité utiliser l’information fournie ligne de démarcation. par les programmes de l’Association. Dans les futurs numéros de AETC Dès l’instant où notre personnel a une compagnie la capacité de produi- aujourd’hui, nous espérons traiter de le sentiment que nous nous rappro- re certains véhicules. C’est beaucoup cette question de manière plus appro- chons de cette ligne de démarcation, plus compliqué que cela. Il faut appli- fondie. on nous rappelle rapidement la néces- quer le rapport au cadre d’activité de En étant membre de l’AECT en sité de travailler ensemble dans le la compagnie et c’est là que commence 2009, vous faites partie de ceux qui cadre d’un effort intellectuel conjoint le travail à l’intérieur de chacune des doivent « capitaliser sur le change- sans essayer de partager ou d’obtenir compagnies. Il faut pour commencer ment » pour vous positionner pour de tels renseignements confidentiels posséder toutes les ressources techni- l’avenir. Pour cette raison, nous ou affectant la concurrence. ques nécessaires pour faire le travail espérons vous voir à Ottawa du 28 Les essais en collaboration présen- et compléter l’ingénierie complexe au 30 octobre. Nous espérons que tent toutefois une difficulté. Le fait nécessaire pour intégrer les résultats nous pourrons compter sur une solide d’être propriétaire d’un rapport d’es- de ces essais dans la conception d’une représentation de nos membres sur la sai ne donne pas automatiquement à unité. Le simple fait d’avoir acheté Colline du Parlement! 

Fall 2009 13 executive director’s message | message du directeur général

Why Attend the CTEA Pourquoi assister à la Annual Manufacturers Conférence annuelle des Conference? fabricants de l’AETC?

The Canadian Transportation La Conférence annuelle et foire Equipment Association’s (CTEA) Annual commerciale des fabricants de l’Association Manufacturers Conference and Trade d’équipement de transport du Canada est Fair has, for over 44 years now, been depuis plus de 44 ans un événement impor- an important event in the Association Don Moore tant dans le calendrier de l’Association. Cet calendar. It provides an important forum événement offre aux membres une tribune for members to network and learn. It has Executive Director, importante permettant de faire du réseautage also provided a time for the important CTEA et de s’informer. En même temps, cela donne Annual General Meeting, which, although it l’occasion de tenir l’assemblée générale annuel- does not take up a large time slot, does serve an extremely le, laquelle ne prend pas énormément de temps, mais n’en important purpose, as this is when those legally required est pas moins extrêmement importante, car c’est à cette occa- pieces of business, like Board elections, confirmation of sion qu’on peut expédier les affaires légalement nécessaires, auditor, etc., get done. I know that to many, the AGM is comme l’élection des membres du conseil, la confirmation du pretty dry, but none the less, the continued existence of vérificateur, etc. Je sais que beaucoup trouvent que l’AGA est the CTEA is dependent on it. plutôt ennuyeuse, mais néanmoins, l’existence même de l’As- The CTEA staff and Board of Directors always try to sociation en dépend. keep the program pertinent and fresh. This isn’t easy as Le personnel et le conseil d’administration de l’AETC there are always conflicting desires, with limited time and s’efforcent toujours de mettre au point un programme perti- budget. We strive to have solid technical content that is nent et intéressant. Ce n’est pas facile car il y a toujours des useful to those coordinating activities on the shop floor, souhaits contradictoires, et le temps et le budget sont limités. as well as good business content that can assist managers Nous faisons des efforts pour mettre au point un contenu and owners in running their operations and planning technique solide qui est utile pour ceux qui coordonnent les their next move. activités de fabrication des entreprises, ainsi qu’un contenu Every second year we coordinate our program with d’affaires intéressant susceptible d’aider les gestionnaires et the local trade college wherever we happen to be. This les propriétaires à diriger leur entreprise et à planifier leurs allows for hands-on instruction relating to technical décisions. content, such as welding techniques, choosing materials Tous les deux ans, nous coordonnons notre programme and making sure the end product is roadworthy. It is also avec le collège d’enseignement professionnel de la ville où hoped that this provides an opportunity with delegates l’assemblée a lieu. Cela nous permet d’offrir une démonstra- to network with potential future employees from the tion personnalisée du contenu technique, par exemple des student body. techniques de soudage, le choix des matériaux et s’assurer que We also want to make sure that there is ample le produit fini est prêt à prendre la route. On espère également opportunity to network with suppliers, associates and old que cela donne aux délégués l’occasion de nouer des contacts friends during the trade fair and social functions. Having a avec des étudiants qui pourraient éventuellement devenir des large reception to start off the conference, in the trade fair employés. and prior to the banquet, are important elements of this. Nous voulons aussi nous assurer qu’il y ait amplement l’oc- Over the past few years a number of members have related casion de faire du réseautage avec des fournisseurs, des asso- how these sessions generated answers to questions or ciés et de vieux amis durant la foire commerciale et les activi- problems, ideas for new business activities and relationships tés sociales. C’est pourquoi il y a toujours une grande récep- that have opened up new opportunities. These may be tion au début de la conférence, lors de la foire commerciale et considered “intangible” benefits, but they can potentially avant le banquet. Ces dernières années, un certain nombre de generate very “tangible” dollars for the bottom line. membres de l’Association nous ont dit que ces sessions leur Continued on page 15 Suite à la page 16

14 Canadian Transportation Equipment Association executive director’s message | message du directeur général

But don’t get the idea we’re We strive to have solid technical going to just let you sightsee all day. No way. We will again have a full content that is useful to those program. This year we will be at Algonquin College, so we will have a number of good hands-on type coordinating activities on the shop instructional technical sessions on the Tuesday. Wednesday will include floor, as well as good business more technical, as well as business and general interest sessions. We will be putting on multiple streams content that can assist managers and of sessions throughout, to ensure that we capture as many people’s owners in running their operations interests as possible. You may actually have to make some hard choices. and planning their next move. For more details please take a look at the program in this issue of Continued from page 14 my career. The parliament buildings, CTEA Today and on our website at On October 26, 27 and 28, 2009, Rideau cannel, numerous museums, www.ctea.ca. You should also have the conference will be in Ottawa. Sparks Street, 24 Sussex Drive and the received details on registration and First off, the location is always worth Governor General’s residence are all the hotel in earlier emails, but if you seeing, regardless of the time of year. short distances from where we’ll be, at need anything, please don’t hesitate Trust me, I have been there pretty the Chateau Laurier hotel (which is, in to call the offices at (519) 631-0414. much yearly over the past 20 years of itself, something to see). See you in Ottawa! 

Fall 2009 15 executive director’s message | message du directeur général

tourisme toute la journée. Pas question. Nous faisons des efforts pour mettre au point Nous aurons encore une fois un pro- gramme chargé. Cette année, nous irons un contenu technique solide qui est utile pour au Collège Algonquin et nous aurons donc le mardi un certain nombre de ceux qui coordonnent les activités de fabrication sessions techniques comportant des démonstrations pratiques. Le mercredi, des entreprises, ainsi qu’un contenu d’affaires il y aura encore des ateliers techniques, intéressant susceptible d’aider les gestionnaires ainsi que des sessions sur les affaires et des questions d’intérêt général. Tout au et les propriétaires à diriger leur entreprise et à long de la conférence, nous aurons de multiples catégories de sessions afin de planifier leurs décisions. nous assurer de capter l’intérêt du plus grand nombre de personnes possible. Suite de la page 14 la peine d’être vue, peu importe à quelle En fait, il vous faudra peut-être faire avaient permis de trouver des réponses période de l’année. Croyez-moi, j’y suis des choix difficiles. à des questions ou des solutions à des allé presqu’à chaque année au cours des Pour de plus amples détails, veuillez problèmes, des idées de nouvelles acti- 20 dernières années de ma carrière. Les jeter un coup d’oeil au programme dans vités d’affaires et des relations qui ont édifices du Parlement, le canal Rideau, le présent numéro de AETC aujourd’hui pu ouvrir de nouvelles possibilités. Cela de nombreux musées, le mail de la rue et sur notre site Web à l’adresse www. peut être considéré comme des avan- Sparks, le 24 Sussex et la résidence du ctea.ca. Vous devriez aussi avoir reçu tages « intangibles », mais qui peuvent gouverneur général se trouvent tous à des détails sur l’inscription et l’hôtel potentiellement se traduire par des dol- proximité de l’endroit où nous serons, dans des courriels précédents, mais si lars tout à fait « tangibles ». l’hôtel Château Laurier (qui vaut lui- vous avez besoin de quoi que ce soit, Les 26, 27 et 28 octobre 2009, la même le détour). n’hésitez pas à téléphoner à nos bureau conférence aura lieu à Ottawa. Disons Mais n’allez pas vous imaginer au 519‑631‑0414. tout d’abord que cette ville vaut toujours que nous allons vous laisser faire du Au plaisir de vous voir à Ottawa! 

16 Canadian Transportation Equipment Association Fall 2009 17 special section CTEA’s 46th Manufacturer’s Conference Fairmont Château Laurier, Ottawa, ON “Capitalize on Change / Tirez profit des changements” Preliminary Program - Information subject to change

Monday, October 26, 2009 Board of Directors Meeting: Room: Palladian 1:00PM – 4:00PM Registration: Room: Lobby 2:00PM – 6:00PM CTEA’s Town Hall: Room: Canadian Confirmed Speakers: Dick Radlinski, Link Engineering; Wayne Duff, Transport Canada; Ron Madill, 4:15PM – 5:45PM Province of Ontario; more TBA Sponsors Welcome Reception: Room: Laurier 6:00PM – 8:00PM

Tuesday, October 27, 2009 Registration: Room: Laurier Foyer 7:00 AM – 6:00PM

President’s Breakfast: Room: Laurier 7:30AM – 8:40AM Welcome: Butch Medemblik, CTEA President & City of Ottawa Mayor, Larry O’Brien

Annual General Meeting: Room: Laurier 8:45AM – 9:30AM Demo Day at Algonquin College: 11:00AM – 3:30PM

Demonstration Presenters Welding Theory Mark Stone & Bob Partridge, Canadian Welding Bureau (CWB) Voltage/Amp Draw on Trailers Bob Blair & Vic Wentjes, Lite-Check, LLC Cylinder Repair Jean-Francois Gauthier, Industries Mailhot Inc. PTO Installation Leon Lukasik, Drive Products & Fred Feick, Muncie Power Axle Dimensions/Bearing Loading Rudy Wosing & Jules Guillemette, IMT Corporation Measuring Session Don Moore & Eddy Tschirhart, CTEA 2010 Chassis Updates OEM Chassis Manufacturer representatives Chassis Frames Dick Toner, Toner Associates Fastening Systems Jim Wagner, ACE Rivets

Technical Fair & Information Exchange 5:30PM – 7:30PM

18 Canadian Transportation Equipment Association special section

Wednesday, October 28, 2009 TRAILER MANUFACTURERS 8:00AM – 10:00 AM TRUCK UP-FITTERS 8:00AM – 10:00 AM

Workshop “A” Workshop “B” Trailers of the Future Record Keeping for Vocational Trucks (Modifications) Our panel will discuss what has been successful to date, and The speakers will walk Members through the details and the then gaze into the future to see what will be required to stay rationale behind the required calculations to prove that vehicles competitive, lower operating costs and lengthen trailer life built meet the requirements of the OEM and the law. Speakers with the flexibility to meet changing operational requirements. will guide participants through a real example of a truck up-fit Speakers: Claude Robert, Robert Transport; Marc analysis for a vehicle seen at the College demo day. Berthiaume, Manac; Andrew Smith, ATDynamics; and John Speakers: Yvon Morissette, Camtech Consultants Inc.; and Pearson, Moderator, CCMTA Don Moore and Eddy Tschirhart, CTEA

Coffee Break 10:00AM – 10:15AM

TRAILER / TRUCK 10:15AM – 11:55AM TRUCK UP-FITTERS 10:15AM – 12:00PM

Workshop “C” Workshop “D” 10:15AM – 11:00AM New Product Review JOB-FILE® III Tips & Tricks Here’s your opportunity to see the latest and greatest products Current users of JOB-FILE® III will learn to maximize the and innovations from your fellow manufacturers and use and functionality of LoadXpert™. You will learn how to: suppliers. customize the appearance of vehicles, loads and accessories Speakers: Brian Rennie, Bridgestone Canada Inc.; Geoff (includes changing colour of vehicles); paste a picture or Williams, Eveley International Corp.; Bill Sumner, Grote CAD (“dxf” extensions) drawing of components onto the Industries Canada; Todd Bourque, Haldex Limited; Darcy diagram (such as a plow blade, propane or other tank or a Tallon, Hunter Engineering Company; Randy Baerg, particular model or type of crane, etc.); save the completed Innovative Vehicle Testing Ltd. (IVT); Bob Blair, Lite-Check, vehicle in a file to be emailed; etc. LLC; Tom Parrott, Meritor Wabco; and Aaron Gorman, Speakers: Stephane Aubin and Pierre Lavoie, CIETECH Waltco Truck Equipment Company Inc.; and Eddy Tschirhart, CTEA

Workshop “E” 11:05AM – 12:00AM Emissions 2010: Options/Solutions/Opinions SCR or enhanced EGR? Are there other alternatives on the horizon? The experts will explain what the acronyms mean and how the systems work and what that means to the truck up-fitter. Cummins and Navistar will talk us through their solutions and we may have a surprise too. Speakers: Ben Macaro, Cummins; Joe Williams, Innovative Hydrogen Solutions Inc.; Dan Webster, Navistar; and John Procter, Moderator, Waycon International Trucks

Sponsor's Luncheon Room: Adam 12:00PM – 1:10PM Luncheon Keynote Speaker: Jean-François Carrey, Youngest Canadian to Summit Mount Everest

Workshop “F” 1:15PM – 2:45PM Product Liability in the Transportation Equipment Industry Our presenters, a Forensic Engineer and a Lawyer, will walk participants through some the legal liabilities inherent in what Members manufacture, and discuss how to mitigate those liabilities when the “rubber meets the road”. Speakers: Sebastian van Nooten, P. Eng, Hrycay Consulting Engineers Inc.; and Patrick J. Monaghan, Black, Sutherland LLP

Coffee Break 2:45PM – 3:00PM

Fall 2009 19 special section

Photo courtesy of the Fairmont Chateau Laurier.

Wednesday, October 28, 2009 continued Workshop “G” 3:00PM – 4:00PM Workshop “H” 3:00PM – 4:00PM Supply Chain Management: Managing Your Supply Manufacturing Productivity Chain During an Economic Downturn Tips, Tricks & Traps: Dealing with Change in SCL Canada President, Bob Armstrong and some of his Uncertain Times colleagues will give us a brief seminar on the importance of Our presenter will show us how to manage drastic changes managing your supply chain and how to deal with some of the due to outside influences. tougher issues through the current poor economic conditions. Speaker: David Hall, P. Eng, ProSolve Speaker: Bob Armstrong, Supply Chain & Logistics Consulting Ltd. Association Canada

Workshop “I” 4:05PM – 5:05PM State of Manufacturing in Canada The Economy: Where are we, how did we get here and where to from here? Our panel will attempt to put our economic situation in perspective from the top down. Speakers: Jayson Myers, Canadian Manufacturers and Exporters/Canadian Manufacturing Coalition; Tina Kremmidas, Canadian Chamber of Commerce; Don Moore, P. Eng., CTEA

Technical Fair & Information Exchange Room: Ballroom 5:15PM – 6:15PM Sponsors Reception 6:15PM – 7:15PM CTEA/AETC 46th Gala Banquet Room: Adam 7:15PM – 9:15PM

Special Guest: Dr. Brian Little The award winning Psychology Professor is an expert in personality differences, group dynamics and project management. In his presentations, he takes the audience on a fascinating tour of the 9:15PM – 10:15PM physiological differences determining personality and explores the impact on our daily business lives, showing what makes some people clash, while others work in productive harmony.

20 Canadian Transportation Equipment Association on the cover Square Peg, Round Hole, Etc. The way we’ve always done it won’t work anymore. By Jim Park

You can’t put ten pounds of rocks have plans for tank relocation; others do aftertreatment system imposed by EPA. into a five-pound bag, yet that’s exactly not. That will be a problem for us.” High exhaust temperatures must be main- what body builders and final-stage manu- And for many others. Some OEs are tained throughout the exhaust system, so facturers face going into 2010. The U.S. planning alternate placement for some the DPF and SCR cannot be moved far EPA’s 2010 emissions reduction man- components, but locations will be lim- from the turbocharger outlet, or from each dates have forced changes to the basic ited by the performance parameters of the other. chassis configuration of every truck on the road—not to such a great extent in the case of one OEM, but more on that later—and that is driving huge change at the final assembly stage, too. We learned going into 2007 that altering OE exhaust configurations was out of the question. EPA 2010 brings two more components to the exhaust system whose chassis placement will be equally inflexible. Body builders now need to work around the diesel oxidation catalyst (DOC) and the diesel particulate filter (DPF); collectively known as the DPF, a new device called the selective catalytic reduc- tion (SCR) system, and a storage reservoir Frame space will be at a premium in 2010. Axle spacing for the so-called diesel exhaust fluid (DEF) considerations, chassis equipment, and basic components used to remove nitrogen oxide (NOx) from like fuel tanks, battery boxes, etc. may need to be moved. the exhaust stream. Not only do these com- ponents take up valuable frame space, their placement relative to each other and to the engine is not subject to negotiation with the customer or the OE. “It’s more complex in 2010. There are new components involved and they are bigger,” says Patrice Gaudreault of Simard Suspensions of Baie-Saint-Paul, Que., spe- cialists in twin-steer retrofits. The placement of the second steer axle conflicts with place- ment of the exhaust aftertreatment system. “And then there’s the DEF tank,” Gaudreault adds. Because DEF is suscept- ible to freezing, OEs use engine coolant lines to provide heat for the DEF tank, and the lines from the tank to the injec- Daimler Trucks’ 1-Box SCR/DPF tion meter and nozzle are electrically heat- aftertreatment system hangs from the frame ed. “We don’t have much flexibility as to under the right side of the cab, leaving clear where we can put the tank. Some OEs access to the valued right-hand PTO.

Fall 2009 21 on the cover

Compound these challenges with the mainstream, or the more complex, the separately, and there’s very little room fact that few of the OEMs have EPA fewer engineering resources the OEs for compromise in any of them. 2010 (2011-model-year) chassis available have had to throw at it. “From Class 6 through 8 tandem for order—or even for hands-on inspec- and tri-axle dump bodies, to roll-offs tion. Most of the body builders’ manuals Problems and solutions and van chassis, in each case we’ll remain unpublished, too. We hear these The Class-8 on-highway crowd got have to re-engineer the installation,” will be available in October or November, off easy with EPA 2010. They have no he says. “The tri-axles will be particu- leaving engineering staff little time to get worries about PTO access, hydraulic larly challenging, especially the roll-offs up to speed before the orders start com- tanks and ram placement, under-chassis with hydraulic rams running along the ing in. gear, or clear back-of-cab access. Body frame. There’s already so little room on The recession may prove somewhat builders and final-stage manufactures the frame.” of a blessing this time around by slow- are faced with all these issues, and then In twin-steer applications, like ing order intake, and thus the pressure some. those offered by Quebec’s Simard and to begin building. It has had an impact Butch Medemblick, Operations Alberta’s Raydan Manufacturing, the at the engineering stage too. The farther Manager at Guelph, Ontario’s Walinga axle-spacing limits imposed by vari- your chassis installation is from the Manufacturing, for instance, has a ous weights and dimension regulations problem with PTO access. “A lot of our tighten the installers’ options even fur- What can we do for each other? product requires two PTOs. Most body ther. Raydan’s compliance engineer, Chances are the people buying your builders require only one,” he points Jeff Simms, says some OEs are better final product are very good at some- out. “With 2010, a lot of the emissions than others when it comes to chassis thing other than spec’ing trucks. They control componentry has found its way modifications. “Some are good about don’t follow the latest twists and turns to the right-hand side of the chassis, working with us on the modifications, in emissions reductions regulations and covering up the right-hand PTO open- others take the position that if you chassis configuration. You need to get ing.” touch it, it’s all yours,” he says. “It’s the OE reps and the customers on the He has yet to see a real 2010 chas- a matter of how much liability we’re same page before inking the deal other- sis up close and personal, but he’s seen willing to incur and how we guarantee wise you wind up with a chassis you drawings. He knows he has a problem, compliance.” can’t work with. and he knows there’s a solution. All of the OEs must meet the same Customers often want the same “There is always a way around it, but emissions standards, but their solutions truck they had last time, but technology it ends up costing the customer a lot more and approaches vary. Daimler Trucks evolves too quickly for that anymore. money,” he says. “There’s a special PTO North America (a.k.a. Freightliner) has What worked five years ago, is probably with dual capabilities. It’s elaborate and developed the industry’s only (so far) obsolete today. very expensive, and it costs more in main- combination aftertreatment unit. The “Many of our customers learned tenance and upkeep too.” DPF/DOC and SCR device are packaged back in 2007 that they cannot order Paul Martin, President of Diesel in a single unit the company calls the a truck without consulting with us Equipment Limited (DEL) in Toronto, 1-Box solution. It will be available only first,” says Walinga’s Butch Medemblik. says the range of bodies he builds with the proprietary DD 13, 15, and 16 “Those who bought back then know and installs all have to be engineered engines. Cummins-equipped Daimler that the body builder has to be an inte- trucks will have a Cummins-designed gral partner in the ordering process.” aftertreatment system. The OE sales reps know the truck, Daimler has engineered various chas- you know the installation requirements, sis placements for the 1-Box. With the aid and the customer knows what he or she of insulated piping to maintain exhaust needs to do with it. It’s a three-way temperature, the unit can be pushed up party now. to 70 inches back on the frame. For other “I would have the body builder, the applications needing clear access to the customer, and the OE sales rep all sit- under-cab and mid-ship chassis areas, ting at the same table at the same time Daimler offer two systems, one is called working from the same sheet of paper, 2V2 (both the DOC/DPF and the SCR drinking from the same pot of coffee,” mounted vertically), and a 2HV system says Mack’s Dave McKenna. “And I where the DOC/DPF is mounted hori- would have everyone sign off on the zontally, and the SCR is mounted verti- final order before it’s submitted to the No larger than the toolbox formerly occupying the cally. space, it features dual DOC/DPF units mounted truck manufacturer.” Randy DeBortoli, Daimler’s project in parallel, above a two-tube SCR catalyst. The tailpipe can be hung vertically or horizontally. manager for EPA 2010, says the intent

22 Canadian Transportation Equipment Association on the cover

was to design as much flexibility into customers with dual 100-gallon tanks these systems as possible from the start. who use no more than 50 or 60 gallons “We’ve been working on the installations a day,” notes McKenna. “Most could get so we can deliver a pre-certified chassis by with smaller or even single tanks, and in several configurations so body build- in fact they may have to, come 2010.” ers won’t need to make the modifications Mack too, will offer a mid-ship after- themselves and then seek engineering treatment placement, intended for the approval,” he says. twin-steer market, but that one is still in In order to preserve frame space, OEs development. are changing the size, shape, and location The long and short of the 2010 debate of several components. Battery boxes, is truck chassis will change. Much was for instance, can be mounted between learned in 2007 with regard to the emis- the frame rails, and in some cases, placed sions systems mounting requirements. inside the cab under the passenger seat Some turned out to be a little on the con- (advanced glass mat (AGM) batteries servative side, DeBortoli says. This time produce no fumes). Frame-mounted air around, there will be a bit more flexibil- tanks are finding new homes too, as are ity in some regard, but beware: the more air dryers and other outboard compon- complex the chassis installation, the more ents. And fuel tanks will change as well. modifications will need to be made, both Mack Trucks’ Director of Powertrain to the chassis and the body. And in some Sales and Marketing, Dave McKenna, cases, to customer expectations.  says we will soon see D-shaped fuel tanks, which preserve fuel capacity while taking Jim Park is a freelance technical writer up less linear space on the frame. Other specializing in trucking. He is the former edi- OEs plan to increase the diameter of the tor of highwaySTAR magazine and regular tanks while shortening their length. contributor to Today’s Trucking and Heavy “Fuel capacity has always been an Duty Trucking. He can be reached via email issue with truck owners. I’ve seen many at [email protected].

Navistar’s all-EGR solution Absent from this discussion so far has been Navistar. Being the only original equipment manufacturer going with a non-SCR solution for EPA 2010, Navistar chassis will require few, if any, modifications from current configurations. The same DPF/DOCs that appeared in 2007 remain today. No further enhancements to exhaust systems are required. “We will continue to offer the same 400 chassis layouts we always have across our severe service applications,” says Dan Webster, Navistar Canada’s senior sales specialist for engines. “Even the most sophisticated chassis, like an under-body scraper or a salt spreader with a walking floor and wing-plow setup will not have to be redesigned for our chassis.” But that’s not the end of the story. A tremendous debate rages today between SCR users and Advanced EGR pro- ponents. While taking no sides in the debate, it must be pointed out—in the face of all the challenges experienced by the adopters of the SCR solution—that the A-EGR solution may come with fuel economy and performance penalties. Both SCR and EGR have their upsides and downsides. Neither offers a get out-of- jail free card—yet. We know what we’re facing with the chassis-fitting challenges of SCR. We do not know yet with demonstrated certainty, that Navistar’s solution will not come with performance challenges, or how much they might ultimately matter to the end user. Some users might be prepared to sacrifice some fuel economy if it means a cleaner chassis installation. Navistar is still accumulating test and evalua- tion miles, and is reporting good results. The final proof won’t come until customers get new trucks into their own hands.

Fall 2009 23 sur la couverture La quadrature du eercle On ne pourra plus faire les choses comme avant. Par Jim Park On ne peut pas mettre dix livres de vulnérable au gel, les fabricants utilisent les choix de l'emplacement sera limité par les roches dans un sac de cinq livres, mais conduites de liquide de refroidissement du paramètres de performance du système c'est pourtant exactement ce que devront moteur pour chauffer le réservoir de stoc- de traitement des gaz imposé par l'EPA. faire les carrossiers et les fabricants de kage, et les conduites allant du réservoir Il faut maintenir une température élevée produits finis en 2010. Les règles de réduc- jusqu'au dispositif d'injection sont chauf- des gaz d'échappement tout le long du sys- tion des émissions établies par l'organisme fées électriquement. « Nous n'avons pas tème d'échappement, de sorte que le filtre américain EPA pour 2010 ont imposé tellement le choix quand vient le temps de à particules et le système SCR ne peuvent des changements à la configuration de décider de l'emplacement de ce réservoir. pas être déplacés trop loin du turbocom- base des châssis de tous les camions sur la Certains fabricants ont des plans pour la presseur, ni l'un de l'autre. route—pas de manière très marquée dans réinstallation du réservoir, mais pas tous. Ces difficultés sont exacerbées par le le cas d'un certain fabricant d'équipement Ce sera un problème pour nous. » fait que peu de fabricants d'équipement d'origine, mais nous reviendrons là-dessus Et pour bien d'autres. Certains fabri- d'origine ont des châssis conformes tout à l'heure—et cela impose également cants d'équipement d'origine prévoient à la norme EPA 2010 (année modèle d'énormes changements à l'étape de l'as- une solution de rechange pour l'empla- 2011) disponibles pour commande ou semblage final. cement de certains composants, mais le même pour inspection. La plupart des Nous avons appris juste avant 2007 qu'il était hors de question de modifier la configuration des systèmes d'échappement d'origine. Les règles EPA 2010 ajoutent deux composants au système d'échappe- ment dont l'emplacement dans le châssis sera également inflexible. Les fabricants de carrosseries doivent maintenant composer avec l'existence d'un catalyseur d'oxydation diesel (COD) et d'un filtre à particules diesel (FPD), désignés collectivement sous le sigle FPD, ainsi qu'un nouveau dispositif appelé le système de réduction sélective catalyti- que (SCR), et un réservoir de stockage du L'espace sera limité dans les châssis en 2010. Il faudra peut-être tenir fluide servant à éliminer l'oxyde d'azote compte de l'espace entre les essieux et déplacer certains composants de base comme les réservoirs de carburant, les casiers de batterie, etc. des gaz d'échappement. Non seulement ces composants prennent beaucoup d'es- pace dans le châssis, mais leur disposition l'un par rapport à l'autre et par rapport au moteur ne sont pas négociables avec le client ou l'équipementier. « C'est plus complexe en 2010. Il y a de nouveaux composants et ils sont plus gros », déclare Patrice Gaudreault de Simard Suspensions, à Baie-Saint-Paul (Québec), spécialistes de l’installation de la double direction. L’emplacement du deuxième essieu directeur entre en conflit avec l’emplacement du système de traite- ment des gaz d’échappement. Le système de post-traitement 1-Box SCR/DPF de Daimler Trucks « Et puis il y a le réservoir de fluide », est disposé le long du cadre du côté droit de la cabine, donnant libre ajoute Gaudreault. Comme ce fluide est accès à la prise de force du côté droit.

24 Canadian Transportation Equipment Association sur la couverture manuels des fabricants de carrosseries séparément et qu'il y a très peu de place au point ce qui constitue (jusqu'à main- ne sont pas publiés non plus. On nous pour le moindre compromis. tenant) la seule unité de post-traitement dit qu'ils seront disponibles en octobre « De la classe 6 jusqu'au châssis de clas- combiné de l'industrie. Le filtre à parti- ou novembre, ce qui laisse peu de temps se 8 à double et triple essieu, en passant cules, le catalyseur d'oxydation et le dis- aux ingénieurs pour mettre au point par les camions à bennes et les fourgons, positif SCR sont tous combinés dans une leur modèle avant que les commandes dans chaque cas, nous devons reconfigu- seule unité que la compagnie appelle la commencent à arriver. rer l'installation du châssis », déclare-t-il. solution 1‑Box. Celle-ci sera disponible La récession pourrait cette fois-ci com- « Les châssis à triple essieux présenteront seulement avec les moteurs DD 13, 15 et porter certains avantages du fait qu'elle des difficultés particulièrement grandes, 16 de l'entreprise. Les camions Daimler ralentit les commandes et atténue donc les surtout les camions porteurs à faux cadres munis de moteurs Cummins seront dotés pressions quant au lancement de la fabri- basculants comportant des béliers hydrau- cation. Cela a également eu un impact liques le long du cadre. Il y a déjà telle- Que pouvons-nous faire pour nous au niveau de l'ingénierie. Plus l'instal- ment peu de place sur le cadre. » entraider? lation d'un châssis s'écarte des modèles Dans le cas des châssis à double essieu Il y a de bonnes chances que les gens qui de grande diffusion, ou plus elle est com- directeurs, comme ceux offerts par Simard achètent votre produit fini soient très bons plexe, moins les fabricants d'équipement du Québec et Raydan Manufacturing de dans d'autres domaines que la conception d'origine ont de ressources d'ingénierie à l'Alberta, les limites quant à l'espacement de camions. Ils ne suivent pas de près tous y consacrer. entre les essieux imposées par les diver- les détails de la réglementation sur la réduc- ses réglementations relatives aux poids et tion des émissions et de la configuration Problèmes et solutions aux dimensions limitent encore davantage des châssis. Il faut que les représentants Les fabricants de véhicules routiers de les options qui s'offrent aux installateurs. des équipementiers et les clients soient à classe 8 s’en sont bien tirés avec la norme L'ingénieur de conformité de Raydan, Jeff l'unisson avant que vous puissiez conclure EPA 2010. Ils n’ont pas à s’inquiéter de Simms, déclare que certains fabricants un marché, autrement vous vous retrouvez l’accès à la prise de force, de l’emplacement d'équipement d'origine sont meilleurs que avec un châssis avec lequel vous ne pouvez des réservoirs de fluides, des disposi- d'autres quand il s'agit des modifications pas travailler. tifs sous le châssis, ou d’un accès libre à aux châssis. « Certains sont bons quand Souvent, les clients veulent le même l’arrière de la cabine. Les fabricants de vient le temps de travailler avec nous à faire camion qu'ils avaient acheté la dernière carrosseries et les assembleurs finaux sont des modifications, d'autres adoptent comme fois, mais la technologie évolue maintenant confrontés à tous ces problèmes et bien position que si vous y touchez, c'est votre trop vite pour cela. Ce qui fonctionnait d'autres. problème », déclare-t-il. « La question est il y a cinq ans est probablement désuet Butch Medemblick, directeur des opé- toujours de savoir quelle responsabilité nous aujourd'hui. rations chez Walinga Manufacturing, sommes disposés à assumer et comment « Beaucoup de nos clients ont appris à Guelph (Ontario), par exemple, a un nous pouvons garantir la conformité ». en 2007 qu'ils ne peuvent pas commander problème avec l'accès à la prise de force. Tous les fabricants d'équipement d'ori- un camion sans d'abord nous consulter », « Beaucoup de nos produits exigent deux gine doivent respecter les mêmes nor- déclare Butch Medemblik de la compagnie prises de force. La plupart des fabricants mes en matière d'émissions, mais leurs Walinga. « Ceux qui ont acheté des camions de carrosseries en exigent seulement solutions varient. Daimler Trucks North à ce moment-là savent que le fabricant de une », fait-il remarquer. « Avec la norme America (aussi appelé Freightliner) a mis carrosseries doit être un partenaire intégré 2010, beaucoup de composants de réduc- au processus de commande. » tion des émissions se retrouvent du côté Les représentants des ventes des fabri- droit du châssis, obstruant l'accès à la cants d'origine connaissent le camion, vous prise de force du côté droit. » connaissez les exigences de l'installation, Il n'a pas encore vu de près un châssis et le client sait ce qu'il doit faire avec ce 2010, mais il en a vu des dessins. Il sait camion. Il faut maintenant que les trois qu'il a un problème et il sait qu'il existe parties soient à l'unisson. une solution. « Je voudrais que le fabricant de car- « Il y a toujours moyen de moyenner, rosseries, le client et le représentant des mais cela finit toujours par coûter beau- ventes du fabricant d'équipement d'origine coup d'argent au client, dit-il. Il existe une s'assoient tous autour de la même table, prise de force spéciale à double capacité. penchés sur la même feuille de papier, en C'est plus compliqué et très coûteux, et train de boire le même café », déclare Dave cela coûte aussi plus cher d'entretien. » Le système n’est pas plus grand que la boîte à McKenna de chez Mack. « Et je voudrais Paul Martin, président de Diesel outils qui occupait auparavant cet espace; on que tous les trois ratifient la commande Equipment Limited (DEL) à Toronto, distingue les unités DOC/DPF montées en par- finale avant que celle-ci soit présentée au allèle au-dessus d’un catalyseur SCR à deux déclare que la gamme de carrosseries qu'il fabricant du camion. » tubes. Le tuyau d’échappement peut être monté fabrique et installe doivent être conçues verticalement ou horizontalement.

Fall 2009 25 sur la couverture

d'un système de post-traitement conçu par La solution de Navistar comportant sont apparus en 2007 demeurent tels quels Cummins. uniquement la recirculation des gaz aujourd'hui. Les systèmes d'échappement Daimler a conçu diverses installa- d'échappement n'exigent aucune autre modification. tions de châssis pour installer le système Jusqu'à maintenant, il n'a pas été ques- « Nous continuerons d'offrir les mêmes 1‑Box. Avec l'aide de conduites isolées tion de Navistar dans cette discussion. 400 options de châssis que nous avons tou- pour maintenir la température des gaz Comme il s'agit du seul fabricant d'équi- jours offertes pour l'ensemble de nos appli- d'échappement, l'unité peut être repoussée pement d'origine qui a adopté une solu- cations pour utilisation intensive », décla- jusqu'à 70 pouces vers l'arrière le long du tion ne comportant pas de SCR pour se re Dan Webster, spécialiste principal des cadre. Pour d'autres applications exigeant conformer à la norme EPA 2010, le châs- ventes de moteurs chez Navistar Canada. un accès libre au châssis sous la cabine et sis Navistar exigera très peu sinon pas « Même l'installation la plus sophistiquée, le milieu du camion, Daimler offre deux du tout de modifications par rapport aux comme une racleuse à lame inférieure ou un systèmes; le premier s'appelle 2V2 (le fil- configurations actuelles. Le filtre à parti- épandeur de sel doté d'une trappe mobile et tre à particules/catalyseur d'oxydation et cules et le convertisseur d'oxydation qui d'une charrue, n'aura pas à être reconfigu- rée pour installation dans notre châssis. » Mais ce n’est pas le fin mot de l’his- toire. Il y a tout un débat qui fait rage aujourd'hui entre les partisans du systè- me SCR et ceux du système EGR avancé. Sans vouloir prendre parti dans ce débat, il faut souligner, compte tenu de toutes les difficultés éprouvées par ceux qui ont adopté la solution SCR—que la solution A‑EGR peut comporter des pénalités sur le plan de l'économie de carburant et des performances. Les critiques de la solution de Navistar disent que le niveau de recirculation des gaz d'échappement nécessaire pour se conformer à la norme d'émissions de 2010 diminuera l'efficience de la combustion. Navistar réfute cette affirmation, disant que cet obstacle sera surmonté grâce aux efforts d'ingénierie déployés pour mettre au point leur solution. Autant le SCR que l'EGR comportent des avantages et des inconvénients. Ni l'un ni l'autre ne permet de s'en sortir sans aucun désavantage. Nous savons à quels problèmes nous sommes confrontés dans le cas de la solution SCR, en terme de modi- fications du châssis. Nous ne savons pas encore de façon certaine que la solution Navistar ne s'accompagnera pas de problè- mes de performance, ni dans quelle mesure ceux-ci pourraient éventuellement comp- ter aux yeux de l'utilisateur final. Certains usagers pourraient être prêts à sacrifier une certaine économie d'essence si cela veut dire une installation plus facile dans le châssis. Navistar continue d'accumuler les essais et les kilomètres d'évaluation et affirme obtenir de bons résultats. Nous n'aurons la preuve définitive que lorsque les clients uti- liseront eux-mêmes ces nouveaux camions.

26 Canadian Transportation Equipment Association sur la couverture le SCR sont tous les deux montés vertica- marché des doubles essieux direc- complexe, plus il faudra apporter de lement), et un système 2HV où l'ensemble teurs, mais ce système est encore en modifications, à la fois au châssis et à filtre à particules/catalyseur d'oxydation développement. la carrosserie. Et dans certains cas, il est monté horizontalement, tandis que le En bref, les châssis de camion vont faudra aussi changer les attentes des dispositif SCR est monté verticalement. devoir changer en 2010. On a beaucoup clients.  Randy DeBortoli, gestionnaire de pro- appris en 2007 pour ce qui est des exi- jet chez Daimler pour la norme EPA 2010, gences pour le montage des systèmes Jim Park est un rédacteur technique pigiste déclare que l'intention était d'intégrer de réduction des émissions. En fin de spécialisé dans le camionnage. Il est l’ancien dans ces systèmes la plus grande flexibi- compte, certains se sont montrés un peu rédacteur en chef du magazine highwayS- lité possible dès le départ. « Nous avons trop conservateurs, selon DeBortoli. TAR et publie régulièrement des articles dans planché sur ces installations de maniè- Cette fois-ci, il y aura un peu plus de Today’s Trucking and Heavy Duty Trucking. re à pouvoir livrer un châssis précertifié souplesse à certains égards, mais atten- On peut le rejoindre par courriel à j.park@ dans plusieurs configurations, pour que tion : plus l'installation du châssis est sympatico.ca. les fabricants de carrosseries n'aient pas à apporter eux-mêmes de modifications et à demander ensuite l'approbation des ingé- nieurs », déclare-t-il. Pour conserver de la place dans le cadre, les fabricants d'équipement d'origine modi- fient la taille, la forme et l'emplacement de plusieurs composants. Les casiers des batteries d'accumulateurs, par exemple, peuvent être montés entre les montants du cadre et, dans certains cas, placés à l'inté- rieur de la cabine, sous le siège du passager (les batteries scellées de type AGM ne pro- duisent aucune émanation). Les réservoirs d'air comprimé montés sur le cadre sont également relogés ailleurs, de même que les échangeurs d'air et autres composants externes. Et les réservoirs de carburant vont changer également. Selon Dave McKenna, directeur des ventes et du marketing des groupes moto- propulseurs chez Mack Trucks, on verra bientôt des réservoirs de carburant en forme de D qui auront une bonne conte- nance tout en prenant moins d'espace linéaire le long du cadre. D'autres fabri- cants d'équipement d'origine prévoient installer des réservoirs plus courts et de plus grand diamètre. « Les propriétaires de camions ont tou- jours été préoccupés par la contenance des réservoirs. J'ai vu beaucoup de clients dont les camions sont dotés de deux réservoirs de 100 gallons et qui ne consomment pas plus de 50 ou 60 gallons par jour », fait remarquer McKenna. « La plupart d'entre eux pourraient se contenter de réservoirs plus petits ou même d'un seul réservoir et, en fait, ce choix leur sera peut-être imposé en 2010. » La compagnie Mack offrira aussi un système de post-traitement placé au milieu du cadre, prévu pour le

Fall 2009 27

feature How to Survive a Transport Canada

Road Safety Audit By Eddy Tschirhart, C.E.T. and Wayne Duff, C.E.T.

Do you know what vehicle com- vehicle VINs with specific models. • The Air Brake Plumbing diagram pliance requirements need to be met This means that if you manufacture must match the actual equipment on if you’re going to survive a Transport 15 models of the same chassis config- the trailer; Canada (TC) audit? At the CTEA uration, you must ensure that the 15 • The timing supply and release tests; workshops, which have been on the go VINs are stored within your records • The CMVSS 223 - test report, and across the country since 2003, and in for potential recalls or audits by TC. CAD design with dimensions; the Job-FileTM manual, we have tried • You must provide physical test to make manufacturers aware of their What do you need to survive a data. FEA not accepted; obligations. trailer audit: • You must be able to prove that the However, while many organiza- • A tire placard September 2009; axles on the trailer are the appropri- tions have become well organized • A compliance label; ate axles as required per their design. and are readily meeting their obliga- • Lighting with appropriate lens mark- Use the axle chart from your axle tions, others still have deficiencies. It ings. If you don’t have this, you must manufacturer and compare that with doesn’t matter if the records are kept have test records to verify compli- the axle tag on each axle; electronically or in a filing cabinet. ance. If the lamps or reflectors are • The CMVSS 905 - test records and What does matter is the steps involved not mounted as per the specified the minimum anchorage calcula- in the manufacturing process. One of requirements, you must have test tions; and these steps is the proper maintenance documents to ensure lighting compli- • For the CMVSS 906 - Snowmobile and upkeep of records. At the bare ance, if applicable; Trailer, you must provide evidence minimum, a company must ensure • A CMVSS 121 - test report; that the tie-down can withstand a that each model of vehicle they manu- force of greater than 500lbs in any facture is designed, built and tested in direction. accordance with the requirements set If you don’t have a trailer in stock forth within the Motor Vehicle Safety for physical inspection, must be able Act, Canada Motor Vehicle Safety to provide complete documentation as Standards, and Motor Vehicle mentioned above Safety Regulations. A com- pany must also ensure that What do you need to survive a each model of vehicle they truck audit: manufacturer has certifi- • Photos of the front/side/rear; cation documents and • The information or compliance label; test records to verify • The tire placard if applicable compliance. (4536kg [10000lbs] or less – For example, it September 2009); is not necessary • Copies of the addendum to IVD to duplicate rec- (one copy should follow the truck ords but it is and the other copy must be held necessary to in your records for a minimum of m a i n t a i n five years). Yes, five years meets the legal requirement, however, the CTEA suggests longer is better due to life expectancy of vehicles; • The compliance calculations: body and equipment, payload, center of gravity and weight distribution; • The compliance label/labelling to meet Section 6 / OR 9 of MVSA;

30 Canadian Transportation Equipment Association feature

In regards to wheelbase alterations: • An OEM letter allowing the final It doesn’t matter if the records are kept stage manufacturer to move the axle; and electronically or in a filing cabinet. What • Timing tests to verify application and release. does matter is the steps involved in the In regards to GVWR increases: • A letter from OEM stating that the manufacturing process. chassis can handle the additional weight; and CTEA’s experience with post audit queries regarding deficiencies • A complete re-certification test to The CTEA office has received the following post audit queries: comply with CMVSS 121. In regards to truck equipment • Compliance calculations lacking or incomplete. In some cases, the person responsible for So you’re being audited…now the compliance documentation task has left the company and no one has been trained what? to take over the task. The CTEA can help you understand what you can do to pick If your company has been audited up the pieces when you have had a key personnel change in this area. For example, by Transport Canada, you need to be we have helped many manufacturers understand the Job-FileTM software over the expedient in providing any additional telephone. documentation requested by the aud- • Wheelbase and GVWR alterations not having the required written statements from the itor. It is advised that you provide a cal- chassis OEM. This could result in performing a recall. Assistance and guidance is endar or critical path to TC to let them available from CTEA personnel to guide you through the issue. Recently, in guiding know what information they can expect a member with their NSM application for the purpose of wheelbase alterations, it was to receive and by what date. Once a interesting to watch events unfold around the dialogue to obtain the written statements. path has been set forth, keep to it and if The OEM contact asked the member to forward the compliance calculations for the problems result in keeping to the plan, proposed alteration. To do this, the member had to carry-out the payload analysis, discuss it with TC. Discussion can be the weight distribution and the vertical center of gravity calculations for the vehicle. verbal, but always follow up with writ- The OEM suggested that the calculations be forwarded to them using the CTEA Job- ten correspondence to confirm. FileTM format. Ironically enough, the concern came back from the chassis OE that if Recently, two CTEA members have the vehicle wheelbase were lengthened to the proposed dimension, it would not be a shared similar stories with Association candidate chassis. The reason for the concern was the stress on the chassis frame. The staff; both had performed final stage proposed wheelbase was four inches longer than the OE could feel comfortable with. manufacturing on units that were • Labelling data incomplete. If there are labelling issues, CTEA can help provide guid- later involved in a road accident. Both ance with regards to any deficiencies. From experiences that have come to our atten- were contacted by the police investi- tion, three of the greatest mistakes made with labels have been not having the tire load gating the mishaps. Both were asked range included; having the dimensions of the rims reversed; and now with the recent if records from the production of the regulations, tires not being designated as single or dual on the label. vehicles could be viewed. Luckily, in • Addendum information incomplete. A complaint we hear about at the CTEA with both cases compliance calculations and regards to addendums, especially from the intermediate stage manufacturer, seems to other documentations were properly be that data regarding what has been done by an intermediate manufacturer is not for- filed, so investigating officers were able warded to the next manufacturer in the process towards vehicle completion. to receive the information they needed In regards to trailer equipment and our members were able to show • Members of the CTEA trailer parking brake test program may not be up-to-date with due diligence. the test documents in their records, or data has been lost or misplaced. CTEA will These stories drive home the replace such documentation for you, but it does take the effort of a call or an e-mail to real need for proper records, paper request this replacement. If a company switches to other specifications, please make work and vehicles that are proper- contact for the updated test reports. ly labelled. Don’t risk being caught • Rear Impact Guard (RIG if using the CTEA generic program) documentation has to unprepared.  be current and you must have your company copy in place. • No up-to date schematics for air systems? Help can be found from your system sup- This article is co-authored by Eddy plier. Tschirhart, C.E.T., CTEA’s Director • No up-to date data or lack of for CMVSS 905 testing? This can result in a recall. of Technical Programs; and Wayne For guidance on air brake operating systems for trailers, get assistance from your sup- Duff, C.E.T., Importation and Audit pliers. These people are very knowledgeable and willing to assist. If you need help find- Inspection Officer for Transport ing a contact, call the CTEA. Canada (TC) Road Safety.

Fall 2009 31 feature

Recent events involving company’s reputation and creating a memorandum surfaced in which the cost certain products have reminded manu- public affairs problem. of a recall, through a cost-benefit analysis, facturers of the need for effectively was compared with the cost of handling managing potential product recalls. The Tylenol versus the Pinto potential lawsuits, where it was deter- public perception and media coverage These two cases are often cited as mined that it would be cheaper to not is often oversimplified into drawing examples of what to do versus what not to effect a product recall. The litigation battle lines, pitting corporations against do in a product recall context. which followed produced sizeable jury consumers. It is important that a poten- From 1970 to 1980, Ford produced the awards in favour of injured plaintiffs tially affected manufacturer proactively Pinto, a sub-compact automobile that has with exorbitant punitive damage awards handle the situation. become synonymous with product liabil- designed to punish the corporation. These When a company learns of a poten- ity and anecdotal evidence of a detached types of awards have contributed to the tial defect in a product they are most corporate perspective of consumer safety public perception and left an indelible often faced with a situation that may be versus profit maximization. Following mark in the context of products liability considered to have no “good” options. several accidents, it was alleged that the litigation. If the company chooses to ignore the Pinto’s design was unreasonably suscept- By contrast, in 1982 seven people in problem or delay a response, the poten- ible to fire and explosion, along with jam- the Chicago area died after ingesting taint- tial defect may risk the safety of its ming of the doors, in the event of rear-end ed Tylenol, which had been contamin- consumers and third parties, severely collision accidents. The design defect was ated with cyanide. The incidents caused damage the intangible goodwill that attributed to protruding bolts. This alleged a media frenzy, sales of Tylenol branded has been developed through years of defect, coupled with the problems of the products plummeted and public confi- positive business dealings, risk adverse door jamming, became a grim depiction dence in the brand suffered dramatically. government regulatory/civil action and of the vehicle’s overall safety. In addi- However, Johnson & Johnson, the manu- could be a potential public affairs night- tion, the proposed repair was a relatively facturer of Tylenol, acted almost immedi- mare. On the other hand, carrying out a inexpensive modification. ately to mitigate damages by quickly recall can be costly to a corporation and The public outcry over these allega- recalling the product, effectively managing its shareholders, similarly damaging a tions was exacerbated when an internal public relations and taking steps to protect

By Tom Kuzmick, Esq. and Lars Lederer, Esq., Rawle & Henderson LLP

A “Primer” For Manufacturers: How to Mitigate Liability in the Context of Product Recalls

32 Canadian Transportation Equipment Association feature

against similar cases in the future. The it was imperative that the product was you can look to them to correct the brand recovered and currently represents removed from the marketplace and a problem. approximately one-third of the pain reliev- means by which to replace the product Form a crisis management team: er market in North America. Moreover, or provide a refund was implemented. If Having a specific group of individuals many of the anti-tampering safety meas- these aspects of the product recall were charged with handling the information ures put in place by Johnson & Johnson handled properly, a company could turn relative to a recall can have numerous have become the industry standard. a recall crisis into a positive experience benefits. In this regard, the informa- However, while instructive, the les- by showing customers a level of con- tion is being reviewed by people with sons learned in the Tylenol example are cern and competence when this type of a fuller understanding of the overall somewhat unique to the situation where problem does arise. problem and various issues involved. an unknown element is interjected into However, a 2008 article in the Moreover, your crisis management team the product line with no forewarning National Law Journal entitled Recall- will provide a centralization of informa- or explanation, requiring an immediate Related Evidence also shows the poten- tion and should be able to provide an and broad response to a potential prob- tial pitfalls of such recalls in the context extra layer of delicacy with regard to the lem instead of a considered and narrowly of a litigious society. The article notes manner in which your internal investiga- designed solution that will protect con- that in several instances, consumer tion is conducted. In the event that media sumers, your company and your reputa- class actions were filed within days of management is necessary down the road, tion. issuing a product recall. While there are your communications personnel will have In the context of transportation equip- aspects of the Rules of Evidence which somewhere to turn if you need to counter ment, the presentation of potential prod- protect companies that engage in such public misconceptions. uct defects is generally more gradual and subsequent remedial measures as prod- Find out who needs to know: As an subject to evaluation of empirical evidence uct recalls, the rules are not absolute initial matter, in an industry in which obtained from a variety of sources, there- and their application is subject to inter- product recalls are a serious concern it fore it is evident that a more balanced pretation. Thus, from a liability per- is important to have a system in place approach is warranted. It is important that spective, recalls can raise uncertainty to identify distributors, sellers and the potential problem be identified quick- as to the admissibility of certain types retailers, as well as vendors and suppli- ly, possible contributing factors delineated of evidence at trial and may present ser- ers. Not only does this allow for faster and the most effective solution pursued. ious challenges in defending suits. identification and communication to Furthermore, not only are com- the end user about the product recall, Practical advice about product panies at risk of consumer lawsuits, it may also provide a system by which recalls in some cases they may be subject to your exposure is minimized, the prob- Two recent articles touch on the need shareholder derivative lawsuits too. lems necessitating the recall may be for a proactive stance in this context. Once a recall is initiated, this essentially addressed and/or appropriate warnings First, a study done by the University constitutes an admission that there is a issued. of Manitoba in conjunction with the problem with the product. This is why Comply with applicable govern- Georgia Institute of Technology, illus- it is important to remember that an ment regulations: Depending on the trates the benefits of being proactive. The evidentiary record is being created in area of recall, particular government bod- study evaluated 500 toy recalls between handling that problem and that it must ies (for example, the National Highway 1988 and 2007. From this study the auth- be managed appropriately. Transportation Safety Administration ors concluded that product recalls can or the Consumer Products Safety undermine consumer trust in a specific What to do, how to do it and why? Commission in the United States, or brand and it may take a long time for a Identify the nature and extent of Transport Canada’s Motor Vehicle Safety brand to recover. Ultimately, product the problem: First and foremost, you Act) will need to be notified in a timely recall can result in long-term damage to need to identify the problem and the fashion. Often there are civil and some- reputation, however, these impacts can extent to which it may affect your cus- times even criminal penalties imposed for be reduced in both time and degree if a tomers. Set up a system with which to failure to comply or wilful non-compli- company institutes effective crisis man- identify potential problems and keep ance with government regulations in this agement tactics. track of the parts that go into your regard. The study also found that quick and product. If the problem is a single widg- As set forth by the National Highway decisive action coupled with engaging et that has been used across more than Traffic Safety Administration, the revised the public and immediately providing all one product line, it will be important 2005 TREAD milestones, although pre- relevant recall and replacement infor- to identify all of the products which are dominantly geared towards tire manufac- mation was the most effective means affected. Furthermore, if a faulty part is turers in the wake of the Ford/Firestone for dealing with consumers. Following involved you will want to know which crisis, require vehicle and other vehicle the acknowledgement of the problem, of your suppliers is responsible so that equipment manufacturers to:

Fall 2009 33 feature

1. Report defects in motor vehicles (including death) and aggregate sta- In lieu of a full recall it may be possible or motor vehicle equipment (includ- tistical data on property damage from to disseminate additional warnings to ing tires), and which arise in foreign alleged defects; or customer satisfac- the consumer which will help to protect countries, within five working days, tion campaigns, consumer advisories, against potential injury. However, as due to: (a) a manufacturers determina- recalls, or other activities involving the Pinto case study suggests, the deci- tion to conduct a safety recall or other the repair and replacement of vehicles sion in any given situation should be safety campaign in a foreign country or items of vehicle equipment. approached with an open mind. While on a motor vehicle or item of motor Furthermore, this section includes a it appears the facts and numbers in vehicle equipment that is identical or provision which allows the Secretary front of Ford may not have warranted a substantially similar to a vehicle or item to request additional information to product recall, the public outcry, nega- of vehicle equipment offered for sale in further these purposes and it also tive media exposure (whether accur- the U.S.; and (b) notification to manu- requires manufacturers to report all ate or exaggerated) and the relatively facturer by a foreign government that a incidents of which the manufactur- simple solution, albeit costly, may have safety recall or safety campaign must be er receives actual notice that involve necessitated it. Instead, the decision to conducted in that country on a motor fatalities or serious injuries which are institute a recall was left until it seems vehicle or item of motor vehicle equip- alleged or proven to have been caused it was too late. ment that is identical or substantially by a possible defect in the manufac- Take affirmative steps to present similar to a vehicle or item of vehicle turer’s vehicle or vehicle equipment the recall to the public in the best light: equipment offered for sale in the U.S., that is identical or substantially simi- Recalls involve a significant dedication with the Secretary of Transportation to lar to one offered for sale in the U.S. of resources, capital and manpower. prescribe the contents of the required Additionally, the TREAD Milestones Additionally, a poorly managed recall can notification; place obligations on tire manufactur- wreak havoc on intangibles such as good 2. Provide data for the purpose of estab- ers, the Secretary of Transportation, will and consumer confidence in a brand. lishing an Early Warning Reporting and also enhances the civil for fail- Therefore, it would behove a manufac- System. This requires manufacturers ure of compliance as well as impos- turer to incur all of the costs of a recall of motor vehicles and motor vehicle ing criminal penalties for falsifying or without attempting to retain some of the equipment to report, periodically or withholding information. Safe harbour potential benefits of a well organized pub- upon request, information received by and whistle blower provisions have lic relations effort.  the manufacturer from both domestic also been included. and foreign sources that may assist Make a decision to effectuate the Tom Kuzmick is the Chairman of the in the identification of safety defects recall, should it be voluntary or govern- Rawle & Henderson’s Product Liability in motor vehicles and motor vehicle ment mandated: The decision to initiate Department. His practice concentrates equipment in the U.S. which con- a recall in advance of, or prior to a govern- on product liability, catastrophic injury cerns data on claims submitted to ment mandated requirement regarding the litigation and trucking in state and fed- the manufacturer for serious injuries same must be done on a case-by-case basis. eral courts, where he has extensive trial experience. Kuzmick has been selected as a Pennsylvania Super Lawyer in 2004- 2009, an honour reserved for just the top 5 percent of all lawyers in Pennsylvania. Tom Kuzmick can be reached via email at [email protected] or by phone at (215) 575-4262. Lars Lederer is an associate in Rawle & Henderson’s Product Liability Department and practices in product liability litigation and premises liabil- ity. He is admitted in the state courts of Pennsylvania and New Jersey, the United States District Court for the Middle and Eastern District of Pennsylvania as well as the District of New Jersey. Lederer received his juris doctor from Villanova University School of Law in 2002. Lars Lederer can be reached via email at [email protected] or by phone at (215) 575-4362.

34 Canadian Transportation Equipment Association regulatory report | rapport sur la réglementation regulatory report rapport sur la réglementation

NHTSA ABS trailer lamp rule is permanent, La règle de la NHTSA sur le témoin Canada is expected to follow suit lumineux pour ABS devient permanente; on The National Highway Traffic Safety Administration in prévoit que le Canada emboîtera le pas the USA has decided to repeal its decision to cancel the rule La National Highway Traffic Safety Administration des États- requiring that trailers with antilock brake systems be equipped Unis est revenue sur sa décision d’abroger la règle exigeant que les with an external antilock malfunction indicator lamp. The camions remorques dotés de systèmes de freins antiblocage soient repeal was scheduled for March 1, 2009 but NHTSA extended munis d’un témoin lumineux externe indiquant un éventuel mal- it to September 1, 2009. fonctionnement du système ABS. La décision était prévue pour le The rule affects all air braked trailers and is a requirement 1er mars 2009, mais la NHTSA l’a reportée au 1er septembre 2009. in Federal Motor Vehicle Safety Standard 121. The decision La règle touche tous les camions remorques dotés de freins à was prompted by the Commercial Vehicle Safety Alliance that air comprimé et est une exigence de la norme FMVS 121. Cette stressed the need to retain, not cancel, the rule. décision a été prise à la suite des instances présentées par la The lamp’s purpose is to alert the driver, federal and state Commercial Vehicle Safety Alliance qui insistait sur la nécessité roadside inspectors and maintenance personnel of a malfunc- de conserver cette règle et non pas de l’abroger. tioning trailer ABS. Ce témoin lumineux a pour objet d’avertir le conducteur, les Canada’s CMVSS 121 contains a similar provision in inspecteurs routiers fédéraux et d’État et le personnel d’entretien Section 5.2.3.3(a). The date referred to in our CMVSS 121 de l’éventuel mauvais fonctionnement du système ABS installé refers to the March 1st date. Transport Canada is expected to sur une remorque. follow suit and retain the requirement. The CTEA will inform La norme CMVSS 121 du Canada renferme une disposition members and the industry when the time table for the change semblable à l’alinéa 5.2.3.3a). La date stipulée dans notre norme is published. CMVSS 121 renvoie au 1er mars. On s’attend à ce que Transports Canada emboîte le pas aux autorités américaines et conserve cette Motor Vehicle Safety Act amendments exigence. L’AETC informera ses membres et les acteurs de l’in- address TSD No. 118, the designated dustrie quand le calendrier du changement sera publié. seating capacity to include space used by a wheelchair user, and other minor Les modifications apportées à la Loi sur changes la sécurité automobile et le DNT 118, le The Department of Transport has revised Technical nombre de places devant inclure l’espace Standards Document (TSD) No. 118, Power-Operated Window, occupé par une chaise roulante et autres Partition, and Roof Panel Systems. This TSD stipulates that, as changements mineurs of October 1, 2008, every power-operated window system, Le ministère des Transports a révisé le Document de nor- power-operated partition system and power-operated roof mes techniques (DNT) no 118, Systèmes de glace, de séparation panel system fitted on an enclosed motorcycle, a passenger et de toit ouvrant à commande électrique. Ce DNT stipule que, car, a three wheeled vehicle or on a multi-purpose passenger à compter du 1er octobre 2008, tous les systèmes de glace, de vehicle or a truck with a GVWR of 4 536 kg or less shall con- séparation et de toit ouvrant à commande électrique instal- form to inadvertent actuation performance criteria. lés sur une motocyclette à habitacle fermé, une voiture de Copies of Revision 1 of TSD No. 118 may be obtained on tourisme, un véhicule à trois roues ou un véhicule de tou- the Internet at www.tc.gc.ca/acts-regulations/regulations/ risme à usages multiples ou un camion d’un PNBV d’au plus crc-c1038/menu.htm. Any inquiries should be directed to 4 536 kilos doivent se conformer à des critères de performance Ghislain Lalime, Regulatory Development Officer, Standards d’activation involontaire. and Regulations Division, Road Safety and Motor Vehicle On peut se procurer des copies de la révision 1 du DNT 118 Regulation Directorate, Department of Transport, 275 Slater sur Internet, à l’adresse www.tc.gc.ca/acts-regulations/regula- Street, Ottawa, Ontario K1A 0N5, (613) 998-1959 (tele- tions/crc-c1038/menu.htm. Toute demande de renseigne- phone), 613-990-2913 (fax), [email protected] (email). ments doit être adressée à Ghislain Lalime, agent de l’élabo- This proposed amendment would introduce several minor ration des règlements, Division des normes et règlements, amendments to the Motor Vehicle Safety Regulations to clarify Direction générale de la sécurité routière et de la réglemen- and correct various existing regulations. In addition, this tation automobile, ministère des Transports, 275, rue Slater, amendment would introduce a new means of calculating the Ottawa (Ontario) K1A 0N5, 613‑998‑1959 (téléphone), Continued on page 36 Suite à la page 38

Fall 2009 35 regulatory report | rapport sur la régementation

Continued from page 35 of intent, and reflect new technology minimum voltage to identify an elec- designated seating capacity to include such as: tric vehicle which requires testing, the space designed for use by a person • Updating the references in several distinguishing between direct and in a wheelchair. This new means of Canadian safety standards to allow alternating electric circuits and also calculating the designated seating cap- manufacturers to use more recent updating its expiration date for a acity is required to properly establish versions of industry standards such further five-year period. This change the prescribed class of a vehicle that has as the American Society for Testing would offer more flexibility to manu- several wheelchair spaces. and Materials (ASTM) standards; facturers to implement new technol- This amendment proposes a num- • Amending the Canadian safety stan- ogy; and ber of minor adjustments to the dard 305, Electrolyte Spillage and • Amending section 401 so that it existing Regulations to correct incon- Electrical Shock Protection, which refers to the definition “back door” sistencies between the English and prescribes crash testing requirements (porte arrière) noted in the Technical French versions, make clarifications for electric vehicles, by clarifying the Standards Document 401. This amendment would introduce a new means of calculating the desig- nated seating capacity of a vehicle to include the space designed for use by a person in a wheelchair. This would assist in properly classifying vehicles equipped with any space designed for use by a person in a wheelchair. The space required for a wheelchair limits the seating capacity of a vehicle, which is one of the variables used to deter- mine its vehicle class. This amendment proposes that, for the purpose of calcu- lating the designated seating capacity of a vehicle in order to establish its pre- scribed class, any space designed for use by a person in a wheelchair would be considered equivalent to four desig- nated seating positions.

BC clamps down on additional commercial vehicle lighting British Columbia’s Commercial Vehicle Safety & Enforcement issued a bulletin May 19, 2009 regarding Additional Commercial Vehicle Lighting. It applies to commercial vehicles operating on highways and subject to British Columbia Motor Vehicle Act (MVA) and Motor Vehicle Act Regulation (MVAR) requirements. Commercial vehicles are being equipped with additional or secondary brake, tail, and rear turn signal light devices installed higher than the permis- sible 1.83 m, as stated in Motor Vehicle Act Regulation Division 4 requirements for these devices. For the purposes of inspection and enforcement, vehicles must meet the minimum regulatory standards for all lighting in accord- ance with MVAR Division 4. There are

36 Canadian Transportation Equipment Association regulatory report | rapport sur la réglementation circumstances where additional or sec- trailers) except where the vehicle Program to fund ondary devices can be installed higher is exempted by the Motor Vehicle recycling of tires than 1.83 m, however, conditions do Safety Act or the Traffic Safety Act; affects Ontario vehicle apply. and manufacturers Contact Brian Kangas, Program • A single-axle trailer (other than Ontario’s Tire Stewardship (OTS) Coordinator, Vehicle Safety & a semi-trailer) is prohibited from program is a new mandatory require- Standards at (250) 953-4008 or brian. carrying petroleum products on a ment for all Ontario domiciled com- [email protected] for more informa- highway when the tank has a cap- panies who import tires, whether for tion. acity of 3,000 litres or greater for installation on new or used vehicles. flammable liquids or 450 litres or This includes those who import vehicles BC’s Lift Axle & Trailer greater for flammable gas. with new tires installed into the prov- Connection Requirements Go to www.transportation.alberta. ince of Ontario. Note that this is for were amended as of April ca/3.htm for more information. all new tires imported into Ontario, not 30, 2009 Lift Axles - Vehicles with a control for varying the weight on an axle or group of axles cannot (without a per- mit) operate on a highway unless the control is an automatic lift axle. It must be equipped with an on/off control to operate the lift device and with a status light *visible from the cab* to indicate when the device is activated. The full version of BC Commercial Transport Regulation Section 7.11 can be viewed at the following web location. www. bclaws.ca Trailer Connections and Towed Vehicles - Coupling devices connected to trailers and towed vehicles must now have a “breaking strength of not less than the gross weight of the vehicle or vehicles being towed” (except where the coupling device is a fifth wheel and kingpin assembly used to couple a semi- trailer to a truck tractor). The full version of BC Motor Vehicle Act – Regulations Division 7 - Section 7.07 can be viewed at the following web location. www.bclaws.ca

Alberta amends Safety and Equipment Regulations Alberta’s new Commercial Vehicle Safety Regulation came into effect on July 1, 2009, and included changes to the Vehicle Equipment Regulation. Highlights of interest to CTEA mem- bers are: • Modified vehicles (manufactured on or after January 1, 2012) will need a new compliance label or a mech- anical fitness certificate issued by a qualified professional engineer; • A commercial vehicle must have brakes on all wheels (including

Fall 2009 37 regulatory report | rapport sur la régementation

just from outside Canada. It took effect There is one exception; trailers built • Mise à jour des références dans plu- on September 1, 2009. before December 1, 1993, still do not need sieurs normes de sécurité canadienne Vehicle manufacturers, defined as conspicuity treatments on the rear under- pour permettre aux fabricants d’utili- Stewards in the program, have an obli- ride guard. ser des versions plus récentes des nor- gation to collect a mandatory fee per mes industrielles comme les normes tire, including GST, that must be remit- NHTSA Rule to Cut Truck ASTM (American Society for Testing ted to the OTS along with a report each Tractor Stopping Distance and Materials); month. The fee is dependent on tire by 30 percent • Modification de la norme de sécurité size, specified in a Guidebook. The National Highway Traffic Safety canadienne 305, Déversement d’électro- Ontario Tire Stewardship (OTS) Administration will require a cut of 30 lytes et protection contre les chocs électri- is an Industry Funding Organization percent in the allowable stopping distance ques, qui prescrit des exigences relatives implementing and operating the for the majority of new trucks beginning aux essais de collision pour les véhicu- approved Used Tires Program (UTP), in 2011. les électriques, en précisant le voltage a province-wide scrap tire solution Heavy truck tractors will need to stop minimum pour identifier un véhicule for on-road and off-road tires sup- in not more than 250 feet when loaded to électrique exigeant de tels essais, pour plied into the Ontario market. The their gross vehicle weight rating and tested faire la distinction entre les circuits UTP diverts discarded tires away at a speed of 60 miles per hour. Currently électriques à courant continu ou alter- from burning for fuel and landfilling trucks must stop within 355 feet. natif et aussi en faisant une mise à jour to 3Rs (Reduce, Reuse, Recycle) pro- Heavy tractors must stop within 235 de la date d’échéance en reconduisant cessing and uses. For details of this feet at their lightly loaded vehicle weight, la norme pour une nouvelle période de program please go to the OTS website which is defined as, the weight of the cinq ans. Ce changement donnera aux at www.ontariots.ca. unloaded vehicle plus 396 pounds for the fabricants une plus grande souplesse driver and instruments. pour la mise en oeuvre de nouvelles Ontario’s LCVs hit the NHTSA says three-axle tractors weigh- technologies; road in August ing less than 59,600 pounds must meet the • Modification de l’article 401 pour inté- The first Long Combination Vehicles new stopping distance by Aug. 1, 2011. grer la définition de « porte arrière » (LCVs)—tractors drawing two full-size Two-axle tractors and tractors weighing (back door) énoncée dans le Document trailers—began operating in Ontario 59,600 pounds or more must meet the de normes techniques 401. in August, under a pilot program with new standard by Aug. 1, 2013. Cette modification introduirait une stringent standards. The Ministry of The rule applies only to truck tractors. nouvelle méthode de calcul du nom- Transportation has allowed this limited Single-unit trucks, trailers and buses are bre de places d’un véhicule pour tenir trial to protect other road users. not affected.  compte de l’espace destiné à une per- Ontario’s LCV standards are described sonne en fauteuil roulant. Cela aiderait as the toughest in North America. There Suite de la page 35 à établir la classification des véhicules are regulations about inclement weather, 613‑990‑2913 (télécopieur), ghislain. équipés d’un espace conçu pour une for example. Only “gold-star” trucking [email protected] (courriel). personne en fauteuil roulant. L’espace company are considered and standards for Cette modification proposée apporte- nécessaire pour un fauteuil roulant driver training have to be upheld. rait diverses modifications mineures au limite le nombre de places assises dans There are significant economic and Règlement sur la sécurité automobile en un véhicule, ce qui est l’une des varia- environmental benefits to using two vue de clarifier et de corriger divers règle- bles utilisées pour déterminer la classe 16-metre trailers instead of one. Up to ments existants. De plus, cette modifica- du véhicule. Il est proposé, aux fins du 100 LCVs will be allowed to operate tion introduirait une nouvelle méthode de calcul du nombre de places assises d’un during the pilot program. calcul du nombre de places de manière à véhicule en vue d’établir la classe du inclure l’espace destiné à une personne en véhicule, que tout espace conçu pour Red and white reflective fauteuil roulant. Cette nouvelle méthode être utilisé par une personne en fauteuil tape on trailers is de calculer la capacité est nécessaire pour roulant soit considéré l’équivalent de mandatory in USA établir clairement la classe prescrite d’un quatre places assises. June 1 was the final day of the “grand- véhicule qui comporte plusieurs espaces fathering” period that allowed older trail- pour chaises roulantes. La Colombie-Britannique ers to be marked by anything other than Cet amendement propose un certain limite l’éclairage red-and-white tape or reflectors. The rules nombre de rajustements mineurs au additionnel des véhicules apply to any trailers over 80 inches wide, Règlement existant de manière à remé- commerciaux except mobile offices or homes. Any col- dier à des incohérences entre les versions Le Service de sécurité et de confor- ors other than Red-and-white reflective anglaise et française, apporter des préci- mité des véhicules commerciaux materials on the sides and lower rear of sions quant à l’intention et tenir compte de Colombie-Britannique a publié le trailers means you are non-compliant. de nouvelles technologies, notamment : 19 mai 2009 un bulletin sur l’éclairage

38 Canadian Transportation Equipment Association regulatory report | rapport sur la réglementation additionnel permis sur les véhicules Dispositifs d’attelage de remorques L’Alberta modifie le commerciaux. Cela s’applique aux véhi- et véhicules remorqués — Les disposi- Règlement sur la sécurité cules commerciaux circulant sur les tifs d’attelage pour remorques et véhicules et l’équipement routes et assujettis aux exigences de la remorqués doivent maintenant avoir « une Le nouveau Règlement sur la sécurité Loi sur les véhicules automobiles et du résistance à la rupture au moins égale au des véhicules commerciaux de l’Alberta est Règlement sur les véhicules automobiles poids brut du véhicule ou des véhicules entré en vigueur le 1er juillet 2009 et com- de Colombie-Britannique. remorqués » (sauf si le dispositif est une porte des modifications au Règlement sur Certains véhicules commerciaux sellette d’attelage servant à attacher une l’équipement des véhicules. Voici les faits sont munis de dispositifs d’éclairage semi-remorque à un véhicule tracteur). saillants susceptibles d’intéresser les mem- additionnels pour les freins, les feux de On peut consulter le texte intégral de bres de l’AETC : position arrière et les clignotants arrière l’article 7.07 du Règlement sur les véhicu- • Les véhicules modifiés (fabriqués le qui sont installés plus haut que la limite les automobiles de Colombie-Britannique ou après le 1er janvier 2012) devront admissible de 1,83 mètre, tel que pres- à l’adresse Web www.bclaws.ca. être munis d’une nouvelle étiquette crit dans le Règlement sur les véhicules automobiles. Aux fins de l’inspection et de la conformité, les véhicules doivent se conformer aux normes réglementai- res minimales pour tous les dispositifs d’éclairage en conformité de la divi- sion 4 du Règlement sur les véhicules automobiles. Dans certaines circonstan- ces, des dispositifs d’éclairage addition- nels peuvent être installés plus haut que 1,83 mètre; cependant, certaines condi- tions s’appliquent. Pour de plus amples renseignements, communiquez avec Brian Kangas, coor- donnateur du programme, Sécurité et conformité des véhicules, au numéro 250‑953‑4008, ou à l’adresse brian.kan- [email protected].

Les exigences de Colombie- Britannique relatives aux essieux à dispositif de levage et aux dispositifs d’attelage des remorques ont été modifiées en date du 30 avril 2009 Essieux à dispositifs de levage — Les véhicules dotés d’une commande permettant de faire varier le poids exer- cé sur un essieu ou un groupe d’essieux ne peuvent pas (en l’absence d’un per- mis) circuler sur une route à moins que la commande ne soit un dispositif auto- matique de levage d’essieux. Le véhi- cule doit être muni d’un interrupteur permettant d’actionner le dispositif de levage et d’un témoin lumineux visible de la cabine indiquant si le dispositif est activé. On peut lire le texte inté- gral de l’article 7.11 du Règlement sur le transport commercial de Colombie- Britannique à l’adresse Web location. www.bclaws.ca.

Fall 2009 39 regulatory report | rapport sur la régementation

de conformité ou d’un certificat de capacité de 3 000 litres ou plus de obligatoire pour toutes les compagnies conformité mécanique émis par un liquides inflammables ou 450 litres domiciliées en Ontario qui importent ingénieur professionnel compétent; ou plus de gaz inflammables. des pneus, que ce soit pour l’instal- • Un véhicule commercial doit être Pour de plus amples renseignements, lation sur des véhicules neufs ou muni de freins sur toutes les roues consultez le site www.transportation. usagés. Cela comprend tous ceux (y compris les roues des remor- alberta.ca/3.htm. qui importent des véhicules munis ques) sauf lorsque le véhicule en est de pneus neufs dans la province de exempté par la Loi sur la sécurité des Le programme de l’Ontario. À noter que cela s’applique véhicules automobiles ou la Loi sur la financement du à tous les pneus neufs importés en sécurité routière; recyclage des pneus Ontario, pas seulement de l’extérieur • Une remorque à essieu unique (autre touche les fabricants de du Canada. Cette exigence entre en qu’une semi-remorque) ne peut véhicules de l’Ontario vigueur le 1er septembre 2009. transporter des produits pétroliers Le Programme sur la gestion des pneus Les fabricants d’automobiles, qua- sur une route lorsque la citerne a une de l’Ontario est une nouvelle exigence lifiés d’intendants dans le program- me, ont l’obligation de percevoir des frais obligatoires par pneu, y compris la TPS, qui doivent être remis au pro- gramme OTS chaque mois, de même qu’un rapport. Les frais dépendent de la taille du pneu, précisée dans un manuel. Le programme Ontario Tire Stewardship (OTS) est une organisa- tion financée par l’industrie qui met en oeuvre et exploite le Programme de pneus usagés(UTP), solution appliquée à la grandeur de la province pour la mise au rancart des pneus des- tinés aux véhicules routiers et hors route sur le marché de l’Ontario. Le programme UTP récupère les pneus destinés à être brûlés au profit d’un programme 3R (Réduire, Réutiliser, Recycler). Pour de plus amples détails sur ce programme, consultez le site Web de OTS www.ontariots.ca.

Les trains routiers prennent la route en Ontario en août Les premiers trains routiers — tracteurs tirant deux remorques plei- ne grandeur — ont commencé à cir- culer sur les routes de l’Ontario en août, dans le cadre d’un projet pilote assujetti à des normes rigoureuses. Le ministère des Transports a permis cet essai d’une durée limitée pour proté- ger les autres utilisateurs des routes. Les normes de l’Ontario pour les trains routiers sont considérées les plus rigoureuses en Amérique du Nord. Elles comportent par exemple des dispositions sur le mauvais temps. Seules les compagnies de camionnage ayant une réputation sans tache sont

40 Canadian Transportation Equipment Association regulatory report | rapport sur la réglementation admissibles et il faut respecter des maisons mobiles. Quiconque circule Les semi-remorques lourds devront pou- critères pour la formation des chauf- avec une remorque munie de maté- voir s’arrêter en 250 pieds au maximum feurs de ces camions. riaux réflecteurs de couleur autre que lorsqu’ils sont chargés à hauteur de leur Le fait d’utiliser deux remorques rouge et blanc sur les côtés et la par- poids nominal brut, à une vitesse de 60 mil- de 16 mètres au lieu d’une seule com- tie inférieure n’est pas conforme au les à l’heure. Actuellement, les camions porte d’importants avantages écono- nouveau règlement. doivent s’arrêter en moins de 355 pieds. miques et environnementaux. Jusqu’à Il y a une exception : les remor- Les tracteurs lourds doivent s’arrêter 100 trains routiers pourront circuler ques fabriquées avant le 1er décembre en 235 pieds à leur poids nominal léger, sur les routes dans le cadre du pro- 1993 n’ont toujours pas besoin de qui est défini comme le poids du véhicule gramme pilote. dispositifs d’amélioration de la per- non chargé plus 396 livres pour le conduc- ceptibilité sur la barre arrière de pro- teur et les instruments. Le ruban réflecteur tection contre l’encastrement. La NHTSA stipule que les tracteurs à rouge et blanc est trois essieux pesant moins de 59 600 livres obligatoire sur les La NHTSA réduit de doivent respecter la nouvelle distance remorques aux États-Unis 30 p. 100 la distance d’arrêt au plus tard le 1er août 2011. Les Le 1er juin était le dernier jour de d’arrêt pour les semi- tracteurs à deux essieux et les tracteurs la période des « droits acquis » permet- remorques pesant 59 600 livres ou plus doivent res- tant d’identifier les anciennes remor- La National Highway Traffic pecter la nouvelle norme au plus tard le ques à l’aide de réflecteurs autres que Safety Administration imposera une 1er août 2013. le ruban ou les réflecteurs rouge et réduction de 30 p. 100 de la distan- La règle s’applique seulement aux véhi- blanc. Les règles s’appliquent à toute ce d’arrêt admissible pour la majo- cules tracteurs. Les camions non articulés, remorque de plus de 80 pouces de rité des nouveaux camions à partir de les remorques et les autobus ne sont pas largeur, à l’exception des bureaux ou 2011. visés. 

Fall 2009 41 member profile Our Strength: Constant Innovation over ownership in 1977. At the same time, COMPANY NAME: Phil Larochelle Équipment Inc. the company experienced the highest level TEL: (418) 522-8222 of growth in its history, which paved the FAX: (418) 522-3115 way for Phil Larochelle Équipement Inc. WEB: www.larochelle.ca to become an industry leader in Eastern Canada and the United States. President, Bernard Larochelle, enjoys Phil Larochelle Équipement Équipment Inc. is a Quebec-based third the presence of a strongly established Inc. designs high quality specialized equip- generation owned company that traces third-generation management team ment for trucks. Years of experience com- its roots back to 1932. It was then that composed of his three children, Annie, pounded with valuable feedback from Louis Philippe Larochelle, an electrician Philippe and Vincent. The commitment of their customers has given them an exper- by trade, along with his father, pioneered the third generation-led team to the com- tise in being competitive, and building the family business under the name of pany’s success is motivated by the challen- durable products that are known for their Garage Larochelle et Fils Enr. The com- ges and the technological turnabout that efficiency and performance. pany started out with electric services and the industry has taken. The company’s design and engineer- auto repair, as well as horse trading. It is the every day dedication and ing team works using the latest available Over the next 50 years, the company efforts that now serve to write this new CAD technology and develops equipment would shift to truck repair and distribu- chapter of the on-going Larochelle his- that is known for its modular, modern tion of dump bodies and hydraulic hoists tory. Today, private contractors, muni- and optimized conception that addresses It was in 1956 that Louis Philippe cipalities and government agencies con- ease of maintenance and cuts down on Larochelle started his endeavour in the tinue to benefit from the ever-expanding costs of ownership. With flexible methods manufacturing business and founded Phil Larochelle product line and service net- of engineering and a wide variety of avail- Larochelle Équipement Inc. This new work through local representation. able options, the company’s mission is to entity would, from now on, specialize in offer the integration of customized snow equipment manufacturing and truck parts A statement of quality and ice control solutions that suits the distribution. This same year Louis Philippe ISO 9001 certified, Phil Larochelle customer’s specifications and needs. married Raymonde Plamondon, who Équipement Inc., is committed to custom- became the company’s co-founder and a er satisfaction by providing products and Work of heart and steel prominent cornerstone of the company. services that meet customers’ needs with A passion driven quest from one The next few years were marked by a competitive edge. The company also generation to the next, Phil Larochelle growth in market share and the develop- takes pride in the unmatchable expertise ment of numerous products sold in truck equipment installation it holds, under the “Larochelle” regis- that has earned the company the National tered trademark. Among other Safety Mark issued by Transport Canada. accomplishments, Phil Larochelle The commitment to serving customers Équipement Inc. became the first extends to holding a complete inventory to manufacture, in the Quebec of replacement parts available throughout province, the all-steel dump body our network. designed for heavy road work and "We aim at being the best at what later on the “V-box” hopper spread- we do, not becoming the biggest. We er designed for winter road main- love what we do, and that’s why we tenance. Similarly, the Larochelle are good at it. The company’s dedica- semi-dump trailer appeared for the tion to innovation, long-term vision and first time in the 70s. Just like the an unfailing commitment to its clients, Larochelle snow and ice control passed on from generation to generation, equipment, this innovative prod- now makes Phil Larochelle Équipement uct became a landmark and greatly Inc. a leader in the industry, offering contributed to the growth and the reputable experience and keen expertise notoriety that the company con- breaking new ground towards success," tinues to enjoy today. says Annie Larochelle. The founder’s son, Bernard Phil Larochelle Équipment Inc.: indus- Larochelle, having grown up and try leaders by example that is second to participated in the company, took none. 

42 Canadian Transportation Equipment Association Fall 2009 43 tools of the trade

Dana’s new medium-duty axle line The Spicer S140 series single reduction axles replace all previ- ous 17,000- to 19,000-lb Spicer drive axles. They can be spec’d on any make and model straight truck chassis with gross axle weight ratings of up to 19,000 lbs. Dana promises the S140 will improve fuel mileage, reduce maintenance costs and increase driver comfort. These axles are intended to help medium-duty fleet man- agers optimize the productivity of their fleets. Here’s how: • They are 85 lbs lighter than the models they’re replacing; • They boast an initial lube drain interval of 250,000 miles; and • They use 32 percent less lubricant. Truck-Lite’s new penny size www.roadranger.com license lamp Truck-Lite claims their new 33 Grote’s LightForm™ is a thin, Series license lamp is the world’s small- flexible sheet of LED light est LED license lamp. The penny size Grote Industries unveiled its break- lamp offers heavy duty trucks and trail- through LightForm™ technology in ers greater efficiency, coupled with the early 2009. Grote expects LightForm™ latest in white diode technology LED will “change the shape, design and appli- lighting extends lamp life and overall cation of interior and exterior vehicle cost savings. This single diode license lighting”. At less than 1 millimetre thick, lamp’s low profile minimizes physical LightForm™ is a highly-advanced, thin- damage, typical for its application, and film, solid-state lighting device. gives off less heat to avoid issues that Mounting a LightForm™ lamp can be stem from heat entrapment. quickly accomplished via a peel-and-stick method, using the familiar adhesive now Other features of this 12v mini- found on conspicuity tape and other similar products. And the company claims it license lamp are: can achieve the same FMVSS 108 photometric requirements for a P2-rated marker • It does not require a bracket; lamp, with just two percent of the material used in a traditional LED lamp. It saves • The grommet mount lamp can be time too, eliminating the installation cost and time associated with drilling holes, installed directly into the vehicle; affixing mounting brackets and utilizing traditional fasteners. and The first commercial application of LightForm™ is expected to be a P2 marker • It offers easy side or top mount appli- lamp. Watch for it before the end of the year. cation options. www.grote.com www.truck-lite.com

Haldex Ridewell Expands 260 Series Suspension Line announces new Ridewell has released two new RAR-260 30k suspen- full function sions. The design of this line of trailer air-ride suspensions is ABS valve comparable to Ridewell’s existing RAR-240 30K overslungs H a l d e x and has been validated by successful fatigue testing. The C o m m e r c i a l existing u-bolt kit 6040058 is compatible with these suspen- Vehicle Systems sions, and the following part numbers are now available for order: has a new product • 2600915 - 15” – 16” mounting height, weld-on; and which works with • 2600917 - 17” – 18” mounting height, weld-on. the patented Haldex www.ridewellcorp.com PLC Select 1M and 2M Full Function ABS System applications. Webb Wheel offers new hydraulic disc brake rotor to aftermarket The new Full Function ABS (FFABS) Webb Wheel Products, Inc. Aftermarket Business Unit has released a new hydraulic now has a pre-installed combination disc brake rotor, part number 54773P-65, for front and rear truck applications with ABS. nipple which accommodates either 1/2” The 10-hole 54773P-65 weighs 38 lbs. with a 6.00” pilot diameter and 7.25” bolt circle or 3/4” reservoir ports. This product diameter. not only expedites service replacement, Webb offers a wide range of “U” and “HAT” type rotors manufactured in the U.S. it also reduces inventory since the com- for hydraulic disc brake school bus, medium and light truck, and RV chassis applications. bination nipple works for two different Made from a high grade of cast iron these rotors ensure long service life and maximum sized ports. performance. www.haldex.com www.webbwheel.com

44 Canadian Transportation Equipment Association tools of the trade

SAF-Holland’s new air Phillips Industries’ new STA-LOCK™ suspension for van and Gladhand stays connected reefer trailers Phillips Industries describes their new- SAF-Holland NEW SAF est product as the perfect choice to ensure CBX40 air suspension system is a secure trailer gladhand connection when intended to meet the demands of van space is tight and reduced weight and reefer trailers. The combination of the former SAF is a goal. The new STA-LOCK™ and Holland companies helped leverage their key technol- Gladhand combines a light weight ogies to create an advanced solution for two unique North aluminium body with a cast American markets. iron connector plate. The heavy The CBX40 incorporates a high-strength slider box fea- duty connector plate includes a turing the company’s QwikRelease pin pull for easy slider spring-loaded, stainless steel ball adjustments. It also includes SwingAlign, which the com- bearing that provides a positive lock for pany says allows for fast and convenient axle alignment. gladhand mating. The CBX40 also features cast beam trailing arm con- The “locking” dimple on standard gladhands can flat- struction to deliver both strength and weight reduction. ten out over time leading to a lower breakaway thresh- SAF-Holland says the disc brake option offers perform- old. Additionally, road vibration and turning can cause ance enhancements over competitive disc brake designs. enough pressure to uncouple the gladhands. Heavy duty The Integral-Disc option features a proprietary bi-metallic cast iron gladhands can be heavy and bulky, and often do casting process which mechanically combines the rotor not fit on trailers with space constraints. The Phillips STA- and adapter-flange into a single rotor assembly. Reportedly LOCK™ Gladhand solves both problems with the right blend this process makes it more resistant to hot spots and of strength and size, offering a single product ideal for any deformation. trailer operation. www.safholland.com www.phillipsind.com

LITE-CHECK’s new DETECTOR 902 is priced for current market conditions LITE-CHECK LLC has created a new precision tester option for cost-conscious trailer manufacturers. The new DETECTOR 902 test instrument is focused on very efficient test and inspections of the electrical and air/air-brake systems on trailers at a reduced cost of 30 percent. LITE-CHECK believes the DETECTOR is priced to be the right product for current market conditions. The DETECTOR is very simple to operate using either the front panel switches or the full function remote control. One pass around the trailer with the remote allows the technician to turn on any light circuit or perform a full brake operation with air test while at the axle. The software identifies electrical faults by displaying the conditions on a digital display and sounding alarms unique to each type of fault. www.lite-check.com

Fall 2009 45 news and views

CTEA supports new Vocational Truck & Equipment Expo as part of Truck World 2010 CTEA has teamed up with Truck World organizers, Newcom Business Media Inc., to support and promote a new exhibit area that will run alongside Truck World in 2010. The Vocational Truck & Equipment Expo will fulfill a CTEA dream to have a dedi- cated vocational truck and equipment exposition in Canada. This relationship with Truck World allows exhibitors and visitors to maximize their savings and time by combining two related shows under the same roof at the same time. “Truck World is a premier event and provides an excellent opportunity to showcase the Canadian Transportation Equipment Association. The CTEA brings an exciting new flavour to the event since our members truly shine when it comes to specialized truck and trailer equipment,” said Don Moore, Executive Director of the CTEA. In this new venue the Association will offer industry related seminars for specialty vehicle manufacturers and end users. End users in particular need to understand that truck upfitters need special technical skills and knowledge to put a safe and compliant vehicle on the road. This exhibit will ensure they know how to make the right decisions. Watch for more news in the coming months. We are excited about the opportunities this new event and relationship offer both the Association and our Members. Join us there! Truck World 2010 / Vocational Truck & Equipment Expo April 15 – 17, 2010 The International Centre 6900 Airport Road, Mississauga (Toronto)

Dominic Grote becomes President Webb claims adapting to 30 percent shorter stopping distances can easily of family-owned Grote Industries be met by use of drum brakes Grote Industries has appointed Webb Wheel Products, Inc. is confi- distance regulations without weight penal- Dominic Grote as the company’s new dent it can meet the new 30 percent short- ties over the existing standard drums. President. Dominic is the fourth gen- er stopping distances expected by NHTSA In addition to the lower initial cost eration of the Grote family to lead the (see Regulatory Update for details) with of specifying vehicles with drum brakes 108-year-old company. He replaces Eric economical drum brake solutions. The capable of meeting the new stopping dis- Morris, who agreed to step down as company knew the announcement would tances rather than changing to air disc President to take a new position as the eventually arrive and got their R&D team brakes, commercial vehicle operators and company’s Director of Accessory Mar- working on solutions using existing tech- repair facilities are familiar with the easy kets. nology. removal and replacement of today’s out- Dominic Grote started his career While the industry awaited NHTSA’s board mounted brake drums, making ser- with the family-owned company in notice, some manufacturers had speculated vicing them economical as well. Replace- 1993 and has held various management that disc brakes would be the ideal solu- ment air disc rotors are significantly more positions in sales, marketing and prod- tion. However, Webb Wheel stated in a expensive than brake drums and because uct development. recent release, “for most vehicle operators, they are inboard mounted, the hub must “Continuity and intelligent succes- upgrading to larger and/or wider S-cam be removed during service. sion planning have been keys to our drum brake sizes is a viable alternative to Webb Wheel noted in their release that long-term success as a closely-held busi- air disc brakes.” a, “new regulation can often mean new ness,” said Grote Industries’ chairman Webb Wheel Products has a wide selec- costs and complications for end users, but and CEO, William D. Grote III. tion of brake drums for these applications in this case Webb has an answer that will and their Vortex brake drum technology not only meet the new federal require- offers additional benefits. Webb has applied ments, but will actually save our custom- Michael Militello takes helm of Vortex technology to its newly designed ers significant replacement and mainten- Ultron Lift Corp. and Waltco steer axle and wide drive axle brake drums ance cost over the life cycle of their fleet Michael Militello, President of specifically to meet the new stopping vehicles.” Ultron Lift Corp., has been named President of Waltco. Both liftgate com- Timpte Trailers celebrated its 125th anniversary in July panies are owned by parent company, Timpte Trailers Inc. celebrated its 125th anniversary July 17, 2009 at its corporate Cargotec of Helsinki, Finland. He suc- office and production facility in David City, Nebraska. On hand were the board of directors, ceeds Rod Robinson who retired. Mili- management team, dealer and branch personnel, customers, suppliers, employees, families, tello will oversee operations, strategic and guests. Over 2,000 people attended the celebration. The event featured food, refresh- planning and annual financial perform- ments, music, trailer displays, kids games, factory tours, prizes and horse-drawn wagons. ance of both companies. Timpte bulk commodity trailers are sold through a network of branches and dealers throughout the United States and Canada.

46 Canadian Transportation Equipment Association news & views

Free “Wheel End Safety” video helps prevent wheel-offs Michelin and the Tire Industry Association (TIA) teamed up to produce a safety video aimed at helping fleets prevent wheel-off situations. Their 20-minute "Wheel End Safety" video is designed for maintenance personnel and drivers and is available as a free download at www.tireindustry.org and www.michelintruck.com. The video addresses wheel-off and wheel-end fire prevention and the dangers of welding on rims and includes dramatic footage that clearly demonstrates the risks to this dangerous practice. The video has dramatic footage of the impact a wheel-off incident can have on a passenger vehicle. The incident was filmed in a controlled environment at Michelin’s Laurens Proving Grounds in South Carolina. Fleets are being encouraged to use the video to educate drivers, maintenance per- sonnel and tire service providers.

Dana’s new President is James Sweetnam Dana Holding Corp. has named James Sweetnam as its new President and CEO. He replaces John Devine, who will continue as the company’s executive chairman. Sweetnam joins Dana after more than 11 years at Eaton Corp.

Welcome to CTEA’s Recent New Members These companies joined since the last CTEA Today was published. They are listed in our online Directory at www.ctea.ca. April 2009 July 2009 Consbec Inc., Val Caron ON C & M Assemblies Inc., London ON Kerr Trailers Soudure Kerr Inc., Cookshire QC August 2009 Simon Beauregard (1983) Inc., St. Damase QC ERL Enterprises Ltd., St. John's NL T.D.L. (West) Spring & Suspension Truck-Trailer Repairs Inc., Carp ON Les Entreprises Damris inc., St-Antonin QC May 2009 Summit Trailer Ltd., Edmonton AB Dynahyd Roll Off Systems, Concord ON TICO Canada Intermodal Equipment Solutions Inc., Euroway Industrial Service Co. Ltd., Winnipeg MB Oakville ON Machinerie LÄpine inc., Ste-Brigitte QC Treadwell Van Outfitters, Markham ON Timberland Equipment Limited, Woodstock ON Truck Equipment & Service Co. Ltd., Scarborough ON June 2009 September 2009 Hi Q Fabrication Ltd., Milner BC Allianz Madvac, Boucherville QC T Two Industries Ltd., High River AB Ace Rivet & Fastener Inc., Brampton ON Tornado Technologies Inc., Stettler AB Flint Energy Services Ltd., Bonnywille AB

Fall 2009 47 about the CTEA

The Benefits of CTEA Membership

Introduction CTEA OFFERS THE is of particular value to specialty trail- The CTEA is a not-for-profit trade FOLLOWING PROGRAMS er builders. Over 175 axles are listed Association that represents and serves Compliance orientated programs: in the program guide. its Member companies. Our funding is 1. JOB-FILE® III Program: The JOB- 4. Rear Impact Guard Program: A derived from annual membership dues FILE® is a voluntary industry proto- new Canadian standard, CMVSS and the delivery of programs and ser- col used by intermediate or final-stage 223, took effect September 1, 2007 in vices. Our programs and services are manufacturers, or vehicle alterers, Canada. All applicable trailers built tailored to enhance Member’s manu- to demonstrate that work performed in Canada after that date, or built for facturing capabilities and/or help them on an incomplete vehicle chassis will export to Canada, must comply with conform to the Canada Motor Vehicle meet or exceed minimum require- the new standard. CMVSS 223 exceeds Safety Act and Regulations. ments. Part 1 consists of a manual. It the requirements in FMVSS 223-224. covers topics like how to read an IVD, We offer three designs: a standard About our Members best practices for how to add bodies, design; a slanted design; and a four- The CTEA membership is com- change wheelbases and GVWRs, and post design. All three designs were prised of companies concerned with add axles to incomplete vehicles, and composed of standard steel readily most aspects of the commercial vehicle how to set up and manage a JOB- available locally. A stainless steel and manufacturing industry including: FILE® system. Part 2 is CEI-TECH aluminium design are also available in • Truck chassis/body, van, trailer Inc.’s software called LoadXpert™. the standard design only. and specialty vehicle manufacturers This interactive program allows manu- (80.1 percent); facturers to carry out compliance cal- Compliance orientated services: As well as other vital companies culations for straight truck equipment 1. NSM Application Review Service: providing products/services to the and print the necessary documenta- This service was introduced in 2004 industry, such as: tion needed for proof of compliance. to help Members fast track their NSM • Component Suppliers (12.7 At least 270 licensed copies are in use. Applications. Our detailed review cov- percent); 2. Cargo Anchor Point Program: ers all content, including verification • Consultants to the Industry (1.8 This program, created in 2000, con- of safety compliance calculations. It percent); sists of a 32-page Technical Report reduces the chances that an applica- • Truck and trailer dealers/distribu- titled Qualification of Cargo Anchor tion will be rejected or delayed due tors (3.4 percent); and Points for CMVSS 905. A new require- to incorrect information or missing • Engineering Consultants (1.4 ment in 1999, CMVSS 905, imposed content. This is not a required service. percent). a minimum strength and number of It does offer some members the peace anchor points for heavy trailers with- of mind they want to get registered as National Safety Mark/Pre- out sides, like flatbeds and lowbeds. soon as possible. clearance Application and The report offers Members advice on 2. Compliance Label Program: In Guidance how to design and test anchor points 1998 the CTEA created a cost-effect- This is a service we offer to the they either created or installed. ive Certification Label Program. This industry at no charge. Our staff deter- 3. Generic Parking Brake Test two-piece label system, developed by mines what a caller’s needs are and Program: Created in 1995, this is 3M, has helped to standardize the sends information as it is required. the CTEA’s first generic program vehicle identification process. The For example, they can receive developed through consortium testing. labels contain a “tamper-indicating” Transport Canada’s NSM or the pre- It offers manufacturers an econom- feature. It voids the label so it can’t clearance (foreign manufacturers) ical way to comply with the parking be placed on a different vehicle. Application, and FAQ for trucks/ brake requirement of CMVSS 121. Manufacturers are required to affix truck tractors or trailers and relat- Participants who use and install pre- labels on every vehicle they manu- ed background information. We also tested axles in the program guide get facture (or alter). Whether you build email manufacturers links to related the test report they need as proof of trucks or trailers, our diverse selec- content on Transport Canada’s web- compliance required by Transport tion will meet your needs. Want site. This includes the Motor Vehicle Canada compliance auditors. Trailer custom labels? We started printing Safety Act and Regulations, technical manufacturers are relieved from the them in 2000. Want to print your standards documents and test meth- costs involved in testing new models own? Purchase blank stock. It works ods, lighting charts, etc. or variations of existing models. This on laser printers. Sell vehicles in

48 Canadian Transportation Equipment Association about the CTEA

the USA? We have labels meeting regulatory activity. All content of interest lift-able to steer-able axles on some trailers. American label requirements as well. to Members is communicated by email, The result was a collaboration that includ- 3. Compliance and Risk Management in our print publications and online. In ed performance testing of actual steer-able Workshops: These regional work- addition, we link both federal and prov- axle trailers. This outcome ensured that shops are open to Members and non- incial vehicle weights and dimensions on the new regulations were an enhancement members. The intensive seven-hour the Weights and Dimensions page on the sessions address the fundamentals, CTEA website. Also refer to Lobbying such as the importance of partner- and Consultation services. ships, limiting liabilities, what the com- Lobbying: The CTEA plays an advo- pliance regulations cover, the import- cacy role on behalf of Members. We ance of compliance calculations, rec- monitor federal and provincial govern- ord keeping, and compliance labelling. ment policy makers for topics or issues Participants are given an overview of that might have an impact on the indus- the National Safety Mark application, try. When there are formal consulta- documents and registration process, tions, the Association coordinates feed- a review of the CTEA JOB-FILE® back from interested/affected Members. Manual contents and a demonstration Sometimes a group will collaborate on a of CIE-TECH’s LoadXpert™ software. response and speak to the issue in person. Since 2004 the CTEA has delivered 29 Manufacturers get to explain to govern- regional workshops, in 17 different cities ment officials what the implications of in 8 provinces, to 592 participants. their legislation or policies mean to the affected businesses. Talk about democ- KEEPING YOUR BUSINESS racy in action! Such dialogue can be an HEALTHY eye opening experience for policy makers. CTEA Commercial Insurance Facility Consultations: The Association often Marsh, the world’s leading risk and acts as a sounding board for proposed insurance services firm, has helped policy or legislation because our Members the CTEA develop a comprehensive represent the affected or targeted constitu- insurance facility exclusively available ency. In these cases the Association acts as to our Members. Due to the nature of a communicator, coordinator and facilita- their businesses, CTEA Members may tor. A recent example includes Ontario’s face increased exposure to product lia- safe, productive and infrastructure friend- bility, product recalls, environmental ly vehicle reforms and the transition from impairment, theft and fire/explosion. This requires a wide range of coverage including: • Property: including building, stock, and equipment; • Business interruption; • Commercial general liability; • Products liability; • Crime insurance; • Commercial auto; • Boiler and machinery; and • Garage liability.

OTHER MEMBER BENEFITS Participation in the programs and ser- vices listed above involve an additional cost. The following benefits are all includ- ed in your yearly membership fee. Please read this list carefully to get the fullest value for your investment. Federal and provincial regula- tions: We monitor federal and provincial

Fall 2009 49 about the CTEA

The Association maintains a comprehensive • Federal / provincial vehicle weights and dimensions; database containing over 11,000 industry records. • Commercial vehicle recalls published by Transport Canada; Access to this resource is just a call away for • Regulatory updates; • A calendar of industry events; and Members. Tell us who or what you are looking • Links to key web sites (Transport for. If your answer is there we’ll find it. Canada, provincial transportation departments, Canadian and American to trailers, not just a compromise. Urgent database. This information is available industry associations). industry issues often are brought to us for 24/7 at www.ctea.ca by clicking the CTEA TODAY: Our four colour resolution. For example, in the 1990s a "Directory" button. Frequent updates magazine covers Association news, rash of wheel separation incidents, causing are made to reflect additions, deletions, events and activities, proposed and accidents and fatalities in Ontario, prompt- or changes made to the database. final regulations (federal and provin- ed the Ontario Trucking Association Technical information: The CTEA cial), industry news, feature articles (OTA) to seek the Association’s help. is a member of many other organizations addressing topical issues, new product We organized a volunteer committee and can pass on their member prices to offerings, personnel changes, mergers composed of Members building axle com- publications they sell to our Members. We and acquisitions, technical information, ponents to meet with the OTA. The end have alliances with organizations such and other industry content. This free results were a training course and a prov- as the Society of Automotive Engineers Member service is a must read. incial regulation requiring wheel and rim (SAE); Truck, Trailer Manufacturers CTEA eXpress eNewsletter: This elec- system installers and service providers to Association (TTMA), The Technology tronic bulletin is published as required. It be certified. & Maintenance Council (TMC)/ provides a summary of breaking Association Industry Database: T h e American Trucking Association, The and industry news. It only takes a few Association maintains a comprehensive National Truck Equipment Association minutes to read. When you want to know database containing over 11,000 indus- (NTEA), Canadian Council of Motor more, the source material is just a mouse try records. Access to this resource is Transport Administrators (CCMTA), the click away. And it’s delivered directly to just a call away for Members. Tell us Transportation Association of Canada Members’ email box—giving them the infor- who or what you are looking for. If (TAC), the Canadian Trucking Alliance mation they need when they need it. your answer is there we’ll find it. If it (CTA) and others. Manufacturers’ Conference and isn’t, we can access a network of other Website (www.ctea.ca): Our web- AGM: This annual event is held each organizations to expand the search. It’ll site has evolved into a valuable informa- fall in different parts of Canada. We bring just take longer. We aren’t stumped too tion resource. We post important docu- industry experts together to deliver tech- often so give us a try. The office num- ments, news and other content of value nical seminars and executive reports on ber is (519) 631-0414. to the industry. In particular it contains topics of current interest. Our Technical Online Directory and Buyer's hundreds of links to valuable resources Information Fair provides a networking Guide: Members provide basic contact Members have found invaluable. And opportunity for suppliers and manufac- information and a detailed descrip- it’s available online. Content is added or turers alike. Conference veterans look tion of their business activities, prod- updated weekly, and more often than forward to meeting old and new friends. ucts and services when they join. This not, daily. What can you find? Here’s a Not a member? Join us a see what you’re information is recorded in our industry sampling: missing. 

50 Canadian Transportation Equipment Association CTEA membership application

DATE:______

We hereby apply for Membership in The Canadian Transportation Equipment Association Reference CTEA By-Law Article 3: Membership Classification: CHECK Class:  Manufacturer  Distributor/Dealer  Affiliate  Associate The term of membership shall coincide with the Associations’ Fiscal year September 1st. to August 31st and shall be automatically renewed each year at the prevailing membership rate.

COMPANY NAME:______

ADDRESS:______

CITY: ______PROVINCE/STATE: ______POSTAL CODE:______

TELEPHONE: ______FAX:______

E-MAIL: ______WEB SITE:______

NAME OF MAIN DELEGATE: ______TITLE:______

SIGNATURE:______

ADDITIONAL EMPLOYEES OF THE COMPANY TO RECEIVE ASSOCIATION MAIL (CTEA TODAY, eXpress NEWSLETTER AND CONFERENCE INFO):

NAME:______TITLE:______E-MAIL:______

NAME:______TITLE:______E-MAIL:______

NAME:______TITLE:______E-MAIL:______

REMITTANCE: ANNUAL MEMBERSHIP FEE $ 775.00 + 5% GST (NOTE: Applies to Foreign Manufacturers as well) [Reg # 129888582] OR 13% HST [NL, NB, NS ONLY] = $______TOTAL DUE [CDN/US] = $______NOTE: Prices are subject to change without notice. Payment to accompany all applications.

Payment Options: CREDIT CARD (check one):  VS  MC  AMEX Card Number: ______Expiry Date:______Card Holder Name: ______Signature:______

OR BY CHEQUE Application forms are also Make cheque payable to: Canadian Transportation Equipment Association available for download on the CTEA website! 16 Barrie Boulevard, Unit 3B • St. Thomas, Ontario N5P 4B9 Tel: (519) 631-0414 • Fax: (519) 631-1333 [email protected] • www.ctea.ca

Fall 2009 51 buyer's guide

905 Testing Cargo Control / Load Leasing Saturn Industries...... 41 Securement Mfg. Bulk Resources Inc...... 13 Durabilt Mfg. Inc...... 28, 29 Alignment and Lifting Suspension, Wheel Consulting Services Saturn Industries...... 41 Alignment, Frame Coudenys Management Alterations Systems Inc...... 26 Load Securement Vancouver Axle & Frame Ltd...... 17 Saturn Industries...... 41 Container Handling Aluminum Trailers Solutions LPG CO2 NH3 Tremcar Inc...... 45 Steelbro Australia...... 16 Transport MaXfield Inc...... 8 Asphalt Maintenance Engineers / Equipment Manufacturers of Manufacturer of E.D. Etnyre & Co...... 47 Suspensions and Controls Aluminum Equipment, Ridewell Corporation...... 36 Dump Body, Pup Axle Manufacturer Trailers, Flatbed IMT Partnership...... 17 Full Truck Body Builder Trucks and Stack and Equipment Supplier Trailers Axles and Suspensions Del Equipment...... 10 Soudure Brault...... 47 Eveley International...... 15 Gravel Trailers Manufacturer of Dump, Bearing, Truck and Grav Haul Trailers...... 43 Flatbed, Transfer Trailer Component and Pneumatic Tank Supplier Hardware Trailers KML Bearing Canada Inc...... 40 Manufacturer Mac Trailer Eberhard Hardware Mfg...... 17 Manufacturing...... 54 Brake Testing Equipment Heavy Duty Oil Field Manufacturer of Lite-Check LLC...... 49 Equipment and Supplies Highway Trailers Gooch Brake Equipment...... 40 United Fabrication & Welding Ltd... 52 Trout River Industries...... 17

52 Canadian Transportation Equipment Association buyer's guide

Manufacturer of Trailer Rentals Suspension Control Oilfield Equipment R&D Trailer Systems Fabmaster Ltd...... 49 Rentals Ltd...... 37 Wheel Monitor Inc...... IBC

Manufacturer of Trailer Sales Vehicle Testing Oilfield Trailers Don Laing Trailers...... 43 Innovative Vehicle Testing...... 41 Marcep Manufacturing Ltd...... 50 Krohnert Industries...... 13 Welding Education and Manufacturers of Mack Truck and Trailer Training Trucks (Canada) Parts and Repairs Canadian Welding Bureau...... 34 Mack Canada...... OBC Glasvan Trailers Inc...... 43 Please support our advertisers who Manufacturing Truck Parts and of Fasteners and Accessories help make this publication possible. Components Fort Garry Industries...... 23 Alcoa Fastening Systems...... IFC

Motor Oil Lucas Oil Products Inc...... 6

Ontario Truck Service and Repair Kemptville Truck Centre Limited.....39

Repairs and Inspections Fortress Tank Services...... 43

Service Body Manufacturer Carmikel Canada...... 13

Software Karmak Inc...... 3

Tanks, Trucks and Trailers Hutchinson Industries Canada Inc...... 43

Temporary and Permanent Staffing Drivers Overload Inc...... 43

Trailer Brake Systems Bludot Inc...... 5

Trailer Manufacturer Canuck Trailer Manufacturing Ltd...... 13 Custom Trailers...... 8 DeCap Trailer...... 43 HaulTec Trailer Ltd...... 53 Higginson Equipment...... 43 Load Line Manufacturing Incorporated...... 50 Pratt Industries...... 4 Timpte Incorporated...... 27

Trailer Parts National Trailer Parts Warehouse...... 17

Fall 2009 53