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100% SFI Certifi ed Floors Available Only From Prolam prolamfl oors.com Contents September 2016 | VOLUME 30, NO.9

7 Letters 9 John G. Smith 12 36 11 Rolf Lockwood 31 Heather Ness 33 Mike McCarron

NEWS & NOTES Dispatches

12 Locked Tight 44 14 The fight against cargo crime begins in fleet yards 14 Road to Rodeo 21 Heard on the Street 23 Trending Features 24 StatPack 12 Locked Tight 25 Pulse Surveys The fight against cargo crime begins in fleet yards, 27 Logbook and technology is playing an increasing role. By Dave Nesseth 29 Truck of the Month 36 What’s New in Used Trucks? Automated transmissions finally get their due, while In Gear the search for good pre-emissions trucks continues. By Jim Park 48 Cold Reality 51 Updated and Connected 40 ELDs: Part 3 New from Cummins Your choice of Electronic Logging Device (ELD) could have long-term compliance implications. By Jim Park 52 Flowing Forward New oils from Shell 53 Lockwood’s products 44 Race Day Transporters bring the Honda Indy to Toronto. By John G. Smith 56 Guess the location, win a hat 57 Companies in the news 46 The Great Equalizer 58 Faces Reviewing Vnomics’ True Fuel system, which rewards driving techniques rather than fuel economy. By Jim Park COVER PHOTO: BY ROLF LOCKWOOD Rodeo du Camion is a For more visit www.todaystrucking.com truck race like no other.

SEPTEMBER 2016 5 Uptime means road time. enjoy the view.

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Learn more: Uptime.VolvoTrucks.ca volvo trucks uptime services Volvo Trucks. Driving Progress Letters Logs should allow for common sense The Business Magazine of Canada’s Trucking Industry [Rolf] Lockwood’s previous commentary on “logbook cheating” repeated one of my PUBLISHER Joe Glionna two major complaints with the whole Electronic Logging Devices (ELD) issue. I don’t [email protected] • 416/614-5805 think he was referring to a return to the ’70s and ’80s, when too many people drove VICE PRESIDENT, EDITORIAL Rolf Lockwood, MCILT way beyond sensible human limits and then rewrote a new logbook on the weekend. [email protected] • 416/614-5825 Those of us with common sense (increasingly frowned upon by rulemakers) know how EDITOR John G. Smith to deal with it sensibly. [email protected] • 416/614-5812 Example: one of our customers takes the full 11-hour drive to complete a trip, and ASSOCIATE EDITOR Dave Nesseth the 14-hour window is almost gone. In the rare occasion of an unexpected delay, I [email protected] • 416/614-5813 have two choices: Drive 15 minutes beyond the legal point, or stop, if parking exists. CONTRIBUTORS: Considering that I can’t sleep in a truck stop, I think driving a little further to be guar- Steve Bouchard, Mike McCarron, Jim Park, Nicolas Trépanier, David K. Henry, Heather Ness anteed a good sleep is a better alternative to following the book diligently, and spend DESIGN / LAYOUT the next day exhausted. I thought safety was the goal here? Tim Norton, Frank Scatozza [email protected] • 416/614-5810 — Bill Cameron NATIONAL ACCOUNTS MANAGER Heather Donnelly Parks Transportation, Collingwood, Ontario [email protected] • 416/614-5804 REGIONAL ACCOUNTS MANAGER Nickisha Rashid [email protected] • 416/614-5824 Truck driving is clearly a skill Email: QUÉBEC SALES MANAGER Re: “Unskilled” and unwanted (July 2016) [email protected] Denis Arsenault [email protected] • 514/938-0639 What going on in this country? North America is crying out CIRCULATION MANAGER for experienced truck drivers. Dave Taylor had a good job, Pat Glionna 416/614-2200 • 416/614-8861 (fax) worked, paid his taxes, bought a home and all the trappings. SEND YOUR PRODUCTION MANAGER He even spoke the language, and tried [to secure] permanent Lilianna Kantor LETTERS TO: [email protected] • 416/614-5815 residency before they sent him back to the U.K. Newcom I had trucker friend who was also sent back. He also had Business Media, Kenneth R. Wilson to return to U.K. He also had a good job on longhaul, paid 451 Attwell Dr., Award Winner his taxes and bought all the good stuff that comes with life Toronto, ON in Canada. M9W 5C4 Truck driving is not unskilled, especially in this day and age. I started driving in the mid ’70s, so I’ve done my share of If we publish NEWCOM BUSINESS MEDIA INC. 451 Attwell Dr., Toronto, ON M9W 5C4 miles, and I’ve never heard of anything so stupid. You have to your letter, we’ll 416/614-2200 • 416/614-8861 (fax) have skills to drive a truck in North America. Try moving a even send you a CHAIRMAN AND FOUNDER Jim Glionna 53-foot trailer in Vancouver, Los Angeles, etc. Today’s Trucking hat as our thanks. PRESIDENT — Nick Reeves, Alberta Joe Glionna VICE PRESIDENT, OPERATIONS Melissa Summerfield CONTROLLER Family found a place in the Maritimes Anthony Evangelista Re: “Unskilled” and unwanted (July 2016) DIRECTOR OF CIRCULATION Pat Glionna It appears that the Taylor family came to Canada in 2007, the same year my family and I arrived from Germany. Today’s Trucking is published monthly by NEWCOM BUSINESS MEDIA INC., 451 Attwell Dr., Toronto, ON M9W 5C4. It is produced expressly for owners After a few months in Ontario, my wife realized that we had no future there due and/or operators of one or more straight trucks or tractor-trailers with gross weights of at least 19,500 pounds, and for truck/trailer dealers and heavy-duty to an unlucky combination of rules and processing times. So we started looking for a parts distributors. Subscriptions are free to those who meet the criteria. For others: single-copy price: $5 plus applicable taxes; one-year subscription: province with a Provincial Nominee Program that works for truck drivers and found $40 plus applicable taxes; one-year subscription in U.S.: $60 US; one-year this in New Brunswick. We moved in the summer of 2008 and I started driving for subscription foreign: $90 US. Copyright 2016. All rights reserved. Contents may not be reproduced by any means, in whole or in part, without prior written consent McConnell Transport. of the publisher. The advertiser agrees to protect the publisher against legal action based upon libelous or inaccurate statements, unauthorized use Today, all five of us are still living in the Maritimes, being happy Canadian citizens. of photographs, or other material in connection with advertisements placed in Today’s Trucking. The publisher reserves the right to refuse advertising — Rolf Huntemann, New Brunswick which in his opinion is misleading, scatological, or in poor taste. Postmaster: Address changes to Today’s Trucking, 451 Attwell Dr., Toronto, ON M9W 5C4. Postage paid Canadian Publications Mail Sales Agreement No.40063170. ISSN No. 0837-1512. Printed in Canada. Correction We acknowledge the financial support of the Government of Canada through the Canada Periodical Fund of the The headline on Jim Park’s review of the 2017 Cummins X15 (July 2016) Department of Canadian Heritage. mistakenly used the engine’s current name. Today’s Trucking regrets the error. Member

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By John G. Smith

Picture This Grab your cameras on October 12 and show us your day at work

any years ago I remember asking owner-operator Dale of that by posting images of your own by using your own Twitter Holman what kept him behind the wheel. Trucking is accounts on October 12. M no easy job, after all. The hours are long. The tasks are The potential audience doesn’t end there. We’re partnering complex and often physically demanding. Even the most com- with several of our sister publications at Newcom Business fortable sleeper will never be quite as inviting as a family home, Media, which are asking their respective readers to take pictures especially when trips drag on for days or weeks at a time. on the very same day. Transport Routier is reaching out to the “It’s the sunsets,” he told me. “I’ve seen sunsets and sunrises on trucking community in Quebec. Canadian Shipper and MM&D every horizon in North America. It’s that stuff, the moments that magazines are looking for pictures across the broader trans- the tourists never get to see.” portation, logistics and Holman wasn’t the last person to share the observation. Many “ Pictures could show warehousing sector. CARS drivers refer to what they have seen when asked to describe their will peek into service bays, favorite moments on the job. mechanics completing and L’Automobile will be Now we’re introducing the chance to share a few of these repairs, a favorite truck looking across the broader sights with our readers. automotive sector. Today’s Trucking is inviting you to grab your camera or smart- stop, your truck against Trucks play a role in phone on Wednesday, October 12 to show us your day at work an interesting back- each and every industry – and your industry in motion. that these magazines serve, Of course, we’re looking for more than roadside attractions drop, or portraits of which means that truly or landscapes. We’d like you to take pictures of people and outstanding photos could equipment on the job. Images could show mechanics completing coworkers. The choices even find themselves repro- repairs, the lunch counter in a favorite truck stop, your truck are endless.” duced by more than one of against the backstop of a port, or portraits of your coworkers. the publications. Maybe you would prefer to illustrate a challenge, such as crowded Think of it as a creative outlet, and a chance to show your peers rest areas. the sights as only those in the trucking industry can see them. The choices are as endless as your creativity. (Just don’t take Email the best picture that you take on October 12 to johng@ any pictures from the driver’s seat when a truck is in motion. newcom.ca. Entries are due by October 17. Just type “Picture Safety first.) This” in the subject line. And remember to set your cameras A long list of potential benefits awaits as well. for the highest-possible resolution. The bigger the pictures, the First, let’s talk about the cold, hard cash. We’ll pay $200 for the better they will reproduce in a magazine. best picture of the day, followed by $100 for second and $50 for Don’t worry too much about editing the photo. Our graphic art- third place. ist, Frank Scatozza, is a whiz with such things. If he can improve Even better will be the bragging rights of having your work some of our pictures, he can perform magic on any image. appear in Canada’s largest trucking magazine. We’ll publish Let’s help everyone to picture your day. TT winning photos and honorable mentions in the pages of Today’s Trucking and at www.todaystrucking.com. On Twitter we’ll share John G. Smith is editor of Today’s Trucking. images of the day with the hashtag of #InMotion. You can be part You can reach him at 416-614-5812 or [email protected].

SEPTEMBER 2016 9 © 2016 , Inc. All rights reserved. All marks are trademarks of their respective owners.

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By Rolf Lockwood

Job Security? Is the truck-driving job really at risk of disappearing in the face of automation? Well, yes, but don’t break out in a sweat just yet

river, your job is not at risk. Well, let me qualify that. But a revolution it is. Unless you’re comprehensively unable to keep ’er between A very common response to things I’ve written, first about the D the poles, you’re safe. Mercedes-Benz Future Truck 2025 back in 2014, has come from In the immediate future, at least. But in the longer term – call drivers. “Well, there goes my job,” they say, almost every time. it 20-25 years to take a wild guess – I wouldn’t bet on it. That My usual response is, “Not to worry, even these trucks need grace period will be shorter for some specific driving jobs, maybe a driver.” In fact in some jurisdictions, Germany being one, a lot shorter. For others it will be much longer. they presently need two drivers. These are ‘semi’ autonomous, It’s about automation, of course. A recent study, using meaning they can’t do it all. Canadian stats, uniquely enough, suggested that the role of truck But then there’s the experimentation with wholly autono- driver is the fifth occupation most likely to be affected adversely mous trucks in the Netherlands to ply short routes between by automation between now and 2024. At the top of that list by container terminals and warehouses. The group in North Dakota a wide margin, perhaps not surprisingly, is retail salesperson. and other near states – plus Burger flippers and cashiers are also ahead of truck driver in the The only possible Manitoba – that envisions at-risk category. driverless, tractorless, pow- Want your kid to have job security in the face of automation? conclusion to be drawn ered “trailers” running 100% Tell him or her to be a teacher or a nurse. Surprisingly, least at autonomously north-south risk is the vaguely defined retail and wholesale trade manager. is that we’re in the between automated load- Guess that person is the McDonald’s boss who comes to your aid midst of an industrial ing/unloading terminals when you fail miserably on the self-order keyboard. about 300 kilometers apart. That study, by the way, is entitled The Talented Mr. revolution. Don’t forget hyperlooping. Robot, published by the Brookfield Institute for Innovation + Drones will soon be Entrepreneurship, written by Creig Lamb. You can download ubiquitous, delivering small packages right to your door, and it via this link, which I’ve shortened just for you... http://tinyurl. eventually displacing a lot of package-van drivers. And they’ll com/ja786af get bigger. So, what’s going on with automation? Look at Local Motors, a lithe little company based in Maryland Like every other journalist on the planet, I’ve been writing and but with mini-factories all over the place. They’ve built a reading a lot about autonomous or semi-autonomous vehicles in 3D-printed, autonomous, 12-seat shuttle bus that will be on the the last couple of years. It’s not just about trucks that can drive road soon. But here’s the killer: they just won the Airbus Cargo themselves. It’s about discovering new technologies and radically Drone Challenge. Their designs are now being turned into a real- new ways to exploit the possible. life unmanned aerial vehicle that will be used to deliver cargo Looking at things from an eagle’s perch, the only possible larger than a box of books. Not huge coils of steel, not yet, but conclusion to be drawn is that we’re in the midst of an industrial freight that might otherwise move by a truck of some sort. revolution. I’m certainly not the first to observe that, not even So yeah, the driving job is safe, and will be for quite a long time close, but it’s worth stating here because most ordinary folks are overall. But not forever. TT entirely caught up in making a buck and surviving the day. When a spare hour or two appears, analyzing how the world works is Rolf Lockwood is vice-president, editorial, at Newcom Business Media. always going to take a back seat to popcorn in front of the TV. You can reach him at 416-614-5825 or [email protected].

SEPTEMBER 2016 11 Locked Tight The fight against cargo crime begins in fleet yards, and technology is playing an increasing role

By Dave Nesseth go unsolved. But police them- thieves. But something clearly Security cameras have been selves are growing frustrated had to be done. The yard is working overtime to record by the lack of yard security and based inside an area that the work of thieves in freight formal theft reports, suggesting has become known as the yards across Canada. Videos during recent trucking indus- “Shopping Triangle”, which of stolen lobsters from Nova try conferences that victims stretches through York and Scotia have twice made often keep a lid on the problem Peel Regions outside Toronto. national news this year, first to protect corporate reputa- Peel Regional Police say thefts after the ringing in of the New tions and insurance premiums. like Brampton’s six-figure Year, then again on Canada That might be changing. frozen desserts heist are part Day. Days later, at a freight As cargo crime continues to of a $500,000-per-day cargo driver can place his licence, yard in Brampton, Ontario, grow, more fleets are looking theft problem in the Greater which is then instantly thieves stole two trailers full for ways to escape what the Toronto Area. cross-referenced with the com- of frozen desserts in a crime Canadian Trucking Alliance Soon, Barber began receiv- pany’s personnel records. The that mirrored one which hit has long documented as a ing sales pitches from security box records the truck ID, time the yard a year earlier. Again, $5-billion per year problem companies about ditching the of entry, and even whether the just days later, Montreal police in Canada. security guard for a more tech- driver is wearing a safety vest. made their final arrest in a At the Penner International nology-laden approach. Last If the driver is registered on major truck theft ring caught yard in Mississauga, Ontario, year, he finally decided to give the system, a voice welcomes with merchandise worth sev- it was four stolen loads of tires Birdseye Solutions a chance. the driver by name and access eral hundred thousand dollars. that finally led the fleet to In security industry lingo is granted to the yard. If the It’s the same city where, venture into security options, the front gate box is called a visitor is a cargo thief, getting almost one year ago to the day, first opting for a real-life “telepresence”. When a driver beyond the front gate isn’t cargo thieves drove off from security guard. is ready to enter or exit the going to be quite as easy as the city’s port with a load of “They don’t really monitor yard, he leaves his truck and slipping past a guard. silver worth $10 million. the yard, per se,” says termi- stands face-to-machine with “You can’t hit him, hurt Fleets are growing frustrated nal manager Russ Barber, the box’s speakers and cam- him, or beat him up,” Birdseye by the lack of success in recov- who often worried about eras. The box photographs Solutions founder Mike ering stolen cargo, and police the older guard’s prospects the driver’s face, licence plate, Grabovica says of its secure admit more than 90% of cases in dealing face-to-face with and provides a slot where the entry system. “He’s a powerful

12 TODAY’S TRUCKING LIFESTYLE The road to Rodeo — PG. 14 —

LEGAL Euro truck makers fined for price fixing — PG. 16 —

sleeping, or injured himself Like Penner, Ryder System Birdseye Solutions systems putting out the fire. It could is another fleet that has cross-reference a driver’s have been so much worse,” decided to take a more licence with personnel records. (Photo by Dave Nesseth) he says. proactive approach against Barber was initially cargo theft. It opted to skeptical that somebody install remote-activated watching his truck yard locks on portions of its fleet through monitors across so it can arm and disarm the Atlantic Ocean could vehicle locks while keeping possibly be more effective constant contact with drivers, than having somebody phys- explains David Murray, ically on the property. He senior manager of corporate now realizes that no security security – Canada. guard could ever compete The fleet’s use of remotely with dozens of monitored activated locks impressed video feeds and a front gate Peel Regional Police sign-in box, which have Constable Chris Bertrand, together boosted the opera- who echoed Grabovica’s tional efficiency of his yard. concern that while these The system also costs less per technologies aren’t exactly hour than the security guard leading-edge, it shouldn’t be robot with a loud voice, For Barber, the new was paid. taken for granted that fleets perfect hearing, and can Birdseye system proved itself There are added benefits. have them, either. even see better at night – during a 3 a.m. fire. The team The team in Serbia also “Security is a layered a superhuman.” in Serbia was able to have watches for broken trailer effect,” added Murray. “And The entry box works in a fire department respond seals and dark taillights, an alarm is just an alarm. You tandem with dozens of cam- within seven minutes. deflated tires, and even need proactive measures that eras across a facility, all moni- “If we’d had our old securi- whether a driver is perform- work in conjunction with tored by a team in Serbia. ty guard, he could have been ing circle checks. the technology.” TT Such technology isn’t new, nor is it exclusive to Birdseye, but Grabovica believes its still Yard protection tips surprisingly underutilized. He ■ Invest in high-quality cameras that can capture details like faces and licence plates estimates that only a small ■ Run internal and external background checks on those who interact with freight percentage of fleets have ■ Park trailer barn doors against each other, restricting access to thieves opted for technology at the ■ Use berms to force traffic to follow specific routes through the yards front gate. Lately, however, ■ Use a gated entrance with ID procedures truck yards have been the ■ Ensure adequate insurance is in place fastest growing segment of ■ Keep trailers in well-lit areas his company’s business, and ■ Train drivers regularly on anti-theft measures now account for 50% of it. ■ Report thefts to police to help guard against future losses

SEPTEMBER 2016 13 Dispatches

Sylvain Noel dominated the more conventional action, with his Kenworth securing bobtail and loaded wins in Class A, and then again in the Free for All class. Reports said his truck reached 75 miles per hour (120 km-h) at the bobtail finish line. He finished third in both Free for All categories last year, also winning the Class A loaded competition. He would have been challenged by Nicholas Gagnon and his ‘Coga’ Peterbilt, but the engine blew up on Saturday and set the truck on fire. Peter Wagg’s Western Star took sec- ond in the Free-for-All loaded category. Guillaume Bergeron raced another Western Star, which used to belong to Classy in white, Eric Vallee’s fast Freightliner lifts a wheel. (Photos by Rolf Lockwood) track legend Donald ‘Baby Mad Dog’ Vachon, and took second in the Free for All bobtail final. A crowd favorite is Eric Vallee’s smooth Freightliner, much loved this The Road to Rodeo year because he’s really mastered the art of lifting the left front wheel. While he Quebec’s wild and one-of-a-kind spectacle won both Class B categories last year, he could only manage a fifth and second this By Rolf Lockwood time out. It’s all come a long way since starting The Rodeo du Camion remains a sweet, Auvinen brought several buddies over in 1981 as part of the local fishing derby. unmatched madness if you like hairy on the trip, which included some touring A dozen drivers showed their skills that trucks and ferociously competitive racing. in the U.S., and it’s probably fair to say day, a couple of hundred spectators The 36th edition of the Rodeo took that nobody had a better time in Notre- watched, and I’ll bet there were no Finns over the little town of Notre-Dame-du- Dame-du-Nord. During one break in the in sight. TT Nord, Quebec for the last weekend of action, they came down to the track and

July, swelling the population 20 times raced up the hill on foot. ▼ See full results at http://elrodeo.com/en/ over. With sunny Lake Temiskaming in the background, both bobtail and loaded trucks raced up a 7% grade in two days of elimination runs. They compete in three horsepower classes plus what’s called the Free for All competition in which any spec’ goes. As you might imagine, the wick is turned way up for those races. In the Free for All Loaded class, Sylvain In the Bobtail Free for All final race, “Loaded” means a B-train grossing Noel’s Kenworth beat Peter Wagg’s Sylvain Noel beat Guillaume Bergeron’s 63,500 kilograms – call it 140,000 pounds. Western Star. legendary ex-Vachon Western Star. The bobtail course is 550 feet long, the loaded finish line 750 feet. Rodeo du Camion Prize truck. The show-and-shine part of the event attracted some 200 trucks. The unchal- lenged star of that was a beautifully cus- tomized Mercedes-Benz Actros tanker with tank trailer all the way from Helsinki, Finland. Owned by Mika Auvinen, it’s a working truck in his 30-truck fleet, haul- ing cement, sand, and the like.

14 TODAY’S TRUCKING Because it’s not just a trailer. It’s an investment.

At Stoughton, we pay attention to the little things while minimizing the cost of ownership so your operation will be more profitable and more productive. With continuous improvement of our processes, tools and equipment, along with our commitment to develop and train our workforce, we continue to be the highest quality trailer on the road. Whether you’re headed across town or across the country, get a good investment today. Call us at 877-776-5505 or visit us at www.StoughtonTrailers.com. U.S.A. Owned & U.S.A. Made.

In-House Leasing Available Dispatches

LEGAL to comply with emissions rules. MAN (now owned by Volkswagen), Five truck makers were accused of forming a cartel. Euro truck makers Daimler, DAF (owned by PACCAR), Iveco and Volvo/Renault – which fined for price fixing together account for around nine out The European Union is fining five of every 10 medium and heavy trucks truck makers nearly 3 billion euros ($4.3 sold in Europe – had been working billion) for acting as a cartel to fix the together for 14 years, from 1997 until prices of medium and heavy-duty trucks the European Commission’s 2011 inves- and time the rollout of technologies tigation put a stop to it.

MAN alerted the European Union to the cartel’s activities and received full immu- nity from fines. Volvo/Renault, Daimler and Iveco also cooperated with regulators and had their fines reduced. Daimler faces the largest single fine, at slightly more than 1 billion euros ($1.4 billion). The total paid by all five manufactur- ers almost doubles any previous fines of this nature. Daimler’s penalty sets the record for an individual fine. Senior managers from the truck makers first met in Brussels in January DON’T LIKE SURPRISES? 1997, and for seven years met frequently, sometimes at trade shows or other events, says Margrethe Vestager, the Professional drivers know that European Union’s competition commis- CAT Scale delivers a reliable, accurate, sioner. Starting in 2004, the cartel was certified weigh with an unconditional organized at a lower level by the truck guarantee. CAT Scale is the largest producers’ subsidiaries in Germany. HAS truck scale network in the world with According to European Union officials, more than 1,725 locations in the the companies were coordinating with United States and Canada, there’s each other on increasing the gross list YOUR BACK always a CAT Scale open when your price of trucks, as well as how to respond driver needs one. to the increasingly strict European emis- sions standards, when to introduce the Find out how the Weigh My Truck App new emissions technologies required, can save your drivers time weighing. and the pricing for them. 1-877-CAT-SCALE (228-7225) “Delaying the introduction of environ- catscale.com | weighmytruck.com mentally friendly technology in agree- ment with competitors is not my idea of Now accepting: competition,” Vestager said.

16 TODAY’S TRUCKING Dispatches

LEGAL INSPECTIONS them for violations other than brakes. And 19.8% of 2,847 trailers requiring Skyway driver is Brake blitz checks 6,128 Antilock Braking Systems (ABS) record- The Commercial Vehicle Safety Alliance ed some form of ABS-related violation. banned three years placed 12.4% of vehicles Out of Service Brake-related issues accounted for 43% The driver who crashed a raised for brake violations during an unan- of Out of Service violations during the dump truck into the Skyway Bridge in nounced inspection blitz on May 4. international Roadcheck inspection blitz Burlington, Ontario in 2014 has been Inspectors checked 6,128 vehicles in in 2015. Another brake-focused inspec- sentenced to a year in prison and given a Canada and the U.S. during the brake-fo- tion campaign was held during Brake three-year driving ban. cused event, parking another 13.9% of Safety Week from September 11 to 17. TT Sukhvinder Singh Rai’s case garnered major attention after he registered almost triple the legal limit of alcohol the day of the crash, which for four days closed a major corridor between Toronto and Niagara regions. But in March 2016, Judge Fred Campling ruled the test results were inadmissible because they were collected too long after the crash. The breath test was conducted five hours after the collision, while the Criminal Code requires such tests to be completed within three hours. Following the judge’s finding, Rai pled not guilty to the five remaining charges, which included dangerous driving and mischief endangering life.

MERGERS AND ACQUISITIONS Trailcon expands western presence Trailcon Leasing has expanded its footprint in western Canada by acquiring Stewart Trailers – one of the largest welding, mobile service and trailer repair facilities in the Greater Vancouver Area. The Surrey facility features 18,500 square feet of shop space, a 4,000- square-foot building, and 15 bays sitting on three acres of land. Five additional acres are available for future expansion. Stewart Trailers employs 15, including 12 shop and mobile mechanics. Trailcon now has more than 135 employees in five Canadian branches, and owns a fleet of more than 7,000 units. Almost 100 licensed trailer technicians support an extensive mobile repair fleet, and the company reportedly www.isaac.ca/fleet services more than 10,000 customer- owned units across Canada.

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WS/MC-A-553 Specifi cations are subject to change without notice. Western Star Truck Sales, Inc. is registered to ISO 9001:2008 and ISO 14001:2004. Copyright © 2016 Daimler Trucks North America LLC. All rights reserved. Western Star Truck Sales, Inc. is a subsidiary of Daimler Trucks North America LLC, a Daimler company. Dispatches Tesla’s Trucks Elon Musk eyes commercial vehicles, defends autonomous technology

Tesla Motors CEO Elon Musk, the to allow the testing of truck platooning entrepreneur behind everything from within the state. electric cars to commercial space travel, “It is important to emphasize that is turning his sights toward more- refinement and validation of the soft- earthly commercial vehicles – an electric ware will take much longer than putting truck known as the Tesla Semi. in place the cameras, radar, sonar and Scheduled to be unveiled next year, it computing hardware,” he said. “Even is one of several initiatives he referenced once the software is highly refined and in Master Plan: Part Deux, posted online far better than the average human in late July. driver, there will still be a significant “In addition to consumer vehicles, time gap, varying widely by jurisdiction, there are two other types of electric before true self-driving is approved by vehicle needed: heavy-duty trucks and regulators. We expect that worldwide high passenger-density urban transport,” regulatory approval will require some- he wrote in the combination of blog thing on the order of 6 billion miles [10 + and mission statement. “Both are in the billion kilometers]. Current fleet learn- early stages of development at Tesla and ing is happening at just over 3 million should be ready for miles [5 million kilo-  AND TONS OF unveiling next year. meters] per day.” We believe the Tesla And Musk defends POWERFUL Semi will deliver a his company’s decision substantial reduction to deploy partial auton- EFFICIENCY. in the cost of cargo omy today. “When used transport, while correctly, it is already increasing safety and significantly safer ™ making it really fun than a person driving Detroit engines are designed to operate.” by themselves and it to deliver the best in power and Musk is not the would therefore be effi ciency, no matter which one first person with a morally reprehensible you choose. Pair it with a Detroit™ Tesla background to delay release simply transmission and axles, and you’ll to explore options for fear of bad press or have a package engineered to with electric trucks. some mercantile calcu- work together as one, backed by Co-founder Ian lation of legal liability,” a single manufacturer for greater effi ciency and profi tability. Wright left the com- Elon Musk he said. pany and launched The U.S. averages Wrightspeed, which one driving death Find out more at is about to begin producing a range- every 143 million kilometers. Musk says westernstar.com/engines extended electric powertrain known as Tesla’s system essentially doubles the the Route. It’s designed for applications average distance traveled before such like waste vehicles. (See Quite Wright: a loss. The company plans to remove August 2016.) the “beta” label once Autopilot is Musk’s post also defends autonomous considered 10 times safer than the U.S. vehicles in the wake of a May 7 fatal vehicle average. crash, where one of Tesla’s autonomous Cargo is clearly on his mind, though. Model S cars failed to recognize a white The plan was released the day after his trailer against a bright Florida sky. company SpaceX successfully delivered Missouri lawmakers cited that collision 5,000 pounds of supplies to the when recently scrapping a pilot program International Space Station. TT

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Fleets rely on it. Drivers depend on it. Dispatches

on Heardthe Street

Paul Kudla

Kudla oversees Volvo in Canada Volvo Trucks North America has appointed Paul Kudla as regional vice president for Canada to oversee com- mercial sales and marketing. Kudla joined Volvo Trucks in September 1999, first as fleet account manager and then as Darek Mowinski happily rips up a $10,000 check, because a fleet sales manager. He was he collected $50,000 for top honors. (Ryder photo) a board member of the Private Motor Truck Council of Canada for more than 20 years. “Paul Canadian named top in Ryder shops is very well-known within the Ryder System has named Darek Mowinski its 2016 Top Technician, making him first industry, and we believe his Canadian to win the North American honor that includes a $50,000 cash prize. The Ryder experience will help drive the Top Technician (Top Tech) Recognition Program has been running 15 years. After advancing success of Volvo Trucks in through three rounds of written and hands-on tests, eight finalists competed in the final round, Canada,” said Göran Nyberg, which consisted of 10 hands-on skill tests, including focuses on vehicle electronics, Preventive president of Volvo Trucks North Maintenance, and air conditioning. Other competing Canadians included Ken Bilyea of London, America. Kudla is based in the Ontario, and Chris Johnson of Vancouver, BC, who each received $10,000 as finalists. This year, Volvo Trucks Canada office in 3,220 techs participated in the first round of the competition. Mississauga, Ontario.

Bison names new COO, CAO Albrechtsen named to Bison Transport has introduced two new Order of Manitoba members to its executive team, naming Paul’s Hauling founder Paul Albrechtsen has received Trevor Fridfinnson Chief Operating the Order of Manitoba, considered to be the province’s Officer, and Mike Ludwick Chief highest honor. The fleet president and CEO immigrated Administrative Officer. Fridfinnson has been from Denmark at the age of 24 with just $50 in his pocket, with Bison for 23 years, most recently in and began working for 90 cents an hour as a field the role of senior vice president. Ludwick mechanic in Virden, Manitoba. He lived in tool sheds to has been with the fleet for two decades, save enough money to buy two trucks in two years, and and played a key role in developing oper- founded Paul’s Hauling in 1956. The bulk hauler now has ating and administrative systems. They 280 employees. Albrechtsen is also widely recognized join an executive team that includes Don for his philanthropic work. Last year the Paul Albrechtsen Streuber, executive chairman and Chief Foundation donated $5 million to support cardiac Executive Officer; Robert Penner, president; research at the St. Boniface Hospital Research Center – Damiano Coniglio, Chief Financial Officer which, combined with $2 million in previous donations, Bison Diversified; and, Jeff Pries, senior vice Paul Albrechtsen made him the largest donor in the hospital’s history. president – sales and marketing.

SEPTEMBER 2016 21

Dispatches

on Trendingg .com MACK TRUCKS Enters The VIRTUAL WORLD

MACK knows there’s always a race to be magnets and capacitive-taped button. 13-speed as it frees a Mack Granite model different and capture a buying audience’s “Through virtual reality, customers from mud on a job site, easily driving attention in brand new ways. and the general public now have the up and down a steep grade without Now, using Google Cardboard, a smart- opportunity to truly understand what having to continuously apply brakes. It phone and a Mack Trucks virtual reality it’s like to be in the cab of a Mack truck also shows a fully loaded Mack Pinnacle app, anyone can find out what it’s like to as it gets the job done,” said John Walsh, model heading up and down 15% and sit in a Mack cab and ride the road for a Mack vice president of global brand and 20% grades. virtual reality test drive. marketing. “Our trucks, when paired To experience Mack virtual reality, Mack says it is the first Class 8 Original with the mDRIVE HD 13-speed, are visit www.macktrucks.com/VR to order Equipment Manufacturer to offer a virtual unmatched in terms of power and perfor- Google Cardboard and link to the reality test drive of a commercial vehicle mance, and now we are offering everyone Mack virtual reality app. The virtual to a wide audience. The experience gives a unique experience to better demon- reality videos will also be posted to the viewers a 360-degree view of the cab interior strate this.” Mack website, but will not be as immersive just by using a cardboard cut-out viewer The Mack virtual reality experience as when Google Cardboard and the app with 45- millimeter focal length lenses, showcases the power of the mDRIVE HD are used.

Here are a few examples of tweets from around the industry this month. KEEP IN Pat Litman @pat_lit 19.2K Just witnessed a truck driver with a TOUCH gold e-cig made into a gold necklace. Followers! He’s changing the game one mile at a time. facebook.com/ If you’re not following us on DriverCheck liked a Tweet TodaysTrucking Twitter, you’re missing out Great news! @Todaystrucking John G. on some interesting discussions CTA @CanTruck Smith will be the MC at the 2017 in the world of trucking. From The ABCs of ELDs: @CanTruck Unveils ELD @TTSAOontario conference Feb 15/16 @todaystrucking regulations to product news, Animation Video & Infographic on YouTube pic.twitter.com/UDMg9BMQDw we have you covered. Make @todaystrucking Healthy Truckers @HealthTruckers your go-to social media source. Drivers eating small meals every 2 to 3 hours will keep your energy at a steady level. TodaysTrucking1

SEPTEMBER 2016 23 Dispatches

Eastern Canada StatPack www.easterncanada.cummins.com

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• Wholesale parts distribution • Retail parts sales • Engine and power generation equipment sales • Maintenance & Repair $24

Drivers have long complained about shippers with slow loading docks, but a new U.S. survey shows just how million 63% long they hurry up and wait. That’s the value of equipment Ritchie of drivers wait more The survey by DAT Solutions found that nearly 63% Bros. sold in a record-breaking of commercial truck drivers tend to wait more than Lethbridge, Alberta auction from July than three hours three hours for vehicles to be loaded and unloaded. Of 21 to 22. More than 1,600 pieces of at loading docks the 247 carriers surveyed, 54% reported typical deten- equipment and trucks exchanged tion times of three to four hours, while 9% said it was hands during the sale. About 3,250 common to be detained five hours or more. people from 32 countries registered Most of the surveyed carriers said they are seldom paid for detention, and when pay- to bid, with buyers from as far away ment is offered it does not cover the full business costs that result from the delay. Only as Quebec, Texas and Australia. 3% of the questioned carriers were paid on 90% or more of their detention claims, at a Out-of-province buyers purchased rate between $30 and $50 per hour. 31% of the equipment. Driver detention is an urgent issue that must be addressed, says Don Thornton, DAT Solutions senior vice president. “Many shippers and receivers are lax about their dock operations but it’s the carriers and drivers who are forced to pay for that inefficiency.” Carriers were often forced to turn down other loads while their trucks were detained and unavailable. Two-thirds of surveyed brokers said they paid for detention only when they could collect the fee from the shipper or consignee. The remaining one-third paid detention whenever carriers complained. www.dat.com/detention

CargoNet reported a 15% drop in cargo thefts during the second quarter of 2016, 13,431 dr vers when comparing figures to the same British Columbia’s transportation and construction industries will need to fill 110,000 period last year. It tallied 297 reports of jobs in the next decade – and truck drivers will be among those most in demand, cargo theft, identity theft, vehicle theft, according to Asia Pacific Gateway Labor Market Outlook 2016-2025. The study projects and other criminal intelligence matters 13,431 openings for truck drivers, representing 2,237 new positions. Another 2,050 across the U.S.-Canada supply chain. transportation managers will be required, largely to offset retirements. “The trucking Food and beverages were the most sector is expected to grow by 7.4%, producing just over 12,000 new positions,” the stolen cargo, while warehouse or distri- study finds. “Eighty percent of job openings are created by replacement, as 29% of bution center locations were the most today’s workforce retires.” common targets.

24 TODAY’S TRUCKING Dispatches Pu se Reader Survey

Your Electronic Logging Devices (ELDs) views The U.S. has announced plans to mandate Electronic Logging Devices (ELDs) as of December 2017. In July, the Canadian Council of Motor Transport Administrators released a second draft of technical standards for devices that on... are installed on this side of the border. We asked a panel of 80 readers how they view and use the technology.

Does your business use Electronic Do you believe Canada should mandate Logging Devices (ELDs)? Electronic Logging Devices (ELDs) in trucks?

Not applicable In ALL our trucks NO Only for known 13.8 % 20% 32.5% Hours of Service violators 13.8% We DO NOT In SOME of use ELDs our trucks YES Unsure % 51.3 % 15 % 46.3 7. 5 %

If not, why doesn’t your business use Vehicle telematics can track more than Hours of Electronic Logging Devices (ELDs)? Service. Which of the following do you track and transmit between a truck and fleet computers? We can’t find equipment that meets our needs 3 % Driver Vehicle Inspection Reports 33.8 % Cost Engine fault codes % 11.9 % 35.4 They would limit flexibility with schedules Fuel economy reports 41.5 % % 11.9 Hours of Service records 43.1 % We’re waiting for laws that mandate Electronic Logging Devices Delivery notification/status updates 43.1 % 20.9 % Other Vehicle location/geofencing 49.2 % 22.4 % Paper records meet all our needs “ I’m not interested in being 35.8 % monitored like an animal.”

Next month: Today’s Trucking Pulse surveys are conducted once per month, covering a variety of RECRUITING CHALLENGES industry issues. To share your voice in future surveys, email [email protected]. SEPTEMBER 2016 25 COMBUSTION CHAMBER BURN PATTERNS

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MackTrucks.com Dispatches

OCTOBER

L gbook 2016 12 - 14 26TH ANNUAL NATIONAL TRAILER DEALERS ASSOCIATION MEETING JW Marriott Desert Ridge, SEPTEMBER 19 - 22 Phoenix, Arizona TECHNOLOGY AND MAINTENANCE www.ntda.org 8 COUNCIL FALL MEETING ONTARIO TRUCKING ASSOCIATION Raleigh Convention Center, 13 BIG WHEELS BIKE AND CAR RALLY Raleigh, North Carolina SURFACE TRANSPORTATION SUMMIT Hockley Valley Resort, www.trucking.org/Technology_Council. Mono, Ontario aspx www.ontruck.org 22 - 29 8 - 10 66TH IAA COMMERCIAL VEHICLES NORTH AMERICAN TRAILER Hannover, Germany International Center, Toronto, Ontario DEALERS ASSOCIATION TRADE www.iaa.de/en/ www.surfacetransportationsummit.com SHOW AND CONVENTION Music City Center, 24 - 26 18 Nashville, Tennessee COMITE TECHNIQUE DE CAMIONNAGE DU ATLANTIC PROVINCES TRUCKING www.natda.org QUEBEC ANNUAL CONVENTION ASSOCIATION ANNUAL CONFERENCE Renaissance Convention Centre, Delta Hotel Beausejour, 11 - 13 Montreal, Quebec Moncton, New Brunswick NATIONAL CUSTOMS BROKERS www.ctcq.ca www.apta.ca AND FREIGHT FORWARDING ASSOCIATION OF AMERICA 26 20 - 21 GOVERNMENT AFFAIRS CONFERENCE ANNUAL CONFERENCE ON TRANSPORTATION CARRIER LOGISTICS USER Hyatt Regency, INNOVATION AND COST SAVINGS EDUCATIONAL CONFERENCE Washington, DC Aga Khan Museum, Toronto Crowne Plaza Hotel, www.ncbfaa.org www.transportconference.org White Plains, New York www.carrierlogistics.com 14 - 18 30 NATIONAL TRUCK DRIVING FLEET SAFETY COUNCIL ANNUAL 22 CHAMPIONSHIPS CONFERENCE SASKATCHEWAN TRUCKING ASSOCIATION Brantford Municipal Airport, Center for Health and Safety Innovation, ANNUAL GENERAL MEETING Ontario Mississauga, Ontario Saskatoon, Saskatchewan www.fleetsafetycouncil.com www.sasktrucking.com 18 ATLANTIC PROVINCES TRUCKING Do you have an event you’d like to see ASSOCIATION / MAINE MOTOR your listed in this calendar or on the TRANSPORT ASSOCIATION Log TRANSPORTATION SAFETY interactive online calendar? CONFERENCE events www.todaystrucking.com The Algonquin Resort, St. Andrew’s, New Brunswick Contact Dave Nesseth • 416-614-5813 • [email protected] www.apta.ca

SEPTEMBER 2016 27 Take Share entries on high-resolution Twitter with the hash tag pictures for the chance #InMotion to be published Picture this! YOUR INDUSTRY IN MOTION

GRAB YOUR CAMERA ON First prize: $200 WEDNESDAY, OCTOBER 12 Second prize: $100 and take a picture that reflects your day at work. Show the world Third prize: $50 what you do, and earn the chance to be published in participating magazines! Email entries to [email protected] by October 17. Use the subject line “Picture This.”

By submitting a photo, you are giving each of the following magazines the permission to publish the photo in one printed edition, and in an online photo gallery.

CANADIAN AUTO REPAIR & SERVICE MAGAZINE Dispatches

Truck of the Month Cemented in History THE SPEC’S This month’s choice for Truck of the Month combines a classic truck and trailer – a 1957 White Mustang and 1965 pneumatic Freuhauf. 1957 White Mustang Hutton Transport bought the truck brand new in 1957, and used it to haul flatbeds of cement around St. Mary’s, Ontario until 1970. From there it was sold for work as a shunt 128-inch wheelbase truck, hauled scrap trucks, and even moved logs. It was essentially parked and forgotten 8-speed Roadranger transmission on a farm between 1979 until 2004, when restoration work began. Hutton bought it back Hydraulic clutch and valve lifters in 2014 and finished the restoration this summer. 386 cubic-inch 462 engine with The trailer was purchased brand new as well, and hauled dry bulk cement until 1994. 150 horsepower That’s when it was converted into a water tank to control dust around a Bowmanville, Ontario terminal until 2014. It enjoyed a year-long restoration of its own and was even 6.17:1 differential ratio outfitted with a time capsule filled by company employees. TT Top speed – 80 kilometers per hour

Do you have an unusual, antique, or long-service truck to be profiled? Send your Truck of the Month ideas or photos to [email protected], or mail Today’s Trucking Magazine, 451 Attwell Drive, Toronto, ON, M9W 5C4

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It’s a (revised) date Delayed changes coming to circle checks, fuel tax reporting, and U.S. registrations. By Heather Ness

hink of the last time with a Gross Vehicle Weight today’s technological world. you attempted a Rating (GVWR) of 4,500 kilo- They are now virtually identi- T home improvement grams or more; combinations cal to the IRP recordkeeping project. Or, perhaps if you that include a vehicle with a requirements. have young children, the last GVWR of 4,500 kilograms or The IFTA change also time you had to pack them more; and buses, minibuses, includes minor tweaks to up to make an appointment tow trucks, and vehicles with the bulk fuel recordkeeping on time. Did these endeav- a GVWR of less than 4,500 requirements and the monthly ors go as planned? If you’re kilograms, but transporting summary requirements. It affects the way every anything like me, the home dangerous substances and One other part of this motor carrier interacts with improvement project took requiring safety marks. change involves audit assess- the FMCSA. twice as long and cost twice For more information on ments. If records are found Starting January 1, 2017: as much, and you were late for the new requirements, visit to be inadequate in an audit, ■ All carriers start using the that appointment. The point http://tinyurl.com/QCcircle. an IFTA auditor now has the new MCSA-1 online only form is, things don’t always go as ability to adjust the taxpayer’s (MCS-150 no longer will exist); planned and often take longer Canada/United States kilometers per liter to 1.7 ■ USDOT number will be a than anticipated. Another big change that has (or 4.0 miles per gallon), or carrier’s sole identifier; So it goes with the regula- been in progress for several reducing the reported num- ■ New entrants are subject to tory world, too. If there’s one years is the International Fuel bers by 20%. a $300 “safety registration” fee; thing that’s certain with reg- Tax Agreement (IFTA) record- ■ Evidence of financial ulatory changes, it’s that they keeping amendment. A few United States responsibility filings are take some time and there are years ago, the International Then there’s the U.S. required for new private sometimes delays. Registration Plan (IRP) was Federal Motor Carrier Safety hazmat and new exempt for- amended to clearly convey the Administration’s (FMCSA) hire carriers; Quebec recordkeeping requirements, Unified Registration System, ■ and there’s a Process Agent More than three years after whether tracking vehicle which has been more than 20 Designation (Form BOC-3) the draft regulations were mileage data on paper, or years in the making. Perhaps filing for all new motor published, Quebec recently tracking vehicle mileage data the third time’s the charm with carriers, including all new adopted a new set of vehicle using an electronic recording this rule? We can only hope. private and all new exempt pre-trip inspection “circle device such as an Electronic The system was originally for-hire carriers. check” regulations that Logging Device or Global supposed to be effective in As of April 14, 2017: will be effective November Positioning System. Since October 2015. But FMCSA ■ Evidence of financial 20. The new regulations IFTA and IRP registrants pushed back the effective responsibility filings are are modeled after National use the same mileage data to dates to September 30 and required for existing private Safety Code (NSC) Standard comply with both programs, December 31, 2016. At the end hazmat carriers and exempt 13 – Trip Inspections. The it made sense that the IFTA of July, the FMCSA extended for-hire carriers; changes are expected to help would have to follow suit. It the effective dates yet again, to ■ and, Process Agent harmonize the requirements took a few iterations of the January 14 and April 14, 2017. Designation (Form BOC-3) fil- with those other jurisdic- recordkeeping proposal to According to the FMCSA, ings are required for existing tions including Ontario, get it finalized, but it finally the delay is due to unforeseen motor carriers, including all Manitoba, Saskatchewan, passed earlier this year. delays and complications in private carriers and exempt Alberta, Prince Edward Island, The changes were effective the Infomation Technology for-hire carriers. TT Newfoundland-Labrador, July 1, 2016. development process. On Northwest Territories, and Prior to the change, IFTA’s the bright side, the admin- Heather Ness is the editor Yukon Territory. recordkeeping requirements istration has already purged of Transport Operations at As a reminder, the circle were rather antiquated and the system of 340,000 obsolete J.J.Keller and Associates. Contact check rules apply to vehicles no longer made sense in USDOT numbers. her at [email protected]

SEPTEMBER 2016 31 WHEN IT COMES TO THE ELD MANDATE, KNOWLEDGE IS THE BEST PARTNER.

Starting now, there’s one place to turn for everything you need to know about the ELD mandate. Not just the regulations, but how it can actually help you increase efficiency, profitability, and most importantly – safety.

We know ‘mandate’ is no one’s favorite word. But with PeopleNet on your side, you’ll learn how to take advantage of it.

Visit peoplenetonline.com/ELD, and start putting the mandate to work for you. peoplenetonline.com Open Mike

Big ideas for small carriers By Mike McCarron

ny event that com- Small? Act big company is on a solid finan- But the panelists also bines education and We fielded a question from cial foundation. agreed that customers and A entertainment while someone who seemed rightly When I ran MSM, I’d rath- suppliers may see factoring raising money for needy folks agitated by the lack of respect er haul three skids for $600 as a sign that you’re hard up gets my seal of approval any for small companies in this with instant payment versus for cash. day of the week. That’s exact- business. She stood up and getting $700 of 90-day money. At MSM our payables team ly what my pals at TransCore asked what a small carrier or Cash can also help build would salivate when they saw Link Logistics have been pull- broker can do to break the your margin. Carriers can that a carrier partner was ing off for the past 18 years stereotype that often paints generate cash by offering factoring. We offered better with their annual conference them all with the same brush. quick-paying programs to terms for quick payment than and charity golf tournament. The response: Small players customers. Brokers can get the factoring company. We Earlier this summer I had need to think and act like access to equipment during generated hundreds of thou- the pleasure of moderating big players. peak times by paying quickly. sands of dollars in enterprise a panel discussion at their When you’re value by using our strong shindig on carrier and freight small, you don’t cash position to grow our broker relationships. have a Chief bottom line. The goal was to provide Financial Officer real-world take-home advice to run the busi- It’s a wrap for small and mid-sized play- ness side of the Only two things disappointed ers before we all went out to freight business. me about the day. whack Mr. Titleist. Cash management First, the banter from the The speakers were among is a skill you need panel was so good that we our industry’s brightest to work on. ran out of time before we up-and-comers: Jon Saunders got to discuss one of our (Polaris Global Logistics), Factoring industry’s latest hot buttons: Michelle Arseneau (GX The panelists all contracts between freight Transportation Solutions), agreed that factor- brokers and carriers. Amazing Bob Cascagnette (Highlight ing receivables how much liability is suddenly Motor Freight), and Mike can help speed getting dumped on unsus- Fontaine (C.H. Robinson). You don’t have to have a up cash flow, and it’s a pecting carriers. Here’s what they had to say ton of revenue to be a true great strategy for managing That’s for my next column. to the golfers/transporters in business partner to your cus- large-volume, higher-risk The other thing that disap- our audience: tomers. Get out of the office. customers. pointed me was how God See your customers as people, Big, new shippers always awful I golfed. Man, did I Have a Big Mac not accounts. Be a profession- made me nervous. If you stink the joint out. Glad my The panelists agreed that, to al and you’ll earn their respect secure a daily milk run that panelist playing partners grow organically, every com- and their business. You won’t generates $40,000 a month brought their “A” game both pany needs a secret sauce. stay small for long. in revenue but has 60-day in the classroom and on Doing something better than terms, the shipper will be into the links. TT everyone else is the only real Cash advantage you for $80,000 before you see way for smaller players to cre- Most small companies can do a red nickel. Mike McCarron is the president of ate the scale necessary to get a better job managing cash. That’s a risk few small Left Lane Associates, a firm specializing customer pricing power. Cash on hand is a huge companies can afford to in growth strategies, both organic and through mergers and acquisitions. A The overall consensus advantage. You can pay your take. Selling the invoices to 33-year industry veteran, McCarron from the panelists was that bills on time (paying them a factoring company for fast founded MSM Transportation, which the “l can do anything and early is smarter), and you can cash is a better way to go, he sold in 2012. He can be reached everything” strategy just isn’t solidify your brand by show- even if it costs a percentage at [email protected], sustainable any longer. ing the industry that your of the freight bill. 416-931-7212, or @AceMcC on Twitter.

SEPTEMBER 2016 33 ON OCTOBER 13th 2016, PLEASE PLAN ON JOINING CANADA’S TOP TRANSPORTATION EXECUTIVES FOR A DAY OF EDUCATION & NETWORKING. We have created an agenda that truly addresses the many challenges facing both Shipper and Carrier executives. KEYNOTE SPEAKER

THE ECONOMY IN 2017: What Trends Will Impact your Business? KEYNOTE PRESENTATION: Changing the Way We Think about Vehicle Technology Keynote sponsored by Navistar

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SHIPPER-CARRIER ROUNDTABLE EMERGING FREIGHT TRANSPORTATION SERVICES THRIVING IN CHALLENGING ECONOMIC TIMES Jonathan Wahba Valerie McSween Ian Evans Chief Operating Officer, Vice President, Eastern Ian Evans & Kriska Transportation Region, Mactrans Associates CREATING THE SUPPLY CHAIN OF TOMORROW Group Logistics Inc. LEADERSHIP AND MENTORING IN THE TRANSPORTATION INDUSTRY REACHING NEW HEIGHTS IN YOUR LIFE AND CAREER

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Adrian Pavone Rolly Uloth Jennifer Lee Michael Leblanc Paul Kudla Mark Dienesch Paul Kretz President, Cardinal President, Partner and National Senior Vice President, Regional Vice President Senior Vice President VP, Logistics, Indigo Couriers Limited The Rosedale Group Retail and Omnichannel Retail Council of Canada Canada/Volvo Trucks Sales and Marketing Books & Music Leader, Deloitte Canada North America VersaCold Logistics Services

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Truck Sales says his customers are looking Automated Transmissions finally get for a specific type of truck and demand for them hasn’t really changed. their due, while the search continues for “Spring and fall are our busiest seasons, so that’s when we see the serious buyers good pre-emissions model trucks come out,” he says. “It often slows in the summer, but this summer it seemed to slow sooner than usual. We’re waiting for By Jim Park September when we usually see another push. That will tell us how the market Now is a pretty good time to be in the the market from that area. Until recently, it really is.” market for a used truck. That could be a was moving out as fast as it was coming in. blessing or a curse. There’s a good selec- He’s putting some of the slowdown in sales What’s hot, what’s not tion of inventory on the ground today, and to the summer doldrums, which is seasonal Dealers are reporting lots of inquiries about it’s likely to grow over the next six to 12 and predictable. good “older trucks,” particularly pre-emis- months. But that’s because, in some part “There’s still very strong demand for sions models (2007 and older), and there’s anyway, the economy is a bit slow and good used trucks in this area,” he says. “We even interest in pre-1999 models from demand for trucking service (and rates) is put good money into the trucks we get, so those apparently hoping to avoid the need off from peaks seen a few years ago. they are still commanding a good price.” for Electronic Logging Devices (ELD) in the As fleets rationalize their size, they are Things are much the same in most of U.S. They are increasingly hard to find, and dealing trucks that have come to the end Atlantic Canada as well. Norm Lewis, used good ones are almost non-existent. of their trade cycle and are not necessar- truck sales manager at Peterbilt Atlantic in “I’m getting calls for those older trucks, ily being replaced – either because of the Moncton, says he has been retailing more but it’s not realistic to expect to find one slower economy or the dearth of drivers. trucks than he wholesales. that’s worth buying,” says Taylor. “I can As those trucks enter the used truck mar- ket, dealers want to move them through quickly. That opens up buying opportuni- ties, but the buyers are in shorter supply, WHAT’S too, say several dealers around the country. “We’re somewhat at the mercy of the U.S. and they are overstocked right IN now,” says Martin Smith, center manager NEW of SelecTrucks of Toronto. “In Canada, I won’t say inventory is high, but it’s starting to creep up. Trucks are coming off lease and starting to flow in now and that will continue through next year, so we’ll see a USED pretty hefty inventory.” The influx of late-model 2012-2014 trucks gives buyers a good selection, and these trucks have proven themselves more TRUCKS? reliable than previous generations. There are lots of older models on lots as well, but some dealers are reporting a preference for “We were busy here until early August understand the concern over emissions newer and even new units. but business dropped off in the first week,” systems failures, but with a 10-year-old “In the past 12-18 months our custom- he says. “I’m seeing a lot of 2012-2014 mod- truck there’s going to be an awful lot more ers have shown a greater interest in our els. Customers are looking for older trucks, to worry about.” new trucks than the used models,” says the pre-emissions model, but there are few There’s going to be the odd guy that Vic Gupta, president of Pride Truck Sales good ones on the market. There are lots of tries to buck the system, he says, but in Mississauga, Ontario. “Some of that is those for sale privately around here, but these things are here to stay and they are about fuel economy. Some of it is about we never see them. Some of those trucks getting better. better reliability and few breakdowns.” require quite a bit of money to get them up Automated Manual Transmissions are In Regina, not far from the stumbling oil to scratch.” becoming popular, too. Dealers say the patch, Scott Taylor, president and owner of And in the specialty market of long and value deductions no longer apply because Tayson Truck and Equipment, says there tall trucks, demand remains strong. Shaun buyers a now asking for them. has been a lot of equipment coming onto Boughen, president of Upper Canada “Many customers are now asking for

36 TODAY’S TRUCKING What’s new in used trucks? automated transmissions,” says Gupta. some fear that if things do not pick up in downgrade on their trade-in, Treadway “They are harder to find in the older- September as the usually do, it could be a says. Or the very real prospect that a model trucks.” long winter. That said, if you can weather a dealer will simply not consider the truck Wide-base tires, however, are still slowdown, it’s a good time to buy. on a trade. viewed as a negative despite established “We can’t touch them here in New fuel economy and weight savings. “Many The real cost of a delete Brunswick,” says Norm Lewis, a used truck just do not want to be the first among their Disabling, defeating or outright removing sales manager at Peterbilt Atlantic, in colleagues with something new,” Gupta the aftertreatment systems from trucks Moncton. “If I hear about one, I’ll put the says. “They prefer to stick with what every- may have seemed like a good idea at the owner in touch with a wholesaler who will one else is doing.” time, but owners of such trucks are now buy them.” Interest in engines is still split between facing huge downgrades to their trade-in The only alternative in most of Canada the 13- and 15-liter engines. Taylor says values. Some truck owners took a calculat- is to sell the truck privately for off-road there is lots of interest in the bigger blocks ed risk, balancing the performance and fuel use where the regulations don’t apply or to a wholesaler that might be willing to put it back together. Some dealerships in jurisdic- tions where the new annual Periodic Motor Vehicle Inspection (PMVI) rules are not yet in place are still han- dling them, but those days are numbered. Lewis says the old annual vehicle inspection rules demand only a visual and physical inspection of the truck. If the emissions control system appears to be intact, it might pass the inspection and get a sticker. But it’s dicey. “My understanding is, if we are aware that the system has There’s a good selection of late-model used trucks been tampered with then we on the market today. A little factory warranty are not allowed to work on isn’t hard to find. It’s a good time to buy. them,” he says. “However, it’s a grey area. If we don’t know it’s been tampered with, and among his customers who are hauling economy shortcomings compared to the it looks okay, well... The rules will change heavier loads on Super-B trains. Gupta hit they would take at trade-in time, and next year, and we’ll be required to check says his customers that run into the U.S. decided disabling the system was worth it. the emissions systems functionality.” will happily take whichever engine is in the “When fuel was $4.50 a gallon ($1.20 If you’re driving a truck with a disabled brand of truck they are considering. liter) you could have made an economic emissions system, we hope you kept all It wouldn’t quite yet be correct to say case for defeating the emissions system, the bits when you took it apart. If it can that the market has adjusted and is will- but that’s certainly not true with current be made whole and functional, you’re fine, ing to accept the emissions hardware, but fuel prices,” says Kyle Treadway, dealer but if you have to take the trade-in hit, or there’s a growing resignation that it’s here principal at Utah-based Kenworth Sales pay to have it reinstalled, you’ll be hurting. to stay. Boughen says his buyers may not and former chairman of the American “We’re seeing convergence of all the be totally onboard with the idea, but he Truck Dealers Association. “And of course worst case scenarios for these guys,” usually talks them around to the reality of it is illegal to defeat the emissions system. Treadway says. “The oversupply in the the situation. “Become an expert on main- I don’t think those truck owners are sur- marketplace, the downturn in the econ- taining these systems,” he urges buyers. prised by all this, but they sure aren’t happy omy and the timing of their trade cycles “They cost a hell of a lot of money to repair, about it.” have all come together at the same time. so the sooner you learn how to operate and After having spent somewhere between And if that’s not bad enough, they now maintain them, the better off you’ll be.” $3,000 and $8,000 to have the fuel-sucking have to take the hit for the emissions The slowdown in the U.S. freight mar- emissions systems disabled, owners now system delete. They took a gamble and ket could hit Canadian carriers, too. And face the reality of a $15,000-to-$20,000 they lost.”

SEPTEMBER 2016 37 Buy, Sell, Prosper

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Beware the missing Diesel Particulate Filter. In most parts of Canada it’s illegal to sell trucks with defeated or deleted emissions systems. It’s even illegal to repair them in some provinces. BETTER Self Steer For Trailers

Q6LJQL¿FDQWO\/LJKWHU Inspect before you buy 7KDQ&RQYHQWLRQDO In bygone days, having a used truck checked by a mechanic was the thing to do. Buyers 6HOI6WHHUV worried about the condition of the brakes and tires and the wiring, and whether the transmission was filled with sawdust to mute the noise of whining, badly worn gears. Q/RQJHU/LIH While the mechanical issues remain a concern, today everyone is worried about the 'XDO'UDZ.H\ emissions system. Electronic problems associated with sensors and wiring are infinitely more difficult to predict. .LQJ3LQ Certain makes and model years of trucks and engines had some well-documented Q¶¶8S7UDYHO problems. These are easy enough to learn about through chatrooms and forums for truck owners, recall notices (though these usually only reflect safety-related problems), Q3UH6HW&DVWHU6WD\V,Q dealer and customer bulletins, and of course the experiences of previous owners. Ask &RQVWDQW$OLJQPHQW questions and do your research before you get serious about a particular truck. There were also a slew of well-documented mechanical problems associated with Q+LJKHVW/DWHUDO6WDELOLW\ certain engines, such as failing injector cups, broken Exhaust Gas Recirculation (EGR) coolers and the like. Chances are good that many of those problems have been repaired ,QFUHDVHV&RPSRQHQW/LIH by the previous owner under warrant, and may no longer pose a threat, but that is not Q,QGXVWU\6WDQGDUG always the case. Even the condition and remaining life of the Diesel Particulate Filter (DPF) are cause 6HUYLFH.LWV for concern. Depending on a truck’s previous duty cycles, the DPF may have years of life left in it or it could one regen away from the great soot pile in the sky. Q0XFK/HVV([SHQVLYH Here are a few suggestions to help steer you clear of calamity. 7KDQ&RQYHQWLRQDO ■ RESEARCH: Get as much information on potential purchases by pulling Electronic 6HOI6WHHUV Control Module (ECM) reports and reviewing maintenance histories. Used truck dealers do not always have access to this information, but Original Equipment dealers should. Be wary of a dealer that is totally uncooperative in helping you learn more about the truck. Look for evidence of particular types of problems with particular makes and model years. If you’re looking at a truck with a history of problems, you want to make sure those problems have been rectified. ■ INSPECTIONS: Arrange to have a inspected by a third-party mechanic of your choos- 233T 20K ing. A dyno check is great if you can get it, but otherwise things like overall condition and Trailer Self Steer evidence of whether or not it has been diligently maintained should help you determine if the truck is in normal or expected condition for its mileage. Don’t say you can’t afford to do these inspections. If you can’t manage the cost of an inspection, how do you expect to pay for the repairs? (PDLODUHTXHVWIRUPRUH ■ WARRANTY: It’s not impossible to find trucks with some original warranty left on LQIRUPDWLRQWR them. Such trucks will usually command a taller price, but that could be worth it. Some Original Equipment dealers can negotiate extensions on factory warranty, or secure a [email protected] new warranty from the factory. There are some reputable third-party warranties out there as well. With items like turbochargers and emissions systems costing north of $10,000 to repair, additional warranty is an option worth exploring. Even a 30- to 60-day “customer satisfaction” program can help, if you understand the terms of those offerings and don’t expect too much from them. TT

SEPTEMBER 2016 39

ing again within eight days,” says John Seidl, owner of truck safety By Jim Park consultancy Integrated Risk Solutions. “Can your vendor meet that eight-day turnaround requirement? Look for a supplier with f you’re prone to anxiety when facing a wide variety of a nationwide presence that can deliver on those requirements.” choice, such as when you’re buying a pair of shoes or a The issue of certification is a thorny one. Vendors must self- candy bar, consider asking someone else in the fleet to spec’ certify their devices, which is impossible at this time due to the I an Electronic Logging Device (ELD). There are more than lack of test procedures from FMCSA. When you buy a product 25 suppliers in the space now; by this time next year that that will eventually be listed on FMCSA’s list of certified devices, number is expected to swell fourfold. the assumption is that it will be certified. However, as Seidl points Regardless of how many suppliers eventually appear, all out, if the device is found to be non-compliant sometime down the will be offering a wide array of functionality and capability. road, probably in the course of a facility audit, it might be delisted. There is a defined set of technical performance criteria the “That would leave you, the owner of perhaps hundreds of such device must meet. Beyond that, it’s all about options, from full suites of fleet management tools, to Bring Your Own Device (BYOD) solutions and stand-alone ELDs that do little more than track and report Hours of Service records. With any potential Canadian reg- ulation still a work on progress, the already-published U.S. rule still offers plenty of guidance in the ultimate choice. The Canadian rule is expect- ed to be quite similar in function and scope, too. The Federal Motor Carrier Safety Administration (FMCSA) rules Bring Your Own Device (BYOD) providers offer ELD apps require an ELD to be hardwired to on a variety of handheld devices or tablets. the engine to record engine on and off time as well as distance, motion status and engine hours. Handheld devices such as tablets and devices, with a big collection of paperweights,” he says. “If your smartphones can meet this requirement with a black box con- device disappears from FMCSA’s list, you will have to replace nection to the truck’s data port, using a Bluetooth link to the every device in your fleet if the supplier can’t remedy the problem. device. Such devices must be mounted and secured while the Choose wisely.” vehicle is moving. Alexis Capelle, ELD program manager at Continental, echoes The device must have GPS or satellite connections that can Seidl’s concerns about choosing a vendor. He warns that data record location data at least once every 60 minutes, when the stored on the vendors’ servers has to be retained for a period of engine is started and shut down, as well as at every change of duty six months. If the vendors suffers a server problem or goes out of status, during “yard moves”, and when used for personal convey- business in the interim, what happens to your data? ance. In this mode, the accuracy of the location must be altered “Considering all that the carrier is responsible for, your choice of from one mile (1.6 kilometers) during normal operation to 10 vendor can have a serious impact on your operation,” he cautions. miles (16 kilometers) to protect the driver’s privacy. The device must also offer at least two of the following Options, options, options methods of communication with enforcement at roadside: USB, You can have it all, or almost nothing, and you can have it your web connectivity, Bluetooth, email or printouts. way. Suppliers will (and already are) offering tons of fleet man- The rule also requires certain functionality around the informa- agement options with their devices. Most vendors will provide a tion that appears on the display as well as the data file for auditing menu of options from asset tracking and dispatching integration, purposes, the ability to edit logs while retaining the original files, to fuel tax automation and critical event reporting and more. malfunction indicators, unassigned driver reports, and more. This ISAAC Instruments, for example, offers an InControl sys- information is readily available and vendors will be required to tem that pushes out emails about impending Hours of Service comply with all the requirements. It’s therefore pretty important violations as well as pictures of defects reported during pre-trip that the device you choose meets the requirement, and more inspections, notifications when drivers arrive at client locations, importantly, will keep on meeting the requirements. and scanned bills of lading for ACI documents. “If the device malfunctions or quits entirely, you will have to “Think of the ELD as a stepping stone into the larger possibilities reconstruct the previous seven day’s logs, and get the device work- offered by the system,” says Kate Rahn, director of sales and

40 TODAY’S TRUCKING ELDs Part 3: The technology

marketing at Shaw Tracking. “Before ELDs, smaller fleets might software has not been verified compliant yet, because FMCSA have been reluctant to embrace these options because of the cost hasn’t yet provided the testing protocols. and perceived complexity. Since ELDs are self-auditing, you won’t “We are currently AOBRD-compliant and we’re ELD ready,” he have to incur log auditing costs, and you now have a platform says. “When the rule takes effect in December 2017, we will push capable of delivering a host of additional functionality. We’re get- out a software update and flip on the ELD switch. Customers ting inquiries now from fleets much smaller than our traditional won’t have to do anything.” customer base because they see that the ELD gets them more If you’re looking only for an ELD compliance tool, and don’t than halfway to the table. And they are seeing benefits they never want any additional functionality and you want to avoid the expected from fleet management suites.” monthly fees associated with connectivity and data storage, One option that’s getting a lot of attention is the BYOD setup. Continental offer its RoadLog ELD. It’s a standalone system that The Bring Your Own Device providers, such as JJ Keller, offer the requires no over-the-air connectivity and therefore no monthly ELD app and the back office infrastructure to support the ELD fees. Data transfer is done via a wifi-enabled USB key or an inte- grated printer, which complies with the ELD rule. “We recently added an over-the-air model INSIDE THE called RoadLog ELD Plus,” says Continental’s Capelle. “It will be a scalable product with a full-featured back end. If you are interested in adding functionality as you grow into it, you can add features as you go.” BLACK That’s a small sampling of vendors now in the market with a hint of what they offer. Fleets need to be careful about choosing a supplier that can meet the certification standards first and fore- most, and be reasonably sure the vendor will be BOXES around in years to come to support the product. The FMCSA will not accept a failure on the ven- dor’s part for a fleet compliance problem. Your choice of Electronic Logging Device (ELD) That will be much less of a concern with the larger and established suppliers, but with the could have long-term compliance implications expected influx of new players, there are bound to be some that won’t live up to expectations. TT requirements, but customers can choose which handheld device or tablet they want to use, or they can use their existing hardware. Is an Automatic On Board “It’s a tiered offering where customers can use their own device, Recording Device in your future? and tether it to our ELD which is connected to the truck’s data With the American Electronic Logging Device (ELD) mandate port,” says Tom Reader, director of marketing for ELDs at JJ Keller compliance date fast approaching, should you be thinking and Associates. “From there, they can choose a basic standalone about investing in an Automatic On Board Recording Device e-log service, or a mid-level or premium option that offers addi- (AOBRD)? As strange as that might seem, investing in existing tional services. It depends on what the fleet wants or needs, and technology may be a safer strategy than diving directly into the what they can derive value from.” ELD pool with little previous exposure to electronic logs. Kitchener, Ontario-based BigRoad has already become a pop- With its ELD regulation, the U.S. FMCSA places a huge burden ular e-logging option with owner-operators and small fleets on the fleet to get everything correct, right from the start, from because of the ease of use. It’s a mobile app that runs on most iOS managing all the intricacies of logging on and off, to choosing or Android devices, but not BlackBerry or Windows devices at this a compliant system. Because the regulators opted to allow the point, and connects to the truck through the DashLink device. product vendors to self-certify their devices, the fleet can rely The handheld device tethers to the DashLink and the app takes only on its own knowledge of the requirements of the mandate care of the compliance issues. as well as the vendor’s word on the status of the device. If for some reason the device fails to meet the standard “We designed BigRoad to be very driver friendly, so it’s ideal for after you have already invested in a system, the onus is on you one-truck operations,” says Mike Davies, BigRoad’s vice president to get compliant anyway, even if it means replacing your entire - products. “But we also have fleets with over a thousand trucks ELD infrastructure. fully integrated into the system. Our target market is the five-to- The FMCSA has grandfathered AOBRDs until December 2019, 100-truck segment. Our electronic log app is free and any driver so fleets can buy themselves another two years by ensuring their can use it now. They will need an ELD eventually.” ELD choice is a good one by grabbing an existing AOBRD system Like many other providers, Davies says the BigRoad hardware now and preparing for the future. currently meets the requirements of the ELD rule, though the

SEPTEMBER 2016 41 ELDs Part 3: The technology

performance-based standard for e-logging devices in 2010 to prepare for an anticipat- A game of catch-up ed Canadian mandate. The first draft was completed in 2013, Canada scrambles to develop an ELD standard and intended to roughly align with the first ELD final rule published by the U.S. Despite an early start on developing an rule takes effect in December 2017. Federal Motor Carrier Safety Administration Electronic Logging Device (ELD) standard, The devices have been on Canada’s (FMCSA) in 2010. That rule was vacated Canadian regulators are now scrambling to regulatory radar since late 2007, and by the courts in August 2011 on grounds get something in place by the time the U.S. work began in earnest on a technical that it did not do enough to prevent driver coercion by carriers. It was back to the drawing board, and Canada decided to wait. “We knew the U.S. was struggling to punch out its final rule, so we felt is best ANY ROAD to wait and see what the U.S. final rule looked like before moving forward with our standard,” says Reg Wightman, chair- man of the Canadian Council of Motor ANY LOAD Transport Administrators’ Compliance and Regulatory Affairs Committee and a member of the ELD Working Group that developed Canada’s first draft standard. “The working group believes that was a justifiable position.” Canadian regulators got their first look at the U.S. final rule at the same time everyone else did – when it was published in December 2015. “We were a little frustrated that the U.S. SPEC CBX SUSPENSIONS FOR MULTI-AXLE APPLICATIONS did not involve Canada in the consultative process,” Wightman says. “I don’t know why it had to be that way. We would have SAF CBX Self-Steering Axle Suspension preferred to have been consulted rather than have the U.S. rule just land on our desk. And I think most of [the Compliance CBX Series Suspensions provide and Regulatory Affairs committee] felt that the complete package for SPIF frustration. Having said that, FMCSA is now compliant multi-axle trailer bending over backwards to help us resolve applications. With models some of the different policy issues.” ranging from 23,000 to 30,000 lbs. When the final U.S. rule emerged, along with a liftable self-steer option, Optional Air the Council of Deputy Ministers of there’s no road that can’t be traveled Disc Brakes Transportation tasked the committee, and and no load that can’t be carried with ELD working group of federal and pro- a SAF CBX suspension. vincial regulators, to determine what dif- ferences existed between it and Canada’s • Lightweight Suspension 2013 draft, and to make any changes it felt Beam Design were necessary to align the two as close- • Self-Steer Axles: 20˚-30˚ ly as possible while taking into account Wheel Cuts Canada’s regulatory needs and require-

WATCH THE P89 ments. And there were a significant num- DISC BRAKES VIDEO ber of differences. “We have the final cut of the ELD www.safholland.ca 1-519-537-3494 standard, complete with the functional © 2016 SAF-HOLLAND, Inc. All rights reserved. requirements,” says Wightman. “It was pre- sented in July to a list of industry partners

42 TODAY’S TRUCKING ELDs Part 3: The technology

the devices in their individual legislation. ELDs for their federal carriers, but they “Some jurisdictions have come out in want to make sure they are doing what’s in full support of mandatory ELDs for both the best interest of carriers operating with- intra- and extra-provincial carriers,” notes in their provinces. However, it becomes a Wightman. “Some are still just lukewarm to huge issue if some jurisdictions do not the whole idea and have made their posi- adopt the ELD mandate for intra-provincial tions known. There are still other jurisdic- carriers, too.” TT tions that have said they want to consult

with their intra-provincial stakeholders ▼ Read more about the challenges at An ambitious timetable. first. They have no problem mandating www.todaystrucking.com and other stakeholders for comment and we’re expecting those comments back by September 2, 2016.” Following one last round of face-to-face meetings with stakeholders, manufacturers and industry, the working group will take the completed final draft to the Council of Deputy Ministers of Transportation in April 2017. “This is a very ambitious timetable,” notes Wightman, “but our hope is to have the final standard approved by September 2017.” There are some significant regulatory issues still to be tackled, including how to certify the devices and whether or not to allow existing Automatic On-Board Reporting devices to remain in service beyond the anticipated start date for the ELD rule, and how to certify future ELDs. Canada’s existing Hours of Service rules allow ELDs in a limited scope provided they meet the requirements of Section 83 of the rule. Wightman told Today’s Trucking that he believes the working group will recommend that Canada adopt a grandfathering provision similar to the one in the U.S. Meanwhile, FMCSA wants vendors to self-certify their devices, but has yet to pro- vide the tools and test cases the suppliers need. Canada will also require the devices be certified, but by what means has yet to be determined. Wightman says individual jurisdictions do not want to establish their own certification processes, and Transport Canada has little appetite to function as the certifying body for the devices. Because of the regulatory structure in Canada, the federal government does not have the authority to force the provinces to accept the mandate for intra-provincial carriers. And while the federal transport minister can require ELDs for extra-provincial carriers, it would remain up to the provinces to enshrine

SEPTEMBER 2016 43

Transporters bring the Honda Indy to Toronto By John G. Smith RACE On the NASCAR circuit, support trucks are known as “haulers”. Maybe because the term just rolls off the tongue with a south- ern accent. (“We haul, y’all.”) But among DAY INDYCAR teams, the tractor-trailers that move cars and equipment from one track to the next are known as transporters. And they were in Toronto in mid July for Toronto’s Honda Indy. Teams pulled into Exhibition Place on July 13, lining 75 of the transporters inside the cavernous Enercare Center as the road track itself was finalized around them. It was just the latest stop in a series that began in St. Petersburg, Florida in mid-March, and runs until mid- September when everything concludes in Sonoma, California. The time windows are tight in this line of work. Trucks were marshalled in a stag- ing area so they could polish up and show up between 10 and 11 am. Once race day is done, they had to be loaded and back on the road within three to four hours. INDYCAR’s own support vehicles bring up the rear within five hours. “It’s like herding cats, trying to get them all there at the same time, making sure they’re all washed, making sure they’re INDYCAR teams load customized trailers into paddocks within hours, all ready to move in,” said Bill Van Zant, creating mobile engineering and service bays. (Photos by John G. Smith) director of operations for INDYCAR. “Some teams are better at it than others. The Andretti team is very good at it.” administration, tech teams, safety equip- cars, with Gross Vehicle Weights running Permanent tracks are the easiest to ment, the B-train holding 24,000 liters of between 74,000 and 80,000 pounds. Then access because they are designed to accept fuel to cover the race, and a medical trailer. there’s the truck and trailer known as RP1, trucks. Road courses like Toronto pres- He is also the go-to source for teams that which is Roger Penske’s personal office. A ent unique challenges. This year espe- run into truck breakdowns. support truck holds minibikes and golf cially. The paddocks have traditionally “Pretty well everything from the time we carts that deliver team members around been assembled outside, but a new hotel get here to the time we leave,” he says of the track. The cars themselves are stored being constructed in the downtown core the truck-related activities. As for the most in the trailers’ upper decks, each holding required another venue. And that also challenging one? “Traffic,” he says without a complete race car, a backup with a sus- meant finding new access points around missing a beat. It’s apparently a universal pension, and a spare motor. closed streets and redirected traffic. problem for truck drivers of every sort. Simply referring to the equipment as Tasks like that are left to Louis Parsons, Penske Racing is one of the largest trailers would fail to reflect the way they’re who lays out the paddock area and ensures teams on the circuit, and had six of its used. Four of them interconnect into the trucks arrive. He also has trucks of his transporters on site. Four Featherlight a single warren of offices, storage and own to move, coordinating INDYCAR’s trailers with spread axles and air ride workshops. The gearbox trailer holds seven support vehicles for business affairs, suspensions haul the equipment and workbenches and an office area where

44 TODAY’S TRUCKING Race Day the team manager defines strategies and back to Charlotte in a day or two turn,” among teams. “That starts in house with oversees daily operations. This connects Yingst says, referring to the Penske head- Roger [Penske]. He loves his trucks. He to a fabrication shop with a lathe, welder quarters in North Carolina. “For us the loves his transporters. And as you can see, and press, and storage for brakes and con- hard part is constantly watching the Hours he loves things that shine,” Yingst says, sumables. From there a passage connects of Service and projecting how the weekend pointing to the gleaming trailer doors as to the trailer with the engineering office is going to turn out as far as getting resets, just one example. and storage for parts produced in house. being able to drive the truck legally.” “They take a lot of pride in their stuff,” Anchoring the far side is the engineering And while everyone is on hand for Van Zandt agrees. “As far as INDYCAR trailer with space for four engineers and a race, the paddock areas also support goes, even the lower teams have a pretty their drivers, and double-tinted doors to unofficial show-and-shine competitions nice setup.” TT separate competing teams. Most teams divide support services for individual drivers. Gary Yingst, transport specialist for Penske Racing, thinks the combined trailers are better suited to cre- Unstoppable. Times two. ating a team atmosphere. The Penske equipment is also pulled by Meet your engine’s best friends. All year long, Freightliner Cascadias with DD16 engines, Howes Meaner Power Kleaner brings you reflecting Penske’s business connections BIG power by giving you superior cleaning with Daimler. and lubrication. Meanwhile, Howes Diesel Yingst personally drives Transporter 3, Treat puts an end to gelling while boosting but he has other roles to fill, just like every performance. Using either product on its other truck driver on the circuit. In his case own is one very smart move. Using both that means focusing on team logistics, and together? Now there’s really no running the jack for the Number 3 car. stopping you! As challenging as the races are, logistics represents a significant role for every team, especially as the transporters pass back and forth across the Canada-U.S. border. “The manifests are a bit of a hard thing because constantly you’re hauling different chassis, different tub numbers, different engine numbers,” Yingst explains. “In Iowa, we started the weekend out with a motor and ended it on not such a good note, and had to change that. So within the paperwork you have to detail in your manifest how you label all that stuff when you go across the border.” Van Zant admits that some shipments have been delayed, but nobody has ever missed a race because of it. “If a driver’s licence number is wrong, if a passport number is wrong, there’s some kind of a hiccup or inconsistency in the paperwork, it can be a red flag,” he says. “We take great detail in specifying and instructing the teams on what is needed and how to present the paperwork.” Details like that are shared through memos and an internal website, as well as driver meetings such as one held during a recent stop in Texas. Hours of Service presents another chal- 1-8001-800 GET HOWEHOWES (438-4693) • www.howeslube.com lenge, depending on how far apart the races are located. Head offices make a difference there, too. “We’re always going

SEPTEMBER 2016 45 48 Greenhouse Gas rules 51 Cummins X15 and X12 52 Shell lubricants In Gear 53 Lockwood’s products EQUIPMENT NEWS, REVIEWS, AND MAINTENANCE TIPS

VTwo runs are compared. The one with hard braking, excess idling, and gear changes The Great Equalizer at high rpms is on the left. The second near- perfect run is shown on the right.

Vnomics’ True Fuel coaxes driver toward better fuel monthly fee. There’s no display to distract efficiency and rewards good driving technique rather the driver. The box is about the size of a paperback novel and can be installed on than actual fuel economy. By Jim Park or under the dash in less than 15 minutes. I’ll skip over some of the intricacies of Since you can’t physically sit beside your also spent several hours in their test truck the back-office software, as it involves drivers all day, observing and coaching proving the system’s ability to coax rather lots of data analysis and algorithms I their driving habits and performance, than coerce me into the green zone. barely understand. Managers see only a some sort of monitoring tool can be It’s quite a simple system on the sur- very straightforward interface that shows quite useful. However, if drivers see such face, with a huge amount of functionality driver performance and historical trends devices as annoying or impeding their that fleets can use in a variety of ways. as well as current and previous trip data, ability to drive the truck, they won’t The in-truck hardware consists of a all gathered from the truck’s Electronic happily accept the intrusion. reader that plugs into the truck’s data Control Module. A technology company in Pittsford, port with a Y-cable (to keep the connec- The application can do a great deal New York has found a happy medium tion free for other applications such as more than just evaluate driver perfor- – a monitoring device that encourages Electronic Logging Devices), and collects mance. For example, it can compare drivers to do better rather than getting data on vehicle speed, power demand and truck performance and fuel consumption on their nerves or taking away drivability, engine operation. Each device is matched information and identify underperform- while providing back-office data that to the components on that particular ing or improperly spec’d trucks. helps fleets coach and instruct drivers on truck, including things like engine make Much of what makes this work so well better driving habits to save fuel. and model, ratings, transmission and is how Vnomics interprets and displays I know it works because I tried it. I rear end ratios, and tire size. It reads the data. Embedded in the system archi- recently paid a day-long visit to Vnomics, a variety of sensor data that comes off tecture are the engine’s fuel maps as well based near Rochester, New York, and the Electronic Control Unit and sends as the spec’s and ratings to help interpret saw how they had adopted the True Fuel it back to the terminal in bursts via a the data. Layered over that are driver technology from a military application. I cellular connection that’s included in the and environmental information that the

46 TODAY’S TRUCKING In Gear system uses to determine if the engine and older trucks surely won’t have it. manager who works with Vnomics’ cus- is operated as efficiently as possible. For Drivers can still influence the perfor- tomers after initial installations, told me example, the system knows if the truck mance of non-manual transmissions by he has seen drivers with scores in the low is 400 or 450 horsepower, whether it’s how aggressively they apply the throttle, 20s. I can’t even imagine how badly you empty or loaded, on flat ground or on a and that’s exactly what True Fuel is have to screw up to earn a score like that. hill. That’s all significant as the driving looking at in addition to speed and a few Run 2 was the “Good Jim” run where technique might be different in each case. other parameters. I diligently tried to keep the revs down, The system doesn’t use fuel consumed The results may not be as dramatic as accelerate gently, minimize idling, as a driver-rating parameter, but rather with a manual transmission, but it’s still skipped gears, etc. Back in my comfort potential fuel economy – given where possible to measure driver performance, zone, I did pretty well, causing the alert to you are operating on the fuel map, and apply fuel economy rankings, and estab- sound only three times for a score of 99. how close you come to using the least lish fuel bonus programs when using Incidentally, each of the three times I amount of fuel needed to generate the Automated Manual Transmissions or messed up and over-revved a gear I was required power. Among other things, automatics. talking to Ed and Ben about tires – one this immediately deflates any arguments In testing Vnomics True Fuel, I made of my favorite subjects. This was a real drivers might have about fleet fuel econ- two runs over the same course, mostly eye-opener for me. The bottom line is omy rankings being unfair because they stop-and-go driving with a little freeway that the conversation distracted me from are subject to external influences. It’s time. We were bobtailing in a leased concentrating on my shifting. I blew a really about whether or not the driver is tractor with a manual transmission (the perfect run because I let my mind wander operating the truck correctly. system works equally well on automated away from the task at hand. That really Ben Stevens, Venomics’ sales engineer and automatic transmissions, too). I don’t drove home how difficult it is to be a very explains it this way. If one driver is get- think the fact that we were bobtailing good driver. I can certainly drive properly ting 7.2 mpg (32.7 L/100 km) out of an matters because the system was watching when I’m thinking about it, but I could algorithm-determined potential of 7.5 performance, not fuel consumed. never maintain that level of concentra- (47), he’s within 4% of the target, which For the first run I put my bad driver tion all day long. isn’t bad. However, another driver might hat on and deliberately drove as poorly as “Some of the drivers in our database be getting 6.1 mpg (38.6 L/100 km) out of I could, that is, hard braking, idling too are scoring routinely in low 90s,” says a potential 6.2 (37.9). much, taking gear changes to wildly high Johannes, underscoring how good those “That driver is a lot closer to potential rpms, running in the wrong gear, etc. It drivers really are. and so is probably the better driver,” was so against my nature to drive like this And that may be the real benefit to he says. that I really had to work at it. True Fuel. A good and diligent driver gets It’s worth noting that True Fuel Following the run and lunch at the a gentle alert from a not-unpleasant works equally well with automatic or office, my score was announced as 46 out sounding beep to remind them that they automated transmissions. While some of a possible 100. I thought it would be are slipping. That’s a lot easier to take engines now provide acceleration man- much worse given how badly I was behav- than finding out at the end of the month agement programming, many still do not ing. Ed Johannes, a customer success that you blew your fuel bonus. TT

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SEPTEMBER 2016 47 In Gear

billion. The curious thing about the prom- Yves Provencher ised two-year Return on Investments is that they’re based on some technology that doesn’t even exist yet, he observed. Engine targets are to be met through optimized combustion, reduced friction, better air handling and aftertreatment, as well as waste heat recovery. Trucks themselves will need to lean on improved aerodynamics, powertrain efficiencies, idle-reducing technologies and weight. Then there are trailer gaps, wheel covers and tires to consider. For dry vans and reefers – regulated for the first time – there will be a need for enhanced aerody- namics, Low Rolling Resistance tires, tire inflation systems, and lightweighting. All of those need to be proven in com- Cold Reality puter models, which are being established through more than 2,000 simulations and Greenhouse Gas rules put uniquely 28 evaluated combinations. Canadian spec’s at risk: Provencher There are also problems there. Provencher has doubts about “coast- By John G. Smith down” tests that measure how long it takes a truck to roll to a stop. And there Plans for a second round of U.S. rules Greenhouse Gas emissions because they are still questions about how aerodynamic designed to further reduce Greenhouse are more productive, moving 20% more devices will be tested for the computer Gas emissions is threatening access to tonnes of goods per tonne of produced models that manufacturers will use when some uniquely Canadian equipment gases, he said. Aerodynamic devices can certifying equipment. Downspeeding spec’s. Such is the warning from an expert also perform better in northern climes. and downsizing is expected to reduce who specializes in third-party testing. (“Air is more dense in winter.”) emissions 1.5-4%, but it’s hard to The challenge is that the rules are The current focus on Greenhouse combine both. Governed road speeds promoting changes designed with U.S. Gases can be traced to several court deci- deliver returns, but the lost productivity operating conditions in mind, said Yves sions. In 2007, the U.S. Supreme Court is not included in the calculated Return Provencher of Quebec-based PIT Group, ruled that vehicle emissions were pol- on Investment. in a recent presentation to the Private lutants. In 2009, the U.S. Environmental Lighter weights are not generating the Motor Truck Council of Canada. On/ Protection Agency said that vehicle fuel savings that were expected, he added, off road equipment, heavy haulers, and Greenhouse Gases endanger public health noting that big weight savings are needed Long Combination Vehicles account for and welfare. Besides that, the only way to produce significant benefits. Gains a larger share of equipment in Canada to produce fewer Greenhouse Gases is to realized through waste heat recovery have than south of the border. And under the burn less fuel, and that offers carriers an also fallen short, lowering gas levels about proposed rules, manufacturers will have operating advantage. 3% compared to “great promises” that a limited number of “credits” to produce The first round of Greenhouse Gas- were initially shown. Turbo compounding things such as heavier equipment and reducing limits has been met through didn’t help as much as expected, either. aggressive tires. aerodynamics, fuel-efficient tires, lighter Provencher also has challenges with “We need those big lugs sometimes,” weights, reduced idling, and speed gov- the “prescriptive” rules that identify he said, noting how fuel-saving Low ernors. The second round of rules – to be specific components needed to meet the Rolling Resistance tires may not always be rolled out from 2018 to 2027 – will look standards. That could overlook emerging practical. Some aerodynamic devices can beyond tractors and engines alone, and technology. “What if somebody discovers be damaged in winter conditions as well. also include trailers. Overall, emissions in three years from now that we have this Provencher worries that credits may are to drop 24%, representing a 40% technology that has an advantage?” lead Original Equipment Manufacturers improvement when compared to 2010 “There’s a big fear that you’re going to eliminate or discourage “not-so-green base equipment. Changes to trailers alone to end up with vehicles that are not tech”, even though it’s needed for north- are to address 8%. fully tested,” he says. “We don’t need ern operations. But Canadian fleets are The $24 billion cost to the trucking less-reliable vehicles. We need more- already generating fewer on-highway industry is supposed to save society $230 reliable vehicles.” TT

48 TODAY’S TRUCKING In Gear

known as Evasive Maneuver Assist. That combined WABCO’s ZF tops SAF-Holland OnGuardACTIVE radar-based collision mitigation system, access, combined with Haldex’s Electronic Braking System, bid for Haldex technological competence, man- Advanced Emergency Braking agement skills and employees.” System, Electronic Stability ZF Friedrichshafen AG has out- autonomous trucks – all part Magnus Johansson, spokes- Control, and vehicle control bid SAF-Holland in the race to of a corporate vision that has man for the Haldex board, systems, which were integrated buy Haldex, which produces been dubbed “See-Think-Act”. added that: “ZF’s strong capa- with ZF’s electro-hydraulic ReAX brakes and air suspensions for This month it also acquired a bilities within electronics and power steering system. heavy trucks, trailers and buses. 40% stake in Ibeo Automotive software development as well In the prototype, a radar sen- The cash deal worth 100 Systems GmbH, to develop light as global reach and customer sor identifies moving or station- kronor (CDN $15.33) per share detection and ranging technolo- access offer an excellent oppor- ary vehicles and alerts the driver has been approved by the gy widely referred to as lidar. tunity to further develop Haldex, about impending rear-end colli- Haldex Board of Directors, and “We believe that our busi- thereby allowing Haldex to con- sions through visual, audio and values Haldex at $670 million. nesses are truly complementa- tinue its development of future haptic signals (moderate brake It is still subject to regulatory ry,” says Dr. Stefan Sommer, ZF braking system and expansion applications). If the driver deter- approval. SAF-Holland had Chief Executive Officer, referring of its current product portfolio.” mines the system can’t avoid a offered about $14.25 per share. to Haldex. “We are confident Integrated systems clearly rear-end collision by driver- Just last year, ZF purchased that we will be able to continue play a role in developing auton- initiated or autonomous braking U.S.-based TRW, and has since to develop Haldex’s market posi- omous vehicles. alone, the EMA engages to help said that it aims to provide tion under ZF ownership, thanks This summer, ZF and WABCO steer around the obstructing a full lineup of commercial to ZF’s technological leadership, demonstrated a prototype vehicle and bring the truck and vehicle systems needed for global reach and customer collision avoidance system trailer to a complete stop. TT

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SEPTEMBER 2016 49 In Gear 4. Nitrite Nitrite is present in Nitrite OAT (NOAT – Nitrite Organic Acid Technology), Hybrid OAT (HOAT – Hybrid Organic Acid Technology) or heavy-duty and fully formulated conventional coolants. Some of these coolants contain a combi- nation of both nitrite and molybdenum. Knowing whether an engine’s coolant exceeds the maximum acceptable level of nitrite or nitrite and molybdenum (no more than a combined 3,200 parts per million) helps prevent inhibitor fallout, which can lead to cavitation and degrade glycol.

5. Organic acid Organic acids are the main inhibitor in Extended Life Coolants. Diluting these inhibitors 25% by mixing coolant for- mulations or topping off with water can leave the system vulnerable to corrosion. (Photo by Jim Park) 6. Glycol Although water transfers heat, its effectiveness is limited to a specific tem- Cool Runnings perature range. The addition of glycol in a coolant offers a wider operating range 7 things tracked in a routine coolant analysis than glycol or water alone. Ethylene glycol is the most commonly used due By Cary Forgeron to its functionality and low cost. An adequate glycol range should be between 45% and 60%. Levels of glycol higher A routine coolant analysis can identify cooling system problems before they wreak than this can lead to heat transfer issues, havoc on other systems and components, significantly reducing the threat of cause additive dropout, and decrease major repairs. But what does an analysis actually track? coolant life.

7. pH 1. Silicon, boron, molybdenum high levels of either calcium or magne- pH can provide clues about internal and phosphorous sium, the laboratory will recommend chemical reactions that could lead to These “inhibitors” are used in various correcting the source water, flushing the premature failure. Without proper pH coolant formulas to maximize engine system, and using a cleaner designed levels, the coolant struggles to inhibit metal protection and control pH levels. to remove heavy metal and scale before corrosion. An adequate pH range for refilling with new coolant. conventional coolants is 8.0 to 11. 2. Calcium and magnesium In the case of Extended Life Coolant it’s These naturally occurring minerals are 3. Corrosion 7.0 to 9.5. TT often found when poor tap water is used Corrosion indicates that buffers do not to “top off” or replenish coolant levels. efficiently counter acids that are formed. Cary Forgeron of Analysts, Inc. has more When they react with silicate, sulfate or Typical sources of corrosion include: than 15 years of experience in fluid analysis, the formation of carbonate inhibitors, iron from the liner, water pump or helping clients design, implement and scale can form on hot metal surfaces. the cylinder block/head; aluminum manage oil condition monitoring programs. The scale insulates these surfaces, caus- from radiator tanks, coolant elbows, An accredited Society of Tribologists and ing localized engine overheating, cracked piping, spacer plates or thermostat Lubrication Engineers Certified Lubrication heads, and head gasket failures; clog housings; and copper or lead from Specialist (CLS), Forgeron has published radiators and oil coolers; burn valves; the radiator, oil cooler, aftercooler or several papers on oil analysis and presented and oxidize oil. When test results reveal heater core. at industry conferences around the world.

50 TODAY’S TRUCKING In Gear

it delivers what the engine maker calls “class-leading fuel economy”. Updated and Maintenance costs will be reduced by almost half over the first 800,000 kilo- meters, compared to the 2010 engine. Connected Oil-drain intervals for typical linehaul applications are extended up to 80,000 Cummins unveils 2017 X15 and X12 kilometers, and will stretch to almost 130,000 kilometers for trucks running at By Rolf Lockwood 6.5 miles per gallon (36 liters/100 kilo- meters) or higher with OilGuard – an oil Cummins has introduced its 2017 X15 addressing only the emissions/ analysis program to be introduced by heavy-duty engines and the coming X12. aftertreatment system and packaging Cummins. Fuel-filter change intervals are The new X15 replaces the ISX15, meeting factors. It has a dry weight of 2,050 also extended up to as much as 80,000 all 2017 EPA emissions and fuel-efficiency pounds (930 kilograms), which is said kilometers, and the crankcase breather standards, of course, while adding lower to be 150-600 pounds lighter than all filter is now maintenance-free. fuel consumption, extended service inter- medium-duty competitors. It sports a Diesel Particulate Filter cleaning vals, and enhanced performance across single-cam-in-head design with roller intervals have been pushed out to almost a 400-to-605-horsepower ratings range. valve train and high-efficiency intake 1.3 million kilometers. There are two configurations aligned with ports to minimize complexity. Every X15 is factory-ready to enable duty cycles, the X15 Performance Series The X15 Performance Series, rated at Over-the-Air engine programming and and the X15 Efficiency Series. 485 to 605 horsepower, aims for heavy- customization when connected to an Next year’s X15 engines will offer as haul, vocational, and emergency-vehicle approved telematics system. Advanced much as 3% better fuel economy than applications. An upgraded high-flow tools using Cummins Connected 2016 models, and up to 20% more than air-handling system gives a faster pedal Calibrations and Connected Tuning 2012 versions, Cummins said. The new platform benefits from an optimized compression ratio, air handling system, and cam profile to increase both fuel efficiency and performance capability. Look for full production to start in January 2017, with as many as 1,400 engines built in the fourth quarter of 2016. Cummins says its new X12 presents the highest power-to-weight ratio of any engine in the 10-to-16-liter class, aimed at Full production of the X15 regional-haul, intracity delivery, and voca- begins in January, but 1,400 tional trucks. The 11.8-liter engine is rated are expected to be built in up to 475 horsepower and as much as (Photo by Rolf Lockwood) the fourth quarter of 2016. 1,700 lb ft of torque, the peak coming at a low 1,000 rpm and staying there to over response for enhanced driveability at full applications mean the X15 can be adjust- 1,400 rpm, reducing the need for shifting. payload and steep-gradient climbing. ed and optimized over the air – without The new engine is based on the con- Peak torque of up to 2,050 lb ft is deliv- visiting a service bay. Meaning that a fusingly named ISG, jointly developed ered across a very wide engine rpm range, truck that’s been set up for over-the-road with Chinese partner Foton, with U.S. something drivers love. Equally strong long hauls, for example, can be re-cali- engineers taking the lead role, and used – and quiet – is the engine braking, with brated or re-tuned for stop-and-go local in China for the last two years. over 450 horsepower available at just work literally over the air, on the spot. While it will be built in the Cummins 1,500 rpm and up to 600 horsepower at The fleet manager sends the update plant in Jamestown, New York for the 2,100 rpm. to the truck from his computer at home 2018 North American launch as the X12, For linehaul and regional applications, base and the driver is then prompted to the G Series has been manufactured the X15 Efficiency Series offers ratings finalize the calibration update when he at the Beijing Foton Cummins Engine from 400 to 500 horsepower and up to next shuts down. A backup of the original Company, a 50-50 joint venture between 1,850 lb ft of torque available at 1,000 rpm. configuration is created just in case. Cummins and Foton. When integrated with the Cummins The X12 will get the same connected The X12 has been North Americanized, and Eaton SmartAdvantage powertrain, capabilities. TT

SEPTEMBER 2016 51 In Gear

a loophole in the standards that have tra- Members of the Shell team field questions during the rollout of ditionally leaned on phosphorous levels to their next generation of Rotella oil. (Photo by John G. Smith) protect catalytic converters in cars. While much has changed, the com- pany also stresses that its existing CJ-4 oils could also have met CK-4 standards. “Technically we’ve had a CK-4 product in the market for the past 10 years,” says Urbanak, referring to the Rotella T TP 15W40. Changing labels will play a big role in helping buyers to identify the difference between the CK-4 and FA-4 formulas. It begins with the API donut. One quarter of its outer ring on an FA4 label will show the designation in white type on a black back- ground, the reverse of what is in place for a CK-4. But Shell bottles of FA-4 will also come with red caps, and labels with red stripes. The name “Ultra” will help, too. Flowing Forward Needing to choose between two cate- gories of oil is a new challenge, but it has Shell unveils answers to new oil categories existed before. The CF and CF-2 oils rep- resented a split category, and an interim By John G. Smith CI-4 Plus oil was introduced before CI-4 officially made way for the CJ-4 category. Shell Lubricants has officially unveiled a Shear] between 2.9 and 3.2, we know if The new oil categories represent portfolio of products that meet pending you’re there, we know we’re going to see a significant change for suppliers. The CK-4 and FA-4 oil categories, which a difference in fuel economy.” CJ-4 oils, first introduced in June 2006, will play a key role in helping to support Shell’s figures even better the conser- have been on the market much longer 2017 emission standards and improve vative estimates of 0.5% that the North than categories which went before them. fuel economy. American Council of Freight Efficiency Much has changed since then, includ- Eager buyers were even able to tap recently said could be realized by using ing everything from new metallurgy to into the benefits of T5 10W-30 CK-4 low-viscosity oils, which help to offset the rising popularity of common-rail oils as early as last month, before the the 16% of energy that is wasted through injection systems. official December 1 rollout of American mechanical factors such as pumping And more equipment changes are Petroleum Institute labels. “We can’t and friction. coming. Brown, for example, notes that licence it as CK-4 yet,” says Matt It all represents a new decision for engine manufacturers might need to Urbanak, Shell’s primary formulator oil buyers, who will now have to choose revise ring clearances, change the nozzle on the project, “but it will be CK-4 fluid between two distinct oil categories that sizes in sprayers, and alter the bore size that’s in the bottle.” will be on shelves at the same time. in oil galleries to improve oil pressure in For customers, the new T5 10W-30 The CK-4 products will replace CJ-4 2017 equipment. synthetic blend can mean fuel economy counterparts and will all be backwards These manufacturers are also the ones gains of 1.6% when compared to a 15W- compatible. In contrast, some engine that will set related oil drain intervals, 40 benchmark, Shell says. Those results manufacturers will allow the FA-4 oils although there will be no change for lega- relied in part on fuel economy tests in to be used in older equipment, but cy engines that begin using CK-4 in place Montreal, which were overseen by PIT others won’t. Pouring a new FA-4 oil in of CJ-4, Arcy adds. Group, drawing on procedures such as a pre-2017 engine could lead to lower oil Next year the focus will be on compar- SAE J1321 tests for highway trucks loaded pressures, particularly at idle, says Dan ing the formulas to other products, and at 50%, and J1326 tests for stop-and-go Arcy, global OEM technical manager. field tests will need to be conducted on delivery applications. “Some of these engines were just not the next generation of engines. Looking “Thinner fluids produces less designed to run on this low viscosity.” further into the future, Shell is even resistance, which means less work, which Also coming in December is a new testing oils with lower viscosities than means better fuel economy,” says Chris Rotella T6 5W30 CK-4 that can be used for FA-4 formulas. Guerrero, global marketing manager. diesel and gasoline engines, and Shell says Said Urbanak: “CK-4 and FA-4 was not “At a low HTHS [High Temperature High it meets the needs of both without using the finish line.” TT

52 TODAY’S TRUCKING PRODUCTWATCH WHAT’S NEW AND NEWS FROM SUPPLIERS  For more new product items, visit PRODUCT WATCH on the web at todaystrucking.com Daimler launches Detroit DD5 Production of the DD5 engine in the Freightliner M2106 starts this fall

In October buyers will be able to buy a four-cylinder Freightliner M2 106 truck, powered by the new Detroit DD5 engine, EPA-certified to 2017 standards. A six-cylinder DD8 will arrive in 2018. The Pickup-and-Delivery world is the company’s first target with the DD5, which shares some design principles and elements with its larger DD13, DD15, and DD16 brethren. That includes diagnostic and connectivity features. The DD5 benefits over competitive engines, DTNA says, include “best in class” scheduled maintenance intervals. For short-haul Pickup and Delivery a three-year/250,000-mile engine and duces leading-edge technologies of its applications buyers will enjoy extended aftertreatment system warranty. own – such as variable cam phasing, oil and fuel-filter change intervals up The engine will first be offered in two which optimizes thermal management to 45,000 miles (72,420 kilometers). For ratings – 210 horsepower and 575 lb ft of under low-engine-load conditions and severe-duty work that will drop to a torque, and another at 230/660. Testing, improves the performance of the after- respectable 35,000 miles (56,325 kilome- says Detroit, has proven that the DD5 treatment system. This is a key benefit ters) and for easier highway work it will will provide best-in-class fuel efficiency in the Pickup and Delivery segment rise to 50,000 miles (80,470 kilometers). – 3% better than the closest competitor, where low-load stop-and-go operat- The engine has undergone extensive with more to come in the near future. ing conditions mean it’s hard to keep development work – like 3 million miles DD5 customers will get the Detroit operating temperatures high. in a 12-truck test fleet – and boasts Connect Virtual Technician remote Vocational applications will have to impressive durability with an expected diagnostics system to make service wait until later in 2018 when Power Take B10 life of 400,000 miles (about 643,750 decisions that minimize downtime. Off options and stronger horsepower kilometers). That means 10% of DD5 The 5.1-liter DD5 engine uses ratings are offered. They’ll come after pro- engines will require an overhaul after common design principles found on duction shifts from Germany to Detroit. traveling that distance. It comes with the heavy-duty platform and also intro- See www.demanddetroit.com

SEPTEMBER 2016 53 Product Watch

FLEET MANAGEMENT events to aid driver training. CONFIGURABLE REPORTS PLATFORM The platform brings data about vehi- AND ANALYSIS TELETRAC NAVMAN ANNOUNCES cle location and activity, workflow and BLUE TREE SYSTEMS LAUNCHES ITS DIRECTOR SOFTWARE PLATFORM forms, real-time maps, maintenance FLEETMANAGER.COM alerts, and safety into a single screen to serve as the nerve center for a fleet’s operation, the company says. There are also advanced capabilities such as vehi- cle diagnostics, visual dashboards, and comprehensive reporting. Director is a completely web-based application for fleets in a variety of Blue Tree Systems has announced Teletrac Navman’s new software industries, from long-haul transportation FleetManager.com, a new analytics and platform, Director, is now available to construction. information management platform where worldwide. It tracks assets and collects Teletrac Navman is also developing an fleet managers get the insights they need valuable data to enhance productivity. Electronic Logging Device feature, set to from data, regardless of source or location. Offering fuel-use tracking, messaging, launch in early 2017, which will provide It offers advanced features such as cus- and routing along with driver-behavior comprehensive Hours of Service informa- tomizable workspaces for different users, analysis tools and concise report- tion on an individual and fleet-wide level. dynamic search, advanced mapping, ing features, Director aims to help Director is based on a monthly sub- multiple ways to categorize drivers and businesses fine tune strategies and scription service – between US$30 and vehicles, and administrator configuration reduce operating costs. Its signature $100 per truck (CDN $39 and $130), options for multiple users. safety module, Safety Analytics, scores depending on features deployed – with It’s the new point of entry for Blue Tree driver performance based on company no upfront costs. customers that builds on the data ana- priorities and replays unsafe driving See www.teletracnavman.com lytics of R:COM – the company’s existing data reporting platform – and combines it with new features that are said to offer fleets faster, more accessible, and Richwil Truck Centre personalized access to their data. With Andy McLean (506) 324-3697 FleetManager.com, each user creates their richwil.com own workspace – to select the data types TRAILED BY INNOVATION they want to see, filter and sort the data, Trans East Trailers arrange how they want to see it, and save Tim Lutes (506) 854-2225 their view for their next visit. With asset FIVE transeasttrailers.com categorization, rapid drill-down through A search algorithms, and pre-defined widget U S Nova Truck Centres T R templates, users can connect assets in any H NEW E O L Bill Tait R A way they want in a highly visual way. I E (902) 895-6381 ZE D From its cloud architecture, D M ME novatruckcentres.ca ARITI FleetManager.com is easier to access East Coast International East Coast than legacy reporting systems, the Richwil Mike Lyman Richwil Trans East Gillis company says, allowing immediate access Moncton (506) 852-0992 Woodstock Baddeck eastcoastint.com from any machine at any time, anywhere Fredericton in the world. East Coast Nova Truck Gillis Truckways Inc Saint John The Blue Tree platform is said to New Glasgow Duncan Gillis Truro (902) 295-2000295-2000 reduce fuel costs, improve driver and East Coast vehicle performance, automate Hours Nova Truck gilgillistruckways.comlistruckways.com Halifax of Service management, and protect temperature-sensitive cargo addressed under the Food Safety Modernization Act. In-cab products provide tempera- ture monitoring, driver communication, turn-by-turn truck-specific navigation, and vehicle inspection reporting, on any Android device. See www.bluetreesystems.com

54 TODAY’S TRUCKING Product Watch Diesel MOBILE TRAINING APP MEDIUM-DUTY RETREAD Price Watch CARRIERSEDGE OFFERS DEDICATED MICHELIN’S NEW RETREAD FOR APP FOR TRUCK DRIVER TRAINING MEDIUM-DUTY DELIVERY VEHICLES CarriersEdge recently launched an Michelin North America (Canada) Apple/Android mobile training app has introduced the MD XDN2 Pre- for truck drivers. It can be used to Mold retread for regional medium-duty Price (+/-) Excl. CITY cents per litre Previous Week Taxes access the company’s complete library vehicles with 19.5-inch wheels. It’s a WHITEHORSE 107.9 0.0 91.6 of orientation and refresher courses drive position retread, suited to food VANCOUVER * 112.6 -1.6 69.5 VICTORIA 106.8 0.2 71.5 and knowledge tests, as well as custom and beverage, parcel package, and PRINCE GEORGE 103.3 -1.2 71.7 KAMLOOPS 102.1 -0.8 70.6 content from trucking companies. Pickup and Delivery KELOWNA 103.3 0.3 71.7 FORT ST. JOHN 105.7 -0.4 74.0 Ontario-based, the company offers applications ABBOTSFORD 102.5 -1.4 71.0 YELLOWKNIFE 107.9 0.0 89.7 courses on defensive driving, winter faced with tough CALGARY * 90.4 -0.9 69.1 driving, Hours of Service and logbooks start/stop and RED DEER 88.4 -0.3 67.1 EDMONTON 90.1 1.9 68.8 (in the U.S. and Canada), cargo secure- curbing conditions. LETHBRIDGE 91.9 0.0 70.5 LLOYDMINSTER 88.7 -0.9 67.5 ment, hazardous materials, recogniz- The MD XDN 2 features an 18/32- GRANDE PRAIRIE 90.0 -0.3 68.7 REGINA * 93.6 -0.2 70.2 ing and preventing fatigue, among inch tread depth for 190/200 tread SASKATOON 92.3 -0.5 68.9 PRINCE ALBERT 94.1 0.0 70.6 other topics. sizes and a 20/32-inch tread depth MOOSE JAW 93.7 0.2 70.2 Features of the mobile app include for 210/220/230 tread sizes. The tread WINNIPEG * 93.8 -1.1 71.3 BRANDON 95.7 0.6 73.1 push notifications so fleets can notify design minimizes internal casing tem- TORONTO * 89.7 -1.7 61.1 es. The Canada average price is based on the relative weights of 10 cities (*) OTTAWA 89.1 -1.7 60.5 drivers of new training assignments perature to contribute to a longer cas- KINGSTON 88.9 -0.5 60.4 PETERBOROUGH 88.5 -1.4 60.0 or when deadlines for completing ing and tread life. Wide, open-shoulder WINDSOR 88.5 -0.6 60.0 LONDON 91.3 -1.4 62.5 courses are approaching. The app also grooves provide outstanding wear, SUDBURY 89.7 -2.3 61.1 SAULT STE MARIE 95.8 -0.8 66.5 simplifies access for drivers. Once the says Michelin, and full-depth sipes are THUNDER BAY 99.8 -0.6 70.0 app is installed, drivers stay logged in claimed to deliver excellent traction. NORTH BAY 92.5 -0.2 63.6 TIMMINS 98.8 0.0 69.2 and don’t have to remember a pass- See www.michelintruck.com HAMILTON 91.2 -0.5 62.4 ST. CATHARINES 89.0 -1.3 60.5 word. Resuming training is as simple BARRIE 87.7 -2.1 59.3 BRANTFORD 88.3 -1.5 59.8 as tapping an icon. NEW BANDAG GUELPH 88.9 -1.0 60.4 KITCHENER 88.8 -1.0 60.3 See www.carriersedge.com DRIVE TREADS OSHAWA 86.9 -2.2 58.6 MONTRÉAL * 96.0 -1.6 59.3 BRIDGESTONE INTRODUCES QUÉBEC 96.6 -1.1 59.8 AFFORDABLE DR 5.3 AND DR 4.3 SHERBROOKE 94.0 -2.6 57.5 TOUGH MIXED- GASPÉ 95.4 -1.3 62.6 SERVICE TIRE DRIVE RETREADS CHICOUTIMI 92.0 -1.3 59.6 RIMOUSKI 96.3 -1.3 61.5 GOODYEAR ARMOR MAX PRO GRADE Bridgestone offers two new Bandag TROIS RIVIÈRES 95.8 -1.5 59.2 DRUMMONDVILLE 97.1 -1.6 60.3 MSD FOR RUGGED APPLICATIONS retreads, rounding out a trio of pat- VAL D’OR 92.7 -4.1 60.2 GATINEAU 95.6 -0.6 59.0 Goodyear Tire and Rubber has terns designed to balance performance SAINT JOHN * 94.4 -3.0 56.6 FREDERICTON 96.4 -2.9 58.3 introduced its all-new Armor Max and affordability. The DR 5.3 and DR MONCTON 95.7 -3.2 57.7 Pro Grade MSD tire for construction, 4.3 retreads for drive axles help deliver BATHURST 97.0 -2.8 58.9 EDMUNDSTON 97.2 -1.8 59.0 cement, dump, and longevity and long-term value without MIRAMICHI 97.1 -2.9 58.9

CAMPBELLTON 96.5 -2.8 58.4 V-Volume Weighted. (+/-) indicates price variations from previous week. Diesel includes both full-serve and self-serve pric coal-field trucks. a premium price tag, the company SUSSEX 95.4 -2.7 57.5 • WOODSTOCK 100.3 -1.4 61.7 It’s said to build on says. They’re available now. HALIFAX * 84.8 -2.8 54.3 SYDNEY 88.9 -2.3 57.9 the Goodyear G177, The new treads follow the TR 4.1 YARMOUTH 86.5 -2.8 55.8 TRURO 85.6 -2.7 55.0 while providing trailer pattern introduced late last year KENTVILLE 85.0 -2.7 54.5 NEW GLASGOW 85.6 -3.4 55.0 Prices as of August 9, 2016

enhanced traction The Bandag DR 5.3 closed-shoul- • CHARLOTTETOWN * 95.5 0.0 59.6 and miles to removal. der drive pattern for over-the-road ST JOHNS * 104.0 -2.9 64.9 GANDER 106.6 0.1 67.2 It’s available with applications is said to feature a robust, LABRADOR CITY 123.3 -3.0 81.7 CORNER BROOK 104.0 -2.9 64.9 Goodyear’s DuraSeal solid shoulder for long tread life and GRAND FALLS 106.6 -2.9 67.2 Technology, which in uniform wear with an aggressive lug CANADA AVERAGE (V) 95.0 -1.5 64.3 the repairable area of pattern for strong traction. its tread instantly seals nail punctures The Bandag DR 4.3 open-shoulder up to 1/4 inch in diameter. The Armor drive pattern for on- and mild off- Updated prices at www.kentgroupltd.com Max Pro Grade MSD also boasts a road applications also features a wide HIGH PERFORMANCE premium-quality casing for enhanced center rib for stability and even wear ENGINE OILS retreadability, says Goodyear. with an open shoulder that provides Currently the tire is available in strong evacuation and traction in total-canada.ca 11R22.5, 11R24.5, and 12R22.5 sizes, all adverse weather conditions, along with Load Range H. a strong grip for chains. See www.goodyeartrucktires.com See www.bandag.com

SEPTEMBER 2016 55 Product Watch

ALLISON 4700 IN T880 maximum speed control for maneuver- pany’s standard lifetime warranty. KENWORTH T880 SHORT-HOOD MODEL ability in steep and difficult terrain, or Included are upper and lower lum- NOW AVAILABLE WITH ALLISON 4700 RDS with mixer trucks that move slowly while bar support; a 135-degree swivel base pouring concrete for street curbs or that allows the driver to spin the seat other projects in confined spaces. inboard if they want access to the cab; By coupling the Allison 4700 RDS and numerous adjustments built into with the PACCAR MX-11 and the T880 the seat to ensure comfort for every body short hood, Kenworth says truck oper- type, the company says. ators get a truck with a lighter Gross Drivers can also choose a heated or Combination Weight and an additional cooled backrest and seat cushion, along six inches of body space on the chassis with a revitalizing massager. for more payload. See www.minimizer.com/product/ See www.kenworth.com and long-haul-series For demanding vocational applications, www.allisontransmission.com Kenworth now offers the seven-speed Allison 4700 Rugged Duty Series fully MINIMIZER OFFERS automatic transmission with the 116.5- NEW SEATS inch-BBC Kenworth T880 short hood. A NEW LINE OF TRUCK SEATS The 4700 RDS is available with the MADE BY ISRINGHAUSEN PACCAR MX-13 engine as well as the Minimizer, better known for fenders and MX-11, which provides a 400-pound mudflaps, is adding to its product line with weight saving over the 13-liter engine. heavy-duty truck seats. It partnered with The transmission is said to improve Isringhausen to produce a truck seat built driveability, allowing truck operators to a high standard, the company claims. to creep slowly and perform other low- The Long Haul Series consists of six speed maneuvers. This suits it to ready- different seats, all equipped with 14 stan- mix applications where drivers require dard features. They come with the com- YOU CAN’T GET THERE FROM HERE

Many readers correctly identified our August mystery location as Kelowna’s William R. Bennett Bridge, a 1,060-meter pontoon bridge built in 2008 over Okanagan Lake. Congratulations to hat winners like Randy Besharatin in Winnipeg, Darrin Taylor of Ontario, and Gord Procyk in Saskatchewan. Our September contest item is now ready for your guesses. What and where is this photo, dear readers? If you think you know, contact Today’s Trucking associate editor Dave Nesseth at 416-614-5813. You can also reach him by e-mail at [email protected]. Please remember to include your address details so we can send your prize.

August Answer: YOU CAN’T GET THERE FROM HERE Kelowna’s William c/o Today’s Trucking Magazine R. Bennett Bridge, a 451 Attwell Drive, Toronto, ON M9W 5C4 1,060-meter pontoon Phone: 416-614-5813 • Fax: 416-614-8861 bridge built in 2008 Or email: [email protected] over Okanagan Lake. P.S. If you call your answer in, don’t forget to leave your contact details!

56 TODAY’S TRUCKING National Advertisers

Cat Scale 16 Howes Lubricator 45 SAF Holland 42 www.catscale.com www.howeslube.com www.safholland.ca Cummins Canada 24 Imperial Oil 20 Shell 8 www.cummins.com www.mobildelvac.ca www.shell.ca/rotella Deloupe 54 International Truck & Engine 10 Stoughton Trailers 15 www.deloupe.com www.InternationalTrucks.com www.StoughtonTrailers.com Detroit Diesel Engines/ Isaac Instruments 17 Surface Transportation Summit 34-35 Western Star 19 www.isaac.ca www.surfacetransportationsummit.com www.westernstar.com/engines Today’s Trucking 32 (split ad) Eaton 49 Mack Trucks 26 www.todaystrucking.com www.ultrashiftplus.com www.macktrucks.com Total Canada Inc. 55 Eberspaecher 43 PeopleNet www.total-canada.ca www.eberspaecher-na.com Communications 32 (split ad) Transbroker 47 ExpoCam 30 www.peoplenetonline.ca www.transbroker.ca www.expocam.ca Peterbilt Back cover Truck & Trailer 38 Freightliner Cover – Gatefold www.peterbilt.com www.freightlinertrucks.com www.trackandtrailer.ca Prolam 4 Great Dane Trailers 59 Volvo Trucks North America 6 www.prolamfloors.com www.greatdanetrailers.com www.volvotruckscanada.com Hino 22 Ridewell 39 Western Star 18 www.hinocanada.com www.ridewellcorp.com www.westernstar.com

COMPANIES IN THE NEWS

A H R Allison ...... 56 Haldex ...... 49 Ritchie Bros...... 24 Analysts, Inc...... 50 Highlight Motor Freight ...... 33 Ryder System ...... 13, 21 Apex Specialized Rigging and Moving ...... 21 Hutton Transport ...... 29 S Arnold Bros...... 58 I SAF-Holland ...... 49 Automotive Systems ...... 49 INDYCAR ...... 44 SelecTrucks of Toronto ...... 36 B Integrated Risk Solutions ...... 40 Shaw Tracking ...... 41 Bandstra Transportation Systems ...... 21 ISAAC Instruments ...... 40 Shell Lubricants ...... 52 BigRoad ...... 41 Iveco ...... 16 Stewart Trailers ...... 17 Birdseye Solutions ...... 12 J T Bison Transport ...... 21 JJ Keller...... 31, 41 Tayson Truck and Equipment ...... 36 Blue Tree Systems ...... 54 K Teletrac Navman ...... 54 Bridgestone ...... 55 Ken Johnson Trucking ...... 21 Tesla Motors ...... 19 C Kenworth ...... 56 Trailcon Leasing ...... 17 Canada Cartage ...... 21 Kenworth Sales ...... 36 L TRW ...... 49 CargoNet ...... 24 U CarriersEdge ...... 55 Left Lane Associates ...... 33 M Upper Canada Truck Sales ...... 36 CH Robinson ...... 33 V Coastal Pacific Xpress ...... 21 Mack Trucks ...... 23 Vnomics ...... 46 ColdStar Solutions ...... 21 MAN ...... 16 Continental ...... 40 Michelin North America (Canada) ...... 55 Volkswagen ...... 16 Cummins ...... 51 Minimizer ...... 56 Volvo Trucks North America ...... 21 D O Volvo/Renault ...... 16 W DAF ...... 16 Ocean Trailer ...... 21 Daimler ...... 16 P WABCO ...... 49 DAT Solutions ...... 24 PACCAR ...... 16 Wrightspeed ...... 19 Detroit ...... 53 Paul’s Hauling ...... 21 Z F Penner International ...... 12, 58 ZF Friedrichshafen AG ...... 49 Foton ...... 51 Penske Racing ...... 44 Freightliner ...... 45, 53 Peterbilt Atlantic ...... 36 G PIT Group ...... 48 Goodyear Tire and Rubber ...... 55 Polaris Global Logistics ...... 33 GX Transportation Solutions ...... 33 Pride Truck Sales ...... 36

SEPTEMBER 2016 57 Faces

This year's national truck driving championships are scheduled September 14-18 at the municipal airport in Brantford, Ontario.

David K. Henry has competed in 10 driving competitions, and fallen outside the Top 3 only twice.

Course corrections There are lessons to learn during driving championships By David K. Henry

In 1994 I was driving for a small I found myself applying the competition’s weaving in and out of pylons on both Winnipeg-based carrier when asked lessons to my daily job. sides of the truck, so knowing your off- whether our company should enter Defects on the course are created by track is critical. The back of the trailer on upcoming provincial truck driving inspectors who are amazing at hiding your blind side is just a distant memory. championships. After replying it would little things that can cost you a first-place Back on the job after a competition I be a great idea, I was told that I would showing. Are you able, under pressure, to find myself paying even more attention personally compete in the tandem- spot a mud flap that is a half inch shorter to the little details when maneuvering my tandem class. than the other? How about a knot in the rig. How much is my off-track in this sit- That wasn’t exactly what I had seatbelt hidden behind the window cur- uation? Can I back in off the street with planned. tain? One pin on the sliding bogeys isn’t only one pull-up so traffic can get by me? I was more than a little conflicted. I fully engaged, a rock is jammed between Sure, I’ve been an OK driver. I grew had grown up competitive by nature, the duals, a crank handle is not locked in up farming and pulling wide machinery but when returning to trucking after a place. They all serve as reminders to con- through narrow spaces. But without a near-fatal farm accident I had vowed duct daily pre-trips with a discerning eye. doubt, competitions have improved my to take time to enjoy life. Could I be The written exams also reflect skill level. I have met some great drivers competitive anymore? the stuff we need to know but rarely and industry ambassadors, and I’ve While I was clearly a rookie when revisit. What is the adjustment limit enjoyed the chance to have family and showing up for the competition, an on a Type 30 brake chamber? (That’s 2.5 friends see me at work. Arnold Bros. driver took the time to chat inches.) The details matter. I’ve never I’ve now competed about 10 times, about what to expect during the driving met a roadside inspector who will accept and fallen outside the Top 3 only twice. portion. In the tandem-tandem event, “I don’t know” as an acceptable answer A first-place finish still eludes me, but the two-thirds of my competitors were for- to their questions. benefits of competing remain. mer champs. My unofficial mentor, a The road courses themselves are cer- As for the first competition in 1994? former champ himself, pointed out that tainly tough. Inches, not feet, count here. I remember that I beat the driver who anyone could win. It was meant to be a The clover leaf obstacle for Super Bs, mentored me by one spot. And I’ve fun day. And he was right. and the serpentines for all other classes, followed his example with a willingness When I returned to the competitions are the ones I watch closest. Only two to mentor those who might become a little over a decade ago, after joining drivers out of close to 50 performed that champions themselves. Penner International, I decided to take maneuver with no issues during this Even if it means they might beat me the competitions seriously. It’s also when year’s Manitoba competition. It involves by one spot. TT

58 TODAY’S TRUCKING For more than a century, Great Dane has delivered unparalleled American- made products. As the times have changed, our products have changed too, incorporating smarter technology, greater innovation and better customization. But running through every refrigerated and dry freight trailer, every flatbed and every truck body we make is one thing that will never change: our commitment to helping you get the job done. Let’s go.

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