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September 2012 Volume 32, Issue 9

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Inside This Issue...Inside This Issue...• Beyond the GTA: The Greater Toronto Area is mired in gridlock.

Now other Ontario jurisdictions are positioning themselves as transportation hubs without all the traffic. 6

• Protecting the freight: These handy tips and techniques for handling cargo in an LTL environment could help drive down cargo damage-related costs. Page 27

• Insurance telematics: Insurance companies may soon be asking for your telematics data. What’s in it for you? Page 64

• Human traffic on the road: Mark Dalton continues his investigation into human trafficking. Page 68

A HALF CENTURY OF SAFETY: Harvey McDonald, 2012 Owner/Operator of the Year, shows off his new diamond ring while perched on his newest truck. McDonald has owned 12 trucks during his career. Photo by Adam Ledlow

The much anticipated Detroit DT12 automated transmission has arrived.

Pages 52-53

By James MenziesFERGUS, Ont. – Fifty years. Four million miles. No accidents. That stat line alone was enough to gar-ner Harvey McDonald of Brant-ford, Ont. some special attention as a nominee for the 2012 Owner/Operator of the Year award.

Digging further, however, it be-came clear there was a lot more to this year’s winner than just an ability to stay out of trouble on the road. McDonald was crowned the 2012 O/O of the Year at the Fer-gus Truck Show in front of hun-dreds of spectators. He was pre-sented with a cheque for $6,000, a diamond ring, a special com-memorative plaque and several armfuls of additional gifts from the award’s sponsors, Castrol, Mack and Goodyear. Supporting sponsor the Owner-Operators Business Association of Canada (OBAC) also presented him with a lifetime membership, and Mc-Donald is clearly a fine addition to the organization’s ranks.

The soft-spoken McDonald began his trucking career a half-century ago when he started driv-ing for his father, hauling gravel and wood around Kenora, Ont. Before long, the call of the open road beckoned and he began look-ing around for a truck to call his own. That first truck turned out to be a 1970 cabover GMC Astro that had been repossessed from its previous owner. McDonald leapt

By James Menzies

O/O of the Year boasts safe 50-year career

Continued on page 10

Indecent exposureUV rays through the window may be more dangerous than you think

By Julia KuzeljevichOTTAWA, Ont. – A clarification on the use of window film for ultraviolet (UV) light protection will make the road ahead safer for long-haul truck drivers and those who make a living driving for long periods of time. So far, the clarification extends to US jurisdic-tions. But Canada’s Council of Motor Transport Administrators (CCMTA) is reviewing the ruling and will make a determination later this year. This April, the US Federal Motor Carri-er Safety Administration (FMCSA) officially authorized the use of clear window films with a minimum 70% visibility rating installed on the front side windows of commercial vehicles.

“Sadly long-haul drivers have faced skin cancer as one of the hazards of the job and we hope to help change that with this clarification,” said Darrell Smith, executive director of the non-profit International Window Film As-sociation (IWFA), which, with support from the American Trucking Asso-ciations (ATA) and public safety offi-cials, has been working on obtaining the clarification.

“Whether it is doing more to bat-tle obesity and sleep apnea, or helping our drivers avoid skin cancer, ATA has consistently advocated for sensible reg-ulations to ensure our drivers get and stay healthy,” said Bill Graves, presi-dent of the ATA. “We appreciate the


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Competitive financing available through Daimler Truck Financial. For the Freightliner Trucks dealer nearest you, call 1-800-FTL-HELP. www.freightlinertrucks.com. FTL/MC-A-1002. Specifications are subject to change without notice. Copyright © 2012. Daimler Trucks North America LLC. All rights reserved. Freightliner Trucks is a division of Daimler Trucks North America LLC, a Daimler company.

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Competitive financing available through Daimler Truck Financial. For the Freightliner Trucks dealer nearest you, call 1-800-FTL-HELP. www.freightlinertrucks.com. FTL/MC-A-1002. Specifications are subject to change without notice. Copyright © 2012. Daimler Trucks North America LLC. All rights reserved. Freightliner Trucks is a division of Daimler Trucks North America LLC, a Daimler company.

12166_FTC 4825_OffTheClock_TruckNews.indd 1 8/9/12 11:31 AMFreightliner Trucks.indd 3 12-08-10 11:46 AM

http://freightlinertrucks.com/driverspotlight

TRUCK NEWS September 2012

OEM This Month Last Year

Freightliner 591 738

International 441 434

Kenworth 581 604

Mack 246 201

Peterbilt 377 281

Volvo 419 234

Western Star 206 185

TOTALS 2861 2677

OEM BC ALTA SASK MAN ONT QUE NB NS PEI NF CDA

Freightliner 261 380 126 337 1,794 688 177 84 13 6 3,866

Kenworth 349 1,426 195 131 575 591 74 0 0 0 3,341

Mack 49 204 103 72 465 211 31 22 0 7 1,164

International 90 351 49 157 1,050 513 96 45 19 34 2,404

Peterbilt 210 680 145 330 353 309 70 15 0 0 2,112

Volvo 124 162 67 158 837 356 69 41 0 3 1,817

Western Star 190 386 54 25 148 204 44 68 0 0 1,119

TOTALS 1,273 3,589 739 1,210 5,222 2,872 561 275 32 50 15,823

Class 8 truck manufacturers enjoyed another strong month in June. This June proved to be the third strongest in our recorded period, trailing only behind the record-setting years of 2006 and 2005. The monthly total was almost 1,100 units above the five-year average. Every manufacturer, with the surprising exceptions of market share leaders Freightliner and Kenworth, surpassed its monthly sales totals from the previous year by a healthy margin.

Monthly Class 8 Sales – June 12Historical Comparison – June 12 Sales

Historical Comparison – YTD June 12

Class 8 Sales (YTD June 12) by Province and OEM

The latest statistics show that both the Canadian and US economies have slowed although the economic recovery continues. Class 8 truck sales have slipped in the US but so far in Canada sales remain strong. The 15,823 trucks sold after the first six months in the Canadian market are almost 5,000 better than the five-year average. To date, 2012 is shaping up as the 4th best year since 1999.

After six months of sales, Freightliner, last year’s Canadian market leader, has slipped slightly but retains a commanding 25% share of Class 8 sales. Navistar International is now down to 15% of the market and has announced a change in direction with its engine technology. Hard charging Kenworth retains a 22% market share. Peterbilt and Volvo both enjoy more than 10% market share.

For the ninth straight month sales climbed above the 2,000 mark, reminiscent of the industry’s capacity boom years of 2005 to 2007. The 2,861 trucks sold in June, although not able to keep up with May’s incredible total, were still the third highest monthly total of the past 12 month period. Our Transportation Buying Trends Survey found that 46% of Canadian carriers expect to purchase new Class 8 trucks in 2012. Question is if most carriers are looking to simply replace older equip-ment rather than add capacity, how long will the buying spree continue?

Market Share Class 8 – June 12 YTD12 – Month Sales Trend

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September 2012 TRUCK NEWS

September 2012, Volume 32, Issue 9ISSN 0712-2683 (Print) ISSN 1923-3523 (Online) Truck News, USPS 016-248 is published monthly by BIG Magazines LP., a div. of Glacier BIG Holdings Company Ltd. U.S. office of publication:2424 Niagara Falls Blvd, Niagara Falls, NY 14304-5709.Periodicals Postage Paid at Niagara Falls, NY. U.S. Postmaster send address corrections to: Truck News, P.O. Box 1118, Niagara Falls, NY 14304.Truck News is published 12 times a year by BIG Magazines LP, a leading Canadian information company with interests in daily and community news-papers and business-to-business information services.Creative Directors: Carolyn Brimer, Beverley RichardsCirculation Manager: Mary GarufiV.P. Publishing: Alex PapanouPresident: Bruce Creighton

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It ain’t easy being green. Just ask Henry Albert. He’s the fuel-savvy owner/operator from North Carolina who has gained fame through his in-volvement with Freightliner’s Slice of Life program. Henry’s been out there spreading the gospel of fuel econo-my for several years now and a quick Google or YouTube search of his name will yield no shortage of results.

I first met Henry at last year’s Shell SuperRigs, where he gave me a walk-around of his tractor-trailer, highlight-ing the many fuel-saving features he has incorporated. The one that got my attention was his relocation of the trailer licence plate from its usual place under the frame where it hangs in the wind, to a new location mounted onto the trailer frame. He figured it could save him about $400 per year. Not a lot of money, but he takes a holistic ap-proach to saving fuel and all the seem-ingly insignificant things do add up.

I once again crossed paths with Henry at a recent Freightliner event in Napa Valley, Calif. at which the com-pany’s new Detroit DT12 automated manual transmission was on display. Henry, in good humour, shared some

The downsides to being fuel-efficient

of the challenges resulting from con-suming so little fuel.

For one, he can never make the ‘Platinum’ club at one of the large truck stop chains. Benefits include un-limited showers, yet he doesn’t burn enough fuel in any given year to meet their minimum requirement. Bummer.

And speaking of showers, he can run 2,400 miles between fill-ups, meaning a free shower with every top-up just isn’t enough to stay clean on a long-haul trip. After all, the guy wears a tie when driving, so personal hygiene is important. Henry has taken to put-ting 50 gallons in one saddle tank (the minimum requirement for a free show-er) and then shuts the pump down and repeats on the other side. Voila – two free showers!

Then again, I’m sure Henry could pay for his showers and still come out on top, given how little fuel he burns.

He could probably stay in fancy hotels every night and still come out on top.

Paying for fuel isn’t as painful for Henry as it is for many other owner/operators. His economy is so good that fuel has become a profit centre for him – he makes 10 cents a mile on the fuel surcharge. He jokes that pumping fuel twice a week is his part-time job. Henry is passionate about fuel econ-omy. It’s a moral victory for him every time he finds a way to squeeze an ex-tra ounce of fuel out of his truck and the moral victo-ries come frequently.

It’s not magic, either. Ev-erything he puts on the truck is widely available and in most cases every bit as ef-fective here in Canada as in the southern states. The rea-son I mention all this is that Freightliner has launched a unique new online commu-nity called Team Run Smart. The site will share practical tips and techniques for run-ning – and living – smarter. The idea is to improve the bottom lines of owner/op-erators everywhere.

Henry has been named the first of four ‘coaches’

and will be dispensing his advice and communicating with owner/operators regularly through the site. Check it out at www.TeamRunSmart.com. None of us have all the answers, but collective-ly we can figure a lot of things out. nEditorial

CommentJAMES MENZIES

The latest PwC quarterly report on mergers and acquisitions in the US confirms what we and other indus-try analysts been saying for several months now about the North Amer-ican transportation market: It’s ripe for consolidation.

The US showed a surprising amount of strength in both deal vol-ume and values in the second quarter, even when removing the impact of the first quarter $6.9 billion UPS/TNT announcement, the PwC report, In-tersections, states. Despite concerns about the durability of the econom-ic expansion in the US, the overall market for transportation and logis-tics M&A remains resilient. Although a return to the M&A peaks experi-enced prior to the recession are not in the forecast, a strong second half for deals in the transportation and lo-gistics sector is expected.

Other US research shows that 30% of motor carriers earning less

than $25M annually are interested in selling over the next 18 months.

It’s no different this side of the border. BMO Capital Markets’ M&A update on the first six months of 2012 reports “robust” transpor-tation and logistics M&A activity with 50 transportation M&A trans-actions, representing an increase of 19% over the first half of 2011.

Larger companies are going for multiples of 4x to 7x EBITDA while smaller operators are commanding sale prices of 3x to 5x EBITDA. And non-asset based companies tend to be sold for higher multiples than asset-based, according to Jay Lefton, from Borden Ladner Ger-

vais Lefton, who spoke recently the annual Transcore users conference.

What’s driving the robust growth in M&A activity?

Demographics are playing a ma-jor role, with the older contingent of the Baby Boomer generation con-templating retirement prospects or at least lifestyle changes. There are many Canadian trucking fleet own-ers over age 55 with an exit timeta-ble. They want to rebuild their com-panies back to their pre-recession stature but they’re not eager to go back to “60-hour plus weeks and cell phones going off constantly,” accord-ing to M&A experts Doug Davis and Doug Nix, both of whom participat-ed with me at a recent Driving for Profit session on the subject. There also appears to be the money neces-sary to fund such purchases.

“If I was just looking at financial statements I wouldn’t know there was a downturn in the economy,” Nix told me. “The moving parts are starting to fall into place. Lenders see that they can back some of these

industries, especially in Canada.”Is consolidation good for the in-

dustry? Consider that prior to 2003, at the start of the great economic expansion of the past decade, there were slightly fewer than 9,000 for-hire motor carriers chasing a steadily increasing amount of freight in Can-ada. Prior to 2009, at the start of the worst recession since the 1930s, there were close to 13,000 for-hire carri-ers now chasing a sharply decreasing volume of freight, which despite im-provements over the past year, is not growing as substantially as hoped.

Clearly consolidation is unavoid-able. For more information about M&A activity and other industry trends, check out my Inside the Numbers e-newsletter. It’s available in the Knowledge Centres section at www.trucknews.com. n

Consolidation is unavoidableThe view with LouLOU SMYRLIS

– James Menzies can be reached by phone at (416) 510-6896 or by e-mail at [email protected]. You can also follow him on Twitter at Twitter.com/JamesMenzies.

– Lou Smyrlis can be reached by phone at (416) 510-6881 or by e-mail at [email protected]. You can also follow him on Twitter at Twitter.com/LouSmyrlis.

Did you know?

Canadian shippers have high expec-tations from their carriers, regard-less of mode. Our annual Shippers Choice Awards survey, conducted in partnership with CITA and CITT, asks close to 2,000 shippers across the country to rate the importance of eight key performance indica-tors when it comes to selecting one carrier over another and then asks them to rate the performance of their top three carriers. Last issue we showed you the value shippers place on each of the eight KPIs on a scale of one to five. This issue we take a look at how trucking, both TL and LTL, compares to other modes in performance. Once again in 2012, TL received the highest

How trucking performs against other modes

total Shipper Satisfaction mark. It was marked highest in six of the KPIs: on-time performance; equip-ment and operations; competitive pricing; customer service; leader-ship in problem solving; and sus-tainable transportation practices. The fact that TL is able to rank so

high in so many categories as well as the one for competitive pricing in-dicates that many TL carriers have figured out how to deliver on ship-per demands for excellent service at very cost efficient prices. Whether this is proving healthy for TL carrier margins is another question, since

TL prices dropped 18-25% over the recession and have yet to recover to pre-recession levels. LTL was the third highest ranked mode. n

On-timeperformance

Quality of equipment & operations

Information technology

Competitive pricing

Customer service

Leadership in problem

solving

Ability to provide

value-addedservices

Sustainable transportation

practices

Combinedscores

LTLTrucking 20.24 17.54 15.60 19.58 19.66 17.21 13.70 16.05 139.579

TLTrucking 21.33 19.10 15.97 20.03 20.08 17.85 14.93 17.00 146.283

OceanCarrier 19.07 18.06 16.81 19.36 18.65 16.61 14.34 15.89 138.792

Couriers 20.64 17.92 18.60 18.94 18.19 15.99 13.56 15.87 139.707

AirCarriers 20.84 18.70 18.01 18.65 19.04 17.37 15.19 15.98 143.779

RailCarriers 18.67 17.70 16.55 19.07 18.19 15.98 13.40 15.56 135.114

Shipper Satisfaction Ratings by Mode

pg 06 tn sep v2.indd 6 12-08-13 12:10 PM

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?Question of the monthAre you worried about UV rays while driving?

page 70

Mark Dalton in...

Human traffic on the road

Part 3

Truck Sales 4Opinions 6In Brief 7Border 8Canada 10-13Quebec 14Ontario 15-20West 22Health, UV Exposure 24-25Ask the Expert 27-28Bill Cameron, Opinion 29Mark Lee, Opinion 30Al Goodhall, Over the Road 32Fleet News 34-36David Bradley, Industry 37Bruce Richards, Industry 38Karen Bowen, Health 40-42Scott Taylor, Tax Talk 44-46Mail 49Rob Wilkins, Opinion 50Voice of the O/O, Opinion 51OEM/Dealer News 54-60People 61New Products 62-63Insurance Telematics 64-66

departments

ROAD TEST: Daimler’s automated transmission has arrived. Pages 52-53

CONTENTS

page 68

IN BRIEF

CTA offering retirement plans for driversOTTAWA, Ont. – The Canadian Trucking Alliance (CTA) and par-ticipating provincial trucking as-sociations are sponsoring a com-prehensive program of retirement savings plans for employees and owner/operators in the Canadian trucking industry.

The program is being offered through Standard Life for small-, medium- and large-sized carriers.

“By offering this new service, CTA and the provincial associa-tions are not only trying to help the workers in the trucking industry prepare for retirement, but we are also trying to assist the industry in becoming more attractive in terms of retaining existing employees and owner/operators, as well as attract-ing new ones,” says CTA president and CEO, David Bradley. “The in-dustry is competing with other sec-tors for a shrinking pool of labour and we’ve got to meet or exceed the

benefits those other sectors are pro-viding.”

Bradley concedes there are many companies that already provide some form of retirement savings plan and while he says those companies might be interested in what the CTA-pro-vincial association plans are offering, “We also know that there are many that have not yet introduced such plans and we hope this provides them with an easy way of doing so.”

CTA officials say the new initia-tive is consistent with new federal legislation recently given Royal As-sent which authorizes the introduc-tion of Pooled Registered Pension Plans (PRPPs) in Canada. PRPPs are pooled, low-cost, transferable between employers and managed by regulated administrators intended to allow small- and medium-sized employers who do not currently provide retirement savings plans to band together to do so. n

Spot market freight index down in JuneTORONTO, Ont. – Canadian spot market freight saw its sec-ond best month of 2012 in June, but was down both month-over-month and year-over-year, ac-cording to the latest data from TransCore.

TransCore’s Canadian spot market freight index was down 2% compared to this May and 6% lower than June 2011. The second quarter of 2012 saw a 20% gain over the first quarter of this year and was 6% below Q2 2011.

Cross-border postings in-creased slightly in June, accord-ing to TransCore, accounting for 75% of all load postings. Equip-ment postings declined by 7% month-over-month and were up 5% year-over-year in June. n

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BORDER

US for-hire truck tonnage bounces back in JuneARLINGTON, Va. – US for-hire truck tonnage increased 1.2% in June after falling 1% in May, according to the latest report from the Ameri-can Trucking Associations. (May’s loss was larger than the 0.7% drop the ATA previously reported). June’s increase was the largest month-to-month gain in 2012. However, the seasonally-adjusted index contracted a total of 2.1% in April and May.

Compared with June 2011, the index was 3.2% higher, the smallest year-over-year increase since March. Year-to-date, compared with the same period last year, tonnage was up 3.7%.

The not-seasonally-adjusted index, which represents the change in ton-nage actually hauled by the fleets before any seasonal adjustment, was 0.9% below the previous month.

For the second quarter, the seasonally-adjusted index was off 0.8% from the previous quarter, which was the first decrease in a year. Compared with the second quarter in 2011, the index was up 3.5%.

“June’s increase was a pleasant surprise, but the lower year-over-year gain fits with an economy that has slowed,” said ATA chief economist Bob Costello. “Manufacturing output was strong in June, which helped tonnage levels.”

Costello said he’s still concerned about businesses sitting on cash in-stead of hiring more workers or spending it on capital projects – both of which would give the economy and tonnage a shot in the arm – as they are worried about Europe and the so-called US “fiscal cliff” at the end of the year. Costello lowered his tonnage outlook for 2012 to the 3-3.5% range due to recent economic weakness. n

FORT ERIE, Ont. – New technol-ogy is to be installed at the Peace and Queenston-Lewiston bridges to make for faster border crossings, Canada’s attorney general, Rob Nicholson, announced recently.

“Canada and the United States are taking action to promote the safe, secure and efficient movement of people and goods across the bor-der,” said Nicholson. “This technol-ogy will make cross-border travel easier and facilitate trade by provid-ing reliable, up-to-date information to help drivers plan and choose the fastest crossing.”

New and advanced sensor tech-nology near Customs plazas and approach roads will measure and report delays, and relay this infor-mation to travellers. People will be able to plan their routes better, time their crossing, and select the bridge with the best wait-times.

“While driving to the border, we naturally wonder whether it will

be faster to cross at Fort Erie or Queenston,” said Nicholson. “With this new technology, accurate, up-to-the-minute crossing times will be posted well before you reach the border.”

This new system is expected to reduce border wait times for the travelling public and commercial carriers by up to one million hours per year, according to the feds. Up-to-date information on the Peace Bridge and Queenston-Lewiston Bridge Web sites will help drivers to plan and save money on fuel by avoiding congestion.

“The opening of new bridges, like the one for Windsor-Detroit, and additional truck lanes are critical to the ability of Canadian manu-facturers to ensure that their goods can get to their US customers on time. The promise of future elec-tronic highway signs that will pro-vide real-time delays at the two ma-jor Niagara crossings will provide certain carriers with real options to avoid costly delays at the Niagara crossings,” said Stephen Laskows-ki, senior vice-president, Canadian Trucking Alliance.

The CTA had been working with Transport Canada for several years trying to identify various ways to utilize current technology adopted by the trucking industry to provide real-time data on border delays. n

New signs to expedite border crossings

ATA briefing blasts US HoS changesWASHINGTON, D.C. – The American Trucking Associations (ATA) has filed a brief with the US Court of Appeals for the District of Columbia Circuit, arguing that pro-posed hours-of-service changes will prove extremely costly.

The association said the HoS rules, as proposed, will add tremen-dous cost to the economy and undue burden on drivers while providing minimal possible safety benefits.

“From the outset of FMCSA’s re-view of the hours-of-service rule, ATA has contended that the rules that have been in place since 2004 have been working and have been a major contributing factor in the reduction in truck-involved crashes and fatalities,” ATA president and CEO Bill Graves said.

“FMCSA systematically, and without regard for science or logic, distorted the available data in order to fit it to a predetermined and arbi-trary outcome. The brief filed today lays out this case convincingly and we believe the court will come to see the merits of our case and vacate these potentially ruinous changes.”

The ATA said the changes are “arbitrary and capricious as well as unwarranted.”

“The agency claims that restart restrictions and the off-duty break requirement are justified by the cost-benefit analysis in FMCSA’s Regulatory Impact Analysis. That ‘analysis,’ however, is a sham,” the brief said. “FMCSA stacked the deck in favour of its preferred out-come by basing its cost-benefit cal-culations on a host of transparently unjustifiable assumptions. FMCSA therefore cannot justify the 2011 fi-nal rule on the ground that it has net benefits.” n


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at the opportunity to go into busi-ness for himself and in 1974, he took the plunge. McDonald remembers the truck as though it were his first love – and in a sense, it was.

“It had been repossessed,” he re-called. “The truck had 20,000 miles on it and it was four years old. The people I worked for at the time picked it up and I bought it through them.”

Since then, McDonald has owned a dozen trucks, each of them driv-en only by himself. Some simple math reveals he traded in his tractor about every four years, tops. More impressively, he has stayed true to a commitment to never go into debt to fund a new ride. Trading trucks in early means they retain their value and earn a good down payment to-wards the next ride, McDonald ex-plained. It also keeps maintenance costs low. McDonald is a believer in

the full extended warranty, which gives him piece of mind and assures him he’s not likely to be sidelined long-term for mechanical reasons as long as he owns the vehicle.

The formula seems to have worked. “It has always worked well for me. I’ve always made a good liv-ing at it,” McDonald said. McDon-ald went over-the-road in 1983 and

hasn’t looked back. His current truck is a 2011 Volvo VN780 affec-tionately dubbed ‘Big Blue’ and Mc-Donald figures it’ll be his last. He usually runs a triangular route for TransX that takes him from Aber-foyle, Ont. to Winnipeg, Man., down south into the US Midwest and then back home.

Peter McDonald, director of safe-ty and central terminal operations and Shawn Gallant, recruiter, with TransX both made the trip to Fer-gus to congratulate the 19th annual O/O of the Year.

McDonald appreciated the ges-ture. “They’re good to work for,” he said. “You get the miles you need.”

This current stint with TransX is McDonald’s second with the Win-nipeg-based company.

He worked for them nearly 20 years ago before switching to Trans-port America hauling freight up from the US for just over 10 years. When the contract he was serving was lost, he turned back to TransX and was hired pretty much imme-diately.

“I’ve never been on unemploy-ment insurance,” McDonald said proudly. “In this racket, there’s al-ways work. When I went to Tran-sX, I phoned them and told them I’d been there before. They flew me into Winnipeg and the next week I was on the road.”

McDonald has another philoso-phy some would question: he nev-er refuses a load. For that to work, however, you need to be leased to a carrier that provides steady miles and a decent rate, he noted. It both-ers him to see some – mostly young-er – drivers who are too selective or don’t want to put in the miles to be successful.

“Some guys will never make it, no matter what,” he said with a shake of the head. “We talked to a guy in Red Deer who was trying to get on at TransX. But he watched some show at 5 o’clock he didn’t want to miss and he didn’t want to pull reefers.”

McDonald puts in about 125,000 miles a year. He’ll go wherever TransX sends him, but he prefers the trips that allow him to reset his hours at home in Brantford, Ont. While he’s on the road, McDonald’s never in a hurry and he has stayed true to the ‘Knights of the Road’ code that once widely governed the industry.

McDonald recalled coming across a herd of cattle in the middle of the road near Edmonton. A cowgirl was trying unsuccessfully to round up the beasts and get them back into the pasture. McDonald parked his truck and rounded up the cattle and then stayed behind to help her re-build the fence.

Another time, he came across a female driver who was having trou-ble closing the hood of her long-nose Peterbilt in some gale-force Texas winds. He pulled up, wres-tled with the hood to get it closed and then secured it with some ex-tra belts he was carrying. He always carries a variety of tools with him so he can help others whenever the opportunity arises. In fact, he even volunteers to work through Christ-mas and other holidays so drivers

Owner/Operator of the Year has never refused a load or been unemployedContinued from page 1

WELL DESERVED: Award sponsors gather to congratulate O/O of the Year Harvey McDonald. Pictured (from left): Brad Houle, Goodyear; Shelly Hubbard, Castrol Commercial Lubricants; Marg Oakley (Harv’s wife); McDonald; Joanne Ritchie, OBAC; and Mark Laine, Mack Trucks. Photo by James Menzies


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with younger families can enjoy the time off.

It is his selflessness that inspired Margaret Oakley, a Brantford neighbour who also happens to be his new bride, to nominate him for the award. Yes, there’s a love sto-ry here, too. Oakley got to know McDonald from seeing him in the neighbourhood they both called home. They became close friends and one day, when he was on the road, McDonald called Oakley and told her he was in love with her.

“We kind of fell in love at the same time, but I wouldn’t tell him,” Oakley admitted. “I said ‘Oh my gosh, he’s a truck driver. He’s go-ing to be away so much.’ But I feel he’s safe out there, he stays in touch with me, we say ‘I love you’ every night before we go to bed. And it’s always a nice thing when he comes home.”

The two got married in mid-June and spent their honeymoon in Mc-Donald’s truck. Oakley takes Mc-Donalds’ copies of Truck News when he’s finished reading them and passes them along to a former driver who lives in a nearby seniors’ residence and it was during one of these visits that she noticed the ad for the Owner/Operator of the Year award.

Not long before, she had fol-lowed McDonald on the highway for 1,200 miles from Winnipeg to Brantford in her personal vehicle and was awed by his professional-ism and his ability to maintain his position in the centre of his lane.

She decided to nominate him – but it wasn’t until McDonald was notified he was selected as a final-ist that she told him what she had done.

The humble McDonald was floored when he was chosen as the winner.

“It’s very nice to be picked for that,” he said. “It means a lot to me because this will be my last kick at the can.”

McDonald has survived cancer, a scare that took him off the road for two months five years ago. He has renewed his focus on his health, usually eating healthy meals in the truck and foregoing the truck stop buffets.

McDonald’s usual travelling partner is a poodle named Micky, which has been from Yellowknife, N.W.T. to Laredo, Texas with him. Oakley also travels with her new hubby whenever possible.

As his career winds down, Mc-Donald is grateful for everything it has afforded him.

As for the 50 years without a sin-gle accident, he shrugs that off to plain ol’ good luck.

“It’s more luck than good man-agement,” he shrugs. “If you’re in the wrong place at the wrong time, you’ve had’er no matter what. I think the key is, don’t follow too close, stay away from other cars and stay on the inside lane in the cities if you can, because you can always get on the shoulder. I think those are the keys to staying out of trouble.”

McDonald runs a top speed of 100 km/h, which benefits his fuel mileage and gives him more time to react to situations that arise ahead of him. He averages between seven and eight miles per gallon.

When asked if he’d consider buying one last truck in two years, when he turns 71, he chuckles and shakes his head. “You’ve gotta quit sometime.”

With a new marriage to enjoy, the timing seems right. Oakley gush-es with admiration when she talks about her new beau.

“He’s sort of like the Lone Rang-er and John Wayne,” she said. “He’s my hero. He’s a real pro. He’s qui-et, but he’s a deep thinker. He has a lot of emotion and a lot of pas-sion. He’ll show you a lot of respect and I love that. We’re good for each other, because he’s calm and I’m up and down like a toilet seat in a co-ed dorm.” n

CANINE CO-PILOT: Harvey McDonald often travels with his four-legged co-pilot Micky the poodle. The dog has travelled with McDonald from Yellowknife to Laredo and pretty much everywhere in between. Photo by Adam Ledlow

A history of selflessnessContinued from page 10

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QUEBEC

By Carroll McCormickMONTREAL, Que. – They use a lot less fuel in city driving, they produce less greenhouse gas emis-sions and they accelerate nicely. As for giving buyers an accept-ably quick return on investment though, even with generous subsi-dies currently on offer by Trans-ports Quebec, hybrid diesel-elec-tric delivery trucks cannot make the grade.

This is the conclusion of FPI-novations in Montreal, which re-leased the results of two long-term studies on the trucks this year. FPInnovations collected and compared fuel consumption data

from hybrid trucks and conven-tional diesel trucks and compared the capital costs of each.

The best-case scenario, as-suming 50,000 kilometres of city driving a year, suggested profit-ability after four years. A more realistic scenario, logging about 17,600 kms a year, drives the hy-brid truck into profitability only after 12 years.

On the bright side, larger subsi-dies would encourage the broad-er adoption of hybrid trucks and presumably drive down their cost as economies of scales improved. Their cost-effectiveness would also improve with higher diesel

costs and with carbon credits.The 58-page report on the first

study is titled Evaluation des performances et de la rentabilite economique d’un camion hybrid-diesel electrique de classe 7 pour livraison (translated to Evalua-tion of the performance and eco-nomic profitability of a hybrid diesel-electric Class 7 truck for deliveries). FPInnovations com-pared a 2009 Class 7 T370 Ken-worth diesel-electric hybrid with two FC 80 Freightliners, one a 2001 and the other a 2002.

The Societe des alcools du Que-bec (Quebec Alcohol Corpora-tion) operated the trucks and Transports Quebec provided funding for the study, which ran from May 2009 to the end of Sep-tember 2010. After the analysis of this trial was completed, another three-month trial was carried out.

In short, as the study design and execution is very detailed, the researchers collected fuel consumption and other data from city (speeds less than 40 km/h); road (speeds between 40 and 70 km/h); and highway (speeds over 70 km/h) driving.

In city driving the hybrid burned 33 litres/100 km, com-pared to 36.8 and 41.9 L/100 km for the two conventional trucks. Fuel consumption on the road was 25.4 L/100 km for the hybrid and 22 and 26.4 L/100 km for the con-ventional trucks. On the highway, the hybrid got 22.1 L/100 km and the conventional trucks burned 22 and 24.5 L/100 km.

The researchers also did a start-stop cycle evaluation on the Transport Canada test track in Blainville, Que., and a simulation.

Although the fuel consumption results were good for the city driv-ing, they did not compensate for the net additional cost of the hy-brid over a conventional truck. The purchase price premium for a hybrid was $35,000 in 2010 (but $40,000 when the study be-gan). FPInnovations subtract-ed $10,500 to reflect a subsidy available from Transports Que-bec’s Programme d’aide gouver-nementale a l’amelioration de l’efficacite energetique dans le transport routier, ferroviaire et maritime (Program for Improv-ing Energy Efficiency in Road, Rail and Marine Transportation).

It subtracted an additional $2,000 for reduced brake main-

tenance, thanks to the hybrid’s re-generative braking system. It then added $10,000 for the anticipated need to purchase new storage bat-teries after 10 years of operation. The net cost over a conventional truck came to $32,500.

So even with fuel savings of be-tween 11.8% and 21.2% for city driving, the math spoke against the hybrid truck.

The 101-page report on the sec-ond study is titled Evaluation des performances et des practique de conduite d’un camion hybride diesel-electrique de classe 7 pour livraison (in English: Evaluation of performance and driving prac-tices of a hybrid diesel-electric Class 7 truck for deliveries). FPIn-novations collected fuel consump-tion and other data from a 2009 Class 7 T370 Kenworth diesel-electric hybrid with a reefer and several conventional truck models, both in the field and on the track.

Agropur distributors drove the trucks and Transports Quebec provided funding for the study, which ran from November 2009 until December 2010.

The study was designed to eval-uate the hybrid technology’s per-formance in field operations and measure its fuel consumption rel-ative to conventional trucks.

It was also designed to reveal driving practices that would max-imize the potential benefits of the hybrid.

As with the first study, FPInno-vations concluded that the return on investment for the hybrid was insufficient to justify its purchase.

Data collected on a variety of driver-influenced variables, such as frequency of braking and ag-gressiveness of acceleration re-vealed maladaptive driving hab-its carried over from conventional trucks.

The data also suggested some best practices, such as adapting the hybrid’s speed to the traffic conditions, reducing speed and avoiding abrupt braking and ac-celeration.

The reports on these two stud-ies are valuable reading for any fleet manager considering hybrid trucks.

The detail is exceptional and FPInnovations presents thought-ful conclusions on many aspects of these vehicles’ performance. They are available in French from FPInnovations. n

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CITY SLICKERS: Diesel-electric hybrids are economical in applications with high city mileage, but FPInnovations found the payback is often impractical. This SAQ hybrid was involved in the studies. Photo by James Menzies

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O/O protest slows traffic at CP’s Vaughan terminalVAUGHAN, Ont. – A contract dis-pute between a group of owner/op-erators and their carriers led to a protest at CP Rail’s intermodal ter-minal in Vaughan at the end of July.

About 80 O/Os who move CP’s railcars by truck for General Cart-age, Canada Drayage and Sim-Tran parked their vehicles, and blocked the main entrance on Rutherford Rd. near Highway 427 early July 30. The protest centered on the drivers’ new three-year contract, introduced July 9, that changes how they are paid, effectively cutting their wag-es by about 30%, according to theToronto Star.

A driver at the protest said the cut comes after a previous 30% cut introduced in 2009. The protestors have vowed to keep up their picket line around the clock, according to the report. However, CP was quickly granted a court injunction to ensure containers continued flowing in and out of the terminal.

“CP has been granted a court in-junction to stop the delays at CP’s Vaughan Terminal due to an on-going labour dispute by employ-ees of three independent trucking companies,” CP notified customers Aug. 1. “With the delays at the ter-minal gates, CP determined this injunction was necessary to ensure we could return to normal service operations for our customers. The terminal is open for business with-out any disruption, however there will be some delays to deliveries and pick-ups due to high demand. De-tention and storage will continue to be managed over the coming days to minimize the inconvenience.”

On a normal day, the terminal handles up to 1,900 trucks, accord-ing to a CP official. n

OTA donates to Crime StoppersTORONTO, Ont. – The Ontario Trucking Association (OTA) made a $4,000 donation to Crime Stop-pers in an effort to help find a truck-er believed to have been involved in a fatal hit and run on the QEW west of Toronto last month.

The incident happened at about 2:39 a.m. July 17 between Ontario St. and Bartlett Ave. in the Toron-to-bound lanes of the QEW near Beamsville, Ont. A white Volvo tractor clipped a Ford Aerostar van, sending it careening into a steel barrier and then into a ditch. An 11-year-old boy was killed and other occupants seriously injured.

Police say the truck left the scene but the driver later turned himself in. Before he did so, the OTA de-cided to assist with the investigation by donating to Crime Stoppers.

“Our men and women are recog-nized as highway heroes who offer their assistance to fellow motorists across our nation’s highways every day,” said Brian Taylor, OTA chair. “The unfortunate incident that oc-curred on July 17 does not reflect our industry’s proud driving heritage and commitment to safely sharing the road with the motoring public.” n

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As Canada’s largest city gets bogged down in gridlock, other regions within Ontario are positioning themselves as transportation hubs with a distinct advantage.

ONTARIO

HAMILTON & CORNWALL, Ont. – Hamilton, situated on the banks of Lake Ontario, practical-ly within the shadows of Toron-to’s towering skyscrapers, is home to a vibrant marine port, rail hub and cargo airport – all less than an hour’s truck travel from several high-volume US commercial bor-der crossings. Yet it has always been known as an industrial city, better known for its fire-breathing, smoke-belching steel mills than its endless transportation possibilities, or for that matter, sustainability.

A new member-driven organiza-tion dubbed TransHub is hoping to change all that, buoyed by a McMas-ter Institute for Transportation and Logistics report that found “Hamil-ton is already a significant econom-ic player on a national and regional scale.”

The report, A Sustainable Strategy

By James Menzies & Adam Ledlow

for Developing Hamilton as a Gate-way, noted the Hamilton Economic Region’s economy is larger (by GDP contribution) than that of Saskatch-ewan, Manitoba, Nova Scotia, New Brunswick, P.E.I. or Newfoundland and Labrador.

Yet the report went on to say Hamilton could do much more to take advantage of its geographic lo-cation and abundance of existing transportation infrastructure.

“Hamilton has not reached its full potential from a goods movement perspective, nor from a sustainabil-ity, or economic development per-spective,” the report concluded.

As a transportation hub, the Ham-ilton region already has a lot going for it. John Dolbec, president and CEO of TransHub, rhymes off some of the region’s attributes: “We have a port, which is the busiest port on the Canadian side of the Great Lakes,

we have an airport, which is Can-ada’s largest courier cargo airport right now, we have a ground trans-portation system with easy access without substantial gridlock to North America’s three busiest border cross-ings (in Sarnia, Windsor and Niaga-ra) and we have 152 million people within one day’s truck travel and 300 million within one day’s train travel.”

Hamilton, Dolbec noted, was perfectly positioned to be a major transportation hub without ever re-ally aspiring to be one. “We have all the assets in place to make us an ef-fective transportation hub,” he told Truck News in an interview. “The question is not whether we’re going to become a transportation hub, but whether we are going to be a hub that achieves our full potential or a hub that underperforms?”

TransHub, formed just over a year ago, is aiming to leverage all the

Hamilton region’s attributes and bet-ter promote them to the transpor-tation and logistics sectors. Dolbec said the region, which extends be-yond Hamilton itself to include Ni-agara and Burlington as well as the southern reaches of the Kitchener-Waterloo and Guelph areas, has the potential to add 59,500 jobs – 35,000 within the supply chain sector and another 24,500 related – by 2031 and to generate $10.2 billion in econom-ic growth over the same period, $4.8 billion of which will stay within the region with the remainder benefiting the Canadian economy as a whole.

The message is already getting out, Dolbec said, noting Maple Leaf Foods and Canada Bread have both committed to building major food processing facilities in the region, which won out over 24 competing jurisdictions. TransHub, still in its infancy, now boasts 32 corporate members. It operates much like a Chamber of Commerce, with mem-ber organizations working togeth-er towards the greater good. Truck-ing members include: Earl Paddock Transportation, Joseph Haulage, Fluke Transporation and Rims Transport. Knowing that skilled workers will be required to fill all the soon-to-be-available transpor-tation-related jobs, the organization has also formed a Youth Division.

“There’s no point in trying to at-tract 5,000 jobs here over the next four years unless we have enough young people willing to take up ca-reers in that field,” Dolbec acknowl-edged. “We’re hoping to increase the number of young people opting for careers in the supply chain.”

On the labour front, Hamilton also is home to a large number of unemployed or underemployed blue collar workers – many former steel-workers – who would make great truck drivers. But Dolbec is cautious about positioning the region as an area where prospective truck driv-ers are in abundance.

“I wouldn’t want to give your read-ers the impression it’s some kind of paradise (for finding drivers),” Dol-bec said. “A critical skills shortage is a phenomenon everybody is fac-ing. We may be better equipped than most other regions because of the large mass of unemployed and un-deremployed blue collar folks, but it’s a crucial problem everywhere.”

Dolbec prefers to focus on other advantages for businesses, including the availability of inexpensive land and low development costs.

“We have one of the lowest costs in terms of real estate of any jurisdic-tion in Ontario and in terms of de-


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As Canada’s largest city gets bogged down in gridlock, other regions within Ontario are positioning themselves as transportation hubs with a distinct advantage.

velopment costs, Hamilton-Niagara has the lowest development charges,” Dolbec claimed.

If there’s an area where the Hamil-ton region could fall short, it’s that its marine port isn’t equipped to serve as a major container hub. Ocean-go-ing container vessels are choked off at the St. Lawrence Seaway, which was never constructed to allow con-tainer ships to pass through.

Therefore, containers are general-ly offloaded at the East Coast ports and then transported to the Ham-ilton region by rail. Containers still represent an emerging opportunity for the region, however, according to Dolbec. With the deepening of the Panama Canal, more container ships from Asia will choose to offload at East Coast ports and from there, containers can be moved very effi-ciently via Canada’s rail network to the Hamilton area for further deliv-ery to nearby markets and those in the Midwestern US.

“The Canadian railway system has significant competitive advan-tages over the US rail system,” Dol-bec said. “When the Panama Canal is finished in 2014, container traffic moving through this area will come through the Canadian East Coast ports simply because of the nature of the rail system in the US, which is frankly not as efficient or effec-tive in terms of handling that (vol-ume). It will mean lots of increased opportunities for Canadian truck-ing to be able to trans-ship this stuff from intermodal transfer facilities somewhere in this area to the US Midwest.”

Hamilton, of course, isn’t the only region that’s trying to market itself as a transportation hub. Five hundred kilometres to the east, on Hwy. 401, Cornwall is experiencing a renais-sance of its own. Located near Otta-wa and just over an hour southwest of Montreal, Cornwall is making a big push to be considered a true trans-portation hub.

Just how big a push are we talk-ing? Half a billion dollars was invest-ed in the community last year alone. The interest in logistics expansion in the community is enough that repre-sentatives from the city, the industry and school system got together in late February to discuss opportunities for the future.

The day-long event, co-hosted by the Canadian Supply Chain Sector Council (CSCSC) and the City of Cornwall at St. Lawrence College and attended exclusively by Truck News, opened with a look at recent and future investments in transpor-tation in the region.

The list included: Supply Chain Management’s (SCM) 1.4 million sq.-ft. distribution centre (DC) with 900 employees; Target’s 1.3 million sq.-ft. DC (currently under construction); Shopper’s Drug Mart’s 600,000 sq.-ft. DC, with more than 125 employ-ees; Boundary Properties’ 600,000 sq.-ft. DC (currently under construc-tion); Benson’s 150,000 sq.-ft. DC, with more than 125 employees; and Richelieu Hosiery’s 150,000 sq.-ft. DC with 50 employees.

On the trucking side of things, Minimax Express, International Truckload Services and Seaway Ex-press have all set up shop in Corn-

wall, with about 100 employees each. Other notables include Cornwall Warehousing, Villeneuve Tank Lines and Translogic Express.

But all this transportation activi-

ty begs the question: Why Cornwall and why now? Bob Peters, senior de-velopment officer with the City of Cornwall, said: “We’ve had half a billion dollars invested in Cornwall in 2011 alone, and prior to that, in 2009, we had our biggest building year ever, and 2010 was no small year either. So it’s been about three

years of consistent stellar growth for Cornwall, while the rest of the coun-try was really going through a soft period and a downturn.”

Like Hamilton, Cornwall boasts

inexpensive real estate and low de-velopment costs and is relatively free of traffic congestion. Peters said the city opened up 500 acres of service land along Hwy. 401 with no devel-opment charges at all. The region also boasts a skilled workforce.

Peters said when you combine all those factors, the area becomes a

very attractive option for a compa-ny looking to set up a distribution centre: “Literally, we are saving (the company) millions and millions of dollars.”

Business perks aside, geography is also a key factor in Cornwall’s bur-geoning transportation presence, with its close proximity to Montre-al, Ottawa, and the US and easy ac-cess to Hwy. 401.

“We’re a great gateway or launch-ing pad for Eastern Canada, but we’re also able to service Central Canada at the same time,” said Pe-ters.

CSCSC executive director Kevin Maynard said Cornwall’s emergence as a transportation hub is the result of a “perfect storm.”

“Combined the with ability of the municipality to provide serviced land at the size that’s required for distri-

ONTARIO

Ontario cities compete for recognition as transport hubsContinued from page 16


‘We’ve had half a billion dollars invested in Cornwall in 2011 alone, and prior to that, in

2009, we had our biggest building year ever,’ Bob Peters, City of Cornwall

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ONTARIO

bution centres…access to transpor-tation, access to other markets and the availability to service land is the primary reason why large-scale dis-tribution centres are being located in Cornwall. So, it is a perfect storm,” he said.

At present, about 2,000 people work in the Cornwall Business Park (which houses the majority of the aforementioned businesses), but it’s been suggested that number could rise to 3,000 as early as 2014.

To keep pace with Cornwall’s growing need for new workers to sup-port its emergence as a transporta-tion gateway, educators are working with both the city and the industry to generate interest in the transpor-tation and logistics sector as a viable career path for young people.

“With the emergence of supply chain management sector jobs in the Cornwall area and also in Greater Eastern Ontario it begs the question: ‘What sort of program should we be providing to better support that in-dustry’?” said Don Fairweather, campus dean of St. Lawrence Col-lege’s Cornwall campus. “So we cre-ated an advisory council with mem-bers from this industry who are speaking to us about what they need and how we could help…It’s a great example of the college responding to

community need and listening to the community, and then mobilizing our resources to help meet the needs.”

Added CSCSC’s Maynard: “I think one of the biggest things is that we are looking at a collabora-tive opportunity. In Eastern On-tario, and particularly in Cornwall, there has been a lot of engagement from the municipality, from learn-ing institutions like St. Lawrence College, from employers and other groups to look at bringing the mes-sage together and providing oppor-tunity for people to work together for a common goal.”

Peters said that the other real chal-lenge will be to present transporta-tion and logistics as a desirable ca-reer path.

“The biggest distribution centres and other transport companies in the area that are hiring – that are look-ing for truck drivers, in-house work-ers, IT specialists, engineers – we are looking to mirror up people with those skills with those job opportu-nities. It’s not going to happen over-night. I think we are all well aware of the demographic situation in Can-ada – Cornwall is no different – but the goal is to engage young people through their college and post-sec-ondary careers to understand the op-portunities and the rewards that are in the logistic sector.” n

Hamilton, Cornwall touting benefits of their locationContinued from page 19

QUICK WIT: Quick Truck Lube owner Gurjinder Johal shares a laugh with staff and suppliers during a special awards ceremony at the company’s annual customer appreciation BBQ in July. Photo by Adam Ledlow

By Adam LedlowAYR, Ont. – Quick Truck Lube took advantage of the record-break-ing summer weather to host its sev-enth annual customer appreciation barbecue July 13.

The event, held at the compa-ny’s Ayr, Ont. location, featured a free barbecue lunch as well as top vendors on-site to answer ques-tions and provide up-to-date in-formation.

“Quick Truck Lube is here be-cause of all (our) customers, so we want to appreciate them and

say thank you,” said Quick Truck Lube owner Gurjinder Johal at the event.

Customers were also treated to a special $99 oil change during the event, in addition to several give-aways, organizers said.

The BBQ also served as the launch of Truck News’ new video of-fering, TMTV On the Road. To view the first installment, featuring an in-terview with Johal at the event, go to Youtube.com/Transportmatters and search for the “Quick Truck Lube BBQ” video in the archives. n

Quick Truck Lube hosts annual customer appreciation barbecue


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By Jim BrayCALGARY, Alta. – While most Calgarians’ focus was on the 100th anniversary of the Calgary Stampede this past July, a group of truckers was forming a convoy to honour a colleague whose truck was slammed into at a dangerous highway intersection northeast of the Stampede city.

The convoy, organized by Mi-chael ‘Motor’ Rosenau, a long-time Calgary-area trucker himself and a past Truck News Owner/Opera-tor of the Year, was in memory of Wes Brooks.

Known to his friends as ‘Smurf,’ Brooks was killed on June 16 – the day before Father’s Day – when the 21-year-old driver of an

SUV apparently ran a stop sign and slammed his vehicle into the side of Brooks’ truck.

According to a Calgary Sun report, Brooks was pronounced dead at the scene, while the 21-year-old and his 18-year-old female passenger were taken to hospital with “non-life threaten-ing injuries.”

Brooks, 56, left behind a wife and family. Convoy organizer Rosenau has his own history at that intersection.

“Three years ago, on Remem-brance Day, my boys and I were on our way to Irricana,” Rosenau said, noting that the trip was an annual pilgrimage for his person-al moment of silence honouring

his World War II veteran grand-parents.

“There was a guy stopped at the stop sign and all of a sud-den he just darted out in front of me. I swerved to miss him and he T-boned us and shot us side-ways and we rolled into the ditch there.”

Rosenau said he was trapped in his pick-up until a Good Samar-itan came along and “we pried the doors open. I still have the shoulder injury that bothers me to this day.”

He organized the convoy partly as a way to make up for the fact that he was away for his friend Brooks’ memorial service.

“I had wanted to be there to show my respect but I couldn’t get back from Saskatchewan,” he said. “He and (Brooks’ wife) Di-ana mean a lot to me. I lived with

them for a brief time and I talk-ed to him on the phone just about every week. He had a laugh you’d never forget and was always joking around or laughing.”

Thirteen trucks turned out for the memorial convoy, which started “just outside of Irricana on Hwy. 9,” Rosenau said, “and we went by the corner where the accident had happened.”

They didn’t stop at the actual site, though, because “it’s such a high-risk corner, we didn’t want to create any problems.”

They carried on into Calgary, parked their fleet in a Northeast warehouse lot and waited for Diana and the family to arrive.

“They had a flag they wanted all the people in the convoy to sign,” Rosenau said, “so we hung out for a good part of the after-noon, visiting and telling stories about Wes and stuff like that.”

Rosenau said he doesn’t un-derstand the problem with that particular intersection, which is basically unremarkable except for its history.

“There’s lots of visibility, there are no obstructions on either cor-ner,” he said. “There’s a house that’s probably 100 yards in from one corner but it’s not anywhere near the intersection so it’s not obstructing the view.”

There are rumble strips at the intersection, he noted, but “when I drove over them I didn’t even realize I’d driven over them. They’re just barely there.”

Rosenau said another driver told him he’d been talking with the government about the inter-section, “and they told him they can’t dig (the rumble strips) down any deeper because of that house on the corner – because of the noise, which I think is a crock be-cause it’s far enough in that (the resident) probably doesn’t even hear it.”

Unfortunately, more obvious rumble strips probably wouldn’t have helped Brooks. “The (other driver) went through the stop sign at highway speed, so it was a major collision,” he said, “so ob-viously there was no paying at-tention or whatever. I just don’t understand. The officer who came out the day I had my accident told me he’s out there at least two to three times every week.”

Rosenau puts it down to drivers not paying attention.

“They get out in the rural areas and it seems like everyone forgets how to drive. The guy that hit us, he was trying to beat a grain trailer coming the other direction and he didn’t even see me until he hit me. I was looking at him as I was going in front of him and he didn’t turn his head until the impact – he didn’t see me until that moment.”

According to the Calgary Sun, Brooks was merely the latest of at least four fatalities at or near the intersection since 2000.

“How many people have to die there before they do something serious?” Rosenau asked. “We’re making a bunch of noise about it, but they say they’ve done as much as they can at that intersection.” n

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efforts of the IWFA to help our indus-try take another step in that direction.”

At the federal level in Canada, the Motor Vehicle Safety Act regulates the level of window tinting in the manu-facturing of new vehicles and requires windshields and windows to have a minimum of 70% light transmittance.

Police officers use their judgement to determine if the amount of win-dow tint obstructs the driver’s view or obstructs the view of an officer look-ing into the vehicle. For the purpose of annual and semi-annual commer-cial vehicle safety inspections, com-mercial vehicles manufactured after July 1, 2011 must comply with National Safety Code Standard 11, Part B.

This standard prohibits aftermar-ket window tinting on the windshield and windows to the immediate left and right of the driver. There is a 24-month transition period with enforcement of the standard beginning on July 1,

2013, noted Emna Dhahak at Ontar-io’s Ministry of Transportation. Ac-cording to the IWFA, professionally installed window film typically reduc-es exposure to UV radiation by up to 99%, reduces glare, interior fading and hot spots.

The US FMCSA, in an Oct. 12, 2011 letter to Smith, noted Section 393.60(d) of the Federal Motor Car-rier Safety Regulations (FMCSR) “permits the colouring or tinting of windshields and the windows to the immediate right and left of the driver on CMVs, provided that the parallel luminous transmittance through the coloured or tinted glazing is not less than 70% of the light at normal inci-dence in those portions of the wind-shield or windows.”

The FMCSA also commented on a statement made by the IWFA that “historically, the enforcement com-munity and the trucking industry have clearly taken the position that no film

was allowed on any vehicle operated as a commercial vehicle.”

“Such a position is clearly contrary to the existing regulations and associ-ated guidance. If you are aware of spe-cific instances where compliant win-dow films have been disallowed, we encourage you to contact our Office of Enforcement and Compliance to address any such inconsistencies,” the FMCSA wrote.

The effort to get clarification on the window film issue originated with a call to the IWFA from Ross Auvigne, a truck driver from Langley, B.C.

Auvigne has driven truck for 47 years, and had developed melanoma, a type of skin cancer, on his left arm.

“In 2008 I went and looked for some UV protection. I found a UV cover-ing for the truck window that had a slight tint to it. I got to a weigh scale in Golden, B.C. and they tried to make me take it off. I go to the same scale all the time. I kept telling them I needed the protection. After several warnings, every time I went over the scale they’d give me a ticket,” Auvigne told Truck

News. Auvigne explained his situation to B.C.’s Transportation Ministry, and decided to go to court and fight the tickets. Pleading his tickets before a judge, Auvigne was found guilty but his sentences were suspended.

“We’re all out there at the mercy of the sun and the courts are telling us it’s illegal to prevent ourselves from get-ting skin cancer,” he said.

Ironically, Auvigne said the scale-house issuing the tickets had UV film protection on its windows.

“You could stand outside the truck and see the colour of my eyes – that’s how light my tint was. But their com-plaint was (the tint on the truck) would be unsafe in an accident because they wouldn’t be able to get me out of there. If you got in that kind of an accident your windows would be busted in any-way,” he said. IWFA heard about the case when Auvigne requested finan-cial assistance from them.

“We cannot provide assistance for breaking the law. Authorities were sympathetic to why he was doing it but he was still breaking the law. He thought he had to put on some oth-er level of protection like glare con-trol,” said Smith of Auvigne’s tinted windows. “One of the things IWLA is very adamant about is if we want to be a credible source of information we have to make sure that people are aware of what window film will and will not do. Glare reduction and so-lar heat reduction are separate aspects from UV protection.”

Just how dangerous is UV exposure through the windows of an automobile or truck? In an April 2012 article pub-lished in the New England Journal of Medicine, Dr. Jennifer R.S. Gordon wrote that ultraviolet A (UVA) rays transmit through window glass, pen-etrating the top layers of the skin.

Gordon treated truck driver Bill McElligott for a condition called uni-lateral dermatoheliosis: one side of his face was affected by the sun, the other wasn’t. Gordon did not respond to Truck News’ request for an inter-view, but her article said: “The patient reported that he had driven a deliv-ery truck for 28 years. Ultraviolet A (UVA) rays transmit through win-dow glass, penetrating the epidermis and upper layers of dermis. Chronic UVA exposure can result in thicken-ing of the epidermis and stratum cor-neum (outermost layer of the epider-mis, or skin), as well as destruction of elastic fibers. This photoaging effect of UVA (or damage from prolonged exposure to UV radiation) is contrast-ed with photocarcinogenesis (develop-ment of cancer). Although exposure to ultraviolet B (UVB) rays is linked to a higher rate of photocarcinogen-esis, UVA has also been shown to in-duce substantial DNA mutations and direct toxicity, leading to the formation of skin cancer.”

Can such cancers be linked to pro-fessions where there is a lot of driv-ing, for prolonged periods of time? A July 2011 paper in the Journal of the American Academy of Dermatologyfound that two ultraviolet-linked skin cancers, malignant melanoma (MM) and Merkel cell carcinoma (MCC) were more likely to show up on the left than the right.

“In all, 53% of arm melanomas, 51% of facial melanomas, and 52% of leg melanomas presented on the left. A total of 55% of arm MCCs and 52% of facial MCCs presented on the left, whereas leg MCCs were equally dis-tributed,” said the study.

A clear road ahead for window filmContinued from page 1

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While US national registry data did not provide information regarding sun exposure or driving habits, the study concluded that the effect was most prominent on the arm.

“Driver-side automobile ultravio-let exposure (approximately five-fold stronger on the left than right arm) is a likely contributing factor. It may be prudent to remind individuals prone to skin cancer to take appropriate sun precautions when driving in an auto-mobile,” said the study.

Smith told Truck News that prior to the FMCSA ruling he does not believe that the trucking community had a lot of information about UV exposure.

“I think there is a lack of informa-tion as well as a lot of misinforma-tion. For example, if it’s a cloudy day you still need to worry about ultra-violet radiation. It has nothing to do with light. The angle of the ultraviolet rays coming through the atmosphere can reach Earth at a higher intensity. Some filters, unless there is UV treat-ing, block sunlight but UV rays still come through.”

By late summer the IWFA will can-vass stakeholders on the impact of the FMCSA ruling for them, said Smith.

“We would hope the information is getting out to as many people as pos-sible. Our own membership is starting to advertise the ruling to truck drivers, and travelling salespeople,” he said.

“The compliance and regulatory af-fairs committee of CCMTA asked us to provide all the information and they thought they could look at it and if they agree they will recommend the adop-tion of that interpretation in Canada. We’ll then go on an informational cam-paign to notify the provinces. As soon

as we hear from them and once they’ve sent their recommendation to Trans-port Canada we’ll meet with them to assist them on a PR campaign,” said Smith. CCMTA spokesperson Sylvain Tremblay told Truck News that the is-sue is now before the periodic motor vehicle inspection group.

“It’s for them to decide and rec-ommend. We hope to be complete with the exercise by the end of year,” he said.

Outfitting a truck properly against UV exposure would cost between US$100-$250, noted Smith, depend-ing on whether you cover the two front side windows, or the two front side windows plus the front windshield, said Smith.

“That would be only clear film for ultraviolet. If they wanted to enhance the safety of the windows even more, there you could put film on it that would block UV and that had a high-er level of safety and security perfor-mance. That would probably range in at twice as expensive,” he added.

Hats, sunscreen and sprays do pro-vide protection against direct UV rays, “but not reflected UV rays (ie., from the windows of a building, or sil-ver trucks),” said Smith. “The beauty of having a window film is that it’s a passive system. The driver is receiving protecting without having to take any steps. It’s always there.”

As for Auvigne, he said he’s in good health, “but I keep out of the sun. Years ago nobody realized what the sun is doing to us. At one point in time I even had sleeves made for my arm. (As truck drivers), we’re all out there doing the same job and it’s a real big issue for us.” n

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safety

Every fleet is expected to handle cargo with care.

After all, shippers want their freight to be in the same condition at the beginning and end of every trip.

Less-than-truckload fleets sim-ply face a few extra challenges along the way.

Fragile goods loaded onto these trailers might need to sit in the shadow of heavier skids which could deliver a crushing blow.

Oddly-shaped freight might need to be secured with a com-pletely different combination of blocks, straps and chains than the cargo sitting next to it.

But f leets can protect their freight – and the drivers who haul it – by following a few of the tips and techniques that will help every-one feel a little more secure.

Review the latest rules

North American cargo secure-ment standards offer detailed steps that need to be followed when blocking, chaining, strap-ping and securing a wide variety of cargo.

Many of the original standards have also been clarified by the Ca-nadian Council of Motor Trans-port Administrators, which pub-lishes the latest interpretations at www.ccmta.ca.

Stack with care

As obvious as it is to suggest that freight needs to be stacked with care, fragile cargo is often dam-aged when heavier skids are piled on top of lighter freight.

Cardboard boxes are particu-larly prone to collapsing under any added weight when they are shipped in humid weather.

Many of these issues are ad-dressed by stacking a customer’s freight in tiers – with the most rugged goods creating the bot-tom levels – and then holding everything in place with a com-bination of cargo straps, nets and logistics bars.

Fill the gaps

Physics teachers tell their students that “nature abhors a vacuum.” The same rules seem to apply to the empty spaces between one pallet and the next.

Shifting cargo just loves to move through these gaps and slam into nearby goods.

Well-placed dunnage in the form of broken skids or purpose-built air bags can fill these spaces and absorb unwanted bumps.

Warn forklift drivers about hidden pails

and drums

Forklift drivers have been known to puncture pails or drums that were sitting behind the skids they were trying to move, but this threat can often be addressed by

sharing a little information.I once worked for an LTL fleet

that equipped drivers with a series of warning stickers which could be applied to any skids that were blocking the view of the freight sitting behind it.

Drivers could even create their own warnings with no more than a few sheets of cardboard, some duct tape and a magic marker.

Prepare drivers for warehouse hazards

Some warehouses ban drivers from their loading docks, but truckers who are allowed to step out of their cab can take the time to inspect freight as it is loaded, and share insight about any cargo that is already on-board.

They simply need to protect themselves from the surround-ing hazards.

Handle with careFollow these tips and techniques to reduce cargo damage-related costs

david goruk

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safety

Work boots, a reflective vest and hard hat will be a must for anyone who steps into an active warehouse, and a sturdy pair of work gloves will offer an important line of defence when handling a wide variety of freight.

Those who are required to hand-bomb freight may even want to consider back braces as a defence against strain-related injuries.

Inspect the cargo handling equipment

Tools like hand trolleys, pallet jacks and lift gates can help to move freight with ease, but they also need to be inspected and maintained like any other com-ponent on the truck.

Bent or damaged parts can affect load ratings and movements alike.

Approach the loading dock with care

Those who slam a trailer into a loading dock can damage the truck, building and cargo.

Sure, warehouse employees might chuckle at the three at-tempts needed to carefully back the trailer into position, but this will be far less embarrassing than any damage caused by care-less actions.

Knock before opening

It is tough to know if the freight inside a van trailer has shift-ed during a trip, but drivers can spot some hidden hazards before opening the barn doors.

A quick bang on the doors should generate a hollow sound. A dull thud may suggest that some-thing is leaning against the door and is about to spring free.

Hope for the best, plan for the worst

Many disagreements with ship-pers can be eased by establishing the clear steps that a driver should follow if any damage does occur, no matter who causes the issue. n

– This month’s expert is David Goruk, risk services specialist. David has served the trucking industry for more than 25 years providing loss control and risk management services to the truck-ing industry. Northbridge In-surance is a leading Canadian commercial insurer built on the strength of four companies with a longstanding history in the mar-ketplace and has been serving the trucking industry for more than 60 years. You can visit them at www.nbins.com.

Taking precautions can go a long way towards protecting freightContinued from page 27

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OPINION

I have a secret. I know the an-swers to one of the biggest prob-lems facing the trucking industry. I don’t claim to be any smart-er than any of my industry col-leagues; hell, on a good day I may attain the status of average intel-ligence. I do, however, have a skill that has become rare over time: I have learned the time-tested tal-ent of keeping my ears open and my mouth shut (admittedly only when it really counts). As a result, I believe I have discovered the so-lution to the crippling effects of the driver shortage.

The answers have been there all along, for anyone who had the wherewithal to watch and lis-ten. Anybody in the right set of circumstances can see what I’ve seen. The trick is to be open-minded enough to realize what you are looking at, or listening to.

Most major carriers have made the change from cookie-cutter fleet trucks to units more resem-bling owner/operator tractors and offer periodic bonuses and com-pany events, mixed in with a great deal of public cheerleading. Al-though it all helps, it touches the tip of the iceberg and little more. To learn what I’ve learned, get in a truck, and pay close atten-tion. More importantly, while in a truck stop waiting for a meal or a shower, stay quiet but eavesdrop like a CIA officer.

The first cure is nothing more complex than plain old spendable money. A survey last year on av-erage drivers wages showed that top carriers were paying about $55,000 annually.

What bothers me, and bothers most experienced drivers that have run in droves from this in-dustry, is that this is the top aver-age pay, not an entry-level wage.

A long distance trucking com-pany I know of paid 36 cents per mile in 1982. Today they pay 45, a 25% increase. In the same town,

a construction company paid $10 per hour in 1982. Today, they’re paying $20 per hour, a 100% in-crease. Pretty easy math, huh?

The highway lifestyle is becom-ing less attractive all the time, but money talks. For an extra $20,000 per year, most folks can justify not being home daily. The last company driver I employed was in 2006, and they earned nearly $70,000, while still being home 51 weekends that year. I did not consider them to be overpaid, just fairly treated.

Ah yes, home weekends. While there is still the odd long-hauler that doesn’t care, the rest of us want to be home on weekends. Even more importantly, our log book needs to have its weekly re-set at home, not in the cab of a truck. In my case, it came to my attention how rare this was by travelling up I-390 in New York on Friday afternoons and Satur-day mornings.

Watch how many Canadian trucks are travelling south. The intermodal crowd may be turning around at the other end, but most poor souls pulling dry vans will spend the weekend in Delaware, New Jersey or Philadelphia, nei-ther one a hotbed of truck-friend-ly facilities for the weekend. Why could that freight not be delivered Friday or Monday morning, rather than Saturday?

In too many cases, carriers think nothing of sending a truck out on a Friday for a Saturday delivery, then tell drivers to get comfortable and call Monday. Some fleet owners and dispatch-ers seem to forget that this is not a lifestyle, but a job, although to

be fair, some dispatchers have a large enough workload to make it difficult to track the hours-of-ser-vice and lifestyle wishes of every driver under their control.

Some regularity is the key to making any job bearable, much less enjoyable.

Does anyone ask a driver what his or her preferences are any-more? Don’t just assume that every driver is happy with their runs, simply because they don’t complain.

How many drivers would happi-ly swap trips with another, but are afraid of management’s response if they ask?

Only regular staff surveys and interviews will tell you the truth. No matter how well paid, or treat-ed, or how nice the equipment, a driver will leave if faced with a steady diet of work, or geography that he or she hates.

From my perspective, as a com-pany owner still stuck in a truck, the previous guidelines will cure at least half of the driver short-age problem.

But what about the other half, and how do we pay for increased driver pay and downtime?

The same answer fits both ques-tions. Drop the cheap freight. How many of you have expe-rienced growth for the sake of growth? Your company has grown in size because you wanted to be

larger, but to make this happen you needed to hire undesirable drivers and/or take on poor pay-ing freight.

As a result, maybe you’ve gone from 500 trucks to 550, with no in-crease or maybe even a decrease in net profit. Personally, I can’t spend bragging rights, but I can sure spend profit. If your freight fees can’t sustain a driver salary of $75,000, raise them or drop the customer.

Fewer trucks on the road means we don’t need as many drivers. Let the rail system handle the cheap freight; we’ll move the prof-itable loads.

Question my theories all you wish. Any small carrier, with equally small resources, will tell you the same: every truck needs to pay its own way.

You can’t rely on volume for profit forever, as we just proved over the last three years. How many large carriers dropped like flies the minute freight volumes decreased? Most of us small op-erators are still here though. n

Solving the driver shortage crisis is easier than it seems

– Bill Cameron and his wife Nan-cy currently own and operate Parks Transportation, a four-truck flatdeck trucking company. The company was founded in 1999 with a 20-year-old truck, rented flatbed trailer and a big dream. Bill can be reached at [email protected].

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OPINION

I spend a lot of my driving time in the dark. Not the usual ‘Need to know’ kind of in the dark, but ac-tual darkness. I’ve noticed a few things on the less crowded roads that could make a big difference to both road safety, the economy and even saving the planet.

My observations came about through sheer frustration and plain old-fashioned common sense, which, due to its almost complete absence, has to be the biggest oxymoron in the world.

So let’s deal with my frustra-tions: stop lights.

To be specific, the first set of stop lights in Lloydminster (it could be any city) that turn to red just as I approach them, then the next set and the next and the next…

During my time waiting for the green light, not one vehicle passed through the intersections, but the self proclaimed ‘New Trans-Canada Highway’ came to a grinding halt.

After the third set I tried a different method, hoping to hit a green light, but it made no dif-ference whether I set off slowly and tried to coast to the next red light so that I never had to come to a stop, or raced through the gears trying to get through the next light before it turned to red.

No matter how I did it, I hit a red light every time.

Now in this technological world there is no need for that at all, the stop light could be controlled by sensors so that the main route is always on green until a vehicle ap-proaches the intersections on one of the side streets, then a sensor could trigger the lights to change.

It could even be linked so that if there are vehicles travelling on the main road, the side street stays on red until there is a gap in the through traffic.

The sensors could be on a tim-er, so that during busy periods, everyone has a fair crack of the whip, but during off-peak hours, the main road should always have priority.

Another method would be to turn off the stop lights altogeth-er, have a flashing amber light for through traffic and a flashing red light on the side streets creating a two-way stop. Either method would keep traffic flow on the big road moving at highway speed.

This small step in just this one city would save thousands and thousands of gallons of fuel per year; it would keep everyone hap-py, there would be no losers.

Even though it never happened the last time I went through, the people approaching the intersec-tions on the side streets must see a red light occasionally – sensor controlled lights would eliminate this too.

Drivers passing through would not only use less fuel, they would suffer less wear and tear on drive-lines and brakes and the residents of the city would benefit from lower noise levels.

It is common sense to put a few sensors in, but call me a cynic, it won’t happen. Instead the city will get a bypass, costing millions. It may make life a bit easier for the inhabitants of the place, but the bypass will also take away customers from local businesses, so in that case, they win some, they lose some.

A few sensors and everyone could be a winner.

My next pearl of wisdom comes from my years of driving on the other side of the Atlantic. It’s an-other simple solution and I think it would make a huge contribution to road safety.

It relates to road markings, or rather the lack of road markings, especially at night and in inclem-ent weather.

In Europe they use a reflective paint to make the road markings stand out and it really works well. No matter how dark the night may be, the reflective material in the paint is picked up by the head-lamps of your vehicle.

This has many benefits, such as being able to concentrate on your driving, rather than straining to see your position on the road. It also allows you to judge speed

easier on the open stretches as you have the lines going by as a point of reference; if they join up to make a continuous line, then it’s time to back out of it a bit!

I have saved the best until last: headlamp alignment. This is one thing that really drives me crazy. I have yet to see a vehicle that has a facility to adjust the angle of the headlamps.

It should definitely be stan-dard on all pick-ups, as soon as they put anything in the box or tow anything, the headlamps are only good for searching the tree line for raccoons.

This is compounded by the an-noying habit their drivers have of running with their spotlights on at all times, so you get four mis-aligned lights shining into your eyes, not just two.

Almost as bad as this are big trucks with poorly adjusted head-lamps; they’re usually adjusted so that their beam goes directly into your eyes when they’re heading in the opposite direction or straight into your driver’s mirror when they’re passing you.

It’s a two-minute job to pull up to the side of a building and check the alignment of the headlamp beam and adjust them as neces-sary, yet it seems that every other truck has a driver that cannot be bothered.

I don’t understand it myself; a properly adjusted set of head-lamps will give a much clearer view ahead, so even if these driv-ers don’t give a hoot about other road users, surely it’s in their own interest to be able to see what’s coming up in front of them? n

Common sense ways to keep traffic flowing smoothly

MARK LEE

You say tomato,I say tomahto

– A fourth generation trucker and trucking journalist, Mark Lee uses his 25 years of transcontinental trucking in Europe, Asia, North Africa and now North America to provide an alternative view of life on the road. You can read his blog at www.brandttruck.com/blog.

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OVER THE ROAD

I have been reading a variety of blog posts this summer regarding citizenship, community, and de-mocracy. Most of these blog posts have been investigating the rea-sons why fewer and fewer of us participate in the democratic pro-cess and the feelings of isolation and lack of influence many of us are feeling these days as a result.

It was a blog post titled The myth of the silent majority, writ-ten by Glen Pearson that really got me thinking about the chal-lenges the trucking industry faces and what our responsibilities are as individual drivers to influence positive change. Glen summed up the silent majority this way:

“How can drawing in people to care more about their communi-ty possibly be wrong, especial-ly in times of great transition or challenge? And how can the pres-ence of a silent and ambivalent majority possibly stand as a via-ble excuse for the lack of citizen accountability? The presence of a majority of citizens refusing to face impending struggles on be-half of their own community is hardly a testimony to the vigor of the democratic legacy.”

A week or two before reading Glen’s blog, I was stuck in a line of stalled traffic on Hwy. 17 west of Kenora. The 20-kilometre long line of traffic was a result of a fa-tality accident that had occurred near the Ontario-Manitoba bor-

der. I learned this by turning on my CB radio.

But it wasn’t long before the trash talk started over the radio, at which point I joined what I be-lieve to be the silent majority of drivers and turned off my radio. CB trash talk is all about bigotry, hatred, ignorance and fear.

Those feelings have found fer-tile ground for some in the chang-es that are taking place around us.

There isn’t any doubt that the trucking industry is in a time of great transition and that we are all facing huge challenges as a re-sult.

The shortage of qualified driv-ers, holding drivers to a high-er standard through stricter en-forcement, exponential growth of technology, the push to adopt that technology in the cab, pressure to improve productivity, pressure to hold down wages and the im-pact all of those things have on our lifestyle add to our feelings of angst.

Much of the bigotry and igno-rance that prevails over the CB airwaves revolves around immi-grant drivers. It has more to do with a fear of change within the

North American trucking culture than with driving skill or knowl-edge. Leaving your homeland and moving to another country with a vastly different culture and life-style is about pursuing a better life for your family and it is some-thing that is incredibly difficult to do. I can speak to this with some limited experience.

My family immigrated to Can-ada from Great Britain 45 years ago. Although I was still a child at the time I can still remember the challenges we faced as a fam-ily, despite sharing a common lan-guage and similar cultural norms. The last thing an immigrant fam-ily is looking for is a free ride.

My parents saw Canada as a land of opportunity that could provide a better life for their fam-ily and it certainly did.

But there were no guarantees. Success came through hard work and commitment.

These are two qualities I be-lieve all people striving for a new beginning in our country share. I think the silent majority would agree with me on that.

There is much room for im-provement in how the rules around safety and compliance are enforced. There will always be de-bate about the validity of some of those rules and whether they are necessary at all.

But the fact is, the laws govern-ing conduct and the rules of the

road need to be in place. Many of those rules have been

put in place more for the bene-fit of the commercial driver than anyone else.

I think it may very well be a si-lent majority of drivers that pre-fer they are limited to a 70-hour week.

As a group, we drivers often complain about the lack of ca-maraderie today in comparison to the ‘good old days.’

That feeling is fueled by nega-tive talk over the radio. Many of us have dealt with this by simply turning our CB off. But is that the right approach?

Ignoring that attitude certain-ly doesn’t make it go away but at the same time, I admit, that when you engage with drivers on the ra-dio, it usually degenerates into a pointless shouting match.

It appears that as individuals there’s not much we can do to stop or at least tone down the trash talk. I think we can agree there is a silent majority of profession-als out there.

But in our silence are we allow-ing the voice of the minority to dominate? Ignoring it certainly does not seem to be making it go away. n

Tuning out isn’t always the best solution

AL GOODHALL

Over the Road

– Al Goodhall has been a profes-sional long-haul driver since 1998. He shares his experiences via his 'Over the Road' blog at http://truck-ingacrosscanada.blogspot.com. You can also follow him on Twitter at Twitter.com/Al_Goodhall.

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FLEET NEWS

Armour lauded for community work, driver wellnessMONCTON, N.B. – Armour Transportation Systems’ (ATS) president and CEO Wes Armour has won the Builder of Youth Life-time Achievement Award from the Boys and Girls Club of Moncton. The award is the highest honour the Boys and Girls Club can be-stow on anyone in the Greater Moncton community.

Over the past decade, ATS has contributed hundreds of thousands of dollars to youth-related activities and charities, including the Juve-nile Diabetes Research Founda-tion, community hospitals and uni-versities, and Boys and Girls Clubs.

Armour has also contributed his time through mentorship and financial support on behalf of young entrepreneurs across New Brunswick. The company offers an annual scholarship program to the children of ATS employ-ees who have started their first year of post-secondary studies.

“I accept the Builder of Youth Lifetime Achievement Award with pride because I believe in the purpose of the Boys and Girls Club of Canada, which is to give every child a chance for a better future,” Armour said during his acceptance speech.

The award was the second for Armour Transport this year. The company also received the Wellness at Heart Award from the N.B. Heart and Stroke Foun-dation at the Power to Change Workplace Wellness Conference.

The award recognizes how the company has made wellness an integral part of its organiza-tion through initiatives related to physical activity, tobacco-free liv-ing, healthy eating and psycho-logical wellness. n

Maritime-Ontario teams up with US XpressBRAMPTON, Ont. – US Xpress and Maritime-Ontario Freight Lines are partnering to launch a cross-border North American shipping solution, the companies announced. Through the partner-ship, each company will leverage its national network to move freight across the border and throughout each country, creating a seamless North American network, cover-ing the US, Canada and Mexico, according to the companies.

Under terms of the agreement, M-O will carry the freight across the Canada-US border and US Xpress will be responsible for Mexi-co-US border crossings. The border crossings served by M-O through the partnership are: Buffalo-Niag-ara and Detroit-Windsor.

“While many companies on both sides of the border claim to have an international presence, the ex-tent of their reach is limited,” said Maritime-Ontario chief operating officer, Bill Henderson. “We be-lieve this is a true game-changer for North American freight hauling.” n

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In the age of unlimited competition, we can agree that having the right parts is the first step in providing quality services. Therefore, many owner-operators and fleet managers turn to well-recognized brands that provide high quality products with high price tags. In the tire industry, it is no different. Many companies purchase tires manufactured by the top three companies despite high prices without considering purchas-ing other brands, simply because of the perception that the other brands are manufactured by overseas companies with low technology to make them cheap. Certainly, the perception is justifiable to some brands, but not to Hankook. Here is why:

Fact : Hankook Tire is a global company, not an overseas company.

Maybe you did not know this, but Hankook Tire is one of the largest tire manufacturers in the world. In fact, Hankook Tire is the 7th largest tire manufacturer in the world with one of the fastest growth rates in the industry*. With great success and satisfied customers all around the world, the company has grown and transformed itself over the years. Hankook Tire now has more than 20 offices globally, multiple state-of-the-art manufacturing facilities and several technical centres on every major con-tinent including in the U.S., Germany, Korea, Japan and China. With a global network that stretches from Seoul to Toronto to Moscow, it is true that Hankook is a global company, not an off-shore tire company. Hankook products are premium imports devel-oped to exceed the expectations of consumers.* Modern Tire Dealer, 2008

Fact : Hankook Tires are pro-duced with innovative technology.

Grouped with energetic, smart and consumer-oriented engineers, Hankook Tire continuously re-invests approximately 5% of its revenue into Research and Development. At the Akron Technical Center of Ohio, energetic and dedicated engineers develop tires that reflect the weather, road and drivers of North America. The dedication and effort in advanc-ing tires has been noticed from several highly respected organizations.

First, Hankook Tire is the original equipment tire supplier to Daimler Truck North America on drive and steer positions. The tires meet and exceed the requirements of the highly respected company and continue to satisfy drivers and fleets in North America. Secondly, Hankook Tire has been recognized by the U.S. Envi-ronmental Protection Agency and received EPA SmartWay certification on three truck and bus tires for reduced rolling resistance that creates a smaller carbon footprint. The recently launched AL07+ steer tire, top-seller Z35a drive tire and advanced TL01 trailer tire provide reduced rolling resistance of 3% or more to meet SmartWay standards. The certified Hankook tires provide improved fuel economy and reduced costs to drivers and fleet managers.

Fact : Hankook medium truck tires are available at your local dealer.

With thousands of dealers across Canada, Hankook truck and bus tires are available at your local dealer to help you earn more value for your purchase. From the ports of Vancouver to the lumber mills in the Maritimes, the dealers are proud to sell Hankook products and they are widely available. In addition, the new large distribution centre in Ontario can service Ontario fleets directly and help you to reduce costs, which will help your fleet in the current ecomonic downturn. For further information, please contact Hankook Tire Canada Corp., at 1 800 843 7709.

So, how do you spell tires with high value? H-A-N-K-O-O-K

focuses on providing innovative products that are high in quality. And the company’s effort has been recognized and certified. But did you know the tires provide excellent value to consumers? Hankook tires are very cost effective in comparison with comparable quality products and have been well-recognized for their value. Call your local dealer today to find out how much you can save with Hankook products and how they can deliver better value. The news you hear about the price, quality and value of Hankook Tires will be some of the best news you will hear in 2012.


HOW DO YOU SPELL TIRES WITH HIGH VALUE?H-A-N-K-O-O-K

In addition, Hankook focuses on improving fuel efficiency and lowering the rolling resistance of current and future products with an annual investment of $19 million on R&D to make more environmentally-friendly products that reduce the operating costs of O-Os and fleets. Certainly, you will hear about additional Hankook products being certified for the SmartWay Program.

Fact : Hankook Tires provide tremendous value to the consumer.

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FLEET NEWS

KING CITY, Ont. – The “most colourful awards in the truck-ing industry” – the Private Mo-tor Truck Council of Canada’s (PMTC) Vehicle Graphics De-sign competition – announced the winners of its 27th installment at a lunchtime ceremony during its annual general meeting and con-ference in King City.

The awards, co-sponsored by 3M Canada, were presented in seven categories: Tractor Trailer Com-bination; Straight Truck; Special Events/Promotion; Night-Time Safety, Light-Duty Commercial Truck; Human Interest and Iden-tity Fleet Graphics.

“For 27 years, 3M Canada has been an integral part of the ve-hicle graphics design awards, and the competition is truly a nation-al event,” said PMTC president Bruce Richards. “The large num-ber of entries confirms the inter-est that companies have in pro-moting their products and services through illustrative graphics. Our thanks to all the participants and in particular to 3M Canada who make this annual event possible.”

Awards by category were pre-sented to the following fleets: Pinnacle Transport and Fardiers Quebec, Tractor-Trailer Combi-nation; Weston Bakeries and Neal Brothers Foods, Straight Truck; Ariad and Cascade Groupe Tissu Candiac, Special Events/Promo-tion; Molson-Coors and Loblaw, Night-Time Safety; Hofstetter Landscaping and Reefer Sales, Light-Duty Commercial Truck; Mr. Rooter and Giant Tiger, Iden-tity Fleet Graphics; and Canadi-an Tire and Bison Diversified, Human Interest. n

PMTC honours snazziest fleet graphics

TRACTOR-TRAILER COMBINATION: Winners in the always popular Tractor Trailer Combination category this year were Pinnacle Transport (top) and Fardiers Quebec (below). The PTMC vehicle graphics competition is open to private or for-hire fleets operating in Canada.

STRAIGHT TRUCK: Weston Bakeries was among the winners in the straight truck category for this colourful entry.

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INDUSTRY

Recently, the famed sci-fi author, Ray Bradbury, passed away. Every-one who ever took Grade 10 English had to read The Martian Chronicles. I am not a big science fiction fan but I remember I liked that book. In one of the obituaries that appeared after his death he is quoted as say-ing: “Go to the edge of the cliff and jump off, and build your wings on the way down.”

For me, that quote immediately brought to mind the character of the creative and resourceful men and women who make up the Canadian trucking industry – those who run Canada’s trucking companies and their thousands of hard-working, dedicated employees – the drivers, dispatchers, mechanics, and count-less other professionals who keep the freight moving every hour of ev-ery day so that our economy won’t miss a beat.

At times, when forced to take the plunge into unfamiliar territo-ry, the trucking industry’s innova-tors and independent entrepreneurs build wings that help the industry soar and map out the future; while in tougher periods – such as these last few years – judicious, adaptable truckers are happy to simply find

balance and glide down to a softer landing. Either way, truckers’ toes always appear to be pointing to the edge of some type of cliff.

As we approach National Truck-ing Week 2012, it appears there’s been yet another sudden turn in many of the economic indicators – sluggish GDP growth at home and abroad, a labour market stuck in be-tween the seventh and eighth gear of the unemployment scale, debt wor-ries in Europe and the US, etc.

Sagging new truck and trailer orders are one reflection of the in-dustry’s response to these lacklustre times. After four years of this, it no doubt is starting to wear on some people, especially after a somewhat more optimistic start to 2012.

I honestly believe that when times get tough, this industry really shows its mettle. You’ve proven it repeat-edly. Sure, we’ve emerged from the “great recession” a little bruised and it’s disappointing the upturn in both

Canada and the US is much soft-er than past recoveries, but frank-ly, Canadian truckers are in a far better position than their brethren in many other places in the world. There is no doubt this is largely due to the unmatched Canadian spirit – which truckers exemplify through their dedication, no-quit attitude and acceptance of change – that helps us weather cyclical storms when they hit and puts us squarely on the road for growth and sustain-ability when the clouds part.

That road will continue to be rocky during stretches, to be sure. The near-par Loonie is here to stay, putting the squeeze on Canadian manufacturing and exports.

Record-high equipment and maintenance costs are putting the pinch on carriers and although it’s been a relatively nice summer, let’s face it, diesel ain’t going to sit calm-ly at its current relatively soft levels forever. (In defining “soft” all things are relative, of course).

But when have any of those things ever stopped us before? For years now, I’ve heard the tale that the oth-er modes are in a renaissance and poised to take back market share. I’m still waiting. In fact, according to a recent study, trucking’s share of the surface freight market will actu-ally continue to grow and by 2023 will hit 70% in the US.

If any good came out of the re-cession it’s that truckers are sharp-er and more resilient than ever. For the most part, carriers seem to be doing a better job of managing ca-pacity despite the lure of the siren

song of growth that got companies in trouble in past up-cycles.

The driver shortage may be cre-ating a natural drag on capacity growth, but I still sense there is bet-ter discipline in the marketplace. I hope it lasts and that the lessons of the recession are not forgotten any time soon.

This does not mean carriers are becoming complacent and allow-ing opportunities to pass by. It does mean they are treading more cau-tiously; seeking out quality revenue; and, servicing customers in new, creative ways.

This year’s National Trucking Week – which started as an idea from the Canadian Trucking Alli-ance in the late ’90s and has flour-ished into a national celebration of the hundreds of thousands of men and women in this great industry – is a timely reminder to not lose sight of the road ahead because of a few potholes.

More importantly, it’s an oppor-tunity (and it shouldn’t be the only one) for the trucking community in Canada to come together and rec-ognize the folks that drive (in many cases, quite literally) the industry to the position of dominance it en-joys today.

I’m truly convinced that we have yet to fully spread our wings and the best days are ahead of us. Happy National Trucking Week! n

No reason to jump off a cliff

– David Bradley is president of the Ontario Trucking Association and chief executive officer of the Canadian Trucking Alliance.

But if you do, build a set of wings on the way down

Industry IssuesDAVID BRADLEY


http://bisondriving.com



INDUSTRY

Every now and again something cu-rious pops up in the news, some-thing that is a bit of a head-scratch-er. Late in June one of those items came across my desk, and I was cu-rious enough to do a little research to find out more.

It was a announcement from the Federal Economic Development Agency for Southern Ontario, let-ting us know that the agency was spending (‘investing’ is the word they used) up to $5.3 million dollars to help eight “innovative businesses” in the Kitchener-Waterloo area of On-tario “succeed and grow.”

The goal is to help them get their products and ideas to market fast-er, while creating jobs and economic growth in southern Ontario, accord-ing to the news release.

It’s not entirely a coincidence, I suppose, that the Member of Par-

liament for Kitchener-Waterloo, Pe-ter Braid, is a Progressive Conser-vative and a ranking member of the Harper government. Draw your own conclusions.

This money is being made avail-able with such lofty goals as creat-ing “high-value job opportunities” and leveraging additional investment from venture capital firms.

The announcement named the eight companies that will receive funding, with amounts ranging from $75,000 up to $996,000. The funds are in the form of a five-year inter-est-free loan and are dependent on

each applicant finding its own ‘An-gel’ investors.

One of the recipients will receive up to $750,000 to develop and im-plement a mobile tracking and man-agement system for truck transporta-tion companies, and that is the one that tweaked my interest. My first thought was ‘Why fund the cre-ation of another such device?’ Here’s where my research led me:

The government release states that the company “has developed a mo-bile tracking and management sys-tem for truck transportation com-panies, allowing truck drivers to electronically document their posi-tion, provide delivery updates, com-municate with other drivers, and ac-cess regulatory information.”

The company’s Web site indicates that a driver using their product can record hours-of-service on his/her

smartphone or tablet, can commu-nicate with dispatch, and can send and receive documents.

All useful tools, and it is certainly encouraging to see our government supporting innovation and job cre-ation But this one still seemed su-perfluous considering that the truck-ing industry already has a number of suppliers offering on-board tracking devices that perform a host of differ-ent functions, including those that will be apparently be developed with the federal financing.

Most progressive fleets, certainly those within the PMTC, are already using on-board recorders to help manage their fleet and their drivers in order to maximize efficiency and productivity.

I saw what I thought was anoth-er concern with the product: track-ing hours-of-service by entering data on a smartphone would seem to be only a minor improvement on a hand-written paper log unless the smartphone were to connect to the truck’s ECM, which, according to a company spokesman, it will not.

The lack of connectivity to the ECM may put the smartphone app at a disadvantage in the future if EO-BRs become mandatory. The Ca-nadian Council of Motor Transport Administrators is considering a Ca-nadian standard for EOBRs for the purpose of tracking hours-of-service and it is likely that any such standard will require that the recording device be connected to the ECM.

So why would the government fund the development of another tracking device for trucking?

Well, the company feels it has a ready-made market among very small fleets and individual operators. According to a company spokesman, there has been considerable interest and uptake in those sectors.

The operator can track the where-abouts of the trucks via the GPS in the phone, “and there are prompts that will advise the driver to correct any obvious entry errors or chang-es in duty status on the log entries. These prompts should help eliminate log errors and used properly will be a distinct advantage for both the driver and the operator.”

Since smartphones are ubiquitous parts of our world, this system may prove to be a relatively inexpensive control tool for drivers and operators of small fleets.

Of course increased competition brought about by having more play-ers supplying products and services to the trucking industry is generally a good thing for consumers. It tends to keep those suppliers innovative, leads to better products, and price competi-tiveness. So having another supplier of on-board tracking devices in the market may not be a bad thing at all, particularly if it helps the little guys.

So, what at first appeared to me to be federal money not-so-well-spent, may indeed help deliver a product that will be of use to small fleets or individual owner/operators. It should be interesting to watch what happens over the term of the loan. (We tried to reach Mr. Braid at his constituen-cy office to discuss this but could not do so prior to press time). n

Something new for the small guys?Private LinksBRUCE RICHARDS

– The Private Motor Truck Council is the only national association ded-icated to the private trucking com-munity. Direct comments and ques-tions to [email protected].



We go the distance.

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Challenger.indd 5 12-08-10 12:06 PM


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HEALTH

It sure has been a hot, dry summer – and the weather man promises that it’s going to stay that way a bit lon-ger. Since you can’t spend your days chilling at the beach or a pool, be cool and monitor your body tem-perature to avoid heat stroke (hy-perthermia). This serious condition can become fatal if not recognized quickly and treated properly.

Hyperthermia simply means: ex-cessive heat. This condition occurs when your body temperature reach-es 40 C (104 F) or higher. Recogniz-ing the early stages of overheating (heat cramps or heat exhaustion) will help you take the steps to cool down before your condition be-comes serious.

Some signs of heat cramps or heat exhaustion include: nausea, vom-iting, fatigue, weakness, headache, muscle aches, cramps, and dizzi-ness. However, if your body temper-ature continues to rise, you could find yourself in an emergency situ-ation. In a period of just hours, un-treated heat stroke can damage your brain, heart, kidneys and muscles. The severity of these injuries is di-rectly related to how long treatment is delayed.

Common signs and symptoms of heat stroke are: an elevated body temperature, a lack of sweating, skin that is red hot or dry and flushed, difficulty breathing, a rapid pulse, disorientation, confusion, hallu-cinations, agitation, and even sei-zures leading to a coma. A com-mon complication of heat stroke is shock, which is seen by extremely low blood pressure, blue-tinged lips and nails and cool, clammy skin.

Heat stroke can have many con-tributing factors, but the one con-stant is an extremely hot environ-ment. Any situation that increases your body temperature can lead to heat stroke if not managed properly. Even if you are not doing anything physical, just a prolonged exposure to hot, humid weather, without pe-riods of cool-down can cause non-exertional heat stroke. Older adults or those with chronic illness are fre-quently affected.

Certainly, strenuous activity in a hot environment can also cause heat stroke. This exertional heat stroke occurs in people who are not used to working hard in higher temper-atures. This usually happens dur-ing extreme weather changes when your body hasn’t had a chance to acclimatize itself to suddenly hot-ter temperatures.

Certain medications can increase your risk because they affect the way your body responds to high temper-atures. Be cautious if you are taking medications that narrow your blood vessels (vasoconstrictors), regulate your blood pressure by blocking adrenaline (beta blockers), rid your

Too hot to handle

KAREN BOWEN

PreventiveMaintenance


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HEALTH

body of sodium and water (diuret-ics), or reduce psychiatric symptoms (antidepressants or antipsychotics). Stimulants for attention-deficit/hy-peractivity disorder (ADHD) and illegal stimulants such as amphet-amines and cocaine also make you more susceptible.

Unfortunately, some factors are beyond your control. Still, it is good to be aware of them to be appro-priately cautious. If you are over 60 years old, your central nervous system has lost some of its efficien-cy, making it harder to effectively manage temperature changes and moisture fluctuations. Your genetic make-up also impacts how efficient-ly your body adapts to heat. Chron-ic health conditions affecting your heart, lungs, kidneys or weight can also increase your risk.

So, take some steps to avoid heat stroke when it’s extremely hot and humid. Reschedule or cancel out-door activity. If possible, shift your time outdoors to the coolest times of the day, either early morning or after sunset. If not possible, be sure to stay hydrated. Drink 24 ounces of water or sports drinks (not alcohol or caffeine drinks) two hours be-fore heavy work, and consider add-ing another eight ounces right be-fore working. While working, take a break to drink another eight ounces every 20 minutes, even if you don’t feel thirsty.

As well, dress in light-coloured, lightweight, loose clothing that al-lows you to sweat and for your sweat to evaporate easily. Wear a hat in the sun. Don’t sit for any length of time in your hot rig with the win-dows up and the air off. If you just have your fan blowing on you to feel cooler, the moving air, alone, won’t keep your core temperature low enough.

If even after taking these pre-cautions, you recognize that you or someone else may be experiencing heat stroke, call for medical help. Then, begin to cool the affected person down immediately by mov-ing that person out of the heat and into and area of shade or air-con-ditioning.

Remove excess clothing and ap-ply cool water to the person’s skin. (A garden hose can be very effec-tive). Fan over the dampened ar-eas of skin to promote sweating and evaporation. Place ice packs or cold wet towels on the head, neck, arm-pits and groin. Encourage the per-son to drink cool liquids, if able to. Continue doing this until the per-son’s body temperature has dropped below 102 F (38.8 C).

It’s hard to believe, but these hot days will soon be over and fall’s just around the corner.

Enjoy summer while you can; just remember to keep your cool. n

Heat stroke is a real health riskContinued from page 40

– Karen Bowen is a profession-al health and nutrit ion consul-tant , and she can be reached at karen_ bowen @yahoo.com.

For a personal interview

please call Frank Arrigo

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TAX TALK

You get what you pay for. The tough part is looking at a price tag and trying to decide if what you’re getting is a good value or just plain cheap.

I personally blame a certain big box store for this. They can roll back prices all they want, but is what they’re selling really less ex-pensive in the long run?

Paying one buck for something instead of two is great when the $1 item works as well or lasts as long as the more expensive one. Often, though, you end up replac-ing that crappy product while the $2 item is still going strong.

The same holds true for your truck. How many miles can you expect from those new tires? Maybe the less expensive tire is a better value, even if you have to buy again in 22 months instead of 24.

With tires, value is a pretty easy calculation: miles divided by the cost is a real number. It’s tougher to measure how those tires affect other things, like fuel economy. Now figuring the value of those cheaper tires becomes more com-plicated.

When you’re looking at a ser-vice like accounting, value is almost completely intangible. Knowing whether your tax bill or tax refund is right is a poten-tially endless circular discussion. So I won’t even go there.

Still, it’s important to think about whether you’re getting good value out of the people who do your accounting, bookkeeping, tax prep, or financial planning. You pay good money for these services. Is it worth it?

What to expect

I talk to a lot of potential new cli-ents who have had enough of the guy at the big tax-prep franchise or the neighbour who’s a CA and knows a little about trucking be-cause his brother-in-law hauls for XYZ Corp.

When they call, they’re looking for the same thing from their ac-countant that their customers want from them:

Professionalism: A guy phoned today because he says his accoun-tant never calls him back. He re-alized that if he ever had a re-ally important question, he’d be screwed. Imagine if you blew off your customers every time they called? How long before they de-cided you didn’t want the business and found someone else to move their freight?

A sense of urgency: We signed up an owner/operator who’d been in business for six months yet his accountant still had not regis-tered him for a GST/HST num-ber. That’s an expensive mistake.

Good value or cheap service?

Tax TalkSCOTT TAYLOR


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tax talk

It didn’t take us long to call Cana-da Revenue Agency, get a number started, and have it backdated the maximum 30 days, but the owner/operator is still going to lose five months of GST/HST refunds.

Competence: I had another call from a new owner/operator sev-eral months ago asking all sorts of questions about GST/HST and trucking.

We talked a little more and he finally asked why he might not be getting the refunds everyone else was talking about.

It turns out a friend’s friend told him to calculate GST/HST on his income from his broker settlements. Of course, there is no GST/HST on income between carriers and owner/operators. Af-ter filing some amendments and going through a CRA desk audit, everything was fine.

Flexibility and understand-ing: Another fellow called asking about our services and said that his wife does most of the book work because she doesn’t trust ac-countants.

I asked why and he said one accountant they used never re-turned any of their receipts. She refuses to send them to anyone again. We’ll be doing their books based on her spreadsheets until she trusts us.

So how much money did these folks save using friends and bad accountants?

Not nearly enough to cover the costs of lost GST/HST refunds, or the stress and turmoil of missing paperwork or unreturned phone calls. It’s hard enough to make a profit out there without some buf-foon kissing it away.

I bring all of this up because now is the time when you should be getting the most value out of your accountant.

If February is RRSP season and March and April are income tax season, September is ideal for do-ing meaningful tax and financial planning. You don’t have the pres-sure of a looming deadline or cal-endar year-end.

Together, you and your accoun-tant may find tax savings that more than make up for the cost of their fees.

The bottom line is our fees and those of my reputable competi-tors are not, in real dollars, much more than some of these bad ser-vice providers.

We’ve all built our businesses one owner/operator at a time, and no matter how bad you think your situation is, we’ve all heard (and handled) worse.

Give any one of us a call. You’ll be surprised when we answer the phone or call you back. n

– Scott Taylor is vice-president of TFS Group, providing account-ing, bookkeeping, tax return prep-aration, and other business ser-vices for owner/operators. Learn more at www.tfsgroup.com or call 800-461-5970.

You get what you pay forContinued from page 44

INDEPENDENT OPERATORS• With their own trailers and insurance welcome.

• We offer Ontario year round work.

All loads pay on per ton basis.PLUS Fuel Surcharge with a

minimum per mile guarantee.

Dump Trailer Division Based in Woodstock, Ont. and Beloeil, PQ.

PRESENTLY HAS THE FOLLOWING POSITIONS AVAILABLE

WE PROVIDE• All Base Plates• All Border Crossings• Heavy Users Tax (HUT)• U.S. Border Crossing Decal• All U.S. Tolls• All U.S. Licensing• Wetline installation

ADDITIONAL BENEFITS • Competitive Truck Insurance rates• Fleet Insurance – includes

buy down, down time, towing and medical insurance plus optional truck payment insurance

• Excellent fuel prices with company fuel and credit cards

• Clean and well maintained equipment• Steady year round volumes• Dedicated Trailers• Pre-dispatched Daily• Optional Weekend Work

• 4 Owner Operators for Michigan B-Trains at $1.53 per mile minimum + F.S.C.• 2 Owner Operators for Ont / Mi on aluminum 5 axles• 2 Owner Operators for Ont / Mi on steel 6 axles• 2 Owner Operators for Ont / PQ / NY on aluminum 4 axles

Call Vern at 1-888-209-3867 or 519-536-1192

NEW BUSINESS OPPORTUNITIES FOR:

Highway O/O’s (Ontario Runs)Belleville based O/O’s

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• All Stops Paid • Premium Paid on Heavy Haul

• Premium Paid on Back Haul (loads over 400 km)

• Fuel Capped @ 43 cents/litre • Company Paid Group Health Plan

If interested please fax your resume to the Safety Department along witha Current Abstract, CVOR & Criminal Search and Tractor information.Fax: 416-621-2416 or email us at: [email protected]

Visit our website at www.wilsonstrucklines.com



Fax 519/741-1883800/387-1478 x23

Please contact Steve Dixon mailto: [email protected]

We Require• FAST CARD• Minimum 3 years experience• Clean AbstractsMust live in the Windsor-Toronto 401 corridor

HIRING OWNER OPERATORSO/O $100000 SIGN ON BONUS

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• Paid Bi-Weekly• Benefits available• Paid plates• Paid tolls• Paid PC Practical Miles• $1000 deductible with Buy Down Package• Fuel presently capped under $.60 per litre

$1.18-1.22 per loaded mile

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Also Hiring Local Owner Operators

out of the London area

Also Hiring Cross Border Drivers at $.47 per mile

new customers, new lanes,new career with caravan logistics!

AZ O/O’s based in Southern Ontario for runs to Quebec, New Brunswick and Nova Scotia

AZ Corporate Drivers based in Cambridge for Local Work

AZ Corporate Drivers based in Southern Ontario for runs to Quebec, New Brunswick and Nova Scotia

Contact Recruiting at

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WANTEDIMMEDIATLY

Competitive RatesFuel Cap Available

Must have minimum 2 years experience and clean abstract

pg 47 tn sept.indd 47 12-08-13 11:55 AM


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Apply online at www.erbgroup.com

Starting wage based on experience!

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regional to

INTERNATIONAL DRIVERSThe Erb Group of Companies is hiring:

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Follow @LOADFTI

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COMPANY DRIVERSfor container work with AZ licence for Ontario work only.

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experience• We pay for waiting time at customer

after 2 hrs.

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DRIVERS.41 cents/mile• $25 picks & drops paid

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• Annual increases

OWNEROPERATORS$1.467/mile• Paid picks & drops

• Home each week

• Fuel cards options with cash price

• Paid HVT

HEAD OFFICE: Brampton, ON

OWNER

New Rates

• Safety Oriented & Good Attitude• CVOR & Driver Abstract• Criminal Search• Desire to Succeed• Recent Model Equipment

We Require:• 80% of Revenue• Home Most Weekends• Fuel Surcharges• Pay Statements Twice Monthly• Automatic Bank Deposit• Fuel Accounts Available• Safety Awards

We Require:We Require:We Require:We Require:We Require:We Require:We Require:We Require:We Require:We Require:We Require:• 80% of Revenue• 80% of Revenue• 80% of Revenue

Requires OWNER/OPERATORSServing the transportation industry for over 65 years

Please contact Dennis Black – Canada Toll Free: 800-265-8781Cell: 519-323-7112 • email: [email protected] Fax: 519-323-3567 • www.tdsmithtransport.com

New Contracts!

pg 48 tn sept.indd 48 12-08-13 12:54 PM

http://www.erbgroup.com



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mail

Lay off the limiters, LouDear Editor:

(Re: The real case on truck speed limiters, July Truck News)Lou, enough already! Please stop preaching that slower equals better fuel

mileage. Anybody that has to pay for fuel and can’t figure out how it works deserves their fate.

Myself, I don’t hate the speed limiters because I want to drive 120 km/h on the 401.

I hate the damn thing because I need to be able to get back on the fuel soon-er than the speed limiter will allow because I would like to use gravity to help save fuel running hills hauling 120,000 lbs.

Unfortunately, not all of Ontario is flat and not all of us can spec’ trucks like Manitoulin. We need the ability to speed now and then.

Let the police do their job, ticket speeders, raise fines, employ some com-mon sense in the enforcement of the law…but jam that speed limiter right back where it came from! n

Paul Matchett Bracebridge Ont.

Dear Editor:

The North American Truckers Guild (NATG) is launching a post-card campaign against EOBRs.

We have just begun to distribute the paper postcards and no sur-prise to us, drivers are eager to fill them out as soon as they real-ize what the postcards are about, since this has been their only op-portunity to show their lack of support for mandatory on-board surveillance.

Very few drivers walk away with-out filling one out.

It is too early yet to tell how the campaign will end but we are off to a great start.

The electronic postcard on our Web site (www.thetruckersguild.com) has already been busy.

If that is any indication of things to come, we will be putting up a good fight for our members and industry colleagues. n

Larry James HallNorth America Truckers GuildSurrey, B.C.

Speaking out against EOBRs Contact Recruiting at 905-677-0111

• All Tolls, Border Crossings and Empty Miles paid• Paid Waiting Time

• Some Dedicated Lanes still available

AZ O/O’s & DriversWanted Immediately

Must have minimum 2 years experience and clean abstracts.

For Canadian and U.S. Runs

• Dedicated Equipment• $0.40/mile

DRIVERSO/O’s• Fuel Capped at $0.70 per litre• $1.33/mile (U.S. Miles)

• $1.23/mile (CDN Miles)

Call:1-800-890-2558 x3100 Email: [email protected]

www.precisiongroupag.com

Hiring Company Drivers & Owner Operatorsfor our Van & Specialized Divisions

Call:1-800-890-2558

• We pay $0.43 per mile• Direct Deposit• Paid weekly• Structured home time• Satellite dispatched• Paid for every pick & drop• O/O’s we pay up to $1.35• Paid plates • Paid insurance

• We pay $400 per day for our Heavy Haul loads• $0.50 per mile plus oversize bonus on all OD loads• Paid for every pick & drop• Paid to tarp• Paid hourly after 2 hours• Long haul & short haul available• Paid weekly• Direct deposit• O/O’s we pay percentage• Paid insurance

$2,500COmPany PaiD

BOnuS!!

Two Escort Drivers required immediately.

• Paid plates • Paid insurance

• We pay $400 per day for our Heavy Haul loads

PRECISION SPECIALIZED DIVISIONExceptional Service for Exceptional Freight

Two local flatbed drivers required immediately

OWNER OPERATORS

■ Must be experienced in Hauling Flatbed/Stepdeck Freight

■ Runs are Mid to Long Haul Southern Ontario to USA and Back

■ No Western Canada or Quebec

■ Also Hiring AZ Company Drivers

Bradford, Ontario

Call For Details:

1-800-461-4844Fax: 416 775-4257

Email: [email protected]

Requires

ALL POINTS FREIGHT

Pay 75% with TractorsPay 82.5% with Trailers


http://www.thetruckersguild.com


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opinion

The 2012 Owner/Operator of the Year is Harvey McDonald. I had the pleasure of presenting Harvey the award along with our sponsors, Goodyear, Castrol and Mack dur-ing the latest edition of the Fer-gus Truck Show. Harvey won the award with some pretty impressive stats. He’s been behind the wheel for over 50 years and logged over four million accident-free miles. In addition, he’s a volunteer, goes out of his way to help total strangers, and is one of the most kind-hearted individuals I’ve ever had the plea-sure of meeting.

We really appreciate the oppor-tunity to present our award at the show, and I’d like to thank the or-ganizers for giving us the time dur-ing the Friday night truck pulls to take centre field.

As for the show itself, it was down in terms of vendors and attendance.

Although the cost of admission was lowered this year, it still wasn’t cheap. People paid $10 to park their car in the adjoining farmer’s field and $28 to walk through the gate. For a family of four that’s $122 for the day – a lot of money by anyone’s standard.

The show’n’shine was also down in numbers but as one passerby mentioned, it’s still the largest in the area and attracts some very, very cool rigs.

The show organizers are all vol-unteers. As such, my hat goes off to them. Putting together a show of

this size is not an easy task. Instead of picking holes in their efforts, I’d like to relay some of the suggestions I heard over that weekend on how to bring it back to its glory years.

First and foremost, stop charg-ing an arm and a leg for entry. How about giving an A/Z or D/Z holder a family admission discount? That way, they’d attract the people the show is meant for.

Next, establish booth space dis-counts for trucking-related ven-dors. Sure, allow the food vendors to set up, but they pay full price. The meat and potatoes of any truck show should be the trucking-related vendors. Dealers, suppliers, service providers – all would benefit from a more affordable entry fee and they’d come back.

Bring back the show’n’shine par-ticipants by lowering the cost. May-be they could take a page from the Clifford show?

They all have one thing in com-mon. It’s not rocket science guys and gals. Let’s get back to reality before it’s too late. n

Congrats to our O/O of the Year

Rob Wilkins

Publisher’s Comment

– Rob Wilkins is the publisher of Truck News and can be reached at 416-510-5123.

Please call Lisa for more information at:

1-800-265-7697or stop by our terminal at: 1580 Britannia Road East, Mississauga, Ontario

www.trans-send.com

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opinion

When I was a kid, I was a bit of a do-gooder. More than once, my “good deeds” would backfire and I’d come home wailing because things hadn’t worked out the way I planned. My mother would often quip that “no good deed goes unpunished,” a hu-morous, if somewhat ironic observa-tion that life is not always fair, and people can do good things and still end up in a lot of trouble.

She was truly prophetic. But we’re not talking about my mother here, rather about countless drivers I’ve heard from over the years who are at their wits’ end with obstinate carriers, and find themselves punished for try-ing to do the right thing.

The conversation usually goes something like this: “I’ve been after (carrier name) to fix (component or system) but they won’t do it. I finally got fed up one day and pulled into a scale to see if I could get the DoT (ge-neric term substituted for the actual agency) to write the truck up, forc-ing the company to fix it. Well, they wrote the truck up alright, and I got a $390 ticket too!”

Drivers, who don’t own the equip-ment they drive, can find themselves in a difficult position when trying to honour their legal and sometimes moral obligations to keep their trucks in safe operating condition. Owner/operators, who may own the truck but not the trailer, are caught in the same dilemma.

They have little say in how this equipment is maintained, yet they are responsible for inspecting the truck or trailer every day and essentially cer-tifying that it is in proper mechanical condition. They sign the inspection form and away they go.

By the way, a word of praise here for the ‘new’ trip inspection regs; at least they provide guidelines so driv-ers can distinguish between major and minor defects, and they even per-mit the operation of the truck with certain minor deficiencies. Drivers no longer have to fear noting a defect on an inspection sheet.

But I digress. When a more seri-ous defect is discovered, the driver has two choices: have the problem fixed so they can continue the trip, or park the truck. If they’re on the road, a call to report the problem is often met by “Do you think you can get the truck back to the shop so we can fix it here?” After delivering the load, of course, is taken as a given.

If the driver “refuses” to drive the faulty equipment, he or she has two more choices: if they’re on the road, they can come home on the bus, or if the truck is still in the yard, they can clean it out and go home. It’s shame-ful for a carrier to put a driver in this situation, but it happens all too often. Some drivers, trusting souls that they are, decide to turn to the officials for help, but there’s little sympathy to be had at a scale, it seems, or with the various ministries of labour.

I’ve heard more than a few tales of drivers presenting themselves at a scale with defects that have gone un-repaired for too long. The enforce-ment folks are only too happy to have a look at the truck, but in the course

of the inspection, the driver winds up with a ticket too, despite the fact that he or she was trying to make the in-dustry a little safer by applying some pressure to a recalcitrant carrier.

And if the disgruntled carrier fires the driver for taking the truck to a scale for an inspection, the driver is now out of a job and they’re still on the hook for a $390 ticket.

It’s not likely the driver will get any satisfaction from a labour board

if they lodge a complaint about their dismissal under these circumstances. When such cases go to adjudication, the authorities take the position that the driver should not have driven the truck with the defect – as per Nation-al Safety Code Standard 13, Part 1 (13) which says that “no motor carrier shall permit a person and no person shall drive a commercial vehicle on a highway when a major defect is pres-ent on the vehicle.”

And if the driver decides to operate the faulty equipment, but tries to re-port a threat to their own (and others’) health and safety to the labour folks? Forget it. These agencies won’t even return the phone call unless a termi-nation has occurred or there has been some violation of the labour regula-tions. While employment standards at all levels of government purport to encourage a fair and safe work envi-ronment, the workplace of hundreds of thousands of truck drivers – the open road – doesn’t seem to warrant the same consideration as the office

cubicle or the factory floor. And it’s oh-so-frustrating that DoT

inspectors – who should be allies with drivers when it comes to taking slip-shod carriers to task – can’t see the driver’s point of view in these situa-tions. To them, a defect is a defect, and they’re just doing their job. To be sure, they can hide behind the letter of the law, and insist that by driving the truck to the scale the driver has violated trip inspection regulations, but are they making the roads safer in the grand scheme of things?

So maybe it’s time to re-think the National Safety Code – Standard 13 and others – and create a pro-cess whereby drivers can report a carrier’s negligence without fear of reprisal, even if they have to get be-hind the wheel to drive the evidence to a scale. n

– Joanne Ritchie is executive direc-tor of OBAC. Been punished lately? E-mail her at [email protected] or call toll free 888-794-9990.

No good deed goes unpunishedDoT should reward – not punish – drivers who report carriers that refuse to fix mechanical issues

Joanne RiTchie

Voice of the O/O

Ryder is currently looking for quality...

Please submit your resumes/abstracts to:Ryder Logistics and Transportation Solutions Worldwide Attention: Human Resources

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road test

By James MenziesNAPA VALLEY, Calif. – Daimler Trucks North America has taken the wraps off its highly anticipated automated manual transmission, showcasing it to trade press editors during a recent test drive.

The Detroit DT12 – a 12-speed, two-pedal automated transmission – has been brought to North Amer-ica to round out Daimler’s integrat-ed powertrain, complementing its existing Detroit engines and axles.

“The DT12 transmission comple-ments the Detroit engines and ax-les with features that positively im-pact efficiency and performance,”

said Brad Williamson, manager, engine and component marketing for Daimler Trucks North Amer-ica. “The Detroit brand has long been synonymous with power and economy, and the DT12 continues our legacy of benefitting our cus-tomers’ bottom lines.”

Among its attributes is a light-weight design, thanks to an alu-minum housing and single coun-tershaft. Daimler officials said the DT12 weighs about 100 lbs less than the Eaton UltraShift Plus. While the DT12 will provide an appeal-ing alternative to the UltraShift Plus, most inquiring fleet man-

agement minds will want to know how it stacks up against Volvo’s slick I-Shift, which is the benchmark auto-mated transmission against which all others will be mea-sured. Volvo has en-joyed tremendous success since bringing its own in-tegrated automated trans-mission to North America in 2007, and Daimler now seems poised to steal some of its thunder with the introduction of its own Detroit DT12. Since comparisons to the I-Shift are inevitable, I won’t shy away from them.

Initial observations, after spend-ing close to an hour driving the DT12 in a Freightliner Cascadia

Evolution on a variety of

road types at various speeds, the DT12 seems

to do everything the I-Shift does – and very well. A few examples? The I-Shift offers Eco-Roll, which safely disengages the transmission on downhill grades and allows the truck to coast at idle to save fuel. The DT12 has eCoast, which does precisely the same. The I-Shift has Hill Start Aid, which holds the ve-hicle’s position on a steep grade, giving the driver ample time to apply the throttle without rolling backwards. The DT12 has, well, Hill Start Aid, which, you guessed it, does likewise.

Another useful feature you’ll find in both products is what De-troit dubs Creep Mode. Say good-bye to the clumsy backing maneu-vers that were a common complaint with earlier generation automated transmissions. Creep Mode pro-vides smooth, effortless low-speed driving – in reverse or forward gears – which is handy when posi-tioning trailers, navigating a tight yard or crawling along in bumper-to-bumper traffic. The feature can even be used to rock the truck – potentially freeing it from mud or snow – by quickly switching from forward to reverse gears using only the shift lever.

Unique to Daimler is the place-ment of the DT12’s shifter, mount-ed to the side of the steering wheel in the form of a cleverly designed control stalk, which also provides cruise and engine brake controls. Volvo mounts its shifter on the side of the driver’s seat, while Mack, Al-lison and Eaton prefer a push-button console mounted to the dash. What’s better depends entirely on the opera-tor’s preference, but the location of the DT12 shifter on the side of the steering wheel is intuitive and easy to operate without distraction.

Drivers can override the DT12’s gear selection (when it’s safe to do so) and can alternate between Eco and Power modes. Power mode pro-vides a little extra jump, great for starting from a stop with a heavy load. When the extra torque is no longer required, the transmission automatically reverts back to Eco mode, which provides the most ef-ficient performance.

Another treat for drivers is a Kick Down feature, which pro-vides a burst of acceleration when, as the name applies, the throttle is mashed – or kicked down. This is useful when passing or trying to put some space between yourself and another vehicle.

The DT12, like the best automat-ed manual transmissions, loves to skip shift. It almost seemed to be showing off a little as it disregard-ed first, third, fifth, seventh and ninth on my way up to 12th gear

Detroit transmission dazzles in debut DT12 automated manual transmission rounds out Daimler’s fully integrated powertrain

agement minds will want to know how it stacks up against Volvo’s slick I-Shift, which is the benchmark auto-mated transmission against which all others will be mea-sured. Volvo has en-joyed tremendous success since bringing its own in-tegrated automated trans-mission to North America in 2007,

Evolution on a variety of

road types at various speeds, the DT12 seems

Detroit transmission dazzles in debut

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when pulling away from a red light. Skilled drivers could do this just as well…maybe.

But the reality is, most newer drivers – especially the younger ones – aren’t as proficient at jam-ming gears as the older guard. And that’s an understatement. The DT12 promises to narrow the gap between the most and least skilled drivers in any fleet, which could significantly improve fleet-wide fuel economy.

“It closes the gap in fuel econo-my,” Williamson explained. “This will squish that standard bell curve in a typical fleet so that you’ll get better average fuel economy over all trucks in the fleet. The good drivers will stay really good and the others will come up to their levels.”

Drivers will appreciate the vari-able speed cruise control function, which allows the engine brake to regulate speed without compromis-ing fuel efficiency. When set to low mode, the engine brake will keep the truck’s speed close to the set cruise speed; ie. It may keep the truck from exceeding the set cruise speed by more than 3 mph. At the medium setting, the engine brake will allow the truck to exceed the set cruise speed by a little more, say 6 mph. This provides better fuel economy in rolling hills as it better utilizes the truck’s momentum. The high setting is ideal for flat terrain and works like your typical engine brake, giving the driver more con-trol over speed management.

Daimler folks have only good things to say about their rival’s I-Shift, and I believe they’d be heartened to hear there initially seems to be very little to separate the two products from a pure per-formance standpoint. But don’t think for a second that Daimler re-verse-engineered the I-Shift with the goal of being “just as good.” This transmission – or a version thereof – has been hugely success-ful in Europe for years, where it was marketed as the Mercedes Power-Shift. It has been North American-ized, which is a more ambitious un-dertaking than you may think, and brought to market very deliberate-ly and thoughtfully. I suspect the decision makers within the Daim-ler organization knew they’d lose face by bringing forward an AMT that fell short of the high standard that has already been set. That’s not their style.

Of course, only initial obser-vations can be gleaned from an hour-long drive on fairly flat ter-rain. The real test will come when thousands of these transmissions are deployed in all types of applica-tions right across this continent. It will take years to determine which product best stands up to the rig-ors of real-world trucking. Daim-ler seems confident enough that it’s up to the task, backing the DT12 with a five-year/750,000-mile war-ranty (the clutch is backed by a two-year/200,000-mile warranty).

A potential ace up Daimler’s sleeve is its ability to support the transmission through its Virtu-al Technician program. Virtual Technician, already available with Detroit engines, sends fault codes generated by the engine or trans-mission to Detroit’s Customer Cen-ter. From there, the code is inter-

preted by a trained professional and the driver is then advised on the proper course of action.

This is significant because in many cases, a warning light on the dash may not be indicative of an im-pending catastrophe, and downtime can be reduced by keeping the truck on the road until its next scheduled service interval. That type of real-time support is going to provide cus-tomers peace of mind as they famil-iarize themselves with the DT12.

The DT12 is available in a direct- or overdrive configuration and will initially be offered with the DD15 engine. The maximum input torque is 2,050 lb.-ft. and the gross com-bination weight limit is 80,000 lbs for the direct drive version and 97,000-plus lbs for the overdrive model. Several customers, includ-ing some in Canada, will be receiv-ing demonstration units later this year with full production set to be-gin in 2013. n

when pulling away from a red light. Skilled drivers could do this just as well…maybe.

But the reality is, most newer drivers – especially the younger ones – aren’t as proficient at jam-ming gears as the older guard. And that’s an understatement. The DT12 promises to narrow the gap between the drivers in any fleet, which could significantly improve fleet-wide fuel economy.

“It closes the gap in fuel econo-my,” Williamson explained. “This will squish that standard bell curve in a typical fleet so that you’ll get

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oem/dealer News

LISLE, Ill. – Navistar Interna-tional has announced it will adopt Cummins’ selective catalytic re-duction (SCR) technology to help it fast track implementation of its In Cylinder Technology Plus (ICT+) emissions plan.

Navistar says it entered into a non-binding agreement with Cum-mins to use its proven SCR system in combination with Navistar’s own in-cylinder emissions technologies.

By combining Cummins SCR with Navistar’s engine with ad-vanced exhaust gas recirculation (A-EGR), Navistar says it should be ready to meet EPA2010 regu-lations and be prepared early for impending greenhouse gas emis-sions standards in 2014 and 2017.

“With this clean engine solution, we are taking the best of both tech-nology paths to provide our cus-tomers with the cleanest and most

fuel-efficient engines and trucks on the market and to meet stringent US emission regulations,” said Dan Ustian, Navistar chairman, presi-dent and CEO.

During the transition, Navi-star announced, it will continue to build and ship its existing en-gines, using previously earned credits and paying non-confor-mance penalties. Navistar also announced an agreement to of-fer the Cummins ISX15 engine in certain models beginning in January 2013. Its ICT+ solution will be offered in early 2013 in the MaxxForce 13.

“The actions announced today establish a clear path forward for Navistar and position the com-pany to deliver a differentiated product to our customers and provide a platform for generating profitable growth,” said Ustian.

Meanwhile, Navistar projected its Q3 market share will remain flat at 17-18% of the Class 8 market and 35-36% of the Classes 6-7 markets.

“We expect to sustain our cur-rent market share through the bal-ance of the year, and with the ad-dition of ICT+ and an expanded model lineup, improve our market share in 2013,” Ustian said. “We expect to return to profitability in the fourth quarter and believe the company will be in a position to improve margins in 2013 as we realize the benefits of our inte-gration and ongoing cost reduc-tion initiatives. We look forward to providing further details of our plan to drive shareholder value on our third quarter results confer-ence call in September.”

Check Trucknews.com Aug. 23 for a report from from Navistar’s Lisle, Ill. headquarters. n

Navistar to lean on Cummins as it adds SCR; will offer ISX15 Freightliner starts online community to assist O/OsNAPA VALLEY, Calif. – Freight-liner has created a new online com-munity aimed at educating owner/operators on how to improve their bottom lines.

The Team Run Smart program, currently in a soft launch phase and set to be fully deployed at the Great American Trucking Show in late August, provides a full suite of re-sources that owner/operators and independent contractors can use to improve their profitability. The site serves up educational articles, op-erational tips and insight from pro-fessional drivers and “coaches” on how to be more successful.

“The Team Run Smart commu-nity is the definitive guide to help business-minded drivers succeed,” said TJ Reed, director of product marketing for Freightliner Trucks. “The open format creates a social network where drivers of all brands of trucks can interact with and learn from each other, as well as have immediate access to a wealth of in-dustry resources.”

The Web site is broken down into four categories, including: Truck Smart; Fuel Smart; Business Smart; and Health Smart. It incor-porates social media in the way of a Facebook page and YouTube chan-nel and features a mobile-friend-ly version of the site accessible by smartphone. The goal, according to David Hames, general manag-er of marketing and strategy with Daimler Trucks North America, is to create a community where pro-fessional drivers and owner/opera-tors can share their best practices in all aspects of the business.

Freightliner worked with ATBS, a provider of business services for O/Os, to develop the program. ATBS provides bookkeeping ser-vices to some 55,000 owner/oper-ators and as such, has insight into their earnings. The company is pro-jecting the average American own-er/operator to earn a net income of $51,000 this year, which caught Freightliner’s attention.

“That’s not a lot of money,” Hames said. “This is roughly dou-ble what a minimum wage-type job is. Pre-deregulation, truck driving earned an income that was rough-ly four times what minimum wage paid. There’s been a lot of pressure on drivers that has really reduced their income over the past three decades.”

Freightliner felt it could help own-er/operators make better business decisions through the creation of Team Run Smart, which will re-place its popular Slice of Trucker Life program. Henry Albert, a re-nowned owner/operator known for his business savvy has been named the first Team Run Smart coach. Freightliner will be accepting ap-plications for three more coaching positions beginning at the Great American Trucking Show. Cana-dian O/Os are welcome to apply for the position. They need to demon-strate a strong business aptitude to be considered. The site is live at www.TeamRunSmart.com. n

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Eaton bags largest single fleet order for UltraShift PlusKALAMAZOO, Mich. – Eaton is celebrating what it says is its largest single fleet order for UltraShift Plus transmissions.

The order comes from TransAm Trucking of Olathe, Kansas. The transmissions will be installed in Kenworth T680 tractors.

Specifically, TransAm has or-dered 10-speed UltraShift Plus Linehaul Active Shifting (LAS) models.

“We have been 100% Eaton au-tomation for more than 10 years,” said Russ McElliott, president of TransAm Trucking. “The support that we have received from Eaton during that period has kept us com-ing back. We’re looking forward to similar support with this next order of UltraShift Plus transmissions, which we believe are the best auto-mated transmissions in the market.”

The new units will be delivered monthly over the next three years, Eaton announced.

“The TransAm order demon-strates the growing interest and confi-dence among trucking fleets in North America with our newest generation of automated transmissions,” said Ken Davis, president of Eaton’s Ve-hicle Group. “TransAm is a leader in implementing technologies that enhance fuel economy and perfor-mance, and we are very excited with their choice of transmission on this significant new truck order.” n

Fontaine dedicates site to auto-hauler modificationsGAINESVILLE, Ga. – Fontaine Modification is launching a new busi-ness segment dedicated to modifying tractors for auto-hauling purposes.

The new modification center, to be located in Gainesville, Ga., will be op-erational by the fourth quarter of 2012, the company says.

“Most auto transportation com-panies in North America today own vehicles that are 10 to 15 years old and reaching the end of their lifecy-cles. Therefore, we believe there will be a serious upturn in the market in the next three to five years,” says Will Trantham, president of Fontaine Mod-ification. “More than 80% of the trac-tors Fontaine has modified for auto-hauler purposes over the last two years have been sent to Cottrell to be fully converted into auto transport carriers. Dedicating a business segment to this growing market and placing it near the auto transport equipment leader was a natural decision.”

Cottrell is a manufacturer of auto transport trailers and is located near Fontaine’s new site. Auto haulers fre-quently have their new truck cabs modified to maintain their traditional capacity, in the wake of emissions reg-ulations, which over the past 10 years have in many cases added four inch-es to the height of a tractor. Fontaine Modification can lower the cab height and install auxiliary power units, fleet service packages and any post-produc-tion services auto haulers may need, the company says. n

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oem/dealer news

By James MenziesMISSISSAUGA, Ont. – When he started Sousa Truck Trailer Re-pair a quarter century ago, found-er John Sousa never dreamt he’d one day be celebrating the 25th anniversary of the company – along with about 500 customers and friends.

After all, the company was started with little more than an a homemade air compressor com-prised of a hot water tank, lawn-mower engine and single head piston installed in the back of a pickup truck.

“No, no, no, no,” he said when asked if, at the time, he could have imagined growing the com-pany into a successful family-run business still going strong after 25 years. “I never imagined – not in a million years. I’ve been blessed.”

During an interview follow-ing the June 22 open house and anniversary celebration, Sousa made several references to being “blessed.”

“I’m really blessed with all that’s gone through,” he said, re-ferring to the growing family that has gotten involved in the busi-ness, including his three kids, son-in-law, brother and cousin.

Much has changed since Sou-sa began his small trailer repair business in the 1980s. Back then he was servicing mostly 40-, 42- and 45-ft. trailers. Safeties weren’t heard of and the equipment was pretty much run into the ground.

“When I first started, there was no such thing as safeties on the trailers,” he recalled. “That all came about afterwards. And look at the size – we are now carry-ing two 53-ft. trailers on the road. It’s amazing how the industry has changed, and for the better.”

Sousa strongly believes there has never been more attention given to properly spec’ing and maintaining trailers.

“The biggest change I’ve seen is that customers are becoming more aware that the trailer is not just a box on wheels,” he said. “People are paying more atten-tion and doing more work to the equipment. I know it doesn’t seem that way with the news of wheels falling off and all that, but in ac-

tual fact, I know that the equip-ment today is better than it was kept 15 years ago. People are more aware and conscious of the maintenance of the equipment. That’s the truth.”

Today, Sousa employs 38 staff, many of them mechanics. Sousa himself is a trailer mechanic and is still heavily involved in the day-to-day operations of the compa-ny. Often, he can still be found repairing trailers.

“I don’t pull wrenches the whole day, but if I have to get underneath and do some looking around, I don’t have a problem getting my fingernails dirty,” he said.

Sousa attributes most of the company’s success to honesty, di-versity and surrounding himself with a strong support staff. He said honesty is a two-way street between his company and its cus-tomers. He noted diversifying to offer sales and rentals as well as repairs on both trucks and trail-ers has helped the company sur-vive the slow periods. And he said he’s been fortunate to hire so many knowledgeable and loyal employees.

“I’ve been blessed with the peo-ple that I surround myself with,” he said. “In order for you to suc-ceed, you have to have good people around you.”

Sousa also was grateful for all those who turned out to celebrate the company’s milestone.

“I’d just like to thank every-body that did come in and help us to have such a great day,” he said. “I want to thank everybody for being here with us and I want to thank all the customers for be-ing a part of who I am today.” n

Humble owner of Sousa Truck Trailer Repair reflects on 25 years in business

good eats: Sousa recently celebrated 25 years in business along with a few hundred close friends.

WINNIPEG, Man. – Beaver Truck Centre raised $13,000 at its third charity golf tournament, held at the Elmhurst Golf and Country Club July 18. The tournament, en-titled, “Manitoba Truckers Going the Distance,” donates proceeds to SCE LifeWorks, an organization that helps adults with intellectual disabilities to work and participate in the community.

The sold-out event drew a diverse group of Beaver Truck Centre clients, suppliers, and staff in the transporta-tion and trucking industry, according to event organizers.

“Every year I continue to be

amazed by the tremendous sup-port of our industry for this char-ity event,” said Barry Searcy, presi-dent of Beaver Truck Centre. “The folks who come out to the tourna-ment have two things in common: their love of golf and their desire to raise funds for a worthy cause. It’s a winning combination.

“The Manitoba Trucking com-munity is awesome,” Searcy add-ed. “We had participants from as far away as Ontario and the US play-ing in this tournament. On behalf of the Beaver Truck Centre team, I am grateful for the generosity of spirit of everyone involved.” n

great day for golf: A full field of golfers came together to raise $13,000 for charity at Beaver Truck Centre’s third annual charity golf tournament.

Beaver Truck Centre raises $13,000 through charity golf tournament

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US & CDN DRIVERS• Up to $1.24 / mile loaded or empty• Fuel capped at .50/ litre• Weekly settlements / Direct deposit • In-house maintenance $60.00/hr• Benefits available• Sub leasing is available

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By James MenziesNAPA VALLEY, Calif. – Re-focusing on the vocational truck market is paying big dividends for Freightliner. The company decid-ed two years ago to establish it-self as “the dominant player” in the vocational truck market and while it still has some work to do, Freightliner is pleased with the progress it has made to date.

“In 2010, we started talking about vocational truck growth,” said Richard Saward, general manager, vocational sales with Freightliner. “We knew, quite frankly, this was an area where we were a little bit weak in. We put together a growth strategy in 2010.”

Very quickly, Freightl iner rounded out its vocational truck line with the introduction of the 114SD set-forward axle in May 2011, the set-back axle version of the same truck in October 2011 and the 108SD in December 2011.

Meanwhile, the company estab-lished a Customer Responsive-ness Team whose main job was to identify unusual requests from customers and ensure Freight-liner had an offering to satis-fy those requests – however odd they seemed. The goal, accord-ing to Richard Shearing, director of product strategy with Daimler, was to “improve competitiveness through effective processing and decision making on minor prod-uct requests.”

Since the team was created, Freightliner has come to market with many new options, including: all-wheel drive that’s compatible with electronic stability control; bolt-on front frame extensions; cross-over exhaust; heated wind-shields; and the combination of the Cummins ISL engine with the Allison 4000-series automatic transmission.

In the case of heated wind-shields, Shear ing admitted Freightliner initially didn’t see the need for the option but “it was a competitive deficiency for us because we didn’t have the op-tion. One competitor had this op-tion and had success in writing it into bid specifications. If the bid spec’ says ‘heated windshield re-quired,’ if we don’t have it, we’re not considered in the bid.”

Since its formation in May 2011, the team has reviewed 200 re-quests and has converted about 80% of them into new databook offerings. Shearing said this has resulted in incremental sales of about 1,600 vocational trucks that otherwise would have gone to other manufacturers.

Customer surveys are also showing Freightliner is gaining credibility as a manufacturer of vocational trucks.

Before setting out to conquer the vocational truck market, a 2010 brand awareness study showed 50% of surveyed truck buyers indicated they didn’t think they would buy, or defi-nitely wouldn’t buy, a Freightliner

vocational truck. “Half the mar-ket already came to the con-clusion we’re not their choice,” Saward said.

A similar survey conducted last year showed only 14.3% of cus-tomers “definitely” wouldn’t buy a Freightliner vocational truck (compared to 32.7% in 2010). The total number of customers who “probably wouldn’t” or “defi-nitely wouldn’t” buy a vocational truck from Freightliner sunk from 50% in 2010 to less than 30% a year later.

On the flip side, the number of vocational truck buyers who would consider Freightliner in-creased by 25%.

Real-world new vehicle reg-istrations seem to be validating those claims. Freightliner says new truck registration data in the US and Canada for Classes 6-8 vocational trucks now show Freightliner as the market leader in the food and beverage deliv-ery and refuse (low cab-forward models excluded) segments. The company has improved its voca-tional truck market share by 50% in a two-year period.

Still, the company is not yet where it wants to be. Saward said it’s an “ongoing project.” n

Freightliner makes gains in vocational truck market

more choices: New additions to Freightliner’s vocational product line have won the company some new business.

PICKERING, Ont. – Durham Hino Truck and Equipment host-ed its first annual Customer Care Clinic and Appreciation Day BBQ on June 20 to commemorate its newly renovated facility.

The customer care clinic includ-ed a free bumper-to-bumper vehicle inspection for Hino truck owners, as well as discounted parts specials. The inspection teams included Hino Canada service managers, engineers and service technicians from the Hino Japan Global office.

Corporate representatives at the event included the president of Ca-nadian operations, Shuichi Kaneko; Canadian vice-president of sales, Eric Smith; and sales and market-ing group manger, Masumi Honma, from Hino Japan Global office. Lo-cal dignitaries included Pickering Mayor David Ryan, Economic De-velopment Coordinator Catherine Hodge, and Ward 3 Councilor Peter Rodrigues.

Durham Hino general manager, Peter Dhillon, and fleet sales rep, John McMartin, hosted the day’s events, which included record-breaking warm weather to accom-pany a barbecue lunch.

Hino customers in attendance

included Penske Leasing Canada, Ryder Truck Rental Canada, GFL Environmental East Corp., First Towing, and Chambers Foods.

To close out the event, a door prize draw was held. First prize was an Apple iPad 3 won by Da-vid Xui of Pak Fok Foods. Second prize was a 46-inch LG flatscreen TV won by Hafeez Khan of Khan Transportation.

Established in 1992, Durham Hino has grown from a two-bay sin-gle unit garage to a 15,000-sq. ft., 12-bay full diesel truck service and sales facility. n

Durham Hino shows off facility renovations

great growth: Durham Hino recently invited customers to its revamped dealership, which now features 12 bays and 15,000 sq.-ft. of total space.

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oem/dealer news

By James MenziesNAPA VALLEY, Cali. – Freight-liner officials speaking at a recent press event to herald the arrival of the new Detroit DT12 transmis-sion, admitted Class 8 order ac-tivity has slowed beyond expecta-tions, but insisted they maintain an optimistic outlook for the re-mainder of the year.

Mark Lampert, senior vice-pres-ident, sales and marketing with Freightliner, said there is not one single issue driving the slowdown in the Class 8 truck market, but a combination of them. These in-clude: slowing economic growth; declining consumption; slumping factory output; and a gloomy con-sumer base.

Despite all this, Lampert said the trucking industry remains funda-mentally sound. He noted carriers have pushed forward rate increas-es for nine consecutive quarters in the US.

“It’s important they do that, be-cause the cost to be compliant is not going to change,” he said, referring to impending GHG 2014-17 emis-sions standards and various safe-ty technology mandates. “Those things aren’t free. Carriers are act-ing in concert as much as I’ve ever seen in pushing (rate increases) through.”

Lampert noted fleet utilization is

down and finding drivers remains a struggle for the industry. However, he said a decent amount of freight is available in relation to the trucks that are available to handle it.

One reason fleets may not be rushing to their dealers to place substantial orders is that with the current soft demand, there’s real-ly no reason to do so. Production

has slowed to the point where a new tractor can be delivered within sev-en weeks from the time it’s ordered, Lampert noted.

“When you are getting a new truck in seven weeks, there’s no rea-son to forecast,” he said. “Fleets will wait and see. Vehicle availability is a non-issue; you don’t need to place an order early to make sure you get a build slot.”

New on-board diagnostic require-ments on vehicles manufactured in 2013 may drive some demand in the fourth quarter of this year, Lampert suggested. And he also pointed out the average age of the Class 8 fleet remains old, which will require car-

riers to replace aging tractors with newer vehicles that provide great-er fuel-efficiency and lower main-tenance costs.

How bad has the Class 8 market gotten in recent months? It’s all rel-ative. Compared to 2009 and 2010, not bad at all, Lampert stressed.

“This is still a darn good market-place if you consider where 2009 and 2010 was,” he said. “We’re op-timistic and we firmly believe 2012 will be at a higher retail sales level than 2011…it’s not as strong as we forecast, but all in all it will be a

pretty decent year. The fundamen-tals are still decent, freight is still being generated.”

The Classes 6-7 markets have re-mained steady and avoided the vol-atility of the Class 8 market. Lam-pert said medium-duty order intake has increased 2% year-to-date ver-sus 2011 while Class 8 orders have fallen by 27%.

As far as future growth is con-cerned, Lampert said wherever he travels, customers want to talk about natural gas. He noted diesel is currently selling for $4.04 per gallon in the US while compressed natural gas (CNG) retails for $1.80 per gal-lon. At that current spread, a diesel

Freightliner maintains optimism despite slowing truck demandCustomers everywhere are asking about natural gas, Freightliner official says

truck averaging 6 mpg over 80,000 miles will require about $54,000 per year in fuel. A CNG truck averaging 5.4 mpg (natural gas falls short of diesel in energy density) over those same 80,000 miles will consume only $27,000 worth of fuel. That equates to an annual fuel savings of $27,000, delivering a payback in just 1.4 years even taking into ac-count the $40,000 premium for the natural gas truck.

With fueling infrastructure im-proving and vast amounts of natural gas still untapped in North Amer-ica, Lampert said the fuel is cer-tainly viable for the industry and Freightliner looks to be a leader in this growing segment. Lampert said Daimler, through its now defunct Sterling truck line, has been build-ing natural gas trucks since the mid-2000s. He said Freightliner is now the only conventional OEM to pro-duce natural gas vehicles with full factory installation and warranty. Next year will see Freightliner offer the Cascadia in a natural gas config-uration, powered by the soon-to-be released Cummins ISX 12 G engine.

Freightliner already has deliv-ered more than 1,500 trucks with the 9-litre Cummins ISL G, Lam-pert noted. Most of these are in op-eration at West Coast ports. Lam-pert claimed Daimler currently holds 50% of the conventional truck natural gas market. As for the residual value of natural gas-pow-ered trucks, Lampert said it’s too early to guess what the secondary market for those trucks will be. n

‘Carriers are acting in concert as much as I’ve ever seen in pushing (rate increases) through,’

Mark Lampert, Freightliner Trucks

Class 8 net orders below trend in July, Classes 5-7 bounce back: reportsNASHVILLE & COLUMBUS, Ind. – FTR Associates has released preliminary data showing July Class 8 truck net orders at 12,568 units, the lowest month for orders since August 2010 and 32% be-low the same month last year.

Preliminary order numbers are for all major North American OEMs. July orders came in 23% below weak June activity and continue reflect-ing soft demand for Class 8 vehicles, FTR officials said.

For the three-month period including July, orders now annualize to 186,300 units.

“While orders came in below expectations, they didn’t really sur-prise us,” said Eric Starks, president of FTR. “We have been fore-casting slower sales of Class 8 vehicles in the second half of 2012 for some time, and the reported order numbers for July support our current outlook for the remainder of the year.”

ACT Research has also reported that Class 8 commercial vehicle preliminary net orders for July were below trend, while Classes 5-7 net orders bounced back above the long run order trend.

The final numbers, which will be released by ACT in mid-August, will approach 12,900 units for heavy-duty Class 8 trucks and 14,800 for medium-duty Classes 5-7 vehicles.

The preliminary net order numbers are typically accurate to with-in 5% of actual.

“Class 8 orders fell below our near-term expectations, even when adjusted for seasonality,” said Kenny Vieth, president and senior an-alyst at ACT Research. “Seasonal adjustment pushes July’s Class 8 net orders total from the actual 12,900 units to 15,400 units. In Q2, net orders averaged 17,300 units per month, even as Class 8 builds averaged 26,000 units. As has been the case since late February/early March, the order weakness appears to boil down to confidence in the economy relative to the risk of taking out a sizeable loan to buy a truck.

“Positively, Class 8 cancellations remained at low levels and retail sales were strong through Q2, reflecting the continued support of large trucking concerns. The big public carriers posted strong prof-its on modest revenue growth in Q2. These data points and others suggest that as the economy firms and the outlook becomes less opaque, demand should return to pre-soft patch levels.” n

PEAKS ISLAND, Me. – LPA Inc., winners of a new Cat CT660 voca-tional truck in a popular contest last year, has taken delivery of its new rig.

The CT660 dump truck was deliv-ered via one of LPA’s barges during a special ceremony June 13. The barg-ing and excavating company generat-ed more than 3,000 votes in the online contest, beating out more than 300 contestants in the US and Canada.

Cat’s George Taylor, director of its global on-highway truck group, handed the keys to Coley Mulkern, CEO of LPA during a special cer-emony.

“The LPA entry emphasized that reliability in tough conditions was a key for successful operation,” Tay-lor said. “The truck has to handle

Winners of Cat truck take delivery of CT660

welcome arrival: The arrival of a new Cat CT660 won by LPA Inc. was a big deal for the Maine community. The truck arrived on one of LPA’s own barges.

well on mainland highways, negoti-ate steep ramps at marine landings, and maneuver well on rugged island roads. And it has to operate in areas far from a truck service bay. It can’t have a bad day. We think the CT660 is up to the task.”

Because LPA operates in a cor-rosive marine environment, the truck was equipped with stain-less steel and totally sealed elec-trical harnesses to protect it from the elements. The winning com-pany says it will put the truck to the test immediately.

“As soon as the party is over, we start hauling 3,000 yards of aggre-gates to make concrete on the is-lands,” Mulkern said. “We do need this truck.” n



DENTON, Texas – Production is now underway for the Peterbilt Model 579, the company has announced. The 579, first launched during the Mid-Amer-ica Trucking Show in March, features

aerodynamic styling designed for su-perior fuel-efficiency and an interior optimized for operator comfort and productivity. The first 579 production vehicles are being built for Peterbilt

and PacLease dealers. “This is truly a historic occasion

for our Peterbilt Denton production team,” said Bill Kozek, Peterbilt gener-al manager and Paccar vice-president.

Features of the 579 include its new 2.1-metre aluminum cab (available in a day cab, or with detachable sleeper)

and an integrated Paccar MX 12.9-li-tre engine.

“After years of research, product de-velopment, capital investments, cus-tomer input, and vehicle testing, this final result is a combination of total performance innovation and highest quality,” said Kozek. n

Production of Pete 579 now underway

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oem/dealer news

Mack upgrades Pinnacle highway tractorGREENSBORO, N.C. – Mack Trucks has unveiled a suite of driver-fo-cused enhancements for its Mack Pinnacle highway models designed to improve comfort and productivity.

The new interior enhancements include: an optional centre storage con-sole, located between the seats in Pinnacle day cab models, which pro-vides nearly one cubic foot of space for large-item storage and includes interior lighting and a 12-volt power supply; optional ambient red floor lighting, subtle or indirect, for use at night when driving or when station-ary – either the driver’s footwell area or the entire floor can be illuminat-ed; a standard “dead pedal” for the driver’s left foot to maximize comfort while driving and to help the driver maintain an ergonomically correct seating position; a standard dash-mounted ergonomically designed sin-gle DIN Mack mDdrive automated manual transmission shifter keypad; improved functionality for Mack PowerLeash+ Engine Brake controls enabling the driver to set and maintain a target downhill braking engage-ment speed, in or out of cruise control; and self-cancelling turn signals, which are standard on trucks and optional on tractors.

“Driver retention is critical, and one way to positively impact that is to improve driver comfort,” said Jerry Warmkessel, Mack highway market-ing manager. “A comfortable driver is also a more productive, safer driver. We listened to what our customers told us they wanted in their cabs, and we’re delivering it with this series of interior enhancements that result in a more comfortable, productive cab environment.” n

GRAND HAVEN, Mich. – Jost International has expanded its dis-tribution in Canada through an ar-rangement with Trans Canada Sales (TCSA). TCSA will represent Jost throughout Canada in an effort to increase customer support at fleets and dealers and strengthen the dis-tribution network for Jost products, the company announced.

“TCSA has been chosen by Jost as our Canadian representative because they have experience in heavy-duty parts sales though their association with other premier com-ponent brands,” said Rich Carroll, vice-president of sales and market-ing for Jost. “Tony Stenner, princi-pal at TCSA, knows the Canadian commercial vehicle industry very well and that was important to us.”

TCSA has been representing

heavy-duty brands in Canada for eight years.

The company will support the Jost landing gear and fifth wheel product lines and associated com-ponents, according to officials. n

Jost partners with Trans Canada Sales to expand Canadian distribution

Ironhead opens retread plan in MississaugaMISSISSAUGA, Ont. – Iron-head Rubber Technologies has opened its first truck tire retread plant in Mississauga, Ont.

The 21,500 sq.-ft., three-cham-ber facility currently employs nine people – including a plant manag-er, office administrator, five retread technicians, one salesperson and one engineer – with the hopes of doubling that number over the next few years. At present, the facility is capable of processing 220 retreads in an 11-hour work day.

Ironhead is inviting all current and potential customers to visit its location and participate in a plant tour, where products, processes and overall commitment to qual-ity are demonstrated, the compa-ny announced. The plant is located at 595 Kitimat Road in Missis-sauga. For more information, visit www.ironheadrt.com. nSUBSCRIBE

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people

All Ontario Transport’s Stuart Sinclair has passed away. Sinclair, aged 60, passed away peaceful-ly at Mackenzie Health Aug. 1, according to the Toronto Truck-ing Association (TTA). Sinclair worked at All Ontario Transport with his brother Scott for his whole working life.

All Ontario Transport was a long-time TTA member, joining in No-vember 1979.

Sinclair is survived his wife of 30 years, Marion, and his children Jeff, Peter and Kelly.

To make donations to the Mack-enzie Health Palliative Care de-partment, visit the Book of Memo-ries at www.wardfuneralhome.com.

•Day & Ross General Freight has announced a number of appoint-ments within its operations group.

Adrian Peel has joined the firm as assistant vice-president of ter-minal operations.

Officials say Peel has an exten-sive background, including most recently serving as general man-ager of parcel integration with Canada Post and director of na-tional hub operations with Puro-lator Courier.

Peel will focus on customer and employee satisfaction in this new-ly-created role, the company an-nounced.

Also joining Day & Ross Gen-eral Freight is Jeff Gallant as as-sistant vice-president of engineer-ing. Gallant most recently served as director of engineering with Purolator Courier.

Peter Stroud has joined Day & Ross General Freight as director of terminal operations for West-ern Canada.

Stroud was most recently with Schenker, and previously held positions as vice-president of op-erations with Pet Smart and man-aging director of FedEx Canada’s Central District.

Meanwhile, Paul Keery has joined Day & Ross General Freight as vice-president of op-erations. Keery holds an MBA from Queens University and an LLB from University of New Brunswick.

Most recently Kery held the po-sition of vice-president of opera-tions with Apple Express (a 3PL services provider) and has held se-nior operations and general man-agement roles with Canada Post and Swissport.

Day & Ross’s Supply Chain So-lutions branch also announced a new appointment, with Mike Chisholm assuming the role as executive vice-president.

•Brenntag North America has ap-pointed Larry Walderbach to the position of DEF area sales rep-resentative covering the Great Lakes region.

Walderbach will transition from his current role as chemical sales representative for Brenntag Great Lakes, to the Brenntag DEF organization.

“Larry is a tenured sales pro-fessional with 20 years of expe-rience in distribution,” said Bret Happel, diesel exhaust fluid busi-ness director.

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Rand McNally has enhanced its single-box EOBR-compliant solu-tion, the TND 760 Fleet Edition,while launching a new Web portal for its mobile communications prod-ucts. One year after announcing the launch of the TND 760, Rand Mc-Nally gave customers a review of new, significant enhancements to the system’s software. New features include a Driver Vehicle Inspection Report (DVIR); the inclusion of the Oil Field Exception in its Hours-of-Service application; the ability to provide routing information to the

cab automatically from back-end dispatch systems; and map data-base and feature updates for its In-telliRoute GPS navigation software. These new capabilities enable cus-tomers to move further away from paper reporting and tracking, pro-viding necessary information to the back office in real-time, the compa-ny says. For more information, visit www.randmcnally.com.

•Xata Corp. has announced its Xata Turnpike fleet management soft-ware is now integrated with TMW-Suite software from TMW Systems. The company says the integration will improve efficiency, productivity and convenience for drivers and fleet managers by automating key func-

tions through the load planning and back-end processes. The companies tout the new integration as a cost-ef-fective solution that brings two use-ful tools together as one. For more info, visit www.tmwsystems.com or call 800-401-6682.

•Navigation systems manufacturer TomTom has launched the newest version of its logistics map prod-uct designed specifically for truck and fleet operators, including pri-vate fleets. The TomTom Logistics product features include: dimen-sional restrictions totalling more than 1.6 million miles in the US and 225,000 miles in Canada; des-ignated truck routes for more than 400,000 miles in the US and 60,000 miles in Canada; operating bans on idling or jake brake usage totalling more than 180,000 miles in the US and 80,000 miles in Canada; and critical last-mile content required to get drivers to their final destination.

Fontaine Trailer Company has add-ed three low deck height models to its Infinity product line. They in-clude a 48-ft. spread axle, 53-ft. rear axle slide and 53-ft. rear axle slide with twist locks for shipping con-tainers. Each new model features a 36-inch loaded deck height and du-rable RASR side rail, the company announced. All Fontaine Infinity trailers are constructed with fab-ricated steel mainbeams and steel cross-bracing with aluminum side rails, floor and rear skirt, the com-pany says. The result is a durable trailer that delivers a combination of strength, low weight and fuel econ-omy. For more information, visit www.fontainetrailer.com.

Meritor’s aftermarket business has added heavy-duty truck and trail-er oil-bath wheel seals to its wheel-

end parts offerings. The new prod-uct – available in a standard and a premium version – will be distrib-uted from Meritor’s North Amer-ican distribution centres in Flor-ence, Ky., and Brampton, Ont., the company says. The wheel seals fea-ture a wide-seal band, a multi-zone labyrinth design, low-friction bum-pers, plus a 0.07-inch steel casing designed to help prevent installa-tion damage. The warranty for the seals will be one year or 150,000 miles for the standard model, and two years or 300,000 miles for the premium model, with the possibil-ity for extension. For more info, visit www.meritor.com.

•

Eaton has published a new tech-nical paper on how contemporary mechanical clutches can protect high-value drivetrain compo-nents from harmful torsional vi-brations in commercial trucks. Titled The Role of Mechanical Clutches in Dampening Torsion-al Vibrations, the piece describes how modern damper technology has evolved over the years to re-duce driveline resonance that is created naturally in any internal combustion engine. It also points out how modern dampers have been adapted to work especially well with today’s high-torque, low-speed engines, which increase the amount of vibration in the drive-train. The paper is available at www.eaton.com/roadranger.

• Peterbilt says it is now offering Ben-dix air disc brakes on the front ax-les of its 382 and 348 models. Disc brakes are purported to offer bet-ter performance and productivity. Benefits include: shorter stopping distances, reduced downtime dur-ing service, extended maintenance intervals and lower weight. Peterbilt also announced its vocational trucks are now available with a wide range of split shaft power take-off op-tions. The new offerings will be pop-ular with customers operating spe-cialized equipment that frequently

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require a PTO installed rearward of the transmission. The new split shaft PTO options are available immedi-ately, Peterbilt announced. Talk to a dealer for details.

Bridgestone Commercial Solutions (BCS) has launched the M853, a new on/off highway all-position radial for regional hauls. The M853 features an enhanced pattern, designed with in-terlocking multi-edge blocks, to dig deeper for more solid traction on both worksites and highways. Tie bars link tread blocks together to combat heel-and-toe wear, while its shoulder de-sign helps combat irregular wear for longer tread life, and stone rejector platforms help repel stones that can damage casings, the company said. The M853’s four steel belts, a steel body ply and thick sidewalls that help protect the casing from worksite dam-age, is designed for durability and re-treadability. The M853 replaces the M850 and is currently available in two sizes, 11R22.5 and 11R24.5. A third size, 12R22.5, will be available in the fourth quarter of 2012. For more in-formation, visit www.trucktires.com.

•Webb Wheel has created a new train-ing video with an associated tech cer-tification test to the Training Toolbox on its Web site. The new Proper Brake Drum Selection video illustrates how braking events affect a brake drum, depending on vehicle speed and total weight as well as rate of brake decel-eration. It also explains how different drum designs manage the amount of heat generated at each stop, the com-pany says. The video can be accessed at www.webbwheel.com.

TerraDiesel EGR and DPF Clean-er cleans EGR valves, coolers and DPFs without removal, according to the company. The cleaner also

has the ability to reduce regener-ation cycles, the company claims. TerraDiesel officials say the new cleaner has the potential to change the way shops and dealerships go about servicing particulate filters and EGR systems. The company says its product removes carbon deposits from the EGR, cleans the DPF and reduces the regeneration cycles while lowering emissions and smoothing out rough idle. For more info, call 888-946-7020.

•Mack Trucks has launched an iPad and iPhone app for Bulldog Maga-zine. Available through the Apple iTunes Store, the app can be down-loaded free of charge by all iPad and iPhone users. The app pro-vides access to both current and past issues of Bulldog Magazine, a 45,000-circulation quarterly pub-lication published by Mack since February 1920. For more info, visit www.macktrucks.com or search for the app at iTunes.

•Carrier Transicold has launched a special Web site to commemorate the 110th anniversary of the inven-tion of modern air-conditioning by founder Willis H. Carrier. The Web site features vignettes about Carrier’s life and work, along with milestones for Carrier Transicold trailer and container products. Carrier has also released a hard-cover book Weathermakers to the World, about Willis Carrier and the history of modern air-condi-tioning. For more information, visit www.WillisCarrier.com. n

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Insurance companies may soon be asking for access to your telematics data.

By James MenziesInsurance brokers and providers may soon be asking fleets for access to their telematics data, in an effort to provide more accurate insurance pricing and to help fleets better utilize that data.

It’s a bold new approach that’s al-ready happening in other parts of the world, including Europe and Austra-lia. Here in Canada, Industrial Al-liance made waves earlier this year, when it launched a program in Que-bec that allowed young drivers to in-stall data recorders in their car and then pay premiums based on their specific driving habits.

Truck News has learned that the concept – sometimes referred to as Pay How You Drive or Pay As You Drive – will soon be rolled out to the Canadian trucking industry. Insurers realize telematics pro-vides the basis for a more accurate means of underwriting risk. Today,

brokers and insurers collect the same old data (such as CVOR and CSA scores as well as a five-year claims his-tory) to determine premiums. But in-surers have come to realize that bas-ing premiums on past claims isn’t the best way to do things. For starters, it doesn’t address those fleets that em-ploy risky drivers but have avoided ac-cidents through sheer luck.

Using telematics, insurance pro-viders will be able to identify risky driving behaviour that will most like-ly result in accident over time and can push a fleet to intervene with offending drivers and address un-safe behaviour before that accident occurs. Insurers who tap into their customers’ telematics data will be looking for information on speed, hard braking, abrupt lane changes and rapid acceleration, among other risky behaviours.

“From an underwriting standpoint,

it flips the underwriting model on its head,” Scott Cober, vice-president, national leader with Marsh Canada’s trucking practice told Truck News in an interview. “It becomes more of a predictive underwriting model.”

At the very least, using telemat-ics to determine insurance pricing will allow insurers to charge premi-ums that better reflect a fleet’s like-lihood of being involved in a crash. But ideally, insurance providers will use that valuable information to alert a fleet to worrisome trends and encourage interventions before such accidents even occur.

“Fleet insurance underwriters currently review driver abstracts for tickets and look at accidents to assess a high-risk driver in the fleet,” Cober explained. “A fleet’s risky drivers may not be the ones with tickets or accidents, but those who are trending towards bad be-

haviours on the road – making un-safe lane changes, cornering at high speeds, etc. These drivers are po-tentially your future accidents and claims. The driver behaviour data (collected through telematics) will help safety managers prevent acci-dents before they happen.”

Marsh itself will soon be rolling out a new program called the Marsh Driver Improvement System, which will use telematics to monitor driv-er behaviour and then provide on-line training for drivers who require it. Zurich Insurance is also at the forefront of using telematics data to improve its services and is in the final stages of developing its Zurich Fleet Intelligence (ZFI) program for the Canadian market. ZFI will consist of a central portal to which its customers’ telematics data will be streamed and then organized for interpretation by both Zurich and

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the fleet itself.“In Canada, ZFI takes telemat-

ics data provided by the customers and then through a number of dif-ferent dashboards, not only provides a visual around organizing the data but also allows customers to be able to then take the data from a behav-ioural standpoint and create training for the particular driver,” Angelique Magi, national director of transpor-tation with Zurich explained.

Zurich is currently in the process of developing Canada-specific train-ing and is working with the leading telematics providers to facilitate the transfer of data to the ZFI portal. It expects to be offering the new ser-vice commercially within weeks.

In most cases, insurers will be able to tap into data collected by existing and widely used telematics systems. Other programs may en-courage fleets to invest in specific real-time monitoring and coaching systems such as those provided by Green Road and DriveCam. Green Road’s system alerts drivers to risky behaviours in the cab as they oc-cur, while also sending reports to the fleet manager. DriveCam fea-tures an in-cab camera that captures video of what transpired in the mo-ments immediately before and after a risky maneuver occurred. In-cab camera technology provides insur-ers with a useful tool when trying to reconstruct an accident or deter-mine who was at fault.

“We’re using that not only as a be-havioural tool, but as a claims tool,” Cober said. “For the first time, we’re gaining insight into what happened and we’re seeing drivers become ex-onerated from the claim. I think vid-

eo is going to have a fundamental change on the whole claims process. A fleet can say ‘My driver wasn’t at fault, he was cut off by this driv-er,’ and on the reverse side, he may know the driver was at fault right away and from the insurance stand-point we can set the reserve up and get ready to pay the claim.”

Some fleets, naturally, will be reluctant to share their telematics data with their insurer. But insur-ance companies insist fleets have plenty to gain by doing so. This ap-plies both to safe fleets (because they’ll pay premiums that better reflect the skills of their driving

force) as well as unsafe fleets (be-cause their insurer will work with them to identify unsafe practices and provide corrective training measures proactively).

“The safest fleets are already being very proactive and are more advanced than the other fleets,” Cober said. “But if you have claims, there’s an issue with your drivers on the road. Fleets that want to improve and become more efficient will turn to tech-nology. To be competitive in this marketplace going forward, those fleets are going to have to do this.”

It’s likely that such programs will be voluntarily, at least ini-

tially. But don’t rule out the pos-sibility of an insurance provider requiring the use of telematics for fleets with frequent claims.

“I can see possibly in the future, if a fleet cannot control its claims, that an insurer will say ‘We will in-sure you, but you need to put these measures in’,” Cober predicted. “I can see insurers using that as an un-derwriting tool.”

Zurich’s Magi says fleets she has spoken to about sharing their tele-matics data have so far been recep-tive, though she is quick to point out Zurich insures mostly large fleets with high US exposure, and the ma-

jority of those carriers already em-ploy and understand the benefits of collecting and analyzing telemat-ics data.

“I have never had a customer say ‘I’m not giving you the data you need’,” Magi said. “If anything, they’re asking ‘How can you help me analyze this information so I can utilize it better?’ What telematics does is it gives you a granular view of what’s happening with each par-ticular driver and vehicle on a dai-ly basis. You’re going to see a pic-ture there. Insurers are going to see there is something there and it’s to the customer’s benefit to be able to speak with an educated risk ser-

vices representative who’s going to be able to dig deeper and find out where the big issues are.”

Eventually, insurance providers may look to provide insight into the operational side of a fleet’s business, in ways that extend beyond manag-ing driver behaviour. As an exam-ple, Magi foresees an opportunity to assist with route planning. Insur-ers may look at a carrier’s lanes and then suggest a route that avoids liti-gious states or areas where there are weather-related risks at certain times of the year. Carriers would then be faced with the decision of taking the most direct route and possibly paying a higher premium, or a safer route that will provide insurance savings. All this while meeting the demands of the shipper, which in many cases will be looking for the most expedi-ent delivery of its goods.

“Ideally in the future the tech-nology will get to a point where you look at ‘What is the safest route to get to a point?’ and there’s a charge for that,” Magi said. “If you (as an insurance company) have a true partnership with a customer, you’re going to sit down together and talk about this from a pure business perspective. What is the cost-benefit analysis for your operation to take this particular route versus the potential loss if you take a different route? It fac-tors into their deductible. There are going to be customers that are going to be absolutely operations-minded and some customers will look at route utilization with a ho-listic approach as to how it’s going to affect their insurance.”


‘From an underwriting standpoint, it flips the underwriting model on its head. It becomes

more of a predictive underwriting model,’ Scott Cober, Marsh Canada

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Magi noted insurance, in many cases, is a carrier’s third largest ex-pense and so she expects fleets will be willing to alter their routes to lower costs.

Proponents of insurance telemat-ics insist the data that’s collected and shared will always belong to the carrier.

“This isn’t about Zurich going in and mining information from the customers,” Magi stressed. “The customers can share this informa-tion with us if they choose to. Ideally, the purpose of what we’re trying to do is to show them how to better utilize

that particular data.”There are privacy issues, as well,

to consider. Cober noted Canada’s stringent privacy laws mean insur-ers won’t be drilling down to as-sess drivers on an individual basis, but will be looking at a company’s fleet-wide performance.

“Because of the privacy laws, we are saying to trucking companies ‘You supply the data to your insurer in a condensed manner without giv-ing driver names, without giving ve-hicle numbers, just give a holistic view of how the fleet is doing,’ and we’ll take that monthly or quarterly and what we want to see is continuous im-

insurance telematics

Insurance companies looking to telematics to improve servicesContinued from page 65

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provement,” he explained. “Canada has some pretty tough privacy rules.”

While fleet managers may see the benefit in participating in a telematics-based Pay How You Drive-type sys-tem, drivers themselves may be more resistant. Cober insisted the systems endorsed by insurers will be sophisti-cated enough to account for false alerts caused by other motorists.

“We know things happen on the road and it’s going to be quite com-mon to have errors because of third-parties cutting in front (of the truck),” Cober said. He suggested fleets em-ploying driver behaviour monitoring use it to reward the best drivers rather than installing the systems for strictly punitive or corrective reasons.

“If it’s seen as a penalty or Big Brother, I think the safety culture of the company won’t flourish,” he not-ed. “It needs to be promoted as posi-tive reinforcement for the drivers and to reward drivers for good behaviour.”

Regardless of how drivers and fleet owners feel about sharing telematics data with their insurer, it seems inevi-table. Canada is late to the party, but globally the auto insurance industry is already moving in this direction.

An Oliver Wyman Financial Services report, titled Uneven Road Ahead: Telematics Poised to Reshape Auto Industry, con-cluded: “As technology costs fall, privacy concerns recede and reg-ulations become more supportive, telematics is fast moving into the mainstream and will fundamental-ly disrupt the auto insurance busi-ness. The threat to late adopters is real: better drivers will enroll in telematics programs, leaving be-hind a shrinking pool of poorer risks to the traditional insurers.”

The same could be said for trucking companies.

Cober noted that by 2017, it’s ex-pected that new vehicles manufac-tured in North America will come equipped with some form of telemat-ics hardware already installed, “mak-ing the insurance telematics process easier for consumers who may be confused on what actual hardware is

required in their vehicle.”Another objection likely to be

faced by insurers is the cost of im-plementing the necessary technol-ogy, particularly for smaller fleets that don’t already employ some form of telematics. But Cober said the cost of the technology is rapid-ly dropping and the potential sav-ings extend beyond lower insurance costs, delivering a quick payback.

“Traditionally, only the big fleets could afford the technology. But be-cause the technology costs have been dropping, we’re beginning to see the middle market fleets – the fleets with 10-50 power units – can now afford this technology and can see the re-turn on investment,” he said.

Because telematics can improve driver behaviour and address bad habits like rapid acceleration and hard braking as well as speeding, Cober said many fleets are real-izing fuel savings of 5-10% when employing a telematics system that monitors driver behaviour.

“We’re seeing fleets that in the first three to six months, are seeing their investment returned,” Cober said.

And for fleets that proactively moni-tor and address poor driving habits, the insurance savings will also be tangible, he noted. While premium reductions are generally a reward for lower claims costs achieved over a period of time, Cober said it’s possible insurers will provide some up-front savings for fleets that enroll in a telematics program.

And when fleets discover the addi-tional savings that are achievable by analyzing their telematics data with some help from their insurance pro-vider, Magi said the idea will become an easier sell.

“At the end of the day, really, they’re truckers,” she said. “They want to be able to move freight and run their business. They’re not actu-aries that deal with statistics. If we can provide them with the tools and solutions that make it easier for them to very quickly analyze (data) and see a problem, we’ve done them a huge benefit but we’ve also done our bot-tom line a benefit as well.” n


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Human traffic on the road

Mark Dalton: Owner/Operator

FICTION Part 3

The story so far:

Mark gets a regular run between Toronto and Montreal that gives him two round-trips every three days. He ends up staying over-night at a truck stop near Kingston once every three days and notices the lot lizards working the lot. He hadn’t thought human trafficking was a problem in Canada, but now he knows it’s a problem everywhere. Mark sees one of the girls waiting for her ride one morning and sits down to talk to her. She’s not in the mood for conversation and seems afraid that she might be caught talking to Mark by her pimp. When the man arrives, it’s clear he has control over her. Mark offers her the option to stay with him, but she leaves with her pimp anyway…

•On his next overnight stay at the truck stop Mark noticed a Western Star parked in the lot that had a Truckers Against Trafficking bumper sticker on the side of the tractor. Mark had always thought that human traf-ficking had been a problem in third-world countries where children were bought and sold into slavery, or in the US where mi-grant workers were trucked over the border to work on farms and then held captive by their masters for as long as they had a use for them. But the licence plate on this truck was from Alberta, so apparently this wasn’t just a problem in far-off places, but right here in Canada, in Mark’s back yard. As he was thinking this, the driver of the West-ern Star got out of his truck. Mark wasn’t about to let the opportunity to educate him-self pass him by. He decided to ask the guy some questions and see if he couldn’t learn more about this problem.

“Hi there.”“Hey.”“Uh, I noticed your sticker,” he said.“What?” The driver turned.“Your sticker. Truckers Against Trafficking.”“Oh, yeah that.”“Is it a big group?”The driver shrugged. “Depends what you

think is big. I know it’s growing, that’s for sure.”

“You know,” Mark began. “I didn’t think it was that big a problem, but in the last few weeks I’ve been watching this yard and I’ve realized that there’s trafficking going on here.”

“Sure it is. Why not here?” the man said. “You’ve got young girls, lonely men with a few dollars in their pocket, and,” he gestured to the line of trucks parked on Party Row, “plenty of places for them to be alone to-gether for a while.”

“Yeah, I actually met one of the girls work-ing the lot,” Mark said.

“Oh, really?” One of the driver’s eyebrows rose inquisitively.

“No, not like that. She was in the restau-rant. I tried talking to her, but she didn’t want to talk. She was afraid her boyfriend would see her more than anything.”

“That wasn’t her boyfriend, that was her pimp.”

“I used that word with her and she seemed surprised.”

“The more innocent the girls are, the easier they are to control.”

“Yeah, well, her pimp came by and that was it.”

The driver nodded. “The girls come from broken homes or have other problems that they think will get better when they run away. Then while they’re on the run, they meet some-one who seems nice. But within a few hours they can find themselves hundreds of miles from home being held against their will and forced to do things they’ve never done be-fore...all to make money for their pimp.”

“It’s still hard to believe,” Mark said. “In this day and age, with the Internet, e-mail, texting, Twitter and every other form of communica-tion at people’s disposal, how is it possible to so isolate someone and have complete control over them?”

“These men start out being persuasive, then they become manipulative. It’s not all that hard to imagine…you’re 13 years old and far from home, and some man tells you you’re good looking and lavishes all kinds of atten-tion on you. Then it turns, and suddenly if you don’t do as he says, he’ll have someone kill your entire family. Or if you talk about call-ing the police, he’ll laugh at you and tell you the police won’t do a thing for you because you’re breaking the law yourself. He tells you you’ll get arrested and you start to equate going to the police with getting into trouble. Eventually it just becomes so much easier just to do whatever you’re told.”

Mark shuddered.“These girls already believe that no one

cares about them, so when they’re told no one’s going to help them, it’s pretty easy to

believe.”“But that can’t be the case,” Mark said.“Of course not,” the man said. “There are

all kinds of people across North America doing everything they can to save them, like well, Truckers Against Trafficking for one.”

“But what about the here and now? What about these girls who are here right now, to-night?”

“If you see trafficking going on, call the cops. There have been plenty of girls who’ve been saved just by a simple call to the po-lice.” The driver opened the door to his truck, reached in and gave something to Mark. It was a small Truckers Against Trafficking sticker.

“Awareness is important. Put it on your truck somewhere people can see it. At the very least, it might stop them from knocking on your door at night.”

•That night, after the sun went down, Mark watched the van pull into the lot and three young girls get out. He dialed 911.

“Police, fire, ambulance?”“Police.”“What’s the nature of your emergency?”Mark explained that he was out at the truck

stop and that there were young girls – not even teenagers yet – roaming from truck to truck asking men if they would like to have sex with them.

“That’s going on now, sir?”“It’s going on all night, every night. You

probably know all about this already, but…”“We haven’t had any other calls about this

tonight.”Mark shook his head. Surely someone else

had seen what was going on and called the police about it. If not tonight, then on another night. This couldn’t possibly be the first time anyone had ever called the police to report a problem.

“Will you be sending someone out here tonight?”

“A car has been dispatched,” she said.

By Edo van Belkom

“Now can you stay on the line sir so I can get some information from you?”

Mark gave her his name and contact number, then watched intently through his front windshield the rest of the night for a police car to show. The girls were working the lot hard. He’d seen two of them climb in and out of three different trucks, while the other girl had visited two. And still no police. Then, finally, an hour-and-a-half af-ter he’d made his call, a marked patrol car drove into the lot. One of the girls was ac-tually just getting out of a truck as the car entered the lot, but upon seeing the police she quickly jumped back up into the truck and stayed there.

In all, the police were there for 45 min-utes, waiting for something to happen. At one point one of the officers went into the restaurant and came back with two cups of coffee, but after that the car did one last lap around the lot and then left for the night. Within minutes, the girls were back out in the lot knocking on doors.

“So much for calling the police,” Mark said under his breath. It had worked to stop the trade for a short time, but there would have to be a car posted to the lot all night long for it to shut down the operation com-pletely and it was doubtful that the local constabulary had that kind of manpower to devote to a problem that was not read-ily apparent to a casual observer.

“There’s got to be a better way.” n

Did you know that there are two full-length novels featuring Mark Dalton?: Mark Dalton

“SmartDriver” and Mark Dalton “Troubleload.” For your free copy register with ecoENERGY for Fleets (Fleet Smart) at fleetsmart.gc.ca. Both

are also available in audio book format.

Illus

trat

ion

by G

lenn

McE

voy

–Mark Dalton returns next month in the conclusion of Human Traffic on the Road.

pg 68 tn sep v3.indd 1 12-08-13 11:10 AM

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We stopped by the Husky Truck Stop in Mississauga, Ont. to find out how concerned drivers are about the risks of sun exposure.

•

Ed Franz, an owner/operator with

Laidlaw Carriers in Guelph, Ont., says that while he’s thought about sun exposure, he’s more or less adopted a “What can you do?” attitude.

While Franz always wears a hat when driving, he shies away from using sunscreen. “Lying in the sun I might, although it’s probably just as bad if not worse through the glass,” he admits.

•After hearing a backgrounder on the risks of sun exposure for truck drivers, Winnipeg-based owner/op-erator Guy Lefrance said it would be something he’d think about now, adding that if clear window films became widely available, he would

MISSISSAUGA, Ont. – The vari-ous health concerns affecting truck drivers have prompted industry groups to take notice of late, in some cases – like that of the current sleep apnea epidemic – even dedicating entire conferences to both educate the masses and look for solutions.

Next on trucking’s “least wanted” list appears to be skin cancer, fol-lowing a move by the US Federal Motor Carrier Safety Administra-tion to allow clear window films to protect drivers from sun exposure. In the past, both trucking compa-nies and police enforcement had been leery about obstructing driv-ers’ views with window coverings, but some high profile cases have forced these groups to rethink their stance (see our story, starting on the cover, and while you’re at it, Google “trucker face sun exposure” for some jaw-dropping images).

While you can’t get a sunburn through a closed window, the risk of skin damage from UVA rays is ever-present for long-haul truckers.

look into getting one.“I would look into it (to see) if

it was good – there are things that come up that are useless,” he added.

•

Chad Grenier, a driver with Abram’s Towing in Toronto, says that, sadly enough, truckers’ love of clean, clear windows might be enough to deter them from using a window film – despite the risk of skin damage without one.

“In all honestly, I hate to say it, a lot of the drivers would have prob-lems driving their trucks without a nice clean window to look out of. You start putting tint or anything in front of it, you can only imag-ine what’s going to happen,” he told Truck News.

•

Ed Bosak, a self-described “spare driver” for a few companies in Quebec, spends the majority of his trucking time driving a Montreal-Florida route at night during the winter months, thus avoiding the sun’s harshest rays. That said, Bo-sak is a chronic hat-wearer, having had two surgeries on his head for cancer, and was reminded yet again of the sun’s potential danger after seeing the recent photos released of a trucker with a face shockingly aged on one side.

“It piqued my interest, but I don’t drive enough to be concerned at this point,” he said. “At this point in my life I figure whatever happens, hap-pens. So far my face is equal on both sides, I’m happy.”

•Ian Coomber, a driver with Top Cut Industries in Minton, Sask., says that he would be all for industry-ap-proved sun protection in his truck.

“If we can do something to pro-tect ourselves from the sun, sure. It’s a lot easier than putting on sun-screen everyday, just sitting around your truck. If they can put up a screen or some kind of UV film on the windshield that would be great,” he said. n

TSQ

??How concerned are you about sun exposure

while driving??Truck Stop Question

adam ledlow

EdFranz

ChadGrenier

GuyLefrance

EdBosak

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