Cteathe Official Publication of the Canadian Transportationtoday Equipment Association a History of Service and Innovation a Future of Limitless Opportunity

Fall 2008

CTEAThe official publication of the Canadian TransportationToday Equipment Association A History of Service and Innovation A Future of Limitless Opportunity

Tran ian spor ad ta n t a io C n th AnniversaryE q u on 45ip ati i ment Assoc

1963 MA S KING EAR 2008 A DIFFERENCE FOR 45 Y Canada Post Mail Publications Agreement Number: 40609661

messages • messages in french Fall 2008 contents CTEA TODAY Published For: The Canadian Transportation Equipment Association 16 Barrie Boulevard, Unit 3B St. Thomas, Ontario N5P 4B9 Tel: (519) 631-0414 Fax: (519) 631-1333 [email protected] www.ctea.ca

CTEA Staff: Donald (Don) E. Moore, P. Eng. Executive Director [email protected] G. Allan Tucker Director, Membership Recruitment and Retention [email protected] Lynn Eden Director of Administration and Member Services [email protected] Eddy Tschirhart, C.E.T. Director of Technical Programs [email protected] ON THE COVER: Stan Delaney Communications Administrator [email protected] 20 R unning the Regulatory Gauntlet: The Path to Commercial Reid Tucker Vehicle Compliance in Canada Association Services The photos on the cover, which are mirrored here, are (top row, left to right): a typical vehicle built by a [email protected] CTEA Member; a draw bar pull test for parking brake compliance CMVSS 121; and a CTBEA meeting CTEA Board: from the late 1970s. (Bottom row, left to right): a hands on demo of a truck chassis system; a typical Butch Medemblik, P. Eng. vehicle built by a CTEA Member; a workshop session at the Nova Scotia Community College. President Dave Kell Past President Brian Ahrens FEATURES: Director Suzy Léveillé 32 Weathering the Storm Director Steve McManus 35 Strategic Enforcement: Q & A Director John Michel 37 Application Stratégique - Director Q et R John Procter Director 39 Fact-Based Decision Making: Brian Scales Looking Before You Leap Director Jeff Sims Director 41 Rear Impact Guards For Straight Trucks? Tibor Varga Director Fall 2008 7

messages • messages in french Fall 2008 contents Published by: Matrix Group Inc. MESSAGES: Publication mail agreement Number: 40609661 11 A Message from the Return undeliverable Canadian addresses to: CTEA President, 52 Donald Street Winnipeg, MB R3C 1L6 Butch Medemblik | Toll Free Phone: (866) 999-1299 Message du Président Toll Free Fax: (866) 244-2544 l’AETC [email protected] www.matrixgroupinc.net Butch Medemblik President & CEO Jack Andress 17 A Message from the CTEA Executive Senior Publisher Maurice P. LaBorde Director, Don Moore [email protected] | Message du Directeur Publisher & Director of Sales exécutif l’AETC Don Joe Strazzullo Moore [email protected] Photos to your right: Joint Editor-in-Chief meeting of CTBEA/TBEA (USA), Shannon Lutter late 1960s. Halifax Town Hall government presenters from [email protected] Transport Canada, including Finance/Accounting & Administration representatives from Nova Scotia, Shoshana Weinberg, Pat Andress, New Brunswick, Quebec and Nathan Redekop Ontario. [email protected] Director of marketing & circulation Shoshana Weinberg DEPARTMENTS: Sales Manager 43 Regulatory Report | Rapport sur la Neil Gottfred réglementation Sales Team Leader Declan O’Donovan 46 Member Profiles Matrix Group Inc. Account Executives 46 Eveley International Corp. Albert Brydges, Davin Commandeur, Miles 47 Lethbridge Truck Equipment Meagher, Ken Percival, Peter Schulz, Vicki Sutton, Jim Hamilton, Declan O’Donovan, Jessica Potter, Bruce Lea, Kevin Harris, 49 Tools of the Trade Brian Davey, Rick Kuzie Layout & Design 51 News and Views J. Peters Advertising Design James Robinson ABOUT CTEA: ©2008 Matrix Group Inc. All rights reserved. Contents may not be reproduced by 55 Why Should Membership in the CTEA be any means, in whole or in part, without the Retained? prior written permission of the publisher. 57 CTEA Membership Application

58 The Benefits of a CTEA Membership

61 Buyer’s Guide

Fall 2008 9

president’s message | le message du président

A Legacy to Last a Lifetime Un héritage pour toute une vie

Welcome to the reincarnation of CTEA Bienvenue dans cette nouvelle ver- Today. The Board at the Canadian Transporta- sion de L’AETC aujourd’hui. Le conseil d’ad- tion Equipment Association (CTEA) is very ministration de l’Association d’équipement de pleased to support the efforts of our staff and transport du Canada (AETC) appuie avec grand the staff at Matrix Group Inc., who are working plaisir les efforts déployés par notre personnel together to re-launch this valuable magazine! In et les employés de Matrix Group Inc., qui tra- many ways this issue is an education for both vaillent ensemble pour lancer une nouvelle ver- Members and non-members as to what CTEA sion de ce précieux magazine! À bien des égards, is, where the Association has come from and la rédaction du présent numéro a été, autant to some extent, where it is going. Further to Butch Medemblik pour les membres que pour les non-membres, this message, I have been asked as the current un cours accéléré sur l’AETC, ses origines, sa President of CTEA to give a Member’s percep- President, CTEA nature et, dans une certaine mesure, ce que tion of who and what CTEA is, and the benefits l’avenir lui réserve. On m’a demandé, à titre companies receive from being a Member over the long-haul. de président actuel de l’AETC, de donner la perception d’un So, for this issue, I will take you back to March 1993. As a membre ordinaire de ce qu’est l’AETC et des avantages que les fairly new engineer I was sent on behalf of Walinga Inc. to a compagnies retirent à long terme de l’adhésion à l’Association. meeting called by the CTEA at the Novtel - Toronto Airport En conséquence, dans ce numéro, je vous invite à revenir en to discuss a hot “new” topic…CMVSS compliance. Trans- arrière, à mars 1993. J’étais alors un relativement jeune ingé- port Canada (TC) had recently challenged the CTEA, its nieur et j’ai été envoyé, au nom de la compagnie Walinga Inc., Members and the industry in general with Road Safety Bul- à une réunion convoquée par l’AETC à l’hôtel Novtel, près de letin ASF-003. Manufacturers of heavy vehicles were strictly l’aéroport de Toronto, pour discuter d’une question brûlante reminded of the need for full compliance to CMVSS-121, air d’actualité, à savoir la conformité aux Normes de sécurité des brakes. Compliance Auditor Peter Zongora and his colleagues véhicules automobiles du Canada (NSVAC). À ce moment-là, reminded everyone present that the burden of proof rested on Transports Canada venait de lancer un défi à l’AETC, à ses our very own shoulders. membres et à l’ensemble de l’industrie dans le Bulletin sur la sécurité routière ASF‑003. On y rappelait sévèrement aux fabri- My personal favourite is what we have achieved cants de véhicules lourds la nécessité de se conformer intégrale- with the incomplete vehicle testing. A huge test ment à la NSVAC‑121 portant sur les freins à air. Le vérificateur de conformité Peter Zongora et ses collègues ont rappelé à toutes program was completed for truck up-fitters, who les personnes présentes que le fardeau de la preuve repose sur nos propres épaules. install additional axles, and consequently increase L’auto-certification est la norme dans notre industrie. En the vehicles GVW Ratings. The CTEA sponsored a bout de ligne, cela veut dire que lorsque les inspecteurs de Transports Canada viennent frapper à notre porte, nous devons full CMVSS 121 dynamic test program and has test avoir les données voulues pour prouver que les véhicules que reports that can be used by those in the business to nous fabriquons sont conformes. Nous n’avons personne d’autre vers qui nous tourner. help prove that their products are compliant. Comme on peut s’en douter, la réunion a été très animée! Des épithètes peu flatteuses ont été lancées au visage de nos As an industry we are self-certifying. In the end this amis d’Ottawa; ces derniers se sont fait dire que leur norme means when the TC inspectors come knocking, the data n’était pas pertinente, qu’elle était impossible, ridicule, trop needs to be there to prove that the vehicles being produced coûteuse, que cela nous acculerait à la faillite, etc., etc. Je suis sûr are in compliance. There was nowhere else to look than in que vous imaginez le tableau. our own backyard. Il faut reconnaître le mérite des gens de TC, qui ont tenu leur Talk about a heated and fully animated meeting! There bout et qui ont mis l’industrie au défi de se mettre au travail et were more than a few choice words hurled at our friends de documenter la conformité à une norme qui était en vigueur from Ottawa, informing them that the standard was not depuis de nombreuses années. Après que toutes les personnes

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Fall 2008 11 president’s message | le message du président

Continued from page 11 collectively, with common components, many of us convinced that this was relevant, impossible, ridiculous, too in order to spread the cost out over as a good thing for the industry and for costly, that we would be put out of busi- many Members as possible. The idea of each of our individual companies. This ness, etc, and so on…I’m sure you get a CTEA generic test program was born process, and the fact that it could be the idea. right there in Toronto! accomplished, established a pattern or To their credit, TC stood their That meeting propelled the CTEA process still used today. The CTEA got ground and challenged the industry into the role of coordinator and leader. a reputation—as a leader, as a doer. to step up to the plate and document Committees were formed, a consen- This basis, started in 1993, has formed compliance with a standard that had sus reached, a direction and goal were what the CTEA is today. been in place for many years. After agreed to, and companies invested to So, as an Association, we rounded up much venting by almost everyone there, reach a collective goal. And Al Tucker two trailers and sent them to Blainville, the idea was born to actually test units stuck with the concept until he had Quebec for full CMVSS 121 compliance testing. The short version of the story is that both trailers passed without any trouble. And we all felt very good about what was accomplished. We could hold our heads up with confidence and proof that our vehicles met and exceeded the safety standards. From this experience a number of generic programs have been developed over the years and are the models we largely follow today. These programs are active and living, growing in scope and usage every year for the benefit of all Members who are concerned about compliance. Space limits a complete description of each, so what follows is a brief synopsis: • The Generic Trailer Parking Brake Program (1993); • U.S. Rear Impact Guard Standard 223-224 (1998); • Trailer Cargo Anchoring Devices - CMVSS 905 (1995-1999); • Vehicle Overloading; • Incomplete Vehicles (2003); and • JOB-FILE®. My personal favourite is what we have achieved with the incomplete vehicle testing. A huge test program was completed for truck up-fitters, who install additional axles, and consequently increase the vehicles GVW Ratings. The CTEA sponsored a full CMVSS 121 dynamic test program and has test reports that can be used by those in the business to help prove that their products are compliant. As you can see, through these programs the CTEA’s database of compliance test reports has become a distinctive asset to its Members. To the membership at large, your encouragement and support has resulted in our industry sector being recognized for its professionalism and the CTEA

12 Canadian Transportation Equipment Association president’s message | le message du président has achieved a global reputation for ont été élaborés au fil des années et • Le programme générique pour les its value added membership services. constituent les modèles dont nous freins de stationnement des remorques There has been a lot of change in our nous inspirons essentiellement encore (1993); industry over the last 15 years and aujourd’hui. Ces programmes sont actifs • Norme américaine sur la protection the CTEA helped meet the challenges et continuent d’évoluer et de s’enrichir, contre les impacts arrières 223-224 of change. I guess you could call that a et sont de plus en plus utilisés, ce qui (1998); legacy. That legacy might be described est à l’avantage de tous les membres qui • Dispositifs d’amarrage des marchan- as the foundation the CTEA is built se préoccupent de conformité. L’espace dises — NSVAC 905 (1995-1999); upon.  manque pour donner une description • Surcharge des véhicules; complète de chacun de ces programmes, • Véhicules incomplets (2003); mais en voici une brève énumération : • JOB-FILE®. Suite de la page 11 Suite à la page 14 présentes eurent fini de se défouler et de manifester leur frustration, l’idée fut lan- cée de procéder à des essais collectifs des produits, en utilisant des composantes communes, afin de répartir le coût sur le plus grand nombre possible de membres. C’est à ce moment-là, à Toronto, qu’est née l’idée d’un programme générique d’essais. Cette réunion a propulsé l’AETC dans le rôle de coordinateur et de leader. Des comités ont été créés, un consen- sus a été dégagé, on s’est entendu sur une orientation et des objectifs, et des compagnies ont investi pour atteindre un but collectif. Et Al Tucker a défendu tenacement ce concept jusqu’à ce qu’il ait convaincu beaucoup d’entre nous que c’était une bonne chose à la fois pour l’industrie et pour chacune de nos compagnies prises individuellement. Ce processus, et le simple fait que l’on ait pu le mener à bien, ont établi une démarche qui est encore appliquée aujourd’hui. L’AETC s’est forgée une réputation de chef de file, d’organisation efficace. Ces événements, qui ont commencé en 1993, ont contribué à façonner l’AETC d’aujourd’hui. C’est ainsi que notre association a envoyé deux remorques à Blainville (Québec) pour y subir toute une batterie de tests de conformité à la norme NSVAC‑121. Pour faire une histoire courte, disons que les deux remorques ont passé les tests sans aucun problè- me. Et nous avons tous eu le sentiment d’avoir fait du très bon travail. Nous pouvions affirmer la tête haute et avec confiance et preuve à l’appui que nos véhicules respectaient et même dépas- saient les normes de sécurité. À partir de cette expérience, un certain nombre de programmes génériques

Fall 2008 13 Suite de la page 13 Personnellement, mon préféré est ce que nous avons réussi à faire avec le programme de test des véhicules incomplets. Une énorme batterie de tests a été élabo- rée pour les équipementiers de camion, qui installent des essieux supplémentaires et augmentent en conséquence le poids nominal brut du véhicule. L’Association a parrainé un programme complet de tests dynamiques pour la norme NSVAC 121 et les résultats de ces tests sont consignés dans des rapports qui sont à la dispo- sition de tous les intervenants du secteur pour les aider à prouver que leurs produits sont conformes. Comme vous pouvez le voir, grâce à ces programmes, la base de données qui contient tous les rapports de tests de conformité est devenue un outil précieux pour les membres de l’Association. Je m’adresse ici à l’ensemble des membres : votre encouragement et votre appui ont fait en sorte que notre secteur indus- triel est reconnu pour son professionna- lisme et l’AETC a établi une réputation mondiale pour les services à valeur ajou- tée fournis à ses membres. Bien des changements sont survenus dans notre industrie au cours des 15 der- nières années et l’AETC a aidé à relever le défi du changement. Je suppose que l’on pourrait appeler cela un héritage. Et l’on pourrait décrire cet héritage comme les fondations sur lesquelles l’Association est bâtie. 

14 Canadian Transportation Equipment Association

executive director’s message | message du directeur général

CTEA Today Is OUR CTEA Today notre véhicule de Communication Vehicle: Let communication: Dites-nous Us Know What You Think! ce que vous pensez!

It’s been awhile since you’ve picked Cela fait maintenant un bout de up a new issue of CTEA Today and hope- temps que vous n’avez pas eu entre les mains fully you’ve missed it. We, the Canadian un nouveau numéro de L’AETC aujourd’hui, Transportation Equipment Association et j’espère que cela vous a manqué. Nous, à (CTEA) staff, always hoped that the earli- l’Association d’équipement de transport du er publication was found to be useful and Canada (AETC), avons toujours espéré que informative by Members and other readers. cette publication antérieure était jugée utile Unfortunately, as with so many endeavours et riche d’informations par les membres et in our turbulent economic environment, the d’autres lecteurs. Malheureusement, comme original publisher was unable to sustain the tellement d’entreprises qui éprouvent des dif- magazine and therefore a new publisher had ficultés dans notre environnement économi- to be found. que turbulent, l’éditeur original n’a pas été en I believe that we have been extremely for- Don Moore mesure de soutenir la publication du magazine tunate in finding our new publisher, Matrix Executive Director, et en conséquence il a fallu trouver un nouvel Group Inc. Actually, we really found each CTEA éditeur. other. We have formed a partnership that I feel Je crois que nous avons été extrêmement will produce a quality publication for an even chanceux de trouver notre nouvel éditeur, qui larger audience in the transportation equipment industry, s’appelle Matrix Group Inc. En fait, nous nous sommes trou- including manufacturers, suppliers and users. vés l’un l’autre. Nous avons établi un partenariat qui, j’en suis In moving forward, I know that we, at the association convaincu, produira une publication de qualité qui rejoindra offices, intend to provide informative technical, legislative and une audience encore plus large dans le secteur de l’équipe- business related content for the magazine. Our mandate is to ment de transport, y compris des fabricants, des fournisseurs strive to have all vocational trucks and heavy trailer Canadian et des utilisateurs. and foreign manufacturers registered with Transport Canada. Une chose est sûre : nous, au bureau de l’Association, For Canadian companies this means National Safety Mark avons fermement l’intention de fournir un contenu très riche registration. Foreign manufacturers must register for pre- et à point pour le magazine sur les plans technique, législa- clearance status. We see this publication as an important tif et des affaires. Notre mandat est de déployer des efforts vehicle for getting our message to all relevant stakeholders pour obtenir que tous les fabricants canadiens et étrangers de throughout the industry. camions lourds et de remorques soient enregistrés auprès de On the technical side, we are working with more groups Transports Canada. Pour les compagnies canadiennes, cela of members on specific issues, which in turn introduce us veut dire l’obtention de la Marque nationale de sécurité. Les to other arms of government and other associates, such as fabricants étrangers doivent s’enregistrer pour obtenir le pré- Transport Canada’s Transportation of Dangerous Goods dir- dédouanement. Nous considérons cette publication comme un ectorate and the CSA B620 tank committee. Our mandate is outil important pour diffuser notre message à tous les interve- to keep members informed about activities that are of special nants dans l’ensemble du secteur. interest to them. Sur le plan technique, nous travaillons avec des groupes de On that note, we urge you to contact us with your ques- membres à des dossiers particuliers; ceux-ci nous présentent tions and problems. Our experienced and knowledgeable staff ensuite à d’autres intervenants gouvernementaux et autres can help to substantiate or debunk rumours, answer technical associés, comme la Direction générale du transport de mar- questions, find content on government websites and track chandises dangereuses de Transports Canada et le comité sur down acts and regulations. Think of the CTEA office as a les citernes CSA B620. Notre mandat est de tenir les membres resource and use it! If we don’t know the answer, we will find au courant des activités qui présentent un intérêt particulier it. pour eux. The business side of manufacturing transportation equip- Cela dit, nous vous invitons instamment à communiquer ment has not, in the past, been a high priority in the day- avec nous pour nous faire part de vos problèmes ou nous to-day activities of the staff, as compared to the legislative poser des questions. Notre personnel compétent et expérimen-

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Fall 2008 17 Continued from page 17 and technical issues. We now clearly recognize that the economic stresses of increased energy costs and parity between the U.S. and Canadian dollars are changing our priorities. As can be seen in this magazine, business related articles focused on our industry will become a more significant focus. In closing, I am truly excited by this new CTEA Today. We hope that you find it a must read among all the jour- nals that cross your desk. Please, if you have any ideas, suggestions or criticisms that can make this magazine better, do not hesitate to contact me. 

Suite de la page 17 té peut aider à confirmer ou dissiper des rumeurs, répondre à des questions techniques, trouver des renseignements sur des sites Web gouvernementaux et retrouver des dispositions qui se trouvent dans des lois et règlements. Considérez le bureau de l’AETC comme une ressource et servez-vous-en! Si nous ne connaissons pas la réponse, nous allons la trouver. Dans le passé, l’aspect commercial de la fabrication d’équipement de transport n’a pas été tellement prioritaire dans les activités courantes du personnel permanent, en comparaison des questions législatives et techniques. Aujourd’hui, nous reconnaissons clairement que les perturbations économiques, l’augmen- tation du coût de l’énergie et la parité entre les dollars canadiens et améri- cains changent nos priorités. Comme on peut le voir dans le présent magazine, nous mettrons davantage l’accent sur des articles portant sur les aspects com- merciaux de notre industrie. En terminant, je trouve que le lan- cement de cette nouvelle version de L’AETC aujourd’hui est un événement vraiment excitant. Nous espérons que la lecture de notre magazine devien- dra pour vous un incontournable parmi tous les journaux qui encombrent votre pupitre. Je vous en prie, si vous avez des idées quelconques, des suggestions ou des critiques susceptibles de rendre notre magazine meilleur, n’hésitez pas à communiquer avec moi. 

18 Canadian Transportation Equipment Association

on messages the cover • messages in french Running the Regulatory Gauntlet: The Path to Commercial Vehicle Compliance in Canada The birth of an industry association By Stan Delaney, Communications Administrator

Foreword This history does not identify the people who lived and experienced the events described. Instead, it walks the reader through the key regulatory challenges our Members and the Association faced on behalf of the industry. We didn’t necessarily choose this role. It evolved step-by-step. It helps to explain our focus and why our programs and services are so compliance-oriented. The Association’s history is a series of compliance steppingstones leading us to where we are today. However, it would be unforgivable not to refer to some of the people who made it possible to have a history story to tell. The contribution of Allan Tucker (see page 24 for a photo) has been significant. Al was the first Asso- ciation employee and for many years he provided the leadership, vision and enthusiasm to do the job. The Canadian

20 Canadian Transportation Equipment Association Tran ian spor ad ta n t a io C n Running the Regulatory Gauntlet: th AnniversaryE q u on 45ip ati i ment Assoc

1963 MA S KING EAR 2008 A DIFFERENCE FOR 45 Y

Transportation Equipment Association committee or serve on a committee. Some • Raising the attention of government (CTEA) needed a self-starter to grow the serve on more than one committee. authorities to the needs and require- organization. That role became Al’s pas- This committee structure needs many ments of the industry; sion. He lived and breathed it. Al is semi- more participants than our Board of nine • Creating an industry that could work retired now but is still involved. We thank Members. We also recruit Members at together to build a safe product for use him on behalf of Members for his invalu- large who add their experience and exper- on the public roadways (this desire was able contribution. tise. They all play a key and important expressed before government stepped Leadership and direction from role but we lack space to list them here. in to regulate such matters); and the Membership is provided through a We offer our humble and sincere thanks • Discussing the Federal Sales Tax Board of Directors. Each Board chooses to this group of a hundred plus Members. (which seemed to go on for ever but a President who works with the CTEA You too have contributed to our history. ended promptly with the GST). staff. This distinguished group of super- This is your story. In 1986 the CTBEA changed its name volunteers rarely gets the recognition they to the Canadian Transportation Equip- deserve and in most cases, that suites them OUR FORMATIVE YEARS: 1963 ment Association to encourage trailer just fine. However, on behalf of our Mem- TO 1991 manufacturers to join. bers, we’d like to take this opportunity to The Association was created when In the late 1980s the CTEA was acknowledge and thank them: nine businesses met on August 8, 1963 suffering from a declining membership. 1990 Luke Roussy, in London, Ontario. These manufactur- By 1990 the Membership had dropped to Sturdy Truck Bodies ers decided to form the Canadian Truck 30 companies. The Association was being 1991-1992 Cliff Stanton, Body Equipment Association (CTBEA). held together by seven actively involved Commercial Vans Inc. The organization became “official” in member companies and these volunteers 1993-1994 Larry Paashuis, 1964 when it was incorporated as a not- were tiring from this responsibility. On P.K. Welding & Fabricators for-profit association. Within a few years the brink of folding, those volunteers Inc. membership had spread across Canada decided to hire an employee 1995-1996 Allison Drake, and the CTBEA grew to about 50 compan- in 1990. Drake Truck Bodies ies. (Two of the founding Members, DEL 1997 Lloyd Elias, Equipment & Malmberg Truck Trailer, Lode-King Industries are still Members today.) 1998 Butch Medemblik, This group of manufacturers was inter- Walinga Inc. ested in growing their businesses and 1999-2000 Eddy Tschirhart, improving the quality of their products. C-Max Transportation Ralph Carter is quoted in early meeting Equipment minutes as expressing this desire in 2001-2002 Doug Russell, the following statement: “We as truck Advance Engineered equipment manufacturers and install- Products ers, need more and better dialogue 2003-2006 Dave Kell, with the chassis OEM(s) to obtain Fort Garry Industries Ltd. chassis information to better know 2007-2008 Butch Medemblik, what may and what may not be Walinga Inc. done to their chassis.” Our Board Members are a group of Existing records from volunteer Members who toil behind the those early years give us an scenes with little recognition. They do a lot idea of some of the issues more than attend Board meetings — most that preoccupied the either serve as a chairperson on a standing Association:

Fall 2008 21 Tran ian spor ad ta n t a io C n

In 1991 the Canadian Truck Trail- compliance. Whatever combination of er Manufacturer’s Association was th testing data a manufacturer acquired AnniversaryE q n close to disbanding and the CTEA u io would still require acceptance by 45ip at me oci was able to convince most of those nt Ass Transport Canada compliance 1963 M manufacturers to join. The core group AK RS auditors. ING A YEA 2008 of 30 members in 1990 grew to 167 in DIFFERENCE FOR 45 1995, 315 in 2000, 428 in 2005, to our cur- Generic Parking Brake Testing Project rent membership of over 535 in 2008. TC circulated Road Safety Bul- Trailer manufacturers agreed to pool letin ASF-003 on April 1, 1993 address- their resources to develop test data that CHALLENGING TIMES: TRAILER ing CMVSS 121: Air Brake Systems. An could respond to the new criteria imposed BRAKE REGULATIONS amendment, effective May 7th, was to align on them. The primary objective of the In the fall of 1992 the CTEA News- CMVSS 121 with FMVSS 121 in the USA. Generic Air Brake Testing Project was to letter contained the following alert: The bulletin stated that Transport evaluate the current brake burnishing and Regulatory Review Requires Ac- Canada inspectors would be requiring test parking brake requirements of CMVSS tion Now: In this issue we bring forward documents that enabled them to determine 121. The goal was to produce test data to issues to the Membership which will re- compliance in the following areas of the demonstrate that a simplified burnishing quire your individual and joint atten- standard: procedure was possible without comprom- tion and action in the months ahead. • Brake application and release timing ising safety. This would have the effect Forces are at work which could change tests; of helping to reduce the financial burden vehicle design and have a direct impact • Dynamometer testing; and on low-volume vehicle manufacturers. on your future operation. We are here • Parking brake and emergency brake The use of “green” or unburnished brakes to help co-ordinate your ideas and your retardation test. would also be investigated and evaluated. needs as Manufacturers. It will likely be The Association contacted affected The Motor Vehicle Test Centre in necessary to create committees within Members and arranged a meeting with TC Blainville, Quebec, was the primary con- our Association to deal with these issues. in March 1993. A delegation of more than tractor. The centre would perform the Little did the Association and Member- 60 manufacturers and suppliers attended to road burnish tests, draw bar pull tests, ship know that this warning and the activ- hear TC officials explain and clarify their instrumentation and recording of thermo- ities it referred to, would challenge the As- position. The industry was presented with couple temperatures. sociation for the remainder of the decade. two options: either perform the tests them- Transport Canada took the position The first regulatory challenge that hit selves or submit evidence produced for that manufacturers wishing to certify their the Membership was directed at trailer them by choosing consortium or generic trailers using the CTEA Generic Test Data manufacturers. testing. Transport Canada (TC) agreed that would not be permitted to interchange In 1991 Transport Canada (TC) had some form of generic testing, combined foundation brake components and friction circulated a letter on the subject of air with engineering analysis, could satisfy material. However, some latitude was per- brake testing. It included a questionnaire their compliance requirements for the mitted: components such as slack adjusters seeking input on the status of air brake parking brake aspects of 121. could be exchanged, provided the length testing practices among manufacturers. Members collected data that might be was the same; various type 30/30 spring TC reported that a majority of responses useful in defining a generic trailer model brake combinations would be allowed; and confirmed that testing was not being for compliance testing. The results were tire/rim/wheel packages could vary within performed. presented by a smaller delegation to the tested units. Transport Canada officials at a meeting In 1995 ten test reports were in the held in May 1993. As a result of this program database and, to this day, the meeting it was confirmed that trailer Generic Trailer Air Brake Testing Pro- manufacturers would have to perform gram continues to grow. New test data is brake application and release timing added frequently, thanks to the ongoing tests on all vehicles. In addition, TC commitment and generosity of our axle compliance auditors wanted manufac- manufacturing and component supplier turers to provide documented proof Members. From these humble beginnings of testing. They wanted to see such the program has grown, as illustrated in records for every vehicle produced. Table 1. Manufacturers would have the option of acquiring known dyna- Table 1: Test Report Growth mometer and parking brake retar- YEAR 1996 2001 2004 2008 dation test data from suppliers and combining it with supporting Test Reports 21 88 103 171 engineering analysis for proof of Axle Manufacturers 7* 6 6 10

22 Canadian Transportation Equipment Association Fall 2008 23 Tran ian spor ad ta n t a io C n

Transport Canada agreed to accept the principle of generic test- th AnniversaryE q u on ing as a means of meeting com- 45ip ati i ment Assoc pliance requirements. However 1963 M continued use of the program by the AKIN ARS G A DI 45 YE 2008 CTEA and our Members carries certain FFERENCE FOR obligations. Failure to meet these obligations would result in the withdrawal of its agency/facility; and 6) delivering the pro- acceptance by Transport Canada. ject documentation to investors. This model also involves the participa- The CTEA’s responsibilities tion and acceptance of Transport Canada Continued use of the program and its officials. The benefits to the Association data must be monitored by the CTEA. The Members include: Association must: • Sparing each manufacturer from hav- • Administer the program in a vigilant ing to repeat tests that other manufac- As a result of manner; turers may already have done; the CTEA’s lobbying, • Maintain and distribute copies of test • Reducing the cost of compliance, espe- the following changes took place: reports; cially for the low-volume manufacturer • The definition of “unloaded vehicle • Inform stakeholders to changes/updates members by sharing common designs; mass” was not changed; instead, the and new test data; • Reducing the cost of products; and way in which the GVWR is determined • Provide technical support to stakehold- • Simplifying Transport Canada’s com- and the definition of “cargo-carrying ers; and pliance documentation process. capacity” was amended. The mass of • Update the database. the full fresh water, hot water, and pro- INADVERTENT VEHICLE OVER- pane tanks must be included in the cal- Stakeholder’s responsibilities LOADING REGULATIONS culation of the GVWR and excluded The CTEA program stakeholders are In October 1995 Transport Canada from the cargo-carrying capacity (GM expected to: published proposed regulations to address also supported this change); • Understand and follow the guidelines “vehicle overloading”. The problem arose • Intermediate- and final- stage manufac- enumerated in the program guide; because vehicles used for personal use turers could increase GAWRs and the • Refer to the database records when (campers and recreational vehicles), ambu- GVWR set by the original manufactur- choosing and ordering their axle/brake lances and school buses were found to er if the increase was carried out in the assemblies; have insufficient cargo-carrying capacity. manner recommended by the original • Keep within their compliance records Vehicles became overloaded when the manufacturer. Options available to the a copy of each applicable test report for gross vehicle weight rating (GVWR) set by up-fitter included the original manu- each unit manufactured; the original manufacturer was exceeded by facturer’s body builders manual or by • Maintain their CTEA membership. a subsequent-stage manufacturer. working out modifications on a case-by- (When a Member fails to renew we are Transport Canada pointed out that it case basis; and obligated to notify TC that the Member had relied on voluntary action but that • Subsection 6(8) was amended to apply forfeited, by default, their right to use approach had not worked. only to MPVs and buses manufactured the Program for future production.) Most of the proposed regulations would from a cutaway chassis, excluding not affect many of our Members. How- trucks manufactured from a cutaway The CTEA’S “GENERIC” AP- ever, the amendments listed below were chassis. PROACH TO VEHICLE seen as threatening to them. Transport The new regulations addressing vehicle CERTIFICATION Canada’s proposed response was to: overloading became effective on April 1, This chapter in the Association’s his- • Redefined the term “unloaded vehicle 1999. tory demonstrates the benefits of a con- mass” to stipulate that a vehicle’s mass sortium or generic response to regulatory must include all the equipment neces- TRAILER CARGO ANCHOR changes. The Association routinely deter- sary to carry out its intended function; REGULATIONS mines whether this solution can apply to • Not permit the GAWRs and the Transport Canada found cargo anchor new regulations. GVWR of an altered vehicle or a device failure was sometimes a factor in The CTEA assumes a coordinating role vehicle completed from a chassis-cab to heavy truck accidents. A loss of cargo and new projects typically take six steps: be changed under any circumstances; often resulted in deaths, injuries and 1) surveying for sufficient support; 2) cre- and property damage. In the absence of any ating a Request for Proposal; 3) approv- • Make subsection 6(8) apply to vans federal requirement, Transport Canada ing a test agency/facility; 4) collecting and MPVs and to all vehicles manufac- introduced CMVSS 905. The proposed the money; 5) collaborating with the test tured from a cutaway chassis. standard was published in August 1995.

24 Canadian Transportation Equipment Association on the cover

It required a minimum number of anchor anchor points are likely to be loaded, should be used to demonstrate compliance points for trailers without sides, like flat- especially for heavy haul trailers, and by manufacturers. This regulation was beds and lowbeds, and required a min- rate on the basis of these tests. part of a harmonization of rules with the imum strength for each anchor point. • Manufacturers were advised to ensure USA and Mexico. Because this regulation would impact that each anchor point is stronger than The NRC/CSTT report is still available many of the CTEA’s trailer manufacturing any tiedown likely to be attached to to Members. Members, we formed an Ad Hoc Com- it, so the tiedown will fail before the mittee. This Committee and interested anchor point. This could limit liability. REAR IMPACT GUARD Members decided to commission a tech- CMVSS 905 became effective on Sep- REGULATIONS nical report from the National Research tember 1, 1999 and applied to all new trail- Part 1: U.S. FMVSS 223-224 Council of Canada’s Centre for Surface ers built or imported into Canada. It was On January 26, 1998 a U.S. federal Transportation Technology (NRC/CSTT). supported by a prescribed test method that standard was established for a rear impact We wanted to explore whether it was possible to create generic anchoring devices for heavy trailers meeting CMVSS 905. In February 2000 the Committee received the 32-page Technical Report titled Qualification of Cargo Anchor Points for CMVSS 905. The Association knew that our Mem- bers had already done a considerable amount of testing. The purpose of the NRC/CSTT report was to summarize the requirements and document the state of the art. A large number of anchor points were tested during the North American Load Security Research Project. The project established the strength and failure modes of typical anchor points, especially under loads applied in various directions. The CTEA wanted to know if data from these tests could serve as a basis for a generic program. The anchor points tested included devices that could be described as light duty, medium duty, heavy duty and very heavy duty. Unfortunately, exact descrip- tions of the test articles and the data were no longer available. Generic devices could not be related to them. Further, the test procedure used would not meet the time requirements of CMVSS 905. The report did suggest approaches that manufacturers might consider in comply- ing with CMVSS 905, such as: • Documentation of their own tests. The format for a test report was provided. It describes a video test report using a home video camera and other readily available devices. • The CMVSS 905 test method only requires a vertical pull. Tiedowns are often attached at an angle to stake pock- ets and other types of anchor points. Manufacturers were advised to consider additional pulls in the direction the

Fall 2008 25 Tran ian spor ad ta n t a io C n guard to be installed on or near the withstand the amount of extra force the rear of some trailers. When the th guards were meant to absorb. AnniversaryE q u on trailer is struck from the rear, 45ip ati New test procedures were devised i ment Assoc this device limits the distance and a test jig was constructed by 1963 M that the striking vehicle’s front end AKIN ARS the NRC/CSTT. The CTEA needed to G A D 45 YE 2008 slides under the rear end of the trailer. Its IFFERENCE FOR recruit new investors and collect the funds purpose is to save lives and limit personal to pay for the project. injuries to vehicle occupants. compliance sticker and keep records for The NRC/CSTT team presented an Standard FMVSS 224 established the compliance purposes. overview of the Canadian Rear Impact dimensional tolerances and requires this In October 1999 a conference session Guard Project to stakeholders during mandatory safety device on certain new featured the NRC/CSTT final report. A the Manufacturers’ Conference in Lon- trailers with a gross vehicle weight rating total of 54 stakeholders (43 Canadian and don, Ontario, in 2005. The scope of the of 4,536 kg. (10,000 lb.) or more manu- 11 American) eventually invested in this project could not be compared to the factured and/or operating on U.S. federal program since it was launched in 1999. earlier project to develop the U.S. com- highways. FMVSS 223 established the pliant guard. As well, Members wanted, minimum energy absorbing characteris- Part 2: Canada’s CMVSS 223 and were willing to pay, for three differ- tics and certification test procedures. After the U.S. created its standards the ent types of guards — steel, aluminium Many Canadian manufacturers needed CTEA and industry waited for Transport and stainless steel. Each version needed to comply with the new U.S. regulation. Canada to act. The Association took the pos- to be designed, fabricated and tested. All trailers built after January 26, 1998 ition that harmonization with the U.S. rule The NRC/CSTT team reported to exported to the U.S., and Canadian-based was preferred. The adoption of a unique the stakeholders at the Manufacturers’ trailers operating on the U.S. federal high- Canadian guard would place Canadian Conference in Kananaskis, Alberta, in way system, needed a FMVSS compliant manufacturers and operators of truck-trail- 2006. The project was in its final stages guard. It did not matter where the trailer ers in a competitive disadvantage vis-à-vis and was expected to conclude in a few was built or whether it was American- or our American counterparts. weeks. The NRC/CSTT had developed foreign-owned. In the absence of a Can- Instead of a harmonized rule, TC chose to three qualified designs: a standard adian rear impact guard regulation, at impose stronger guards than those required design; a slanted design; and a four- least one province amended its weights in the U.S. Transport Canada explained that post design. Based on feedback from and dimensions rules to require all applic- it strives to harmonize motor vehicle safety the stakeholders, all three designs were able trailers manufactured in its juris- standards with the U.S., except in cases composed of standard steel that was diction have a guard meeting the U.S. where there is a demonstrated net benefit readily available locally. The stainless standard. to Canadians in pursuing a non-harmonized steel and aluminium designs were only In September 1997 the Association response. In this case additional research available in the standard design. surveyed trailer manufacturer Members. and testing by TC convinced them that Can- Project stakeholders received the Enough were willing to participate in a ada had unique needs that could not be met completed package on a compact disk joint project to establish a generic design by the U.S. guard. (CD). The CDs included design and that would comply with the U.S. rule. On October 6, 2004 Transport Canada installation documentation for the In August 1998 the Association issued released its final rule. As of September 23, guard designs they purchased. The sub- a Request for Proposal for the develop- 2005 a guard was required on applicable mission of key pages from the document of a generic designed guard. The trailers. Manufacturers had a choice. Com- ments on the CD to Transport Can- National Research Council Canada, Cen- ply with the existing U.S. standard (FMVSS ada is acceptable proof of compliance tre for Surface Transportation Technol- 223 & 224) or the new and higher Canadian for CMVSS 223. Of course, the guards ogy (NRC/CSTT), was selected to con- standard (CMVSS 223). After September 1, must be manufactured and installed as duct the development work. A total of 30 2007, all trailers built in Canada or exported per the drawings and guidelines docu- stakeholders contributed funding for the to Canada would need a guard that met the mented on the CD. project by March 1999. new, higher Canadian standard. A total of 74 stakeholders (58 Can- The NRC/CSTT developed and This interim implementation period gave adian, 13 American and 3 international) tested four designs but one clearly met the Association time to update its generic have invested in this program to date. the objectives better than the others. U.S. rear impact guard design. NRC/CSTT The project resulted in a guard that was was contracted to carry out the required INCOMPLETE VEHICLE inexpensive, light, simple and stronger design and test efforts. The new Canadian REGULATIONS than required. To use the generic guard, version required different and higher forces In September 1999 Transport Can- individual trailer manufacturers designed to ensure the CMVSS 223 guard would ada published proposed amendments an attachment, did a brace strength cal- comply. These new guards would need to the Motor Vehicle Safety Regulations culation, made drawings, manufactured to be attached in such a manner that the by introducing new requirements gov- the guard per instructions, put on the attachment and vehicle structure could erning vehicles manufactured in two or

26 Canadian Transportation Equipment Association on the cover more stages from incomplete vehicles. The amendment proposed to address • Not conducting analysis and testing The goal was to ensure that, once com- these problems by creating require- when needed to demonstrate compli- pleted, these vehicles conformed to all ments governing all three phases of ance; and the applicable Canada Motor Vehicle the manufacturing process: the initial, • Modifying chassis and installing equip- Safety Standards (CMVSS). intermediate and final stages. These ment without staff qualified to make Transport Canada was satisfied that provisions expected original equipment the calculations and do the analyses provisions governing incomplete vehicles manufacturers (OEMs) to provide com- required to certify compliance. were adequate to ensure the safety of the pletion guidelines to the subsequent This did not necessarily imply that any vehicle at its initial stage of manufac- manufacturer and would require subse- particular completed truck would be un- ture. However, provisions governing the quent manufacturers to document the safe. However, without clear documents, manufacturing work done at subsequent changes they made. This amendment how could a compliance auditor or pur- stages were considered insufficient. The would also make the final-stage manu- chaser be certain? following shortcomings were noted: facturer responsible for completing the In August 2000, Transport Canada • Difficulty determining the intended vehicle in such a manner that it con- published Bulletin ASF-019. Directed at GVWR and GAWR of the finished formed to all the standards for affixing truck chassis dealers the bulletin bluntly vehicle and with which standards the a compliance label and for retaining the told them to register for a National Safety vehicle complies; vehicle documentation for at least five Mark or stop modifying or completing • No formal way to identify the inter- years. trucks. Failure to heed the warning meant mediate manufacturers and the oper- Transport Canada found many com- dealers were engaging in an illegal activ- ations they performed; panies in the multi-stage truck manu- ity and could be putting unsafe trucks on • No formal way to ensure that vehicles facturing process that were: public roads. tested at a previous manufacturing • Not familiar with their role and Transport Canada clarified that stage do not have to be retested after responsibilities; “manufacturing” is being done when subsequent modifications; and • Not keeping complete compliance wheelbases are changed, auxiliary axles • Canada’s rules were not harmonized records; are installed, air operated equipment is with those of the United States. • Labelling vehicles inconsistently; installed and ABS systems are changed.

Fall 2008 27 Tran ian spor ad ta n t a io C n

This includes adding bodies and was willing to work with the Associa- related equipment. If a truck th tion. As a result the Association called AnniversaryE q n dealer performs this work then u io on the Truck Chassis Engineering 45ip at me oci they too are “manufacturers”. nt Ass Advisory Committee (TCEAC), 1963 M These amendments represented AK RS chaired by Eddy Tschirhart, to address ING A YEA 2008 a serious change to the status quo and pre- DIFFERENCE FOR 45 this challenge. sented the CTEA with a challenge. How ® could we help our Members implement Association could respond. He challenged The JOB-FILE – A voluntary these new and complex regulations? the Association to initiate and design a protocol is launched When the specifics were published the standardized compliance analysis pro- The TCEAC decided to create a process CTEA met with Transport Canada’s sen- cess that could be used by manufactur- called JOB-FILE. The JOB-FILE would be ior compliance officer to discuss how the ing members. He said Transport Canada a voluntary protocol used by intermediate or final-stage manufacturers, or vehicle alterers, to demonstrate that work performed on an incomplete vehicle chassis would meet or exceed minimum requirements. The JOB- FILE established a protocol for the creation and retention of compliance records. JOB-FILE 2000 was introduced in October 2000 and it evolved rapidly. It was succeeded by JOB-FILE™ 2001 which consisted of a manual and an Excel spread- ® sheet. In 2003 JOB-FILE II was upgraded through a partnership with CIE-TECH Inc. CIE-TECH modified its LoadXpert™ software to carry out compliance calculations for straight truck equipment and generate the necessary compliance reports. Over 270 licensed copies are currently in use across Canada. JOB-FILE® III was introduced in Nov- ember 2007. The newest evolution of the program featured a significant update of LoadXpert™. It offered significant enhance- ments of interest to JOB-FILE® II users and is able to address the needs of trailer manufacturers as well. Transport Canada’s amendment to the Motor Vehicle Safety Regulations were effective February 13, 2003.

Impact on the Association Like dropping a pebble in a pond, the ripples created by the new incomplete vehicle regulations in 2003 ended up having a profound impact on the CTEA’s service delivery. In the fall of 2002 the CTEA introduced a temporary process as a mechanism to gauge the interest of manufacturers, and their willingness to comply, with the new regulations. Manufacturers voluntarily signed a form acknowledging they intended to register for National Safety Marks (NSMs). By February 2003 we had received 33 forms from Members and 28 non-

28 Canadian Transportation Equipment Association on the cover members. The demand was overwhelming telephone support and tips. Those who track their application sent their submis- and we needed to respond quickly. needed more support were referred to the sion to us first. Staff gave it a thorough Members needed help dealing with the CTEA Members who offered engineering review by checking all the calculations complexity involved in applying for NSMs. consulting services. (trucks only, such as weight distribution, Existing CTEA staff lacked the tech- When Transport Canada updated its payload analysis and the vertical centre nical experience and knowledge to meet NSM registration form it warned that of gravity), by reviewing CMVSS analy- this new service need. Eddy Tschirhart, incomplete applications would be rejected sis and incomplete vehicle addendum a long time volunteer and a past CTEA and returned. This policy was causing (trucks), by reviewing 121 compliance President, decided to make a career change stress and delay so the Association offered documentation (trailers) and by verifying and became the new Director of Technical a new NSM Review Service in June 2004. lighting photos and label samples (trucks Programs in 2003. Eddy’s primary roles For a fee, Members who wanted to fast and trailers). were to help Members to apply for NSMs, promote the JOB-FILE® and provide technical support to LoadXpert™ users.

Regional compliance and risk management workshops In 2003 some Members decided to make registering for an NSM a priority. They were willing to pay whatever it took to get up to speed so in response, the CTEA staff delivered four training sessions to over 40 Member employees by the end of that year. Each session was a learning experience for the staff and helped to develop and improve the content. By 2004 the Association was ready to “hit the road” and to respond to the demand. The first session was delivered to 25 manufacturers in April in Mississauga. Based on the feedback from that session the CTEA was confident that a series of regional Risk Management and Compli- ance workshops was a needed and appro- priate service. The workshops were, and continue to be, open to Members and non-members. These intensive 7-hour session address the fundamentals, such as: the importance of partnerships, limiting liabilities, what the compliance regulations cover, the importance of compliance calculations, record keeping and compliance labelling. Partici- pants are then walked through the Nation- al Safety Mark application, documents and registration process, and are given an overview of the CTEA JOB-FILE® Manu- al and a demonstration of CIE-TECH’s LoadXpert™ Software. Since 2004 the CTEA has delivered 28 regional workshops in 8 provinces to 577 participants.

NSM review service In the past, helping manufacturers register for an NSM was limited to general

Fall 2008 29 Tran ian spor ad ta n t a io C n

GAZING INTO A CRYSTAL more. Tools such as our “Level of Excel- BALL — LOOKING AHEAD th lence” Program, will be a voluntary AnniversaryE q u on What will the CTEA look like 45ip ati audit aimed at reviewing a Member’s i ment Assoc in the future? That, of course, is ability to maintain compliance rec- 1963 M very difficult to predict. The Associa- AKIN ARS ords. TC compliance auditors look for a G A DI 45 YE 2008 tion has grown and evolved by reacting to FFERENCE FOR “paper trail” that proves that every vehicle the needs of the Membership. That isn’t put on the road is safe. Meeting TC min- likely to change in the near future. to introduce new regulations and initiatives imum standards helps mitigate a company Regulations are constantly changing. that will be geared towards environmental from potential liability. Transport Canada is leaning towards sustainability. We are currently working on trying to Global Standards. This vision may or may We are here to monitor all levels of gov- provide industry data for our Members. not be shared by the CTEA. Maybe only ernment. We have a responsibility to help Decision-makers need statistical data to parts of that vision may be seen as appro- steer this industry in a positive and sustain- help them decide where to allocate limited priate for North America. The CTEA, as able direction. resources and yield the greatest gain. We your advocate, will be in a position to chal- We have also developed resources know Members want this help. We plan lenge and encourage Transport Canada as for keeping member businesses healthy. to find a way to provide this important they move forward. Examples include the partnership with information. The Association is already starting Marsh Canada to create an Insurance Where else can the CTEA go? Wher- to see new issues emerge from different Facility designed for our industry. As well, ever the membership wants! That is why areas of government. Companies involved since 2005 we’ve helped Ontario Mem- all Members are encouraged to get involved. in manufacturing vehicles for hazardous bers improve their workplace safety by Come out to the AGM. Volunteer to be a goods are seeing significant changes com- supporting the establishment of a Safety Director. Join a committee. Our members ing from TC’s Transportation of Danger- Group. Companies who join can leverage are the Association, not the staff. Although ous Goods Directorate. Everybody will con- premium rebates and get help to promote the staff are always here to guide and assist, tinue to feel the effects of increasing energy a safety culture. and even suggest ideas, in the end it is the costs and the need to “go green”. Environ- The development of business tools is Association membership that takes the ment Canada and the provinces are likely one area where the CTEA can do much Association forward. 

30 Canadian Transportation Equipment Association

feature Weathering the Storm A new era of skyrocketing fuel prices bleeds the industry’s pocket books dry

and the price has followed that demand, Ervin says. Despite a late-summer dip in price (a slumping U.S. economy and record- high crude prices finally affected Asian demand) Ervin says the days of $35 oil are long over. Most forecasts these days predict oil will soon sell for anywhere from $100 to $200 a barrel. Ervin says there will be no deep cut in the demand for crude, “unless there is a really huge technological breakthrough, and that’s not likely.” So what effect is this having on CTEA members? “I guess the biggest change is shipping Paul Raymond calls it “the opportunity for change. So, despite some costs and freight costs in and out,” says new era of freight.” predictions that the worst is yet to come, Paul Martin, President of Diesel Equip- What Raymond, President of Parts innovative business leaders are already ment Ltd. Because oil costs more these for Trucks, is referring to is doing busi- thinking of ways, and in some cases days, burning that oil moving products ness in the transportation and manufac- already implementing ways, of adjusting also costs more, so most freight compan- turing industries at a time when one of to the new reality of $100-plus oil. ies have implemented fuel surcharges, the most basic foundations of modern There are things you, too, can do to something that gets passed along the line transport — oil — is seeing its price weather the storm. to the final product. fluctuate faster and climb higher than But before looking to the future, “It’s not going to change the model. ever before. Raymond has felt the effect here’s a quick glimpse at how we got You just have to constantly adjust your of skyrocketing prices at his business’s to where we are. As recently as 2004, price,” Martin says. “I don’t think there’s 15 Atlantic Canada locations. oil was trading at less than $35 a bar- much you can do about it except pass it One might otherwise call it “the fuel rel. Michael Ervin, President of Calgary- on to your customer. If we swallow it, surcharge age” or “post-$100 barrel based MJ Ervin and Associates, a con- we go out of business.” times,” but no matter what you call it, sulting firm that specializes in fuel prices, “Nobody likes a price increase but it’s the new reality and it’s time to adapt. says that back then, global demand for I think most of us do understand,” he In January 2007, a barrel of crude oil oil was well below the world’s produc- says. cost $55.33. Only 18 months later, on tion capacity. Although the Organiza- Ray English, President and CEO of July 11, 2008, oil was briefly trading at tion of Petroleum Exporting Countries Raydan Manufacturing Inc., agrees, not- $147.27, the highest price anyone has (OPEC) worked to tighten supplies a ing rising costs of other commodities ever paid for black gold. By mid-August little, relatively low demand kept prices like steel are less widely understood and the price had dropped more than $30, fairly low. therefore are not as easy to pass on. but it was still well above $100 a barrel. Then along came the emerging econ- “Fuel is easier to pass on because Few people are predicting it will ever dip omies of places like China and India, everyone who is either shipping or back down to where it was only a few which had an insatiable appetite for oil receiving has a fuel surcharge right there years ago. to use in everything from their booming on the invoice. Everybody’s aware of For CTEA members, that price factories to the vehicles driven by their what’s happening with fuel,” he says. change has meant things like increased growing middle classes. Demand went Raymond says the trick over the past shipping costs, reduced sales and a bit of up to the point where most countries eight months or so has been estimating uncertainty. But it has also presented an are now producing oil at full capacity just how much cost to pass on, given

32 Canadian Transportation Equipment Association A Drop in the Bucket Price of one barrel of crude oil, in U.S. dollars: July 2008 $134.58 April 2008 $113.00 February 2008 $95.72 October 2007 $86.11 August 2007 $72.62 the May 2007 $64.07 Weathering Storm January 2007 $55.33 A new era of skyrocketing fuel prices bleeds the industry’s pocket books dry January 2006 $65.74 January 2005 $47.46 that delivery dates are often months in but if demand is reduced, suddenly no January 2004 $34.61 the future. “It just adds another dynamic one will accept the cost being passed to the cost structure,” he says. “It’s a on,” Prentice says, noting demand for Source: MJ Ervin and Associates question of adapting to it and having the transportation has decreased, although foresight to adapt to these things. It’s just it’s hard to say how much. “Even if you tough when it happens so quickly.” reduce your costs 5 to 10 percent, there benefits have been well-documented However, Tibor Varga, President still may not be enough demand to fill all for years,” says Doug Switzer, Vice- of Max-Atlas, says he has noticed a the trucks they have available.” President of Public Affairs with the decrease in business since fuel surchar- As Varga puts it, “it doesn’t matter Ontario Trucking Association. Switzer ges began popping up. “Since last Nov- what the price of oil is if you’ve got noth- said LCVs save fuel and labour costs by ember there has been an effect. We’ve ing to ship.” using one driver and one tractor to move seen a decrease in orders,” he says, not- Prentice cautions though, that it’s two 53-foot trailers, overcoming wind ing his prices have risen up to 10 percent important not to over-react. “We’re not resistance only once and lowering the in that same time period. ever going to not have trucks,” he says, weight per axle. Varga says he’s even heard of trucks noting flexibility, speed and reliability Because the gross vehicle weight of being parked because it is unaffordable will always give trucking a place in the an LCV cannot exceed a regular unit, to run them. supply chain. light bulky freight — including some Varga believes the source of the So how to adapt? automotive parts — are likely candidates troubles go beyond the price of fuel Prentice sees the hard times lasting for LCVs, he says. though, and includes the Canada-U.S. between 18 months and three years The project is still in the works but exchange rate and other economic and, over that term, advises against Switzer expects it could be in place by factors. any expansion that isn’t into grow- spring 2009, likely with a limited num- A leading expert on the Canadian ing or niche areas. He also says large- ber of trucks. transportation industry agrees. “The big scale innovation projects should be One final option remains to lobby trouble for transportation in six months reconsidered. governments to react to fuel prices. or a year is the eroding economy,” says “Spending a lot of money on research Ottawa could agree to reduce the billions Barry Prentice, a transportation econo- at an uncertain time is probably some- it takes in annually in fuel tax but in an mist, Professor of Supply Chain Manage- thing I’d question. You may need that era where politicians are talking about ment and former Director of the Univer- money to batten down the hatches,” he carbon taxes, that doesn’t seem likely. sity of Manitoba’s Transport Institute. says. Prentice also suggests examining Beyond that, there’s not much a gov- “We’re just hitting against the perfect your company’s leasing exposure and ernment can do to tinker with a com- storm of problems. That means people being prepared that trucks coming in off modity whose price is set by the global have less money to spend. If everybody lease could have a lower residual value market. has less money to spend, there’s just than expected. “Who are you going to speak to about less demand in total for things and what Gerry Fedchun, President of the fuel? That’s totally out of your control. trucks do is bring things to us.” Automotive Parts Manufacturers’ Asso- They’ve got the whole nation screaming That “perfect storm” Prentice says, ciation, said his organization is helping at them and it doesn’t seem to do any includes problems in the U.S. The hous- its members cut costs by introducing good,” English says. ing and banking crises are combining them to lean manufacturing techniques. Or as Fedchun puts it, “it’s like stand- with a huge government deficit, an Starting this fall he will also counsel ing at the ocean asking the tide not to expensive war and a currency that is them on running their plants in a more come in.” sinking worldwide to create a weakened energy-efficient way. As a final word, Prentice offers that economy. Earlier this year the Ontario govern- no one should fear fuel prices will hinder “As long as the economy continues to ment also committed to introduce a pro- the transportation industry indefinitely. grow and it’s buoyant people can afford gram to get longer combination vehicles “Like all things, this too shall pass,” to pay it when the cost is passed on, (LVCs) onto the province’s roads. “The he says. 

Fall 2008 33 34 Canadian Transportation Equipment Association feature Strategic Enforcement:Q & A certification becomes invalid — the final By Harry Baergen, stage manufacturer must re-test and re-cer- Senior Regulatory tify it. This can present a challenge if the Enforcement Officer, final stage company is unprepared to deal Transport Canada and with the complex federal regulations that OEMs take in stride. It can also present a Pierre Tremblay, Chief problem when a company is required to Importation and Audit format test records for a Transport Canada Inspection, Transport (TC) inspector audit. TC has learned that if the OEM and the Canada final stage industries don’t work together, it is almost impossible to have a smooth certification process from start to consumer. Even with the help of the Incom- plete Vehicle Documents and Body Builder Guidelines supplied by OEMs, final stage manufacturers are often the “weak link in the chain” in passing federal certification. How do a handful of enforce- taller, moves fuel tanks, removes floors, To maintain a presence in the wide- ment officers working out of etc. spread final stage industry and facilitate Q one central office monitor up to Sometimes there are so many changes enforcement of the Act, TC encourages 4,600 companies scattered made, it’s hard to recognize the original OEMs and final stage companies to work across Canada and around the world—to vehicle! together and liaise with provincial govern- ensure compliance with Canada’s Motor The automotive industry has come a ments, Canada Border Services Agency, the Vehicle Safety Act? long way since the Act came into force in National Highway Traffic Safety Admin- 1971. For example, OEMs have developed istration, other Canadian federal depart- Industry allies. their vehicles with “armies of engineers” ments, and industry associations. through computer assisted design, con- In fact, industry associations are import- A ducted endless tests and proven their ant TC allies because they provide third vehicles over millions of kilometres of party consultations, information exchange Let us explain... actual road use. They have also certified and links between smaller companies and Many companies that make and their vehicles to meet up to 40 federal safe- OEMs. For example, in the heavy duty import buses, passenger cars, multi-pur- ty standards under the Act, such as Canada vehicle industry, the Canadian Transporta- pose passenger vehicles (MPVs) and Motor Vehicle Safety Standard (CMVSS) tion Equipment Association (CTEA) advis- trucks are original equipment manufac- 121, “Air Brake Systems”, for heavy duty es its members on issues such as preparing turers (OEMs). Others are intermedi- vehicles, and CMVSS 301, “Fuel System test records for a TC audit, and provides ate and final stage companies that take Integrity” (crash test), for smaller vehicles. consortium testing with up-fitter instruc- mass-produced OEM vehicles, to make Much of the final stage industry, how- tions to help final stage members comply and shape them into thousands of spe- ever, is still not as technically advanced as with federal standards. cial vehicles — such as school buses, OEMs. Many of these small and special- Other TC allies that share regulatory ambulances, replicars, recreational ized companies do not employ full-time information and provide professional vehicles, wheelchair accessible vehicles mechanical engineers, since the work they assistance to smaller companies include and an endless array of trucks. In fact, do to existing vehicles, such as mounting the National Mobility Equipment Dealers almost every heavy duty truck is a final truck bodies and motor homes on new Association (NMEDA), the Motorcycle stage vehicle. The final stage manufac- truck chassis, is not always seen as “auto- Manufacturers Industry Council (MMIC), turer adds axles, doors, windows, seats, motive” related. and the Canadian Council for Importers seat belts and storage tanks; cuts the In cases where so many changes are Compliance (CCIC). Like CTEA, these body to make it longer, wider and/or made to an OEM vehicle — and its federal associations have technical committees to

Fall 2008 35 communicate with OEMs and the government to be aware of new regulations and technical advancements, and to convey that information to all of its members. Membership in industry associations is a good idea for all companies within the automotive industry. It’s good for OEMs, as it provides them with an easy and efficient way to share information with smaller companies that may present a potential for liability. It’s good for small companies who see membership as an economical way to access technical and regulatory information and assistance. TC assists industry associations by advising them on upcoming regulatory changes and their interpretations. TC also helps associations motivate the OEMs to produce vehicles conducive to final stage certification and to provide technical information to their up-fitters. This relationship with industry associations, combined with section 5 of the Act (which provides TC inspectors with the authority to ask for test records) gives TC effective enforcement leverage in the final stage industry. TC inspectors believe that working with associations has improved the engineering capacity of many final stage companies, standardized their build practices, and improved their communication with OEMs. For example, TC is finding that stronger alliances between associations, OEMs and up-fitters has raised the professional bar in final stage heavy duty truck and trailer companies, and has improved their ability to self certify. It is this kind of working relationship with other groups, such as industry associations, that makes it possible for a handful of TC enforcement officers to monitor 4,600 companies — to ensure safe, professionally- built motor vehicles for Canadians. 

36 Canadian Transportation Equipment Association function Application Stratégique Q et R Toutefois, contrairement à l’industrie Par Harry Baergen, Principal des équipementiers, l’industrie des fabri- agent de l'application de la cants à l’étape finale n’est généralement réglementation, Transports pas aussi avancée sur le plan technique. La Canada, et plupart de ces petites entreprises spécia- lisées n’emploient pas d’ingénieur méca- Pierre Tremblay, Chef, nique à temps plein, car le travail qu’el- Importation et vérification les effectuent sur des véhicules existants, de conformité, Transports comme fixer la carrosserie d’un camion ou une autocaravane sur un nouveau châssis Canada routier, n’est pas toujours compris comme étant relié au domaine de l’automobile. Dans les cas où le nombre de modifications apportées à un véhicule doté de l’équipement d’origine est si grand que la certification fédérale n’est plus valide, le fabricant à l’étape finale doit faire de nou- Comment un si petit nombre véhicules de fabricants à l’étape finale. veaux essais et obtenir une nouvelle certifi- d’agents d’application de la régle- Les fabricants à l’étape finale ajoutent cation. Une telle situation peut représenter Qmentation, qui travaillentà partir des essieux, des portes, des fenêtres, des un défi pour le fabricant à l’étape finale s’il d’un bureau central, parvien- sièges, des ceintures de sécurité et des n’est pas prêt à faire face à la réglementa- nent-ils à surveiller jusqu’à 4 600 entreprises, réservoirs de stockage; ils coupent la car- tion fédérale complexe, que les équipemen- aux quatre coins du Canada et du monde afin rosserie afin de la rendre plus longue, tiers acceptent sans sourciller. La situation d’assurer le respect de la Loi sur la sécurité plus large et/ou plus haute, et ils dépla- peut également présenter un problème automobile du Canada (Loi)? cent les réservoirs de carburant, retirent lorsque le fabricant à l’étape finale doit les planchers, etc. Parfois, un si grand concevoir des dossiers d’essais en vue de la Laissez nous le soin de vous nombre de modifications sont apportées vérification des inspecteurs de Transports expliquer... qu’il est difficile de reconnaître le véhi- Canada (TC). R cule d’origine. TC s’est aperçu que si les équipemen- L’industrie automobile a beaucoup tiers et les fabricants à l’étape finale ne Un grand nombre d’entreprises qui progressé depuis l’entrée en vigueur de collaborent pas, le processus de certifica- fabriquent et importent des autobus, la Loi en 1971. Par exemple, les équipe- tion se déroule rarement sans heurt du des voitures de tourisme, des véhicules mentiers ont élaboré leurs véhicules avec début à la fin. Même avec les documents de tourisme à usages multiples et des des « armées d’ingénieurs » au moyen de référence pour les véhicules incomplets camions sont des équipementiers (fabri- de la conception assistée par ordinateur, et les lignes directrices destinées aux carro- cants d’origine). Lesautres entreprises ont réalisé d’innombrables essais et ont siers-constructeurs fournis par les équipe- sont des fabricants à l’étape intermé- éprouvé leurs véhicules sur des milliers mentiers, les fabricants à l’étape finale sont diaire et à l’étape finale, qui prennent de kilomètres de routes réelles. Ils ont souvent le « maillon faible » en matière de des véhicules fabriqués en série dotés de également certifié leurs véhicules de façon certification fédérale. l’équipement d’origine et qui les trans- à répondre à 40 normes fédérales de sécu- Pour assurer une présence au sein de forment par milliers en véhicules spé- rité en vertu de la Loi, telles que la Norme la grande industrie des fabricants à l’étape ciaux, tels que des autobus scolaires, des de sécurité des véhicules automobiles du finale, et pour favoriser l’application de la ambulances, des répliques de voitures, Canada (NSVAC) 121, qui porte sur les Loi, TC encourage les équipementiers et des véhicules de plaisance, des véhicules systèmes de freinage à air comprimé, et la les fabricants à l’étape finale à collaborer adaptés aux fauteuils roulants et toute NSVAC 310, qui porte sur l’étanchéité du et à assurer une liaison avec les gouverne- une gamme de camions. En fait, pres- circuit d’alimentation en carburant (essai ments provinciaux, l’Agence des services que tous les camions lourds sont des de collision), pour les petits véhicules. frontaliers du Canada, la NHTSA, d’autres

Fall 2008 37 function

ministères fédéraux canadiens et des asso- ces associations ont des comités techni- à TC le pouvoir de demander des dossiers ciations industrielles. ques qui communiquent avec les équipe- d’essais et d’appliquer efficacement la D’ailleurs, les associations industrielles mentiers et le gouvernement afin de rester loi au sein de l’industrie des fabricants à sont d’importants alliés de TC. Elles assu- au fait des nouveaux règlements et des per- l’étape finale. Les inspecteurs de TC esti- rent la consultation des tiers, l’échange cées technologiques et de transmettre cette ment que la collaboration avec les asso- d’information et la liaison entre les peti- information à tous ses membres. ciations a contribué à améliorer la capa- tes entreprises et les équipementiers. Par Toutes les entreprises au sein de l’in- cité en matière d’ingénierie de plusieurs exemple, au sein de l’industrie des véhi- dustrie automobile peuvent tirer des avan- fabricants à l’étape finale, à normaliser cules lourds, l’Association d’équipement tages à être membres d’associations indus- leurs techniques de fabrication et à amé- de transport du Canada (AETC) donne trielles car, d’une part, elles permettent aux liorer leur communication avec les équi- à ses membres des conseils sur des ques- équipementiers de transmettre facilement pementiers. Par exemple, TC estime que tions telles que la préparation de dossiers et efficacement l’information aux petites les alliances plus solides entre les associa- d’essais et offre la possibilité de réaliser entreprises, qui représentent un plus grand tions, les équipementiers et les fabricants des essais en consortium dans le cadre risque et d’autre part, elles permettent aux à l’étape finale ont contribué à relever la desquels sont élaborées des directives à petites entreprises d’accéder à de l’aide et barre des fabricants de camions lourds et l’intention des fabricants à l’étape finale à de l’information technique et réglemen- de remorques (étape finale), et à amélio- pour aider ces derniers à se conformer aux taire à un prix modique. rer leur capacité à s’auto-certifier. normes fédérales. TC aide les associations industrielles en Ce sont ces relations de travail avec Parmi les autres alliés de TC, qui parta- les informant des modifications réglemen- d’autres groupes, tels que les associations gent l’information relative à la réglemen- taires à venir et en les interprétant. TC industrielles, qui permettent à un si petit tation et qui fournissent de l’aide profes- aide également ces associations à motiver groupe d’agents d’application de la régle- sionnelle à de petites entreprises, il y a les équipementiers à produire des véhicu- mentation de TC de surveiller quelque 4 la National Mobility Equipment Dealers les propices à la certification à l’étape fina- 600 entreprises pour veiller à ce que les Association (NMEDA), le Motorcycle le et à fournir de l’information technique à véhicules automobiles qu’ils fabriquent Manufacturers Industry Council (MMIC) leurs fabricants à l’étape finale. pour les canadiens soient sécuritaires et et le Conseil de conformité des importa- Cette relation avec les associations construits selon des normes profession- teurs canadiens (CCIC). Comme l’AETC, industrielles et l’article 5 de la Loi donnent nelles. 

38 Canadian Transportation Equipment Association feature Fact-Based Decision Making: Looking Before You Leap

By Larry Hart, R.L. Polk & Co. If your business success is dependent be of interest to know which province had upon a specific brand of truck, it is ben- the largest population of that specific Class Have you heard the story of the eficial to know the concentration of make of vehicle. See Chart 2 for an example. man who could not swim but felt safe and model of vehicles by province. See Polk not only has statistics on which crossing a river knowing the average depth Chart 1 for an example. vehicles are registered within each prov- was only 36 inches? Unfortunately, the Or if your business is focused on a sin- ince, they can also provide that informa- river depth where he tried to cross was gle Gross Vehicle Weight (GVW), it would tion by city down to the FSA postal code over his head. In business, we’re often confronted Chart 1: Top Makes by Province with similar challenges. Important decisions need to be made, but frequently MOST POPULAR CLASS 8 VEHICLE REGISTERED BY PROVINCE AS OF MARCH 2008 VEHICLE YEAR WHEEL we’re either without sufficient informa- PROVINCE CAB TYPE VEHICLE MAKE MODEL ENGINE MAKE MODEL TYPE MODEL CONFIG tion to take the proper course of action or 3406/C15/ AB LONG CONV TRACTOR KENWORTH T800 CATERPILLAR 2007 6 X 4 working with data that is mismatched for C16 the task at hand. COLUMBIA DETROIT BC LONG CONV TRACTOR FREIGHTLINER SERIES 60 2007 6 X 4 For example, if you are stocking brake 120 DIESEL parts, you may want to know more than VNL 64 MB LONG CONV TRACTOR VOLVO VOLVO VE-D12 2007 6 X 4 just how many Class 8 trucks are in your TRACTOR territory. Knowing the mix of various NB LONG CONV TRACTOR INTERNATIONAL 9900I CUMMINS ISX 2007 6 X 4 vehicle types, such as refuse trucks vs. line NF LONG CONV TRACTOR INTERNATIONAL 9900I CUMMINS ISX 2007 6 X 4 COLUMBIA DETROIT haul tractors, is important given that one NS LONG CONV TRACTOR FREIGHTLINER SERIES 60 2005 6 X 4 120 DIESEL brakes once every 100 metres while the COLUMBIA DETROIT ON LONG CONV TRACTOR FREIGHTLINER SERIES 60 2005 6 X 4 other brakes once every 100 kilometres. 120 DIESEL This information is critical to making bet- 3406/C15/ PEI LONG CONV TRACTOR PETERBILT 387 CATERPILLAR 2008 6 X 4 ter informed decisions…and it is available. C16 One solid resource for information DETROIT QC CAB FWD COACH NOVA BUS CLASSIC 40 6V92 1994 4 X 2 about the number, type and characteristics DIESEL DETROIT of vehicles licensed to operate on Cana- SK LONG CONV TRACTOR FREIGHTLINER FLD12064ST SERIES 60 1995 6 X 4 DIESEL dian highways, along with information regarding the types of businesses operating those vehicles, is R.L. Polk & Co. Polk Chart 2: GVW by Province gathers and compiles vehicle registrations CANADIAN VEHICLES IN OPERATION: AS OF MARCH 2008 for motorized commercial vehicles and trailers. This information is used by origi- REGISTRATION VEHICLES BY CLASS TOTAL nal equipment manufacturers to analyze PROVINCE 1C 2C 3 4 5 6 7 8 UNITS market share, determine inventory part’s AB 48,318 667,577 86,558 15,832 12,121 22,121 23,471 97,174 973,172 requirements and to run their businesses. BC 32,800 420,234 44,131 11,846 7,203 6,773 12,993 46,821 582,801 Some examples of Polk information MB 22,999 137,189 6,579 1,971 1,438 9,476 5,735 24,467 209,854 which pertains to the commercial vehicle NB 12,865 72,659 3,956 1,854 744 1,609 3,321 15,836 112,844 population are: vehicles by make, model, series, vehicle characteristics (cab configu- NF 13,217 54,096 2,061 812 442 692 2,611 5,427 79,358 ration and fuel type), vocational applica- NS 20,928 88,552 5,733 2,042 901 1,855 4,219 13,835 138,065 tion, geographic location and the number ON 106,694 849,638 58,460 25,426 13,266 16,493 37,484 153,137 1,260,598 of vehicles being used by a company. As PE 3,090 12,637 719 251 121 608 878 3,454 21,758 with the man who wanted to cross the QC 64,462 434,903 36,879 19,482 12,387 14,682 30,724 119,271 732,790 river, Polk has the information that allows SK 26,470 203,708 14,891 3,329 3,243 20,577 8,478 31,199 311,895 a company to better understand and navi- gate its competitive landscape. CANADA 351,843 2,941,193 259,967 82,845 51,866 94,886 129,914 510,621 4,423,135 All charts on pages 39 and 40 are courtesy of R.L. Polk & Co. Fall 2008 39 feature level for most areas. For example, the Chart 3: GVW by City chart of major cities (Chart 3) shows that Victoria has the highest percentage of Cities With 10,000 or More Registrations Class 3 vehicle registrations, and Bramp- Registrations ton at 71 percent, has the heaviest con- Province Class 3 Class 4 Class 5 Class 6 Class 7 Class 8 tOTAL by City centration of Class 8 vehicles. AB CALGARY 30% 9% 5% 6% 11% 39% 100% If specific vehicles are not necessarily the focus of your business needs, it’s also AB EDMONTON 32% 8% 6% 5% 11% 39% 100% possible to better understand where the BC SURREY 24% 10% 7% 5% 9% 45% 100% greatest proportion of certain vocations is BC VANCOUVER 28% 14% 8% 6% 13% 32% 100% located, as can be seen on Chart 4. BC VICTORIA 37% 6% 4% 7% 9% 37% 100% All successful businesses need to navi- MB WINNIPEG 12% 4% 3% 20% 11% 50% 100% gate through the highly competitive and complicated commercial vehicle market. ON BRAMPTON 10% 4% 3% 3% 9% 71% 100% Polk’s data-driven solutions provide the ON MISSISSAUGA 14% 10% 5% 4% 11% 57% 100% road map to help point companies in the ON OTTAWA 20% 11% 7% 7% 13% 41% 100% right direction. ON TORONTO 26% 10% 5% 7% 10% 41% 100% For further information about R.L. Polk & Co. visit www.polk.com/ QC MONTREAL 14% 11% 7% 4% 10% 54% 100% commercialvehicle or contact Larry QC QUEBEC 15% 9% 7% 6% 11% 51% 100% Hart at (248) 728-7525 or email TOTAL 23% 9% 5% 7% 11% 45% 100% [email protected]. 

Chart 4: Vocations by Province VEHICLES IN OPERATION: CANADA AS OF MARCH 2008 VEHICLE CLASSES: 3-8 Highest Ranking Province – Vehicles by Vocation Category PROVINCE REGISTRATION BY VOCATION AB BC MB NB NF NS ON PEI QC SK Agriculture/Farm X Beverage Processing & Distribution X Bus Transportation X Construction X Dealer X Emergency Vehicles X Food Processing & Distribution X Forestry/Lumber Products X General Freight X General Freight/Hazardous Materials X Government/Miscellaneous X Hazardous Materials X Individual X Landscaping/Horticulture X Manufacturing X Mining/Quarrying X Miscellaneous X Moving And Storage X Petroleum X Petroleum/Hazardous Material X Road/Highway Maintenance X Sanitation/Hazardous Material X Sanitation/Refuse X Services X Specialized/Heavy Hauling X Utility Services X Vehicle Transporter X Wholesale/Retail X 40 Canadian Transportation Equipment Association Photo courtesy of Multivans Inc. feature

Rear Impact Guards For Straight Trucks? By Eddy Tschirhart, C.E.T., Director of Technical Programs

The CTEA office keeps getting Canada” regulation found in CMVSS of rear end crashes affected trailers, questions regarding straight trucks and and TSD 223. Both Canadian and U.S. and a fair number of those trailers were rear impact guards (RIGs). For example: RIG requirements for trailers pertains parked. NHTSA concluded that there “We heard that straight trucks need a to trailers with GVWR greater than had to be a minimum “performance RIG; is that true? If it is true, is it the 10,000 lb. or 4535 kg. level” that the RIG should meet in order same as is required for trailers?” Or: Why is the Canadian standard so to be effective. These findings focused “Straight trucks don’t need to meet RIG different? Research determined that the regulation on trailers only. requirements, do they?” there were far more compact and sub- But, what about straight trucks? As stated earlier, there is no official Canada doesn’t have a standard but an American standard exists. As a requirement in Canada for a RIG or other rear end protection on straight manufacturer you need to exercise due diligence when building your product. trucks. There is a regulation, however, Your failure to meet a minimum standard on a known and well-documented that has been on the books in the U.S. since December 31, 1952. The regula- safety hazard is negligence. Your failure has caused my client grievous and tion was written by the U.S. Office of Motor Carrier Safety (OMCS). The pro- permanent harm and someone needs to pay. Shouldn’t that be you? tection is referred to as the “ICC bumper”, even though it was not written by The purpose of this article is to put compact cars on our highways resulting the ICC. The U.S. regulation number is these questions to rest. And, like most in higher risks and more potentially 393.86 and the title is “Rear-end Protec- questions CTEA staff routinely get, a fatal collisions. tion for Trucks”. simple “yes” or “no” is never sufficient. In order to clarify why straight Regulation 393.86 pertains to every Though Canada has a regulation for trucks are associated with rear impact motor vehicle except truck tractors, a RIG on trailers, the requirement does guards, we need a bit of history pole trailers and vehicles engaged in not include straight trucks. Canada regarding rear end protection for trucks drive-away-tow-away operations manu- has had a regulation for RIGs on cer- and trailers in the U.S. The effective factured after December 31, 1952. tain trailers for nearly three years. The date on the U.S. regulation (FMVSS 223 Applicable vehicles require bumpers or first two years of RIG requirements for & FMVSS 224) is January 26, 1998. Up devices when constructed so that the trailers allowed the industry to con- until then, in the U.S., the Interstate body, or the chassis if without a body, form with a guard equal in strength Commerce Commission (ICC) bumper has a clearance at the rear of more than and dimensions to the United States was required for trucks and trailers. 30” from the ground when empty. (U.S.) regulation. However, as of Sep- Studies conducted by the National The dimensional requirements are: tember 1, 2007, the RIG required on Highway Traffic Safety Administration • Clearance between the effective bot- trailers must conform to a “Made in (NHTSA) found that the lion’s share tom of the bumpers or devices and

Fall 2008 41 feature

the ground shall not exceed 30 inch- • Bumpers or devices are to be sub- with a dump body or platform, which es with the vehicle un-laden; stantially constructed and firmly could cause the device to touch ground • The maximum distance between the attached; and before the hoist is fully extended to closest points between bumpers or • Motor vehicles are to be constructed maximum height. There is discussion devices, if more than one shall not and maintained so that the body, as to how to alleviate this scenario by exceed 24 inches; chassis, or other parts of the vehicle moving the device forward and by just • Maximum transverse distance from afford the rear-end protection con- meeting the 30 inch ground clearance. the widest part of the vehicle at the templated will be deemed in com- It must also be noted that this device rear to the bumper or device not to pliance with the intent of this applies to all Gross Vehicle Weight Rat- exceed 18 inches; regulation. ing (GVWR) classes. Originally the • Bumpers or devices shall not be The regulation also discusses issues OMCS (now the Federal Motor Carriers located more than 24 inches forward where there may be interference with Safety Administration (FMCSA) regu- of the extreme rear of the vehicle; the vehicle’s operation, for example lations applied to the owner/operator of the vehicle. The truck mounted device is not required to be tested but must be built to offer ample protection. A few words of caution…due diligence needs to be considered in the design of the ICC bumper. The bumper’s purpose is to protect. You may say, I only build equipment for use in Canada, so we don’t need a bumper device by law. True, but as a body builder/installer, you do not know whether or not your customer may have to run into the United States. If the unit is operating at all in the U.S., it will be required on that vehicle. If you do not install the bumper to save your customer money, and he gets a ticket in the U.S., the onus is on you to make amends. You may need to install a free bumper just to keep your customer happy. My final suggestion is to be, and stay, ahead of the curve. Since there is a regulation on the books, even though it is in the United States, there is nothing to stop the possibility of litigation. A lawyer’s reasoning goes something like this: Canada doesn’t have a standard but an American standard exists. As a manufacturer you need to exercise due diligence when building your product. Your failure to meet a minimum standard on a known and well-documented safety hazard is negligence. Your failure has caused my client grievous and permanent harm and someone needs to pay. Shouldn’t that be you? This leaves two questions: Why expose your company to such risk? Why leave off the bumper? It’s simple…handle your risks wisely and don’t take short cuts! 

42 Canadian Transportation Equipment Association regulatory report rapport sur la réglementation

National Vehicle Weights and Dimensions National Poids et dimensions des véhicules Amendments Took Effect July 1, 2008 amendements ont pris effet Juillet 1, 2008 In April 2008 the Council of Ministers Responsible for Trans- En avril 2008, le Conseil des ministres responsables des transportation and Highway Safety approved several amendments to the ports et de la sécurité routière a approuvé plusieurs modifications au Memorandum of Understanding (MOU) on vehicle weights and Protocole d’entente sur le poids et les dimensions des véhicules. La dimensions. The implementation date for the changes was July 1, date d’entrée en vigueur des changements est le 1er juillet 2008. 2008. Les changements suivants ont été apportés : The following amendments were made: Accroissement des limites de poids pour les pneus larges Increased weight limits for new generation wide base single uniques de nouvelle génération tires Les normes nationales canadiennes pour les limites de poids sur Canadian national standards for weight limits on single and tan- les essieux simples et doubles ont été alignées sur les limites fédérales dem axle groups were increased to the federal limits currently applic- actuellement en vigueur aux États-Unis. Les essieux directeurs ne able in the United States. Steering axles are not included. Normally sont pas inclus. Normalement, ces normes s’appliqueraient également these standards would affect all Canadian jurisdictions equally but à toutes les juridictions canadiennes, mais il existe trois exceptions (les three exceptions exist (Northwest Territories, New Brunswick and Territoires du Nord-Ouest, le Nouveau-Brunswick et Terre-Neuve-et- Newfoundland and Labrador). Labrador).

Reduction of the minimum track width requirement for Réduction des exigences minimales en matière de voie pour trailers (model year 2007 and older) retrofitted with wide les remorques (année modèle 2007 et antérieures) sur single tires lesquelles on a installé après coup des pneus larges uniques de Replacing dual tires with the new generation single tires on nouvelle génération existing trailers can result in a violation of the minimum track width Le remplacement des pneus doubles par des pneus larges uniques requirement stipulated in the MOU (2.5 metres). To avoid creating de nouvelle génération sur des remorques existantes peut entraîner potentially unsafe situations, the minimum track width requirement une violation de l’exigence minimale en matière de voie stipulée par has been relaxed for carriers who wish to retrofit existing trailers with le protocole d’entente (2,5 mètres). Pour éviter de créer des situations new wide base single tires. potentiellement non sécuritaires, on a assoupli la norme en matière de voie minimale pour permettre l’installation sur les remorques existan- Accommodation of aerodynamic devices installed on the rear tes des pneus larges uniques de nouvelle génération. of trucks and trailers Research has shown that devices attached to the rear of trucks and Acceptation des dispositifs aérodynamiques installés à l’arrière trailers that improve aerodynamic efficiency can improve fuel econ- des camions et des remorques omy by up to 5 percent. The national standards have been amended to La recherche a démontré que les dispositifs installés à l’arrière exclude rear mounted aerodynamic devices from measurement of the des camions et remorques pour améliorer l’efficience aérodynamique length of trucks, trailers, box length, rear overhang and overall vehicle peuvent réduire la consommation de carburant dans une proportion length. Certain minimum limitations do apply, so read the MOU. allant jusqu’à 5 p. 100. On a donc modifié les normes nationales pour exclure les dispositifs aérodynamiques montés à l’arrière dans les Standardization of width limit allowances for auxiliary mesures de longueur des camions et remorques, de la longueur du equipment conteneur, du porte-à-faux arrière et de la longueur hors-tout du véhi- In light of differing practices and policies used by jurisdictions cule. Certaines limites minimales s’appliquent et vous devez donc lire across Canada regarding devices and/or equipment included in the le protocole d’entente. measurement of overall width of trucks and trailers, a common definition has been adopted to provide national consistency. Certain min- Standardisation des limites de largeur pour l’équipement imum limitations do apply, so read the MOU. auxiliaire Join us in Victoria for the 45th Annual CTEA Manufacturers Con- Étant donné les pratiques et politiques différentes appliquées dans ference and plan to attend Workshop “C” — Axle and Tire Specifica- les diverses juridictions d’un bout à l’autre du Canada en ce qui a trait tions, Tuesday, October 28, 2008. It will address the MOU in detail. aux dispositifs ou à l’équipement inclus dans la mesure de la largeur [Please Note: This is a summary and should not be a substitute for hors-tout des camions et remorques, une définition commune a été reading the actual MOU. It contains far more detail than presented adoptée pour établir l’uniformité à l’échelle nationale. Certaines limites

Continued on page 44 Suite à la page 44 Fall 2008 43 messagesregulatory •report messages in french

Continued from page 43 Suite de la page 43 here. The consequences of failing to do so are your responsibil- minimales s’appliquent et vous devez donc lire le protocole d’entente. ity. The MOU is available online at www.ctea.ca/weight&dim. Joignez-vous à nous à Victoria pour la 45e Conférence annuelle htm#MOU2] des fabricants membres de l’AETC et prenez des arrangements pour assister à l’atelier « C » — Spécifications des essieux et pneus, qui VIN amendments could affect some CTEA aura lieu le mardi 28 octobre 2008. On y traitera en détail du proto- Members. Will you be ready? cole d’entente. Transport Canada will amend CMVSS 115 to align with a [Veuillez noter que le texte ci-dessus n’est qu’un résumé et ne U.S. final rule (referred to below). The proposed amendment was peut pas remplacer la lecture du texte intégral du protocole d’entente. published in Part I of the Canada Gazette on August 2, 2008. The Celui-ci renferme beaucoup plus de détails qu’on n’en trouve dans final regulation and effective date of the Canadian amendment will le présent document. Si vous ne lisez pas le texte intégral du proto- be published in Part II of the Canada Gazette later this fall and is cole d’entente, c’est vous qui assumerez la responsabilité en cas de expected to take effect October 27, 2008. conséquences. On peut se procurer le protocole d’entente en ligne à This proposal will allow the 17-digit VIN to continue to be l’adresse www.ctea.ca/weight&dim.htm#MOU2] unique for each vehicle produced within a 60-year period of time. The present system is only capable of handling a 30-year span. Les changements apportés au vin pourraient To effect the change, certain information in some positions in the toucher certains membres de l’aetc. Serez- VIN would be moved to other positions. Manufacturers are affected vous prêts? depending on yearly volume of vehicles produced and the class of Transports Canada va modifier la NSVAC 115 pour l’aligner sur vehicle. The amendment is far too complicated to explain in the la règle finale adoptée aux États-Unis (voir ci-dessous). Le change- space available here. A summary and links to the PDF are available ment proposé a été publié dans la Partie I de la Gazette du Canada le on the CTEA web site at www.ctea.ca/CMVSS115_VIN02ug08. 2 août 2008. La décision définitive et la date d’entrée en vigueur de htm l’amendement canadien seront publiées dans la Partie II de la Gazette This proposed amendment would align the Canadian require- du Canada cet automne et l’on s’attend à ce que la règle entre en ments regarding the VIN system with recent requirements intro- vigueur le 27 octobre 2008. duced in the United States. Cette proposition permettra d’avoir un VIN de 17 caractères The National Highway Traffic Safety Administration had unique pour chaque véhicule fabriqué en une période de 60 ans. Le already issued its final rule in April 2008. The amendment will système actuel peut seulement être soutenu sur une durée de 30 ans. ensure that there will be a sufficient number of unique manufac- Pour opérer le changement, certains renseignements qui figurent turer identifiers and VINs to use for at least another 30 years. The à une position particulière au sein du VIN seront déplacés à d’autres U.S. changes will take effect October 27, 2008. positions. Les fabricants sont touchés selon le volume annuel de véhi- cules produits et la classe des véhicules. Le changement proposé est LCV use to expand into Eastern Canada beaucoup trop compliqué pour qu’on puisse l’expliquer dans l’espace A pilot program is expected this fall that will let twin 53-ft trail- disponible dans le présent document. On trouvera sur le site Web de ers travel from Halifax to the Ontario-Quebec border. The Nova l’AETC un résumé et un lien vers le document PDF, à l’adresse sui- Scotia Department of Transportation and Infrastructure Renewal vante : www.ctea.ca/CMVSS115_VIN02ug08.htm made the announcement on July 29, 2008. The LCV pilot project Le changement proposé permettrait d’aligner les exigences cana- could be underway as early as October. diennes en matière de numéro d’identification du véhicule avec les Strict operating conditions will be imposed during the test per- exigences récemment introduites aux États-Unis. iod, including restricting vehicle speeds to 90 km/hour, limiting La National Highway Traffic Safety Administration des États- operation during unfavourable weather, and using drivers with a Unis a déjà publié sa décision définitive en avril 2008. Le change- minimum of five years and 150,000 kilometres of tractor-trailer ment garantira qu’il y ait un nombre suffisant d’identificateurs de experience. fabricants et de VIN pour durer pendant encore 30 ans. Le change- A similar study in New Brunswick recently concluded that con- ment introduit aux États-Unis entre en vigueur le 27 octobre 2008. ditions were favourable for LCV use on this provinces’ multi-lane divided highways. The NB Department of Transport is expected to Les trains routiers seront plus nombreux make permit applications for carriers available soon. dans l’est du canada The ability to double up trailers would help the Port of Hali- Dans le cadre d’un projet-pilote qui sera mené cet automne, fax to regain an economic advantage over the railroads. Other des trains routiers comportant deux remorques de 53 pieds roule- potential benefits of long-combination vehicles include reduced ront entre Halifax et la frontière Québec-Ontario. Le ministère des truck traffic, by using one engine to haul two trailers, and environ- Transports et du Renouvellement de l’infrastructure de Nouvelle- mental advantages such a using less fuel and cutting greenhouse Écosse en a fait l’annonce le 29 juillet 2008. Le projet-pilote de trains gas emissions. routiers pourrait être lancé dès octobre. LCVs are currently allowed to operate year-round in British Des conditions d’exploitation strictes seront imposées pendant Colombia, Alberta, Saskatchewan and Manitoba, and seasonally in la période visée par le projet, y compris une limite de vitesse de Quebec.  90 km/heure, des contraintes quant à l’exploitation par mau-

44 Canadian Transportation Equipment Association vais temps, et l’obligation de faire appel à des chauffeurs ayant au moins cinq ans et 150 000 kilomètres d’expérience au volant d’un semi-remorque. Une étude semblable récemment menée au Nouveau-Brunswick a conclu que les conditions étaient favorables à l’utilisation des trains routiers dans cette province, sur les autoroutes à chaussée séparée. On prévoit que le ministère des Transports du Nouveau- Brunswick acceptera bientôt les demandes de permis des transporteurs. La capacité de tracter deux remorques aiderait le port de Halifax à recouvrer un avantage économique par rapport au che- min de fer. Parmi les autres avantages poten- tiels des véhicules appelés trains routiers (un camion tractant deux remorques), citons la diminution du trafic de camions, puisqu’un seul camion pourrait tracter deux remorques, et des avantages environnementaux comme la réduction de la consommation de carburant et des émissions de gaz à effet de serre. À l’heure actuelle, les trains routiers sont autorisés toute l’année en Colombie- Britannique, en Alberta, en Saskatchewan et au Manitoba, et de façon saisonnière au Québec. 

Fall 2008 45 member profile Going The Distance For Their Customers!

to be streamlined and implement a “Continuous Improvement” Company Name: Eveley International Corp. processes. Tel: (905) 643-2697 “We’re always looking at ways we can improve,” says Eveley. toll Free: (877) 643-2697 “This includes looking at how we can make our facilities more Fax: (905) 643-4538 efficient and cost-effective. It also includes looking at problems if Email: [email protected] they arise and finding practical ways to fix them, and then sharing Web: www.eveley-int.com those fixes with our employees so they can be part of the learning process.” This progressive way of thinking has marked operations at the It all started 40 years ago, September 3, 1968, when company since its beginning in 1968. Eveley International’s devo- Nicholas Eveley opened a suspension, alignment and service repair tion to providing continuous service for the area’s fleet owners was shop on Barton Street in Hamilton, Ontario. The company, which met with a great deal of appreciation. recently celebrated four decades of success, has grown into a recog- During the next decade the company became aware of some nizable name in the trucking industry. problems with trailer maintenance, such as the "short-comings" And for good reason. As Nicholas Eveley, President of Eveley of suspension components, the uncertainty of parts supply and International Corp. explains, “good customer service is the back- the long delivery time for replacement parts. Rather than sitting bone of any successful business and is certainly the backbone of idly by, Eveley International took a proactive approach and, in mine. We will go great lengths to ensure our customers, and their the period between 1977 and 1981, began standardization and clients, are satisfied with our products and services.” inter-changeability of what had become over the years, a maze of It is this customer “service-first” attitude that has guaranteed costly forged and cast trailer suspension components. Then, in Eveley International a long-lasting spot in what can only be 1982, with design changes and standardization underway, Eveley described as a tumultuous economic and transportation climate. International began to manufacture heavy duty spring suspensions “I was fortunate to have good foresight,” explains Eveley. “My and replacement parts. company flourished when the economic climate changed because “Now instead of a multitude of odd-ball parts, everything was we focused on research and development, and making our product the best that it could possibly be. We’re always improving our com- “Good customer service is the backbone of any successful ponents; simplifying, strengthening and striving for the best.” This is not only evident in the products Eveley International business and is certainly the backbone of mine. We will go sells, but also in the atmosphere in which they are made. Eveley great lengths to ensure our customers, and their clients, are explains the advancement of technology has enabled the company satisfied with our products and services.”

symmetric and fit together,” explains Eveley. “For manufacturing this is beneficial to Eveley International and it is also beneficial to our customers.” This proactive approach to product research, development and creation is still evident today. Now, in addition to a talented team of employees, high-tech robots cut and form parts with precision and then weld the components together, providing consistent high quality parts time-and-again. “It’s really quite amazing,” says Eveley. “These advanced techniques have given us a way to improve processing time and therefore we’ve also been able to lower costs, which we can then pass on to our customers.” In 2005 Eveley acquired a 20,000 square foot facility in Stoney Creek and moved the manufacturing base from the Barton Street location. The first expansion in 2006 increased floor space to 70,000 square feet to accommodate the introduction of air ride suspensions and trailer axles. The budget is in the works to increase floor space once again to 100,000 square feet, specifically for the development of steerable axles and disc brake technologies. At Eveley International Corp. it always comes back to looking after their customers, the end users. 

46 Canadian Transportation Equipment Association member profile Creating a Dynamic Trailer and Body Builder Powerhouse!

Company Name: Lethbridge Truck Equipment/ Southland Trailers Corp. Tel: (403) 329-4880 Fax: (403) 329-1665 Web: www.lethbridgetruck.ca/ www.southlandtrailers.com

Lethbridge Truck Equipment (LTE) and Southland Trailers Corp. (STC) are a dual force in Lethbridge Alberta’s transportation industry. Their mission — to satisfy their customers’ needs in their transportation of goods — is backed by over 25 years of successful operations. Originally, in 1980, Southland Trailers began manufacturing camper trailer frames in a 3,000 square foot shop. A short four years later, with the demand for their product rising, the company expanded operations. As Steve Whittington, General Manager for Southland Trailers Corp. explains, it didn’t take long (one year, to be exact) to outgrow this first location. “the company was forced to increase the size of its operations just to meet demand,” he says. “A majority of our success is due to the quality of our employees and the high quality products they build.

These products, the diversification of our product line Roger Metz, Purchase/Compliance Manager for Lethbridge and the customer service we provide have all come Truck Equipment agrees that success goes part-in-parcel with the willingness to tackle any project. He adds, “a majority of together to ensure lasting success.” our success is due to the quality of our employees and the high quality products they build. These products, the diversification A few years later, in 1989, Lethbridge Truck Equipment was of our product line and the customer service we provide have all amalgamated with Southland Trailers Corp. This was a strategic come together to ensure lasting success.” purchase by Southland Trailers to further promote its growing He continues, “we are here for all your truck equipment gravel and truck equipment product lines. This resulted in one needs! We provide numerous products and services for our cus- more move to the company’s current location, but growth con- tomers, from a simple frame modification, to a complete supply tinued. As Whittington explains, “in 1995 an additional 10,000 and install of truck mounted bodies including gravel bodies, dry square feet was added to the facility to handle the ever-increasing van, winch tractors, tank trucks, cranes and picker installs.” sales and production demands.” Lethbridge Truck Equipment and Southland Trailers are In 1999 another expansion of over 20,000 square feet was proud to be registered with Transport Canada. LTE’s NSM necessary, bringing the total size of the facilities to 80,000 square authorizes it to perform final and intermediate stage body and feet. And again in 2005, they expanded further adding a 30,000 equipment installations and final and intermediate stage wheel- square foot building on 3 acres south of the main plant, which base modifications. STC’s National Safety Mark (NSM) covers provided the new location for LTE and a finishing department standard cargo and miscellaneous trailers and air braked semi- for custom trailers. In total, operations cover over 12 acres of trailers. land in Lethbridge. More recently STC began working on an internal plant Such growth doesn’t just happen. For Whittington, a number restructuring project. It involved creating more efficient proof factors have come together to create this atmosphere of suc- duction/manufacturing processes, most of which are currently cess. He says, “the courage to try new ideas and a continual drive implemented and are up and running. These changes have, to improve” are two such factors. “Most importantly though, our according to Southland Trailer Corp.’s website, put them in focus on customer needs has driven our achievements.” Canada’s top 15 percentile in regards to employing value added Whittington says that because of the company’s extensive manufacturing techniques. To see for yourself what this restruc- knowledge of truck equipment service and installation, “there is turing entailed and how it works, you can actually take a factory no truck equipment install/service job that we will not tackle.” tour online at www.southlandtrailers.com. 

Fall 2008 47 48 Canadian Transportation Equipment Association tools of the trade

Jimexs Introduces New Line of Anti- Webb VORTEX Lightweight Gray skid Tapes Iron Drum Introduced to Heavy Duty In August 2008 Jimexs introduced a line Aftermarket of anti-skid tapes with adhesive, available The Aftermarket Business Unit of Webb in 60 foot rolls. Applying anti-skid tape in Wheel Products, Inc. recently announced the a work environment helps reduce the risks availability of the high performing, lightweight of accidents, injuries and loss of work time. Webb VORTEX brake drum for aftermar- Slippery surfaces can include stairs, ladders, ket replacement needs. This is an alternative walkways, scaffolding, fork trucks, skid load- replacement drum for more expensive steel ers, access ramps and more. Other applica- shelled or other lightweight drums used in rear tions also include buses, RVs, trailers, and trailer applications. golf carts, passenger boarding equip- The patent-pending Webb VORTEX ment and more. design profile with reinforcing center band For more information: www. and ribs results in a conventional gray iron jimexs.com brake drum that weighs less, but does not compromise the structural integrity, reliability, Reyco Granning® Drive Axle Conversion for Dodge and Sterling Bullet 4500/5500 and braking capabilities expected in heavier The new RD1350D drive axle Air Ride Conversion from Reyco Granning® is for Ford and drums. The advanced GM medium-duty trucks like the Dodge and Sterling Bullet 4500/5500. Applications include technology con- ambulances, shuttle buses, trailer pull vehicles, and other commercial vehicles. Conversions are tour adds 15 per- quick and easy with minimal chassis modifications. cent to the sur- The RD1350D offers an improved ride over OEM leaf-spring suspensions. It features front- face area and to-rear and side-to-side load leveling via twin height control valves, improves roll stiffness, and conducts heat its track bar maintains axle alignment. At standard capacity, the RD1350D handles a load of away from the 13,500 lbs. brake surface Other features include 11.88” ride height; 8.88” jounce, with 3.00” jounce travel; 14.88”, for superior heat with 3.00” rebound travel; and a frame height (bottom of frame to ground) of 27.08” loaded dissipation and and 23.05” deflated. The RD1350D provides a rear “dump” capability to meet rear floor height maximum lining life. requirements for ambulances. For more information: For more information: www.tuthill.com www.webbwheel.com

Phillips Industries Offers New Air and Air/ Truck-Lite Creates Super 50 Junction Box for Corrosive Electrical Hose Products Environments and Increased Load Requirements Phillips Industries recently introduced new air and a silicone gasket. The box, which air/electrical hose products to meet the increasing has 16 terminal studs with four demands of fleets and owner/operators. The following common grounds, is fed by up to are available through authorized Phillips dealers: 12 cables entering through any • Pre-made heavy-duty rubber air lines: Includes of 12 pre-tapped ports that accept swivel end brass fittings in popular lengths; either filler plugs or compres- • Heavy-duty EPDM rubber air brake tubing in sion fittings. The capacity of the 250’ spools: Ready to “cut-to-length” as needed, Super 50 Junction Box is for 50 reducing the inventory costs of carrying multiple percent more circuits than ordin- finished hose lengths; and ary boxes provide. • Electrical/air hose assemblies for ABS and “The new Super 50 Junc- Non-ABS applications: The abrasion and kink Because trailers operate in chem- tion Box meets the needs of today’s resistant hoses are spiral wrapped for an organized, ically harsh environments intensi- electrically and electronically savvy clean look. fied by the increased aggressiveness trucker, and will continue to do so For more informa- of snow fighting compounds, Truck- well in the next decade,” says John tion: www.phil- Lite developed the Super 50 Junction Howells, Vice President of Sales - lipsind.com Box for trailers. To fight corrosion, Americas. “With the increased num- the Super 50 Junction Box is made ber of circuits and devices found on from chemically and electrically the latest advanced trailers, truck inert, impact resistant ABS plastic. operators need the increased capabil- A clear lid allows easy inspection of ity the Super 50 offers.” wiring inside the box. The assembly For more information: is sealed from corrosive agents with www.truck-lite.com

Fall 2008 49 tools of the trade

Grote Announces New 360◦ Intermediate of dependable service for your warning signal Pattern for LED Strobe application. It’s a hard-hitting tough 360° strobe light that offers Features include: durability in a sleek design. This self-contained beacon • Black anodized aluminium base for resistance incorporates many advanced features: high-intensity against corrosion; surface mounted LEDs, polycarbonate lens to enclose • Gasketed amber polycarbonate high impact lens is and protect assembly, and high-intensity quad fastened onto the base to enclose and protect the strobe flash pattern or simulated rotating pattern. LED circuit board assembly; and Mounting flexibility allows for installation • High-intensity quad flash pattern or simulated rota- in horizontal, vertical or in any 360-degree tional pattern. position. Count on this beacon to provide years For more information: www.grote.com

Reyco Granning® Introduces Drive Axle Conversion for Dodge and Sterling Bullet 4500/5500 Reyco Granning® — a commercial vehicle suspension product line of Tut- hill Transport Technologies — has announced the RD1350D Air Ride Con- version unit for Dodge and Sterling Bul- let 4500/5500, including ambulances, shuttle buses, trailer pull vehicles and commercial vehicles. This medium-duty truck suspension is said to offer quick and easy air ride conversion with minimal chassis modifications. “The RD1350D offers an improved ride over OEM leaf-spring suspensions,” said Greg Richardson, Vice President of Engineering. “It features front-to-rear and side-to-side load levelling via twin height control valves, it has improved roll stiffness and its track bar maintains axle alignment.” At standard capacity, the RD1350D handles a load of 13,500 lbs. Other features include 11.88” ride height; 8.88” jounce, with 3.00” jounce travel; 14.88”, with 3.00” rebound travel; and a frame height (bottom of frame to ground) of 27.08” loaded and 23.05” deflated. The RD1350D also provides a rear “dump” capability to meet rear floor height requirements for ambulances. For more information: www.reycogranning.com 

50 Canadian Transportation Equipment Association news and views

Ancra Canada Announces New UPCOMING EVENTS November 24 - 29, 2008 Marketing Company Canadian Western Agribition Show On May 1st, 2008, Ancra Canada October 27 - 29, 2008 IPSCO Place (formerly Regina announced it has selected Pro Force 45th Annual CTEA Exhibition Park) Marketing Ltd., to represent its line of Manufacturers’ Conference Regina, Saskatchewan cargo control products for Canada. Based Theme: Driving for Excellence Tel: (306) 565-0565 in Winnipeg, Manitoba, Pro Force Mar- The Fairmount Empress [email protected] keting Ltd. brings to Ancra, nine years of Victoria, British Columbia www.agribition.com experience within the Canadian Heavy Tel: (519) 631-0414 www.ctea.ca/Victoria2008.htm February 9 – 12, 2009 Duty transportation industry. Complete Technology & Maintenance Council with a sales force of six individuals, Pro November 5 - 6, 2008 (TMC) 2009 Annual Meeting Force is well equipped to help Ancra Canadian Waste & Recycling Expo & Transportation Technology towards their goal of being the premier (CWRE) Exhibition supplier of cargo control product within International Centre Orange County Convention Center Canada in the near future. Toronto, Ontario Orlando, Florida, USA “This is an exciting partnership for www.cwre.ca Tel: (703) 838-1763 Ancra Canada,” says Brian Larocque, Ancra’s Canadian Sales Manager. “With November 7 – 9, 2008 March 4 – 6, 2009 continued new product innovations, CamExpo The Work Truck Show 2009, NTEA like the EZ Torque Winch, Cinch (An Centre de Foires de Quebec and 45th Annual National Truck Air Operated Self Tensioning Winch), Quebec City, Quebec, Canada Equipment Association Convention SilverCap Ratcheting Winch, and a Tél.: (418) 877-1919 McCormick Place West Building (866) 858-1919 strong partner in Pro Force Market- Chicago, IL, USA Roger Paradis, ing, Ancra can continue to build on its Tel: (800) 441-NTEA (6832) [email protected] sales growth in the Canadian Market. www.ntea.com www.cam-expo.com A year ago we opened our Canadian March 19-21, 2009 facility in Mississauga, and today we are November 20 – 21, 200 Mid-America Trucking Show (MATS) strengthening our field presence to offer Ontario Trucking Association Kentucky Exposition Center better customer support in the field, Convention Louisville, Kentucky, USA and to grow our business as well as our Congress Centre Tel: (502) 899-3892 customers.” Toronto, Ontario, Canada www.ontruck.org April 16-18, 2009 ExpoCam 2009 Sterling Presents Milestone Truck to Place Bonaventure, Montréal Con-way Freight Contact: Elizabeth McCullough Sterling Truck Corporation, a lead- Tel: (416) 614-5817 ing manufacturer of Class 3-8 trucks, has (877) 682-7469 reached a significant milestone when its 250,000th truck — a Sterling® Set-Back 113-inch BBC A-Line — rolled off the production line. Beall Appoints Krohnert Industries As Their Distributor for Canada To mark the occasion, Sterling Trucks Tank and trailer manufacturer Beall Corporation announced the appointment of presented executives from Con-way Krohnert Industries Inc. to be the distributor of Beall products for Canada, effective May Freight with the keys and a plaque dur- 15, 2008. ing a special ceremony held at Sterling John Krohnert, President of Krohnert Industries, and his organization will handle the Trucks’ manufacturing plant in St. Thom- complete line of Beall tankers, pneumatics, and aluminium bottom dump trailers. From as, Ontario, on June 10, 2008. their head office in Caledon, Ontario (a Toronto suburb), Krohnert will have the author- “We wanted to use this special occa- ity to sign up various dealers throughout Canada to enhance their marketing efforts. sion to also say thank you to Con-way Krohnert feels this is the right time to enter into the distributor relationship because for its long-term commitment to Ster- of the quality and weight benefits of Beall products, the strong Canadian market, and the ling Trucks,” said Richard Saward, Vice Canadian dollar versus the U.S. dollar. President of Sales for Sterling Trucks. “We The Portland, Oregon based, family-owned Beall Corporation has five manufactur- continually strive to prove to Con-way ing facilities, 13 sales and service branches and more than 500 employees. It is the third that Sterling Trucks is synonymous with largest manufacturer of bulk and tank trailers in the United States, and the largest manu- designing, building and delivering trucks facturer of custom tanks. that are ready to work, all day, every day.”

Fall 2008 51

news and views

MEMBER APPOINTMENTS Roger Gagne has been appointed National Hino Motors Canada Jim Contant joined the Ancra Canada team, Account Manager – Fleet, for Grote. He will be Announces the Opening effective May 5, 2008 and has trained in both their focusing his time and energy at fleet locations, proof Hino Central in Mississauga and Erlanger, Kentucky facilities. Cont- viding Grote technical guidance, product education Langley, BC ant is fluently bi-lingual, allowing him to work with and solutions to fleets across Canada. With an ever expanding all Canadian customers. line up of conventional cab Workhorse Custom Chassis has restructured medium duty trucks and the Charlie Taylor has taken the role of Regional its sales and marketing operations while appointing imminent introduction of a Manager, Atlantic Region and National Account Jim Gavaghan to the newly created position of new cab-over (COE) model, Manager Specialty Markets, for Grote. As his title Vice President of Sales for both commercial and RV Hino Canada recognized suggests, he will be responsible for Atlantic Canada chassis. Workhorse markets chassis for motor homes the need for a quality can- customer support as well as specialty markets such and commercial walk-in trucks. Sales and marketing didate to serve the growing as mass merchandisers and their new full line one have been separate operations for each industry. Fraser Valley market. military products. Effective June 16, 2008, Gavaghan became In response, Jeff responsible for sales of both RV and commercial Polovick, Dealer Principal Dallas Senebald has been appointed Technic- chassis, while current Vice President of RV Sales of Hino Central in Edmon- al Specialist for Grote’s Saskatchewan and Mani- and Marketing Tony Monda is now responsible for ton, was awarded this loca- toba locations. He brings with him a solid industry marketing and product planning for both RV and tion in May 2008. Hino background and has been active with the Manitoba commercial products. Central will provide the Trucking Association since 2004. Gavaghan comes to Workhorse with almost 20 resources and services that years of sales experience in the truck industry. He today’s consumer demands. Barry Duff has been appointed to Central has sold vehicles at the dealer, regional and national Central has a proven track Regional Sales Manager, responsible for heavy duty fleet levels. Monda was Director of Marketing for record of meeting the accounts in Ontario. His product management both RV and commercial chassis several years ago needs of their customers in experience, combined with years of experience, will before Workhorse split the product lines into separ- Edmonton and is looking serve Grote well. ate sales and marketing operations. to replicate that success in Langley.

Fall 2008 53 news and views

Grote Announces New Product Guide The New Product Guide from Grote has over 140 new or improved products presented Fuel-saving Tires Highlight in a colourful, easy to reference catalogue supplement. The products featured include Michelin’s “Go Wide. Save Grote’s clear lens products with coloured diodes and Grote’s award winning WhiteLight™ Green.” Tour LED technology, Warning and Hazard and License and Auxiliary lighting products. Michelin is going coast-to-coast to Also available is the 2008-2009 Electrical Connections and Accessories Catalogue, which share what thousands of fleets have contains 96 pages and over 350 new products for every repair, installation or maintenance already learned — environmentally- required for a vehicles electrical system. friendly transportation makes good The catalogue is divided into seven main sections including; terminals and connectors, business sense. Michelin’s North wire and cable products, trailer connectors, switches and electrical assemblies, support American tour features real world and protective products, battery connectors and cables and a retail merchandising/display examples of commercial trucking fleets section. and owner/operators who have bene- fited from the improved fuel efficiency, weight savings and time savings that Michelin® X One® wide single tires deliver. “With the cost of diesel fuel now averaging almost $5 per gallon, we believe this message will truly reson- ate with truckers who pay more than $1,000 per fill up and travel 100,000 miles or more each year,” said Marc Laferriere, Vice President of Market- ing, Michelin Americas Truck Tires. “Michelin X One tires provide an excellent means to improve a truck’s operating efficiency. Not only does this save the trucking company green on their bottom line, but it also saves the environment green by reducing fuel consumption and CO2 emissions.”

ArvinMeritor Spins Off Auto Unit and Focuses on Trucks Auto and truck component maker ArvinMeritor Inc. announced in May 2008 that it will spin off its automobile business unit to its shareholders and focus on supplying parts for commercial trucks. The $2.2 billion passenger car operation will be turned into a new company called Arvin Innovation Inc., the company said. ArvinMeritor makes brakes, shock absorbers and other parts for heavy- duty truck applications. “The plan to separate our two businesses is the result of a comprehensive strategic review to enhance the company’s long-term value for our shareholders,” said Chip McClure, ArvinMeritor’s Chairman and Chief Executive Officer.

54 Canadian Transportation Equipment Association about the CTEA

Why Should Membership in the CTEA be Retained? By Eddy Tschirhart, C.E.T.

The value of a membership in an As- Small and medium size companies CMVSS 121 – Air Brake Systems, sociation like the CTEA is a fluctuating can’t afford to “go it alone” and pay for for Gross Vehicle Weight Rating – investment. Typically, new Members compliance tests. The costs are too great (GVWR) increases. need our services so urgently that they and their sales volumes are too small. On an individual test basis, the can’t join fast enough. Once we are able That’s why the CTEA negotiated with stakeholder cost is 10 percent to 14 to respond to these urgent needs, the Transport Canada in the early 1990s percent of what an individual test could pressure recedes and life goes on. Sev- for acceptance of consortium testing as cost. With the GTPB the participating eral months later some Members, once proof of compliance. stakeholders get to choose from 150 those memories fade, may not have any plus test options. You can spec’ just further need for services from the As- Bottom line, if a large about any size and type of air braked sociation and decide to cancel their trailer from a selection that large. membership. number of companies felt the This is especially true when the same way as this company CTEA “GENERAL” programs economy takes a sharp downward turn. • Guide to Qualification to Anchor Then the financial people start looking originally did and dropped of Points (CMVSS 905) is a recom- for every way to save a buck. I speak first mended practice providing advice hand. I spent 32 years in the transporta- out, there would be no on how to carry out required anchor tion equipment industry prior to joining association in place to service point testing on a trailer design. CTEA as the Director of Technical Pro- • JOB-FILE® Program – Record keep- grams in 2003. its membership with needed ing protocol for compliance records During yearly budget planning programs. These programs and JOB-FILE ® III / LoadXpert™ and forecasting meetings, I remember software is designed to easily carry- defending membership in the CTEA have saved this industry a out multi-stage manufactured vehicle on more than one occasion. Defending great deal of money! Compliance Calculations, such as membership was never a major issue, weight distribution, payload analy- especially when the budgeting process sis and vertical centre of gravity. contained projected sales of certain Without an Association like the Our recent upgrade to JOB-FILE® equipment. In this case, I’m referring to CTEA there would not be a dedicated III, allows for compliance calcula- trailers and our company’s participation organization in place to identify indus- tions involving truck, truck/trailer in two generic compliance programs try needs and work to address regu- and tractor-trailer configurations. created by the CTEA and participat- lations. Ongoing membership allows Simple drawings can be imported ing Members. These were the Generic staff to stay in touch with the regula- into the calculation drawings for an Trailer Park Brake and the Rear Impact tors so that the Members can be pre- improved vehicle’s illustration. DXF Guard (RIG) programs (the latter refers pared for and respond to issues. It has files of cabs and other equipment to the RIG program meeting U.S. com- also allowed for the development of can also be imported to make the pliance standards). Our company was programs designed specifically for the illustrations look more like the com- not capable of offering compliance cer- needs of the Membership. pleted proposed unit. Manufactures tification without having the CTEA The following are programs that Recommended Practices, (MRP (s)) membership in those generic testing have been developed and are available are available to JOB-FILE® stake- programs. We could not afford to forfeit to the CTEA membership. holders, for Wheelbase Modification use of these programs. and GVWR increases by means of From experience, I know that small CTEA “TEST” programs added axle. and medium size companies offer “spe- • Generic Trailer Parking Brake Pro- • National Safety Mark (NSM) appli- cialty” products that cannot be manu- gram (GTPB) for Trailers; cation assistance. Two options are factured using large volume production • Rear Impact Program (RIG) for trail- offered. Firstly, a draft applica- processes. Without these companies ers over 4,536 kg / 10,000 lb; and tion, completed by the Member, there could be shortages of needed spe- • Straight Truck Dynamic Test Pro- gets a thorough review by staff cialty transportation equipment. gram – Verification Testing for with a detailed critique before it

Fall 2008 55 about the CTEA

is submitted to Transport Canada. the Council of Ministers Responsible 1, 2007. As a non-member they weren’t The second full in-house review, where for Transportation and Highway Safe- made aware of this and the company CTEA staff will travel to the Member’s ty Memorandum of Understanding, had no testing in place. After looking place of business, provides for assisting updated regulations, discussion papers into what it might cost to do their own and coaching the Member in the comple- and general industry information. The testing, they called the CTEA to see tion of the application. CTEA Annual Manufacturers’ Confer- what other trailer builders were doing. • Pre-Clearance application assistance. ence is a great place for networking We discussed the generic RIG pro- This is for our foreign Members who are with your peers, attending cutting edge gram, which was already in place. They making application to Transport Canada sessions and a trade fair of suppliers to rejoined CTEA and stated that they will to import into Canada. The same servi- the industry. not drop membership again. Bottom ces as described above are offered. To reinforce the benefits of retain- line, if a large number of companies felt ing membership, I want to share a the same way as this company origin- More benefits story that recently happened to a trail- ally did and dropped out, there would Another benefit of membership is er manufacturer. They had decided to be no association in place to service access to the CTEA website, which is drop their CTEA membership some its membership with needed programs. maintained on an ongoing basis. It pro- years back. The new Canadian version These programs have saved this indus- vides access to provincial weight laws, RIG was coming into effect September try a great deal of money! 

56 Canadian Transportation Equipment Association CTEA membership application

DATE:______

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

COMPANY NAME:______

ADDRESS:______

CITY: ______PROVINCE/STATE: ______POSTAL CODE:______

TELEPHONE: ______FAX:______

E-MAIL: ______WEB SITE:______

NAME OF MAIN DELEGATE: ______TITLE:______

SIGNATURE:______

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

NAME:______TITLE:______E-MAIL:______

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

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

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

Fall 2008 57 about the CTEA

The Benefits of CTEA Membership

Introduction CTEA OFFERS THE in testing new models or variations of The CTEA is a not-for-profit trade FOLLOWING PROGRAMS existing models. This is of particular Association that represents and serves Compliance orientated programs: value to specialty trailer builders. Over its Member companies. Our funding is 1. JOB FILE® III Program: The JOB- 175 axles are listed in the program derived from annual membership dues FILE® is a voluntary industry proto- guide. and the delivery of programs and ser- col used by intermediate or final-stage 4. Rear Impact Guard Program: vices. Our programs and services are manufacturers, or vehicle alterers, to A new Canadian standard, CMVSS tailored to enhance Member’s manufac- demonstrate that work performed on 223, took effect September 1, 2007 in turing capabilities and/or help them con- an incomplete vehicle chassis will meet Canada. All applicable trailers built form to the Canada Motor Vehicle Safety or exceed minimum requirements. in Canada after that date, or built for Act and Regulations. Part 1 consists of a manual. It covers export to Canada, must comply with topics like how to read an IVD, best the new standard. CMVSS 223 exceeds About our Members practices for how to add bodies, change the requirements in FMVSS 223-224. The CTEA membership is composed wheelbases and GVWRs, and add axles We offer three designs: a standard of 544 companies (as of September 12, to incomplete vehicles, and how to set design; a slanted design; and a four-post 2008) concerned with most aspects of up and manage a JOB-FILE® system. design. All three designs were com- the commercial vehicle manufacturing Part 2 is CEI-TECH Inc.’s software posed of standard steel readily available industry including: called LoadXpert™. This interactive locally. A stainless steel and aluminium • Truck chassis/body, van, trailer and program allows manufacturers to carry design are also available in the standard specialty vehicle manufacturers (81.4 out compliance calculations for straight design only. percent); truck equipment and print the neces- As well as other vital companies pro- sary documentation needed for proof of Compliance orientated services: viding products/services to the industry, compliance. At least 270 licensed cop- 1. NSM Application Review Service: such as: ies are in use. This service was introduced in 2004 • Component Suppliers (12.1 percent); 2. Cargo Anchor Point Program: This to help Members fast track their NSM • Consultants to the Industry (1.8 program, created in 2000, consists Applications. Our detailed review cov- percent); of a 32-page Technical Report titled ers all content, including verification • Truck and trailer dealers/distributors Qualification of Cargo Anchor Points of safety compliance calculations. It (3.3 percent); and for CMVSS 905. A new requirement reduces the chances that an applica- • Engineering Consultants (1.4 in 1999, CMVSS 905, imposed a min- tion will be rejected or delayed due to percent). imum strength and number of anchor incorrect information or missing con- points for heavy trailers without tent. This is not a required service. It National Safety Mark/Pre-clearance sides, like flatbeds and lowbeds. The does offer some members the peace Application and Guidance report offers Members advice on how of mind they want to get registered as This is a service we offer to the to design and test anchor points they soon as possible. industry at no charge. Our staff deter- either created or installed. 2. Compliance Label Program: In 1998 mines what a caller’s needs are and 3. Generic Parking Brake Test the CTEA created a cost-effective Cer- sends information as it is required. For Program: Created in 1995, this tification Label Program. This two- example, they can receive Transport is the CTEA’s first generic program piece label system, developed by 3M, Canada’s NSM or the pre-clearance (for- developed through consortium testing. has helped to standardize the vehicle eign manufacturers) Application, and It offers manufacturers an economical identification process. The labels con- FAQ for trucks/truck tractors or trailers way to comply with the parking brake tain a “tamper-indicating” feature. It and related background information. We requirement of CMVSS 121. Partici- voids the label so it can’t be placed on also email manufacturers links to related pants who use and install pre-tested a different vehicle. Manufacturers are content on Transport Canada’s website. axles in the program guide get the test required to affix labels on every vehicle This includes the Motor Vehicle Safety report they need as proof of compliance they manufacture (or alter). Whether Act and Regulations, technical standards required by Transport Canada compli- you build trucks or trailers, our diverse documents and test methods, lighting ance auditors. Trailer manufacturers selection will meet your needs. Want charts, etc. are relieved from the costs involved custom labels? We started printing

58 Canadian Transportation Equipment Association about the CTEA

them in 2000. Want to print your own? Designs, an occupational health and safety the new regulations were an enhancement Purchase blank stock. It works on laser consulting firm. Safety Group members to trailers, not just a compromise. Urgent printers. Sell vehicles in the USA? We pool resources, share best practices and industry issues often are brought to us for have labels meeting American label help each other develop and manage effect- resolution. For example, in the 1990s a requirements as well. ive health and safety programs. Along with rash of wheel separation incidents, caus- 3. Compliance and Risk Management improving workplace safety, companies ing accidents and fatalities in Ontario, Workshops: These regional work- can reduce their WSIB premiums and earn prompted the Ontario Trucking Asso- shops are open to Members and non- financial rebates on premiums already ciation (OTA) to seek the Association’s members. The intensive seven-hour paid. help. We organized a volunteer commit- sessions address the fundamentals, tee composed of Members building axle such as the importance of partnerships, OTHER MEMBER BENEFITS components to meet with the OTA. The limiting liabilities, what the compli- Participation in the programs and servi- end results were a training course and a ance regulations cover, the import- ces listed above involve an additional cost. provincial regulation requiring wheel and ance of compliance calculations, rec- The following benefits are all included in rim system installers and service providers ord keeping, and compliance labelling. your yearly membership fee. Please read to be certified. Participants are given an overview of this list carefully to get the fullest value for Industry Database: The Associa- the National Safety Mark application, your investment. tion maintains a comprehensive database documents and registration process, Federal and provincial regulations: containing over 10,000 industry records. a review of the CTEA JOB-FILE® We monitor federal and provincial regu- Access to this resource is just a call away Manual contents and a demonstration latory activity. All content of interest to for Members. Tell us who or what you of CIE-TECH’s LoadXpert™ software. Members is communicated by email, in are looking for. If your answer is there Since 2004 the CTEA has delivered 28 our print publications and online. In addi- we’ll find it. If it isn’t, we can access a regional workshops, in 17 different cities tion, we link both federal and provincial network of other organizations to expand in 8 provinces, to 577 participants. vehicle weights and dimensions on the the search. It’ll just take longer. We aren’t Weights and Dimensions page on the stumped too often so give us a try. The KEEPING YOUR BUSINESS CTEA website. Also refer to Lobbying and office number is (519) 631-0414. HEALTHY Consultation services. Buyer’s Guide & Directory: Mem- CTEA Commercial Insurance Lobbying: The CTEA plays an advo- bers provide basic contact information Facility cacy role on behalf of Members. We mon- and a detailed description of their busi- Marsh, the world’s leading risk and insur- itor federal and provincial government ness activities, products and services when ance services firm, has helped the CTEA policy makers for topics or issues that they join. This information is recorded develop a comprehensive insurance facility might have an impact on the industry. in the industry database. On a monthly exclusively available to our Members. Due When there are formal consultations, the basis an updated Buyers Guide and Direc- to the nature of their businesses, CTEA Association coordinates feedback from tory, using this Member information, is Members may face increased exposure to interested/affected Members. Sometimes assembled into electronic publications and product liability, product recalls, environ- a group will collaborate on a response and placed on the web site. mental impairment, theft and fire/explo- speak to the issue in person. Manufactur- Technical information: The CTEA is sion. This requires a wide range of cover- ers get to explain to government officials a member of many other organizations and age including: what the implications of their legislation can pass on their member prices to publi- • Property: including building, stock, and or policies mean to the affected businesses. cations they sell to our Members. We have equipment; Talk about democracy in action! Such dia- alliances with organizations such as the • Business interruption; logue can be an eye opening experience for Society of Automotive Engineers (SAE); • Commercial general liability; policy makers. Truck, Trailer Manufacturers Association • Products liability; Consultations: The Association often (TTMA), The Technology & Mainten- • Crime insurance; acts as a sounding board for proposed ance Council (TMC)/American Trucking • Commercial auto; policy or legislation because our Members Association, The National Truck Equip- • Boiler and machinery; and represent the affected or targeted constitu- ment Association (NTEA), Canadian • Garage liability. ency. In these cases the Association acts as Council of Motor Transport Administra- a communicator, coordinator and facilita- tors (CCMTA), the Transportation Asso- Partners in Safety tor. A recent example includes Ontario’s ciation of Canada (TAC), the Canadian Employers in Canada have a respon- safe, productive and infrastructure friend- Trucking Alliance (CTA) and others. sibility to conform to minimum safety ly vehicle reforms and the transition from Website (www.ctea.ca): Our website standards. Our Ontario Members can lift-able to steer-able axles on some trailers. has evolved into a valuable information join a Workplace Safety Insurance Board The result was a collaboration that includ- resource. We post important documents, sponsored Safety Group. By doing so, they ed performance testing of actual steer-able news and other content of value to the take advantage of the services of Health axle trailers. This outcome ensured that continued on page 62

Fall 2008 59

buyer’s guide

905 Testing GMC Fleet and Commercial, PLATFORM MACHINERY, LOWBOY Saturn Industries Ltd...... 56 Light and Medium Duty Vans AND ALUMINIUM TRAILERS and Trucks Fontaine Trailer Airbrake Training for General Motors of Canada...... 6 Company...... inside back cover Mechanics Frein Meister Group Inc...... 62 Gravel Trailers Portable Bulk Storage GraVhaul Trailers...... 62 Sandcastle Enterprise Inc...... 56 Alignment and Suspension Vancouver Axle & Frame Ltd...... 27 Heavy Duty Trucking Product Testing and Components Certification Automated Trailer Tester- ArvinMeritor...... 23 WESTEST...... 60 ABS, Lights, Air Industrial Wheels Lite-Check LLC...... 14 Quebec Truck and Trailer North Shore Industrial Wheel Mfg...... 25 Repairs Automatic Lubrication Insurance Providers & Risk Remorques CFT...... 62 Systems Advisors Repairs and Inspections FLO Components Ltd...... 45 Marsh Canada...... 18 Fortress Tank Services...... 36 AXELS AND SUSPENSIONS Lift Gates Eveley International Corp...... 13 Maxon Lift Corp...... 36 STAINLESS STEEL AND Ultron Lift Inc...... 23 ALUMINIUM TRAILERS Brake Testing Solutions Tremcar Inc...... 18 Link-Radlinski, Inc...... 38 Lifting Beams Saturn Industries Ltd...... 56 Suspension Control Systems Coatings & Finishings Wheel Monitor...... 54 E.I. du Pont Canada Company...... 4 Load Securement Saturn Industries Ltd...... 56 Tank Trailer Manufacturer Custom Metal Canopies, Bulk Resources Inc...... 42 Truckbodies and Accessories LPG CO2 NH3 Transport Nortruck Manufacturing & MaXfield Inc...... 34 Tire Maintenance Distributing Ltd...... 45 Technology Manufacturer of Class 3-7 Lyna Manufacturing Inc...... 12 Custom Trailers Truck Tractors Mitsubishi Fuso Truck of Trailer Brake Systems Express Custom Mfg...... 48 America Inc...... 31 Bludot Inc...... 5 Sokal Industries Ltd...... 62 Manufacturer of Flatdeck Trailer Manufacturer Custom Truck Bodies Trailers BWS Manufacturing...... 15 Voth Truck Bodies...... 54 Air Arc Mfg. Ltd...... 36 Trailer Rentals DESIGN, DRAFTING AND MANUFACTURER OF HEAVY DUTY R&D Trailer Rentals Ltd...... 50 ENGINEERING, OILFIELD, TRUCK TRUCK LIGHTING BODIES, TRAILERS Truck-Lite Co...... 53 Trailers Adapt Design & Drafting Inc...... 48 Platinum Equipment...... inside front cover Manufacturer of Mack Fabricated Parts and Trucks Transport Trailers, Bobtails Components Mack Canada...... 8 and Bulk Storage Tank Kampco Steel Products Inc...... 28 Mississippi Tank...... 29 Manufacturer of Oil Field Fifth Wheels Equipment Truck Equipment Sales and Fabmaster Ltd...... 28 SAF-Holland Inc. (SAF-Holland Service Marcep Manufacturing Ltd...... 62 Canada Ltd.)...... 48 Lethbridge Truck Equipment...... 45 Gentex Oilfield Manufacturing Inc...... 14 Fuel Treatment Truck Equipment Specialists Lucas Oil...... 19 Manufacturers of Oilfield Equipment, Truck Deck and Danco Equipment Inc...... 52 Equipment Trailers Fuel, Oil and Lubrication Truck Manufacturer - Falcan Industries Ltd...... 42 Specialists Daimler Trucks North Milligan Bio-Tech Inc...... 48 Market Information America LLC R.L. Polk & Co...... 3 Daimler Trucks North America...... 16 Fuel/Oil/Lubrication Flyin’ Fisch Synthetic Lubes & Mounted Equipment Systems Vac Trucks Accessories...... 48 Drive Products...... 30 Custom Vac Services...... outside back cover

FULL LINE, TRUCK BODY BUILDER Ontario Truck Service, Sales WELDING EVALUATION AND AND EQUIPMENT SUPPLIES and Repair TRAINING Diesel Equipment Limited...... 10 Kemptville Truck Centre Limited...... 14 Canadian Welding Bureau...... 34

Fall 2008 61 about the CTEA

continued from page 59 • Regulatory updates; issues, new product offerings, personnel industry. In particular it contains hun- • A calendar of industry events; and changes, mergers and acquisitions, technic- dreds of links to valuable resources Mem- • Links to key web sites (Transport Can- al information, and other industry content. bers have found invaluable. And it’s avail- ada, provincial transportation depart- This free Member service is a must read. able online. Content is added or updated ments, Canadian and American indus- CTEA eXpress eNewsletter: This weekly, and more often than not, daily. try associations). electronic bulletin is published as required. What can you find? Here’s a sampling: CTEA TODAY: Our four colour It provides a summary of breaking Asso- • Federal / provincial vehicle weights magazine covers Association news, events ciation and industry news. It only takes and dimensions; and activities, proposed and final regula- a few minutes to read. When you want • Commercial vehicle recalls published tions (federal and provincial), industry to know more, the source material is just by Transport Canada; news, feature articles addressing topical a mouse click away. And it’s delivered directly to Members’ email box — giving them the information they need when they need it. Manufacturers’ Conference and AGM: This annual event is held each fall in different parts of Canada. We bring industry experts together to deliver technical seminars and executive reports on topics of current interest. Our Technical Information Fair provides a networking opportunity for suppliers and manufacturers alike. Conference veterans look forward to meeting old and new friends. Not a member? Join us a see what you’re missing. 

62 Canadian Transportation Equipment Association