SUMMER 2018 2021: An Emissions Odyssey Medium-duty spec’ing to change with GHG rules Tops in the Shop Makin named Maintenance Manager of the Year Canada’s Drug Test Preparing the workplace for legalized marijuana

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Truck Tech_Summer 2018.indd 1 2018-06-04 10:39 AM Castrol reduces the amount of services that we do and it extended our drain interval by almost double. That’s been a big plus financially.

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Truck Tech_Summer 2018.indd 2 2018-06-04 10:39 AM is written and published for owners, managers and maintenance supervisors of those companies that operate, sell and service trucks, truck trailers, and transit buses. SUMMER 2018 VOL. 3 NO. 2

Vice President, Editorial Rolf Lockwood [email protected] • (416) 614-5825 Contributing Editors Elizabeth Bate, Derek Clouthier, James Menzies, Jim Park, John G. Smith, Sonia Straface

Managing Director Trucking and Supply Chain Group Lou Smyrlis [email protected] • (416) 510-6881 Creative Director Tim Norton [email protected] • (416) 510-5223

Production Manager Kim Collins [email protected] • (416) 510-6779 COVER STORY COUNT DOWN NEWCOM MEDIA INC. Save money, expedite repairs through accurate inventory controls 5353 Dundas Street West, Suite 400 Toronto, ON M9B 6H8 416/614-2200 • 416/614-8861 (fax) CHAIRMAN AND FOUNDER Jim Glionna Features Departments PRESIDENT Joe Glionna LEADERS SPEAK: Editorial ...... 5 VICE PRESIDENT, PUBLISHING Jason Makin 10 Quick Fix ...... 7 Melissa Summerfield Cruickshank’s Jason Makin recognized Equipment Watch ...... 28 CHIEF FINANCIAL OFFICER as Canada’s Fleet Maintenance Peter Fryters Manager of the Year. Inside the Numbers ...... 30 DIRECTOR OF CIRCULATION Pat Glionna Canada’s Drug Test 13 Legalized marijuana is coming, Truck Tech is published by Newcom Media Inc. and that requires a closer look at The contents of this publication may not be reproduced workplace policies. 28 or transmitted in any form, either in part or full, including photocopying and recording, without the written consent of the 2021: An Emissions Odyssey 16 copyright owner. Nor may any part of this publication be stored in Medium-duty spec’ing processes a retrieval system of any nature without prior written consent. will change with the second phase of GHG rules. Erick Buhr, corporate parts and warranty man- ager with Erb Group, shows off some of the Active Maintenance 20 fast-moving parts in the fleet’s Baden shop. Collision mitigation systems (Elizabeth Bate photo) automatically apply brakes, but how well are your brakes working?

1510 16 20

trucknews.com SUMMER 2018 TRUCKTECH 3

Truck Tech_Summer 2018.indd 3 2018-06-06 11:00 AM Have What It Takes

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Truck Tech_Summer 2018.indd 4 2018-06-04 10:39 AM Editorial

Wheels Still Come Off No matter what we do, wheel security seems to remain an issue By Rolf Lockwood

Wheel security is a subject that just theythey willw review the procedures taken, won’t go away, and I guess it shouldn’tuldn’t andand whenwh they find the tech who didn’t because we clearly haven’t manageded to do it rirightg they will fire him and remind eradicate wheel-off incidents. No ssur-ur- thosethose thatt are left of the proper proced- prise, then, that it came up yet agagainain ures.ures. A week or two later, things will be as a few of us were reviewing this year’syear’s backback ttoo ‘normal’. Canadian Fleet Maintenance Summitmmit “Are“Are we doing enough? In the time held in April. (A big success, by the way.)way.) I hhaveave been with this company, I have We asked for attendee feedbackck byby beenbeen onon only nine training sessions, each way of a survey that included sugges-gges- beingbeing oneo to three days in length. That’s tions for topics we might cover in futureuture a maximummaxi of 27 days for the 15-plus summits. Sure enough, wheel securityurity yearsyears I have been here. If it wasn’t for made that list. mymy owownn initiative, I would know how to I already knew it was an on-n- greaseg a truck and change oil and going issue. Informal chats here that’s it. With all the systems and there always confirm it, and on a vehicle today, I hardly people are forever telling me to think 27 days of training cov- keep on pushing. So I do. ers it. We have senior techni- Disturbingly, every time I write ciaciansn who can’t adjust clutches, who about wheel security, I get emails from can’t inspect brakes properly, who know technicians complaining about the little about fifth wheels or the electron- complacency they see in their own “I can assure ics on a vehicle. Our company is adding shops when it comes to wheel care. to the problem by hiring unskilled labor There will be those of you reading you complacent to perform vehicle inspections. These this who say, “Not again,” but I make same guys are mounting and dismount- no apologies for harping on this. I thinking is the ing tires without knowledge of what write about wheel-offs every couple of norm around they are doing. Training doesn’t exist.” years. Fact is, I’ve been addressing it Is that typical? I think not. Is it since the 1990s when wheels seemed here.” rare? I fear the answer to that one, to be falling off trucks all the time – but you tell me. and killing people in the process. They This is not just a safety concern, even still are, though maybe not so often ing is the norm around here,” he wrote, though the calamity quotient of poorly because we understand more these requesting anonymity. attached wheels is mighty high. It’s also days. But we all know they happen, “Sure we had the new procedures a business matter in an archly competi- and I don’t need iffy statistics to prove and some training thrown at us when tive marketplace. Whether we’re talking it. You guys tell me they do. wheel-offs were in the news, but that is about wheel integrity or brake adjust- I’m reminded of a very unsettling not the case now. Of the 12 technicians ment or any other such matter, haphaz- email I had not long ago from a veteran working in my shop, there is only one ard maintenance is a cost multiplier. technician at a large fleet, which he de- installing wheels correctly, one comes Downtime, unhappy drivers, bitching scribed as “so-called leaders in prevent- close, and the others aren’t even in the customers...you name it, they will all ive maintenance.” ballpark. Management does nothing contribute to an ugly bottom line. Not so, apparently. and will do nothing until a wheel-off Complacency in the shop can be a “I can assure you complacent think- occurs. And when that does happen killer in more ways than one. TT

trucknews.com SUMMER 2018 TRUCKTECH 5

Truck Tech_Summer 2018.indd 5 2018-06-04 10:39 AM Your bottom line doesn’t care if it’s cold. The new Mobil Delvac 1™ range of synthetic engine oils helps protect your fleet and your business.

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Truck Tech_Summer 2018.indd 6 2018-06-04 10:39 AM QUICK FIX

Alliance wants Skills put to emissions crackdown The Canadian Trucking Alliance (CTA) test in Ontario is calling on governments to help fight School may be out for the those who tamper with emissions con- summer in many locales, but trols on trucks. seven apprentice truck and coach While most fleets have complied with mechanics were recently demon- ever-tighter emissions standards – and strating capabilities as the annual their related costs – other operators Skills Ontario compe- have been disconnecting equipment tition – a showcase like diesel particulate filters (DPFs), or featuring 68 trade using electronic means to circumvent and technology electronic control modules. contests. The alliance wants provincial gov- Competitors in ernments to give roadside enforcement the truck and coach teams the tools to scan and detect if category qualified emission systems are regenerating to represent their properly and in good working order, or respective colleges whether they are non-compliant. through in-school This would be similar to the “read-on- and regional events, (File photos) ly, plug-in” approach Ontario and Que- which like their provincial counterpart include a bec use to determine speed limiters 100-question written test in addition to practical are working, says Geoff Wood, senior demonstrations. vice-president of policy. Ontario has al- Working against the clock, the competitors had ready shown interest in the emissions-re- just 40 minutes at each of 10 stations to show their stuff. Each station was lated enforcement, and the CTA has evaluated by a professor from one of the participating truck and coach asked the Canadian Council of Motor programs. Transport Administrators (CCMTA) to Bradley Lewis of Centennial College earned gold, while Kyle Hurtubise get other provinces to move with road- of MAESD – Northern secured silver. Joe Edwards of Algonquin side enforcement plans of their own. College earned bronze. The alliance is also suggesting an up- date to National Safety Code standards around annual inspections, requiring become compliant. No extensions or expected only to fall to 42 Mt by 2030 technicians to plug in to verify an en- excuses will be accepted. (20% below 2005), and 27 Mt in 2050 gine complies. If that was followed, a (49% below 2005). failing vehicle would not earn a valid Trucks missing While equipment is evolving, the annual safety inspection. GHG targets emissions from road freight have been Evolving trucks are reducing green- growing in line with an expanding Alberta program house gas emissions, but the Confer- population and economy. Road trans- grounds 57 ence Board of Canada believes the portation accounts for more than ¼ Alberta Transportation’s new Carri- industry will still fall short of a 2030 of Canada’s greenhouse gas emissions. er Intervention and Discipline Policy, target to reduce emissions 30% below And the share appears to be growing. enacted March 1, places the onus on a 2005 levels. carrier to prove an operation is compli- The findings were included in a re- Kenworth La Sarre ant. And that “reverse onus” approach port during the inaugural meeting of dealership relocates had suspended 57 carrier Safety Fitness the Conference Board’s Centre on the Kenworth La Sarre has moved into a Certificates as early as mid-April. Eight Low-Carbon Growth Economy. new 12,000 sq.-ft. facility to support certificates were canceled altogether. Heavy-duty vehicles emitted 21 customers in Northwestern Quebec. Shaun Hammond, assistant deputy megatonnes (Mt) of carbon dioxide in The dealership – located at 745 Route minister of safety policy and engineer- 1990, 49 Mt in 2005, and 63 Mt in 2015, 111 East in La Sarre, Que. – sits on 5.7 ing, says carriers that can’t prove they it concludes. Even if the industry ag- acres. There’s a 5,200 sq.-ft. parts ware- are compliant will be given 90 days to gressively adopts emerging technolo- house, and 800 sq.-ft. parts display. It 15 months (depending on fleet size) to gies, the greenhouse gas emissions are also has a six-bay service department.

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Truck Tech_Summer 2018.indd 7 2018-06-04 10:39 AM QUICK FIX

Tenneco buying Federal-Mogul Auction deals Icahn Enterprises is selling Federal-Mo- total $207 million gul to Tenneco for US $5.4 billion, while Tenneco has announced plans to split Ritchie Bros. Auctioneers sold more than Federal-Mogul in two. $207 million in equipment during an April Federal-Mogul is to be divided into 24-28 auction in Nisku, Alta. It attracted more an aftermarket and ride performance than 14,000 bidders from 59 countries, including more company, and a powertrain technology than 9,750 online bidders. business that makes parts like pistons “We once again saw strong participation from Western Canadian regis- and spark plugs. Both will be publicly trants, bidding aggressively as they’re looking to purchase equipment for the traded, with the split to occur in the last spring construction season, resulting in strong pricing across most equipment half of 2019. categories,” said Brian Glenn, senior vice-president The sale itself is expected to close in Approximately 89% of the equipment auctioned was sold to Canadian the second half of this year, subject to buyers, with 55% from Alberta. Buyers from the U.S. and other countries, regulatory approvals, and is not subject such as China and the United Arab Emirates, accounted for the rest. to any financing conditions.

Truck-Lite bids farewell to Van Riper It’s supported by more than 700 dealer and services Carrier Transicold truck Truck-Lite’s senior vice-president and locations across North America. and trailer refrigeration and heating chief technology officer Bradley C. Van units, Red DOT’s complete product line, Riper has died following a brief battle St-Cyr acquires Webasto diesel-fired engine and cab with cancer. BWS Manufacturing heaters, Proheat coolant heaters, and The 64-year-old started his career at The owner of Remorques Lewis has Arctic Fox fluid warmers. Truck-Lite in 1978 as a maintenance acquired trailer manufacturer BWS In addition to Calgary, the com- technician and steadily acquired more Manufacturing, headquartered in pany has locations in Edmonton and responsibility as the company grew. By Centerville, N.B. Lethbridge, as well as associate deal- 1994, he was promoted to vice-presi- The business specializes in manufac- ers throughout Alberta, B.C., and Sas- dent of research and development and turing custom trailers for heavy road katchewan. was in his most recent role since 2006. transport. He held several U.S. patents, and was Randy MacDougall, former president Rocky Mountain responsible for developing technology of BWS, will now assume the position of acquires Dunlop integration plans, monitoring intellec- chief of operations while retaining 25% Rocky Mountain Diesel (RMD) will be tual property, and adapting regulatory of company’s shares. rebranded after its acquisition of West- standards for the global Truck-Lite or- Since the merger between Remorques ern Star dealership Dunlop Western ganization. Lewis and BWS Manufacturing, the Star Centre. company has hired 26 new employees With 19 years of history under its Navistar rebrands and is poised for more growth this year, belt, RMD has been a Western Star reman lineup it says. Together, the two companies are dealer since 1991, and will now focus on Navistar’s focus on uptime is being wid- aiming to net $40 million in sales and unification, growth, and stronger brand ened to include its expanding parts lines. hire 130 qualified employees in 2018. awareness in Southern Alberta and B.C. The company is rebranding its Re- NEWed line of remanufactured parts, Hiway acquires PacLease top franchise and adding products to its Fleetrite pri- Eskimo Refrigeration Kenworth Ontario PacLease has been vate label parts brand. Both announce- Hiway Refrigeration is acquiring Cal- named Kenworth North American ments were made at the Technology and gary-based Eskimo Refrigeration. Franchise of the Year for 2017. Maintenance Council spring meetings. Eskimo provides sales and after- “PacLease and our franchise group The ReNEWed brand goes beyond market support in Western Canada for had a banner year in 2017, with Ken- remanufacturing parts, and also in- products in transport refrigeration, air worth Ontario PacLease and Allstate cludes re-engineering to incorporate conditioning, and heating. Leasing – a founding member of Pac- many mid-cycle design modifications. In business for 52 years, Eskimo sells Lease dating back to 1981 – leading

8 TRUCKTECH SUMMER 2018 trucknews.com

Truck Tech_Summer 2018.indd 8 2018-06-04 10:39 AM the way,” said Ken Roemer, president of Paccar Leasing. “Our collective strength Sterling named top has been our Peterbilt and Kenworth Volvo dealer product line, backed by the passion of our franchise group in customer sup- Sterling Truck & Trailer Sales was named Canada’s top Volvo dealer for port. It’s why we delivered 30% more 2017, while S&S Volvo of Lima, Ohio, took top honors for North America. medium- and heavy-duty trucks into The company’s dealers were measured based on new truck sales, market our lease/rental fleet in 2017 (over share, parts sales, customer satisfaction, dealer operating standards, franchise 2016) while the leasing industry as a investment, and support for other dealers. whole had sales numbers comparable to 2016 numbers.”

Reefer Sales & Service expansive parts operation, and a new trucks, as well as used truck warranties named top dealer training center. and financing. Reefer Sales & Service has been named “We look forward to offering our Carrier Transicold’s 2017 North Amer- Tallman Group customers even more options when it ican Dealer of the Year. opens used center comes to expanding their fleet,” says The dealer has 130 employees and Tallman Group has opened a used truck Kevin Tallman, chief executive officer, supports Ontario’s refrigerated trans- center at 1715 Britannia Rd. East in Tallman Group. “By opening a dedicat- port industry. It recently consolidated Mississauga, Ont. ed used truck facility we are able to have several operations into a new 46,000 The lcoation will offer all makes of even more trucks in stock and ready to sq.-ft. facility with 20 service bays, an used medium-, heavy-, and severe-duty go to work.” TT

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trucknews.com SUMMER 2018 TRUCKTECH 9

Truck Tech_Summer 2018.indd 9 2018-06-04 10:39 AM LEADERS SPEAK

TOP IN THE SHOP Cruickshank’s Jason Makin named Fleet Maintenance Manager of the Year

By James Menzies

verseeing the maintenance That, in a nutshell, is Jason Makin’s with Truck Tech at his Kingston, Ont., of a diverse fleet of about job description. He is vice-president of office. “I also have responsibility for all 140 vocational trucks is materials and logistics for Cruickshank our properties – all the physical assets, a challenge. Now throw Group and was named the 2018 Volvo properties, and buildings.” inO responsibility for 20 gravel pits and Trucks Fleet Maintenance Manager of The fleet consists of about 140 heavy quarries, six office and shop facilities, the Year during this year’s Canadian trucks, ranging from Classes 6-8, and 100 light-duty vehicles, 70 pieces of heavy Fleet Maintenance Summit on April 19. includes everything from single-axle equipment, two stationary asphalt plants, “I have responsibility for the acquisi- trucks to tri-axle dump trucks. Many of a portable asphalt plant, two ready-mix tion, disposal, maintenance and repair those trucks are multi-purpose vehicles, plants and a couple of crushers. of the fleet,” Makin said in an interview deployed as snowplows and sanders in

10 TRUCKTECH SUMMER 2018 trucknews.com

Truck Tech_Summer 2018.indd 10 2018-06-04 10:39 AM Opposite page: Jason Makin is responsible for not only a fleet of vocational trucks, but also Cruickshank’s heavy equipment and properties.

Right: Getting to know his technicians personally, and being in touch with their issues and concerns, is a priority for Makin. “The biggest challenge right now the winter, and then dump trucks the rest of the year. The company also oper- is people. The availability of ates a fleet of ready-mix trucks. Maintaining such a diverse fleet is not technicians, whether apprentices or a new challenge for Makin. He began his trained technicians. I think it’s a maintenance career in the Canadian Armed Forces, where he spent seven systemic problem in the industry.” years as a vehicle technician. – Jason Makin, Cruickshank “It was enjoyable, but not where I wanted to be,” Makin recalled. He moved to Toyota as it was expanding its manu- facturing plant in Cambridge, Ont. It was there that Makin quickly moved up as much flexibility as possible while were a sore point for mechanics, and through the ranks from working on the ensuring the job gets done. now covers half the cost. assembly line to leading projects during “We put a lot of efforts into do- “It may be small to the company, but the rapid expansion of the plant. ing the right things for employees to it’s big to the employees,” Makin said. “Toyota gave me a great base for make it a happy and enjoyable place to When walking the shop floor, Makin process, developing workflows and work,” he said. engages his technicians and asks them understanding the steps that need to be Makin has quarterly roundtable dis- how things are going. taken,” Makin said. “Those opportun- cussions with managers and technicians “Lots of times, the guys will quick- ities are invaluable, and you take those to ensure everyone is in touch with issues ly open up if something is bothering skills with you everywhere you go.” and concerns. them,” he said. But Makin’s roots were in Kingston, “I lay out our vision for the next six Like most maintenance operations, and the pull of home was too great to ig- months, give them an opportunity for Makin struggles to bring in new talent. nore. He found a job as general manager feedback, find out what we can do better, He acknowledges a different manage- of equipment with Cruickshank in 2009, what we need to improve on, and what ment style is required for younger techs. and after three years was promoted to are the issues they are facing,” Makin ex- And he should know – his 23-year-old his current role. But despite the chal- plained. “It gives them an opportunity son Mitchell is an apprentice there. The lenges inherent in maintaining such a to know what our plan is, and to know key to preparing young technicians for varied fleet, Makin says it’s the human they have a voice and that we try to act success is to ensure they don’t get in element that is proving to be one of his on everything if we can. If we can’t, we al- over their heads early and become dis- biggest day-to-day challenges. ways circle back around and say, ‘You had couraged, Makin noted. “The biggest challenge right now is a great idea, here’s why we can’t do it now.’ “Making them understand their first people,” he said. “The availability of Something I learned at Toyota is that it’s day on the job, they’re not going to be technicians, whether apprentices or the person doing the job that usually has doing field service calls. They have to trained technicians. I think it’s a sys- the best ideas for making improvements.” spend some time in the shop, they have temic problem in the industry.” Sometimes, small gestures can have a to prove they’ve got the capabilities. If Makin addresses the shortage by big impact. Cruickshank became aware we put them out there chasing down engaging his technicians, getting to that the $120-a-year College and Trade field services calls they’re going to get know them personally, and providing fees charged to Ontario technicians out there and get lost in the repair and

trucknews.com SUMMER 2018 TRUCKTECH 11

Truck Tech_Summer 2018.indd 11 2018-06-04 10:39 AM LEADERS SPEAK

it slows things down and reflects poor- and both think theirs is the most im- ly on the shop,” Makin said. “We send portant,” he said. “The cost of any equip- the young guy out with a senior guy to ment being down, we want to reduce give him exposure and let our veterans that as much as possible. But the impact teach them how to approach things.” of an asphalt plant being down – it stops Other challenges for Makin include the trucks, the crews, the work, the prioritizing projects. traffic on the highway. There’s always “We have two crushing operations, the competition between priorities and Jason Makin returned from CFMS to find his office filled with balloons, planted there during his absence by co-workers.

trying to keep everybody happy.” This includes drivers. “These guys are our customers, and we need to think of them that way and “THE RESULTS WE HAVE treat them that way,” Makin said. Cruickshank’s spec’ has evolved to SEEN ARE REMARKABLE help attract these very people. New – IT DOESN’T GET trucks are now spec’d with Allison auto- BETTER THAN THIS!” matic transmissions. Full air suspen-

LARRY SLAVENS, OPERATIONS MANAGER, sions are another recent change. The DLM TRUCKING, SUNNYSIDE, WASHINGTON, USA company keeps its trucks for about 10 years. “Our spec’ hasn’t changed a lot over the years with the exception of those two changes,” Makin said. The road construction industry has been busy in recent years, with an in- jection of government infrastructure spending. This has been good for busi- ness but has also attracted more compe- tition and put greater pressure on rates. “Margins are tight, so we run things lean,” Makin said. One cost-saving initiative he is proud of is an anti-idling campaign that began with the heavy equipment and is now underway in the on-road fleet. Want to double your drain intervals like DLM? Take the DURON™ “We saw the results in our mainten- Challenge. There’s no cost, and no risk. We’ll provide the DURON heavy duty engine oil, the technical expertise and oil analysis. ance costs, in our fuel costs, and we And we’ll support you all the way. were able to get the whole company on-

Visit DURONCHALLENGE.com now for more information. board,” Makin said. “We had monthly recognitions, T-shirts for our top oper- ators, Tim Hortons gift cards, and at the end of the year we paid out a bonus to operators with the lowest idling time.” The initiative earned Cruickshank the Ontario Road Builders’ Association’s 2016 Outstanding Achievement Award for Green Leadership and Sustainability. TT

12 TRUCKTECH SUMMER 2018

Truck Tech_Summer 2018.indd 12 2018-06-04 10:39 AM SUBSTANCE ABUSE CANADA’S DRUG TEST What employers should know about upcoming marijuana legislation

BY SONIA STRAFACE

ecreational marijuana will be of their workers and the general public.” “Another thing is here in Canada, we legal across Canada faster than This includes truck dealerships, re- are not allowed to do random drug and you can say “puff, puff, pass” – pair centers, and truck fleets. alcohol testing,” she said. “So, employers R whether you’re ready or not. Even though Reive warns that drug should be careful not to put that in their But according to experts, you should and alcohol policies are not a one-size- policy. And when you’re interviewing get ready – and fast – before the legaliz- fits-all deal, she does advise that all someone, you can’t ask if they’re a user ation comes info full effect. policies have similar key items. of marijuana. Because then it becomes Barbara Butler, who has been helping “You should state that employees a human rights-related issue.” government, industry, and labor asso- should arrive for work fit for duty and Reive also suggests putting conse- ciations deal with workplace and alco- not impaired and remain that way quences in the policy. hol and drug issues since 1989, says the through their shift,” she said. “Make sure the policy states when news of the legislation should not be “And this goes for both legal and il- termination would occur,” she said. “Be- shocking to employers. legal substances. Employers should cause if you’re the employee, you want “This is not new,” she said. “Employ- also consider prohibiting possession at to know what’s expected and what’s ers should have drug and alcohol poli- work, and putting a duty on employees going to happen if you break the rules.” cies in place already…and not just for who are in safety-sensitive positions to Things become a bit more compli- cannabis, but for every drug, mood-al- report if they have a substance abuse cated if an employee comes forward with tering substance, and alcohol.” problem, if they have a prescription for a substance abuse problem that meets Butler said these policies need to medical cannabis or any other medica- the definition of a “disability” under Can- cover all employees, not just drivers, tion that may impact their ability to do ada’s human rights legislation. and be clear and well-communicated. their job.” “If somebody comes forward with “You want to make sure your em- This is especially important for truck an abuse problem, then the employer ployees know their expectations by mechanics, Reive said, as it could be would have to accommodate them to providing a clear policy around fitness argued that they are in safety-sensitive the point of undue hardship,” she ex- for work, and be very clear on what is positions. plained. expected in the workplace,” she said. “Because they are ensuring these vehi- If, for whatever reason, you don’t Corporate, commercial, and regula- cles are in proper working condition and have a drug and alcohol policy in place, tory lawyer Jaclyne Reive agreed with that they are safe for drivers to go out you better get one, and fast, both Reive Butler and strongly suggested employers on public roadways with…you want to and Butler suggest. update their drug and alcohol policies. make sure your policy is clear,” she said. Reive also advises that the law will “Even though (recreational marijuana) As well, Reive says policies should in- apply differently toeach business’s in- isn’t legal yet, employers shouldn’t wait clude a contact in the workplace that em- dividual situation, and that you should until it is legalized,” she said. “We strong- ployees can turn to if an issue arises, such seek your own legal counsel before tak- ly recommend having a robust fit for duty as if an employee is suspicious of another ing any steps in an attempt to comply policy in all workplaces as it allows em- co-worker being unfit for duty or if some- with any of the legal obligations dis- ployers to protect the health and safety one has a substance abuse problem. cussed in this article. TT

trucknews.com SUMMER 2018 TRUCKTECH 13

Truck Tech_Summer 2018.indd 13 2018-06-04 10:39 AM PARTS COUNTER

COUNT DOWN Save money, expedite repairs through accurate inventory controls

BY ELIZABETH BATE

aving the right parts at the parts numbers associated with such Parts line right time is a balancing jobs, as well as how many times the up in a Paccar act, one that can impact part or job was used in a given period, PDC (above). H the bottom line in big ways. helps shops maximize uptime while not Erick Buhr and More than just considering carrying over-ordering. fast-moving parts costs, effective inventory controls in- This kind of tracking can also help at Erb Group. (right) volve making sure expensive parts a shop notice trends, says Mairleitner, don’t languish in a dust-filled corner, who looks at the big picture for 11 Cer- and that repairs are not delayed be- vus locations. cause of a lack of the right parts. This winter, for example, there was a when more need to be ordered. And what about non-parts inventory noticeable uptick in thermostats being “Having the right part at the right like personal safety equipment and replaced. While the previous few win- time seems to be a lot bigger challenge tools? Frequently replacing those items ters had been mild, the deep freeze at today than it was in the past,” Mairleit- can eat into budgets. the end of 2017 saw a sudden need for ner says. Bill Mairleitner, the group parts man- the regulating devices. With an increase in parts and the fre- ager for Cervus Equipment, says keep- Computers are proving handy for parts quency they change, it’s no longer possible ing track of parts used for common jobs help, with various programs providing a to memorize numbers for ordering. Mair- can eliminate a lot of the guesswork direct link to parts providers and OEMs – leitner says a job that used to take four to when it comes to ordering. like Paccar. Cervus supplies Paccar parts five parts could now take 10-15. Keeping Most parts managers can recite the to its own and other locations. Using the a digital system with all those numbers, maintenance parts they think they use inventory control software allows parts one that can be easily updated when parts frequently – brake pads, taillights, and managers to not only order components numbers change, is necessary. filters, to name a few – but using a for- but keep track of the frequency a part is The lists can also help keep track mal spreadsheet to keep track of the being used, how many are on hand, and of missed opportunities by recording

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happens. I got one sitting in my office right now,” Buhr says. In-line compressors are a common order, but an update in numbers meant Buhr was stuck with some that didn’t fit the VIN of the truck his shop was work- ing on. They all had to go back. Parts suppliers are more likely to take back a tough-to-return part on a one- off basis if they want to preserve a good Missing parts lead to missing working relationship. Maintaining that maintenance opportunities, may mean more money on your bottom says Bison’s Mike Gomes. line in the long run. When it comes to non-electronic components, returning unused parts every time a sale is lost or a truck is regularly is important to make the most turned away due to a lack of available “Having the right efficient use of valuable floor space. parts. That’s something Cervus says part at the right Each shop’s practice for returning un- has had a real impact on how ef- used stock is different, but most shops ficiently it’s able to serve cus- time seems to be a that spoke to Truck Tech said they re- tomers. lot bigger challenge turned parts if they had been sitting for Mike Gomes, vice-presi- six to nine months. dent of maintenance at today than it was Parts aren’t the only inventory that Bison Transport, says in the past.” needs reviewing in a shop. Tools and those missed opportun- personal safety equipment can become –Bill Mairleitner, ities can affect a fleet’s a problem if not logged correctly. performance, taking a Cervus Equipment While most shops require mechan- fix that should have been ics to provide all their own tools, a few four or five hours to 10 items – drill bits and personal protect- hours or more. ive equipment like goggles, for example Once a shop has a list, being logged properly when it arrives, – might be provided by the shop. Ensur- it’s important to count the for example. Spotting these issues while ing those items are accurately inven- parts. Many shops are moving memories are fresh saves searching for toried can mean keeping replacement to a continuous-counting mod- the cause of missing parts later on. costs down. el, tracking a certain section of the Sometimes headaches can’t be so While it’s been a while since Erb had shop every day or every week. Once the easily headed off at the pass, however. a problem with missing tools, it does whole shop is done, they start over. Parts numbers change so quickly that happen. Occasionally drills, wrenches, or As barcoding technology – complete it can be hard to keep track of updates, other small tools have been misplaced, with a scanning gun and instant up- and while most OEMs endeavor to but implementing a control system on loading to a computer – becomes cheap- work with their customers to provide those items comes down to time versus er and more readily available, continu- easy returns for parts ordered in error, reward for Buhr, who says the solution ous counting becomes easier, providing some parts just aren’t returnable. sometimes costs more than the problem. shops the possibility of skipping a yearly “Electronic components are pretty Cervus, meanwhile, is testing vending inventory count altogether. much a battle,” says Buhr. machines that distribute small tools and For those that do choose to keep Once an electronic component is safety gear to mechanics with the swipe their end-of-year count, an increase in opened, returning it is often a no-go, of a card. The machines have been in the cycle counts means a better opportun- which makes checking parts numbers Mississauga and Waterloo, Ont., loca- ity to correct mistakes. to ensure they’re up-to-date even more tions for six months, with good results. Erick Buhr, corporate parts and war- important. The size of the two facilities make the ranty manager with the Erb Group of There is no such thing as perfect, machines a practical solution to having Companies, says weekly cycle counts however, which makes maintaining a technicians wait for supervisors to sign curb problems when they happen – a good relationship with parts suppliers out tools and equipment. mechanic failing to record a part when all the more important. “It’s a pretty neat system, actually,” it’s taken off a shelf, or a part number not “Ordering the wrong parts, yeah it says Mairleitner. TT

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2021 An Emissions Odyssey Medium-duty spec’ing processes will change with the second phase of GHG rules

BY JIM PARK

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Medium-duty trucks are going to change in Model Year 2021. GHG Phase 2 emissions rules will require With a range of up better fuel economy to 300 km, Volvo’s and lower carbon FE electric Class 7 dioxide emissions. will be in service in Europe by 2019. Will we see it with a VNR cab here in 2021?

he next round of greenhouse gas and National Highway Traffic Safety Admin- (GHG) regulations is due in 2021, istration (NHTSA). Together they promote but the model year of trucks affect- technology to reduce greenhouse gas emis- T ed by the rule will actually hit the sions and improve vehicle fuel efficiency in road about two years from now. And while three stages for Model Years 2021, 2024 and fleets that operate Class 7 and 8 heavy-duty 2027. It builds on standards set in 2012 for trucks are already losing sleep over the rule, a Model Year 2014 and 2017 vehicles, which is significant share of the population operating where we are today. medium-duty trucks doesn’t even know these Canada has its own greenhouse gas regu- rules exist. They’re the kinds of trucks oper- lation, aligning Canadian emission standards ated by businesspeople and contractors who and test procedures with those in the U.S., see vehicles as a tool for some other business. while respecting the different regulatory en- Think electricians, landscapers, bakers, and vironments – and to some extent, the differ- plumbers. Their passion is their business, not ences in how Americans and Canadians spec’ the truck they use. and use trucks. “Back when the 2007 and 2010 soot and By 2027, the rules that apply to Class 2B NOx emissions rules kicked in, we had to edu- and 3 trucks, pickups, and vans will require cate our customers on those changes, as dra- lower carbon dioxide emissions and fuel con- matic as they were,” says Brian Tabel, executive sumption to be 16% lower than those seen in director of marketing for Isuzu Commercial Phase 1. Class 4-6 vehicles will need carbon Truck of America. “Most of them didn’t know dioxide emissions and fuel consumption to the change was in place, but they sure noticed be 24% lower than Phase 1. the price jump between 2006 and 2010 [Mod- These are significant changes for vehicles el Year] trucks. Customers that had bought that won’t maximize the benefit of improved pre-emissions 2006 trucks and were shopping aerodynamics. for another one in 2010 were shocked. They In the on-highway sector, a high per- were mostly utterly unaware of the changes centage of the overall reduction in exhaust that had occurred over the past 10 years.” emissions will come from enhanced aerody- Tabel and others in the medium-duty mar- namics. In the medium-duty and vocational ket are hoping there will be some awareness sectors, improvements will come from chan- of the next round of changes. With them will ges in engine and powertrain efficiency, light- come improved fuel efficiency, which they weighting, low rolling resistance tires, and probably will notice, and a more complex tire pressure management. vehicle. Ensuring those vehicles comply with the new rules will be challenging. Developing strategies The regulation, Phase 2 of the Heavy-Duty It’s still early in the development phase, but Greenhouse Gas and Fuel Efficiency Stan- OEMs are establishing strategies to com- dards, is a comprehensive set of engine and ply with the rules. Few were willing to share vehicle standards jointly adopted by the U.S. what they are working on, but Darren Gos- Environmental Protection Agency (EPA) bee, Navistar’s vice-president of engineering,

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says the improvement in medium-duty Battery-electric last-mile delivery vehicles will come from the engine and vans and even rental vehicles the chassis separately. In this case, we’re could work quite well in many talking about straight trucks and deliv- operational environments, ery vans in Class 3-6 territory. but they won’t completely “On the engine side, OEMs will be replace diesels working to improve combustion effi- anytime soon. ciency as well as the gas exchange pro- cess – how efficiently you get the outside air into the combustion chamber and back out again. And to reduce parasit- ic or friction losses within the engine – oil and water pumps, engine gear train, piston rings, etc.,” Gosbee says. “Mild-hybridization is going to factor in the medium-duty environment. You’ll BEVs & probably see engine stop/start technol- ogy coupled with energy recovery mech- GHG Phase 2 anisms such as regenerative braking Greenhouse gas (GHG) Phase 2 rules for 2021 could be what jumpstarts the electric and more-efficient electric technology, revolution. It won’t be Tesla’s Electric Semi that first hits the streets, but more likely a panel depending on the class and duty cycle.” van or delivery truck from the likes of Workhorse, Chanje, Mitsubishi Fuso, Isuzu, or even On the chassis side, the reductions in Volvo or Navistar. Within the medium-duty domain, hundreds of Class 4, 5 and 6 trucks carbon dioxide will come from shedding and vans are already in revenue service in many parts of the U.S. (few, if any, are here in weight, reducing parasitic losses in the powertrain through more-efficient axles, Canada so far), with big carriers like United Parcel Service, FedEx, Frito Lay, and others. and with low rolling resistance tires and As regulations put the squeeze on carbon dioxide emissions for vocational and tire pressure management systems. medium-duty trucks, truck makers will be looking for ways to generate emissions “Transmissions have a big role to play, credits and to offset any potential credit imbalance. Through the magic of credits earned too,” Gosbee says. “It comes down to the on more-efficient vehicles – like battery-electric vehicles (BEVs) – manufacturers could relative efficiencies of torque-convertor afford to apply less drastic measures to their fleets of conventionally powered vehicles. automatics versus a dual-clutch auto- The U.S. and Canadian regulations for BEVs include credit multipliers as incentives to mated transmission, versus manual OEMs thinking about qualifying advanced technologies into their vehicles. with direct gearing. Manual transmis- “For every battery electric vehicle an OEM puts into the medium-duty domain, sions are the most efficient, technical- there is a multiplier that can offset, I believe, up to five diesel trucks,” says Darren ly speaking, but the least popular with Gosbee, vice-president of engineering at Navistar. “It will be very advantageous to medium-duty consumers.” an OEM to have electric vehicles in their portfolio to help with corporate averaging.” On the heavy-duty side, customers will have options to get vehicles to com- According to the California Air Resources Board (CARB), “... adopting multipliers in ply, and the OEMs will earn greenhouse this range would make these technologies much more competitive with the conventional gas credits based on how efficient the technologies, and could allow manufacturers to more easily generate a viable business vehicle turns out to be. The OEs will be case to develop these technologies and bring them to market at a competitive price.” incentivizing certain technologies to Producers of electric vehicles will also be earning greenhouse gas credits on ensure more of them are adopted. Since electric vehicles they sell, but they are useless to the producers because there’s no there are fewer options to tinker with in need to offset non-conforming vehicles. They can, however, sell those credits to the medium-duty domain, the manu- companies that make diesels. facturers will be building trucks that “Valuation of credits in the averaging, banking and trading model has been help with their compliance pathway, questioned, because why would a company sell a credit to a competitor,” says Rick with less input from the customer. Mihelic, North American Council for Freight Efficiency program manager and co-author “In medium-duty, the choices are of the recently published guidance report, Electric Trucks Where They Make more limited, and the OE’s choices for controlling greenhouse gas take on a dif- Sense. “In the case of a company that makes just electric vehicles, it’s a great opportunity ferent form,” says Gosbee. “Technology to help offset the cost of those electric trucks by selling their useless GHG credits may have to be forced onto a truck that to manufacturers that need them.” customers may not necessarily want.” Tabel says many of Isuzu’s tradition-

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al customer base many not be aware the routes to a truck’s capability – rather into a year-long customer field test to of the pending changes to their equip- than forcing the electric truck to repli- see if they will stand up to the way cus- ment, and they probably won’t worry cate diesel duty cycles – was a better tomers use them. about it. Where it will matter is on the indicator of their potential. There are already many viable elec- maintenance and operational side. In studying PepsiCo’s Frito-Lay North tric vehicles in medium-duty service “Most of our customer base don’t America diesel and electric vehicles, the bearing nameplates like Mitsubishi, know much about truck maintenance,” organization found that average daily Isuzu, Chanje, BYD, Workhorse, and he says. “We went through this with the driving time for both electric and diesel others. We now have electric refuse ve- 2007 and 2010 changes. When the Check units was just 1.5 hours, with most of hicles from Mack, Volvo, and Daimler. Engine light came on they ignored it, the electric vehicles running less than But where are the medium-duty freight and some faced some pretty expensive 70 km per day and consuming signifi- trucks from the big-four? repairs. We are doing a whole new round cantly less (55 kWh) than the battery’s Navistar has announced that, in of customer training and education 80-kWh capacity. partnership with Volkswagen Truck & when the 2021 trucks hit the street.” Tabel says Isuzu customers have Bus, it will have a medium-duty BEV traditionally bought one truck for all truck available “probably by the 2020 The case for electric their routes. timeframe.” Battery-electric vehicles (BEVs) could “There’s room there to optimize the Volvo has just announced two BEV be ideal candidates to replace conven- truck to the route – long routes for platforms the will run in Europe by tionally powered light- and medium-du- the diesels, and shorter for gasoline or 2019. It’s pure speculation on our part, ty trucks in segments where the tech- maybe electric trucks,” he says. “When but could those trucks, with VNR cabs, nology suits the application. There’s you look at the possible complexity be ready for North America by 2021? a lot of talk about range anxiety, but a of the 2021-and-beyond vehicle, bat- Truck Tech contacted several OEM recent study by National Renewable tery-electric trucks could make a lot of for this story, including General Motors, Energy Laboratories of a delivery fleet sense for the consumer.” Fuso, Paccar, and others, but they de- in the Seattle area shows that matching Isuzu now has five trucks set to go clined to offer comments. TT

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ing air disc brakes on trucks and trailers, and adhering to a preventive mainten- ance schedule. It also suggests techni- ACTIVE cians measure brake pad thickness with the wheels on every six months, and with wheels off every 12 months. MAINTENANCE “Adhering to a maintenance schedule supports early detection of potential Collision mitigation systems automatically apply issues and avoidance of more extensive brakes, but how well are the brakes working? brake damage,” Melletat says. “There- fore, a robust maintenance schedule BY JAMES MENZIES helps reduce vehicle downtime and im- prove overall vehicle safety.” rucks fitted with the latest suring safety systems achieve their ex- Fleets that have lax maintenance collision mitigation sys- pected performance. programs are not likely to see the full tems featuring active brak- “The foundation braking systems and benefits of collision mitigation systems, T ing will only be as good as the anti-lock braking systems [ABS] are notes Fred Andersky, director, customer your fleet’s maintenance practices. It’s critical to collision mitigation function- solutions – controls, with Bendix Com- crucial to remember those systems, ality. Simply put, collision mitigation sys- mercial Vehicle Systems. But sloppy which automatically apply the brakes tems ask the ABS to decelerate the vehicle maintenance practices don’t make when necessary to prevent or reduce when necessary,” he says. “The radar- or them completely ineffective. the severity of collisions, still require a LIDAR-based active safety system detects “There’s more to mitigating a collision well-maintained braking system to per- the moving or stationary object, [and] ap- beyond just the technology,” he says. form to their full potential. plies the brakes to help avoid or mitigate “This doesn’t mean, however, that a fleet “While an active safety system can an unavoidable collision. The ABS and won’t get benefits from a safety technol- help with reaction times to improve foundation brakes do the work of slowing ogy if its maintenance program isn’t on roadway safety, effectiveness relies or stopping the vehicle.” par with Nascar … The system will alert greatly on the base components that are Wabco recommends properly install- and activate but may need to apply more actually doing the work to slow or stop a vehicle – the tires and brakes,” says Keith McComsey, director, marketing and cus- tomer solutions, wheel-end, with Ben- Troubleshooting safety systems dix Spicer Foundation Brake. “Keeping Many fleets immediately begin swapping out components when problems with antilock those components maintained to their braking systems or active safety systems are identified. But this may be a costly and time- intended performance capability has a consuming – not to mention unnecessary – approach to the problem, according to Bendix. direct impact on slowing and stopping.” “Our technical support teams find that component replacement is often the first response To ensure collision mitigation systems to an electronics problem within an antilock braking system, or within traction, stability, or with active braking work as designed, collision mitigation technology,” says Fred Andersky, director, customer solutions – controls, like-for-like OEM aftermarket replace- with Bendix Commercial Vehicle Systems. “Many times, though, the issue isn’t the compon- ment parts should be chosen, and tires ent itself, but a problem that’s more difficult to detect, but easier – and cheaper – to fix.” should be properly inflated. Tread depth Bendix recommends that, when troubleshooting an electronic component, to first look should also be carefully monitored, Mc- for: frayed wires; corroded connectors; blown fuses; out-of-position wheel speed sensors; Comsey says, to ensure sufficient traction and misaligned radar. is required when the brakes are applied. Also examine radar sensors to ensure they aren’t blocked by snow, ice, or debris, “An active safety system will always look for damaged sensor brackets, and inspect the vehicle’s J1939 communications do everything it can to help the driver and diagnostics network. mitigate a potential crash situation, but Smashed radar units will have to be replaced, not repaired. poorly maintained brakes or tires mean Repairs such as front-end alignments or steering linkage service may require recali- it will have to work harder – and what bration of the stability system’s steering angle sensor. Similarly, any work on the frame rail could have been a close call may wind that involves removing or loosening the yaw rate/lateral acceleration sensor of the stability up being a fender bender,” he explains. system will require the sensor to be recalibrated after being returned to its proper position. Mark Melletat, executive director of Changes in tire size may also necessitate the use of diagnostic software to update the new fleet sales and service, Wabco Amer- tire values, Bendix advises. icas, agrees with the importance of a fleet’s maintenance practices in en-

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“Technicians need to know what it is they have on the vehicle,

and how maintenance Acts on imminent unplanned Supports driver with improved departures from the current lane comfort and safety • Detects lane markings and • Enables driver to suppress or may help or hinder evaluates related vehicle position override steering torque • Recognizes when the vehicle begins • Provides driver assistance to drift towards lane markings according to SAE Level the performance • Distinguishes between planned 1 of automation lane changes and lane drifting • Driver remains responsible of the system.” for steering control – Fred Andersky, Bendix

Helps avoid potential collisions and run-off-road accidents • Intervenes before the vehicle reaches the lane markings • Autonomously applies a correction braking power for a particular situa- torque to the steering wheel • Smoothly releases steering tion where maintenance is less than in torque as soon as the vehicle trajectory is reestablished the same situation where the vehicle is maintained at a higher level. Of course, depending on the situation, the results in both cases may be a crash avoided.” Melletat says fleets spec’ing collision mitigation systems must incorporate the technology into their preventive maintenance programs. “Collision avoidance systems require the same routine maintenance schedules Mitigates imminent collisions with stationary vehicles as other truck components such as ABS,” • Alerts the driver via acoustic, visual and haptic signals he advises. “The inspection is very simple: • Provides partial braking to reduce test drive the truck and make sure the sys- impact of impending collision tem is not setting any active fault codes.” Andersky says these systems are Long range radar enables well tested, and failures are rare. When earlier identification of imminent rear-end collisions they do occur, it’s most likely due to the radar slipping out of alignment. Helps prevent imminent collisions with moving or stopping vehicles: “If the radar is out of alignment, the • Alerts the driver via acoustic, visual, and haptic signals system will not perform optimally. • Provides up to full braking and can Radar alignment is a relatively easy fix, bring vehicle to a complete stop however, as the system can typically easily inform the driver what needs to be adjusted,” explains Andersky. Melletat adds, “Any issues affect- ing the J1939 controller area network ning will keep stability up and running or technicians purchasing and main- [CAN] can disable the collision mitiga- and collision mitigation up and running.” taining its collision mitigation systems, tion systems. Fortunately, these failures Fleets spec’ing collision mitigation sys- and that most fleets “will send the trucks are very rare and often can be avoided tems for the first time must train techni- to dealers to address any collision miti- with routine inspections.” cians and drivers on how they work. gation system-related concerns.” Drivers and technicians should be “Technicians need to know what it is However, he adds, “Technicians aware that if the ABS or stability system they have on the vehicle and how main- working on these systems should have don’t work, the driver may still have tenance may help or hinder the per- a strong well-rounded electrical back- traditional braking but not the stability formance of the system,” says Andersky. ground, including the ability to work control or collision mitigation func- “Drivers need to know what the system on J1939 controller area networks, and tionality. is capable of doing, and most import- experience working on the components “Think of this as a hierarchy of issues, antly, what it is not capable of doing.” of advanced driver assistance systems, with ABS as the foundation,” Andersky Melletat says Wabco doesn’t have such as radar and electronic displays, suggests. “Thus, keeping ABS up and run- specific training requirements for fleets and the diagnostic software.” TT

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By 2048, Michelin is aiming to make terials. Michelin launched its Biobutter- Michelin’s Movin’ On conference is its tires fully recyclable, and will con- fly program in 2012, which results in now in its second year. It brings togeth- struct them from 80% renewable and creating synthetic elastomers from bio- er 155 partners, all of them interested in recycled materials. mass such as wood, straw, or beet. promoting sustainable mobility. Organ- The company made the announce- Today, Michelin tires are made from izations at the event include business- ment at its Movin’ On conference on sus- 28% sustainable materials, including es, universities, government represent- tainable mobility in Montreal. Michelin bio-sourced and recycled materials. atives, and media. TT says the move will save 33 million barrels of oil per year, equivalent to 16.5 super- tankers. That’s also equal to France’s en- tire monthly energy consumption. “There are two major ambitions the group is taking for 2048,” said Cyrille Roget, who heads scientific and innova- tion communication for Michelin. “The two major ambitions concern what we put into tires, and what tires become.” Today, 70% of tires are recovered, ac- cording to Roget. That’s not bad when you consider only 14% of plastics are recovered. “If you think about that, the tire indus- try is very well advanced in recovering their tires,” Roget said, noting about 50% of tires are recycled into new materials PREMIUM BRANDS. LOCAL EXPERTS.

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Cummins focused on providing ‘power of choice’ BY JAMES MENZIES

he company best known for vide 800 km of driving range per day, and producing diesel engines wants questions about resale value will need to T it known that its capabilities be answered. Battery recycling programs extend beyond diesel. will be necessary, as will a more-expan- “We intend to be in the diesel busi- sive charging infrastructure. ness for a long time yet,” said Julie Fur- “Right now, we wouldn’t advocate an ber, executive director of electrification electric linehaul truck,” Furber admitted. with Cummins, during a keynote ad- Currently, Furber said Cummins be- dress at the Canadian Fleet Mainten- lieves diesel remains the best fit for ance Summit April 18. “We think the longhaul, natural gas is ideal for regional diesel market has a long way to go, but haul and refuse, while hybrid is an ideal we also think hybrids have a part to solution for utility fleets. Full electric play and we believe fully electric has a power is best suited to urban transit bus part to play.” applications. In the future, customers Cummins has committed to spend- will choose between internal combus- ing US $500 million in electric power re- tion engines, hybrids, battery electric “We can all build search and development over the next power, and fuel cell electric models. three years, but Furber said the indus- “Many fleets will end up with a mix- one truck. Anybody try is still in the early stages of adoption. ture of these vehicles,” she said. “We are “How fast is this going to happen? We moving from being an engine company, can build a truck are king of thinking in the next 20-25 to being a power delivery company – to and make an years,” Furber said, of the widespread delivering the right power to customers adoption of electric power. at the right time.” electric truck. The first phase is being driven by social Furber was somewhat dismissive of requirements for cleaner air. But Furber new arrivals into the industry, includ- The difficulty is the said challenges such as charging time and ing Tesla. vehicle range remain. The energy density “We can all build one truck,” she said. next piece – getting of batteries today doesn’t allow sufficient “Anybody can build a truck and make it on the road, doing range without compromising payload, an electric truck. The difficulty is the she explained. next piece – getting it on the road, do- it reliably, repeat- The next phase will see the adoption of ing it reliably, repeatedly and robustly is edly and robustly is improved technologies, and smaller bat- much more difficult.” teries at a lower cost. Regulations will still She said Cummins has a global net- much more difficult.” be required to promote the use of electric work of 3,000 distributors to support its – Julie Furber, Cummins power, Furber said. And government sub- engines, and that the company won’t sidies will be needed. During this phase, disappear before electric power be- lots of municipal return-to-base trucks comes mainstream. Others, invested will adopt electric power, as will smaller in an electric-driven future, will be in a not have the cash to stay in business.” pickup-and-delivery vehicles. hurry to see the technology succeed. Furber said Cummins is already work- Phase 3 will see the economics work in “There will be a lot of consolidation, ing with OEMs to integrate an electric a broader range of applications. Trucks and a lot of companies that run out of powertrain. It plans to have fully electric will need to deliver a payback within a cash,” she predicted. “A lot of them care buses in production by the end of next five-year initial lifecycle, she said. Further about how fast electrification adopts. If year, and trucks should come soon after breakthroughs will be required to pro- it doesn’t adopt fast enough, they will – but initially as prototypes. TT

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Truck Tech_Summer 2018.indd 26 2018-06-04 10:39 AM CFMS

Track and Measure Sensors offer more data than ever, but can we cut through the noise? Discussions about equip- DRAWS ment hardly 19,600 he future of connected trucks also takes 24-48 hours to get to a main- came to an end lies in integration and reducing tenance manager, it’s useless. when the latest the number of entry points into Jacques DeLarochelliere of Isaac In- T Canadian Fleet Mainten- a truck, according to industry experts. struments agreed, saying the key to Speaking on a panel about data and achieving better data was integrating ance Summit concluded. The Truck World “the internet of trucks” at the Canadian systems to send the right data at the trade show that ran from April 19-21 Fleet Maintenance Summit, Ric Bedard right time, and eliminating the number attracted almost 19,600 people. of Cetaris said some of his projects in- of connection points on a truck, eventu- The 14,807 visitors interacted with volved more than 400 connection and ally aiming for one SIM card on a vehicle. 4,788 exhibitor representatives. And integration points because each tech- That reduction in connectivity points there was plenty to see in the sold-out nology manufacturer has its own pro- has the potential of reducing both the venue that included 525 exhibits. The prietary system. amount of transmitted noise and the largest Truck World in history required potential for security risks. the addition of a fifth hall, and fea- Jason Krajewski of Daimler Trucks tured 179,000 sq.-ft. of booth space North America says, with increased across nearly 400,000 sq.-ft. overall. cyber attacks discussed by the media, The event is jointly produced by everyone who connects their devices to the internet understands there is Newcom Media (the publishers of TruckTech always some associated risk. But he ) and Hannover Fairs, a hopes the security is improving. division of DeutscheMesse. “The instant you put a wireless connec- “I couldn’t be happier with this tion point on the vehicle, you’re introdu- year’s attendance,” said Joe Glionna, cing the potential for an attack,” he said, president of Newcom Media. “Start- DeLarochelliere: referring to over-the-air engine updates. ing Thursday with 450 industry pro- The key is integration With some trucks carrying eight or fessionals at the opening breakfast, more connection points, all speaking to having the Ontario Trucking Associ- different partners, Krajewski said OEMs ation’s board meeting on-site, and The disjointed technology leads to are starting to recognize the need to in- announcements of truck deals right problems ranging from a flood of data corporate security from the ground up. on the show floor, I’m hearing a tre- that is almost unusable, to introducing Connected trucks are now coming more access points for potential cyber- straight from the manufacturer with mendous amount of positive com- security attacks. encryptions and firewalls that may help ments from the exhibitors. I think Although sensors on every part of prevent someone with ill intentions from the excitement on the show floor the truck have given fleet managers the gaining access to a truck, but just trust- is indicative of the general mood ability to have a 360-degree view, inside ing the onboard security isn’t enough. across the industry right now.” and out, at all times, Bedard estimates Fleets need to examine their back-end up to 95% of that data is “noise” – either structures and know they’re protected on because it doesn’t provide enough in- all sides, said the panel. Back office ap- patches, and are monitoring activ- formation to be useful, or it takes too plications that pull data off a truck could ity 24/7 – something that most fleets long to get to an end user to be valid. easily leave a virus behind. might find hard to match. Bedard says when an engine sends a Protecting systems outside the truck “In terms of cost and scalability you fault code, it often doesn’t include in- could mean security audits and soft- can’t beat the cloud, but then you’re formation about why a part is failing, ware, but sometimes it’s a task best left transferring the onus for the security how quickly it will need to be fixed, or to someone else. onto the cloud owners.” what will need to be done when the While storing all your data in the Just like adding other technologies truck gets into a service bay. Add a cloud may seem like a risky prospect, to a fleet, converting to a cloud-based problem sensor to that, and a fault code Krajewski says companies storing data system has to take a thoughtful and in- becomes just another alert. If that alert have the latest security software and tegrated approach. TT

trucknews.com SUMMER 2018 TRUCKTECH 27

Truck Tech_Summer 2018.indd 27 2018-06-04 10:39 AM EQUIPMENT WATCH

Cummins X15, Endurant available in LT and Muncie tames the torque LoneStar Muncie Power Products’ new Muncie Start option reduces the Buyers of International LoneStar and LT startup torques for high-inertia loads, allowing PTOs to smoothly Series trucks can now order a Cummins engage in applications such as blowers, vacuum pumps, water X15 engine paired with a 12-speed auto- pumps, compressors and generators. mated Endurant transmission – the prod- It’s made possible by modulating the clutch and eliminating the torque spikes that uct of an Eaton-Cummins joint venture. would otherwise occur through the power take-off, drivetrain, and mounted auxiliary Featured as part of the Cummins equipment. And the option also prevents engine stalls at low-engagement rpms. Integrated Power portfolio, it’s paired with Muncie Start is currently available for FR6Q Series power take-offs, and will soon a Cummins X15 engine, and is capable of be applicable for other clutch shift PTO models. handling torques up to 1,850 lb.-ft. Max-

is designed to drop into existing sus- limits in Mexico. When split speed limits pensions and has a nominal voltage of are posted, the system is said to recognize 380 VAC and peak power of 130 kW. It the limits that are specific to trucks. features a water-glycol-cooled motor and Using geofencing, fleets will also have inverter, and integrated electronically con- the option of limiting speeds in specific trolled parking feature. With disc brakes it areas, such as around a client’s yard or imum limits include a gross combination weighs in at 673 lb. school zone, or immobilizing a truck when vehicle weight of 110,000 lb., and 510 hp. The axle’s larger counterpart – the it shouldn’t move at all. Those features are The X15 features an 80,000-km oil eS9000r for Class 4, 5, and 6 – has 237 currently programmed by calling a toll-free drain interval that can be extended up to kW of maximum power and 400-650 VAC number, but Transtex says it is developing a 128,000 km with the Cummins OilGuard of nominal voltage, and weighs 816 lb. user interface for such work as well. program. with disc brakes. As a power management tool, The Endurant, meanwhile, includes a e-smart will also limit horsepower self-adjusting clutch and 1.2-million-km Transtex connects based on payloads. transmission oil drain interval. Compared It all connects to the truck and engine to competing automated transmissions, it speeds and locations through a J1939 interface, Bluetooth con- consumes half the amount of oil. Transtex has unveiled a new generation of nection, and throttle position sensor. And Cummins said performance and speed limiter with e-smart, a GPS-based a web portal can be used to track factors efficiency are both improved through device that sets maximum speeds based such as fuel consumption. communication between the engine on vehicle locations. and transmission. Maxxima unveils Workhorse using LED strip lights Dana axle Maxxima has unveiled two sizes of flex- ible hybrid auxiliary stop-turn-tail/backup Dana and Workhorse Group have joined LED strip lights for trucks, trailers, buses, forces to develop a city delivery vehicle and other vehicles. featuring Dana Spicer’s electrified inte- Now available in 48- and 60-inch grated e-Drive axle. lengths, the combo STT/BU strip lights Available for Class 4-8 trucks, the can be applied to the rear of any vehicle system pulls information about posted to produce bright white and red lighting. speeds from the company’s server, or data A PVC outer jacket blocks moisture and that is uploaded to the truck itself in case grime, and the self-adhesive backing pro- a cellular connection is lost. vides a secure mount to any clean surface, The axle sheds 388 lb. when compared Users have the option of establishing the company says. to other options, in an optimized package the speeds drivers would be allowed to Each strip comes with a standard four- that allows for more battery space inside drive above posted limits as well. pin flat trailer connector and an extra lead the frame rails and accommodates features The map data from a third-party pro- for the backup light circuit. such as side steps, the companies say. vider covers routes across Canada and the The strips are backed by a two-year The eS5700r model for Class 3 vehicles U.S., and in selected cases will track speed warranty.

28 TRUCKTECH SUMMER 2018 trucknews.com

Truck Tech_Summer 2018.indd 28 2018-06-04 10:39 AM Mahle jack has New controller for Solara 50,000-lb. Carrier Transicold’s Solara heating unit now features capacity an APX controller with a dashboard-style display. The Solara uses a Z482 two-cylinder diesel engine to generate The ShopPro CAJ- 50,000 BTU/hour at an ambient temperature of -18 Celsius, keeping sensitive commod- 25 from Mahle ities such as flowers and pharmaceuticals from freezing. Service Solutions Its new controller is preloaded with the company’s programmable IntelliSet is a 25-ton commercial vehicle axle jack, software to help create heating parameters for different commodities. An integrated with an eight-inch starting height and DataLink data recorder and USB port makes for easy downloads and uploads, Carrier 50,000-lb. capacity. Transicold adds, while troubleshooting is supported through built-in diagnostics. Incorporating an air-driven motor to Options include DataTrak telematics software, flush- and surface-mount control power the hydraulic system, there’s no panels, fuel-level sensors, open-door indicator, and shutdown switches. manual pumping involved. The ram can also Fuel tank options range from 115 to 455 liters. be reset to the minimum starting height without requiring an air hose connection, which Mahle says is an industry first. )IǼIGOXSVMRXVSHYGIW Threaded ram adjustments are pro- wheel covers to tected with an anti-corrosive Black Hard Coating, while the unit has several start- Canadian market ing heights with the acme threaded screw For the first time in Canada, Deflecktor extension and welded steel frame. has rolled out its aerodynamic line of The product line also includess thet CAJ- wheel covers. 35, which offers a 70,000-lb.b. The polymer wheel covers feature an their own smartphones or a dedicated lifting capacity. aerodynamic shape and have a fastening windshield-mounted camera. The program system that is hidden behind the smooth is jump-started through a mobile app, syn- Ingersoll cover face. chronizing video data with Fleet Complete Rand unveilsils Schneider National has committed to analytics and driver behavior reports. equipping its fleet of Freightliner Cascadia impact wrenchch P4 tractors with the devices. Geotab, Garmin Trying to bust loose a stub-ub- The wheel covers come in many SǺIV*1)FYRHPI born bolt? Ingersoll Rand finishfin choices, including mirror has a new tool to help. chrome,chro painted silver, clear Geotab and Garmin have joined together The 2850MAX D-handle popolycarbonate, and black. to offer the Geotab Garmin ELD Bundle one-inch impact wrench is the to track, manage, and share Records of most powerful one-inch pneumatic Fleet Complete Duty Status. impact wrench in Ingersoll Rand’s Vision draws on video Building on Geotab’s Cloud ELD offer- vehicle service portfolio. It’s available with ing, the bundle includes a Garmin Fleet a six-inch anvil to remove bolts from deep Fleet Complete Vision is combining telematics tire wells, as well as a standard anvil. and mobile video in an offering that fully inte- The wrench weighs in at 21 lb. – which grates with the Fleet Complete platform. the company says is 25% lighter than The system combines an outward-fa- the industry’s leading one-inch impact cing camera, video event recording, and wrench — and offers 2,100 lb-ft of Advance Driver-Assistance System voice maximum reverse torque to loosen coaching, which Fleet Complete says will stubborn lug nuts. help to improve safety scores, among The wrench also has a 360-degree other benefits. 790 Android tablet with Wi-Fi, an HD dash adjustable side handle with an ergo- With the tool, fleet managers can cre- camera, LTE connectivity, vehicle charger, nomic grip, and delivers 5,500 rpm and ate and maintain driver scorecards, detect and suction cup mount. 770 blows per minute, with a swivel and review events, share trip reports The companies say the connectivity hose connection that keeps hoses from backed by video, and secure photographic ensures access to updated maps, as becoming tangled as operators move evidence around collisions. well as commercial truck navigation, around the garage. Customers have the options of using and ELD logs. TT

trucknews.com SUMMER 2018 TRUCKTECH 29

Truck Tech_Summer 2018.indd 29 2018-06-04 10:39 AM INSIDE THE NUMBERS with LOU SMYRLIS Most important factors in selecting a used truck (Scale of 1 to 5, with 5 most important)

Get used to it Brand 3.87 Canadian fleets think that buying used trucks is a viable 03451 option when responding to growing freight volumes. Our annual Equipment Buying Trends Survey finds that Age of truck/mileage 4.33 7 in 10 carriers have purchased used trucks in the 03451 past. The age and mileage of a used truck, 4.11 and its gross vehicle weight, are Gross vehicle weight/payload capacity considered the most important 03451 aspects driving the Type of transmission 4.02 selection process. 03451

Availability of preferred engine brand 3.92

03451 Purchased used Plan to purchase used truck in past truck(s) in 2018 History of the truck 4.02

03451 2

Yes Yes Availability of parts 4.16

70% 20% 0 1 2 345

Type of transmission most likely to prefer when 30% 80% selecting used truck(s) Manual Manual 13-speed No No 10-speed 23% of respondents 6% Manual 18-speed Main reasons to purchase used trucks Current trucks 28% Increasing have reached costs of repairs replacement on current mileage 44% vehicles 26% Automatic/ of respondents automated 24% Looking to improve fuel economy 13% Rating of own knowledge and ability to spec’ used trucks 26% 11% (Scale of 1 to 5, with 5 being highest) Adding to fleet due Other to growth 4.01 projections 023451

30 TRUCKTECH SUMMER 2018 Source: Equipment Buying Trends Survey 2017, Newcom Truckingtrucknews.com Group Research

Truck Tech_Summer 2018.indd 30 2018-06-04 10:39 AM WE’LL GET YOU THERE.

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Truck Tech_Summer 2018.indd 31 2018-06-04 10:39 AM More with Less. Volvo D13 with Turbo Compounding

The new Volvo VNL featuring the D13 with Turbo Compounding gives you greater fuel efficiency and increased performance for your application. Using Turbo Compounding, the VNL recovers an additional 50hp to get up to a 7.5% increase in fuel efficiency. Learn more at D13TC.volvotrucks.ca

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Truck Tech_Summer 2018.indd 32 2018-06-04 10:39 AM