TRICKLE DOWN - PMTC Trucking/PMC-December2015.pdf · DOWN TRICKLE ECONOMICS. WHENEVER, WHEREVER. MICHELIN ... drivers are ready for work. We have already come to realize that hiring

December 2015vol. 3 issue 6

THE PR IVATE TRUCK F LEET MAGAZ INE

MOTOR CARRIER

PM 42950529

THE SECRETS OF BETTER FUEL ECONOMY

Power PlaysWhat utilities want in their medium-duty vehicles.

pg 17

Smoke ScreeningWhat if your employees take medical marijuana?

pg 25

DOWNTRICKLE ECONOMICS

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®

volume 3issue 6

DEC, 2015

11

29New ProductsPACCAR’s MX-11 engine, and a new fuel-saving tire.

30Stats and FactsResults from National Research Council Canada’s wind tunnel tests

5Editor

7President

7Chairman

14Spec’ify

Fuel-saving tires

29Ad Index

FEATURES

8 | Insulated from WorryIntroducing our new My Truck feature, with

a look at Great Northern Insulation’s Hino 258LP

11 | Trickle Down EconomicsNeed to find budget savings? Takethe steps to enhance fuel economy.

17 | Power PlaysMedium-duty utility vehicles that bring

power (and water and gas) to the people

21 | Financial FactorsShould you buy, rent or lease equipment?

There are several factors to consider.

23 | Mind MattersFleets need to accommodate workers with mental

illnesses, just like workers with physical injuries

25 | Smoke ScreeningIs your fleet ready for a surge in employees on medical marijuana?

contents

21

29

17

Uptime means road time. enjoy the view.

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Uptime saves you more than just money. It saves your trust, reputation, and business. That’s why we created Volvo Trucks Uptime Services. We connect you to immediate live support from a Volvo agent whenever you need it with our 24/7 Volvo Action Service. Our Remote Diagnostics predicts, identifies, and reports a service event, reducing diagnosing time by as much as 70%. Our team locates and sends ahead the parts you need, reducing repair time by up to 22%. And our coast-to-coast Volvo Dealer Network connects it all. Know the road ahead.

Learn more: volvotrucks.ca/Uptime

PUBLISHER/ EDITOR-IN-CHIEFJohn G. [email protected]: @fleetthinking47 Cowling Cr., Ajax, ON L1S 2Z6

PRESIDENT Private Motor Truck Council of CanadaMike [email protected] North Service Rd. E., Ste. 115Oakville, ON L6H 7G3

COPY EDITORVanessa Cox [email protected]

ART DIRECTOR & PRODUCTION MANAGERBarbara Burrows

Private Motor Carrier magazine is produced by WordSmith Media Inc. under contract to the Private Motor Truck Council of Canada. The contents of this publication may not be reproduced or transmitted in any form, either in part or full, including photocopying, scanning and recording, without the written consent of the copyright owner, WordSmith Media Inc.

The content of this magazine should be viewed for information purposes only, and should not be seen as an alternative to legal advice.

Return Undeliverable Canadian Addresses to:Private Motor Carrier magazineCirculation Departmentc/o Web Offset Publications Limited1800 Ironstone Manor, Pickering, ON L1W 3J9905-686-4851


MOTOR CARRIER

VOLKSWAGEN’S RECENT TROUBLES with the U.S. Environmental Protection Agency (EPA) might seem all too familiar to the manufacturers of heavy-duty truck engines. There are no plans to load Westfalia vans with freight. No Beetles will be hauling reefers anytime soon. But Volkswagen stands accused of tweaking engine software to bypass emission controls and improve performance under certain conditions.

Sound familiar? In 1998, the trucking industry’s North American engine makers were accused of using “defeat” devices that improved fuel economy but also tripled unwanted NOx emissions on the open highway. They may have passed test parameters, but that was deemed insufficient. The end result was $83.4 million in civil penalties, a $1 billion settlement and the accelerated rollout of even tighter emission standards. The rapid rollout led to all sorts of grief ranging from lower fuel economy to costlier equipment and soaring underhood temperatures.

The fuel economy has been recovered. The latest generation of equipment is more robust. The EPA’s latest focus on reducing Greenhouse Gases (GHG) will further improve fuel economy. The goals of the industry and regulators finally appear to be somewhat aligned. The second phase of GHG standards will even look across an entire vehicle for the improvements. Engines, aerodynamics, lubricants, trailers and tires will all have a role to play in model years 2018 and beyond. (Mandatory changes will roll out beginning in 2021.)

But the industry will need to tread carefully. We can be confident that vehicles will pass the standards when they roll off the assembly line, but there is still the question about what happens after equipment is in service. What if a fleet removes a rattling side skirt, or swaps out Low Rolling Resistance tires in favour of extra traction? Who will be responsible then?

Canadian buyers could face another hurdle, too. The GHG regulations born in the U.S. are largely based on tandem-tandem configurations with Gross Vehicle Weights up to 80,000 pounds. South of the border, these account for about 92% of vehicle miles. But in the land of multi-axle configurations, this equipment accounts for a mere 2/3 of the vehicle miles. Lightweighting can make a difference – as you’ll read in this edition – but any solutions will have to withstand the punishing Canadian conditions.

Natural Resources Canada may have endorsed the first phase of GHG rules, but we’ll see how it balances our needs with the coming U.S. goals.

John G. Smith, Editor | Twitter: @fleetthinking

We need to tread carefullyin the race to meet GHG rules

In 1998, six engine makers were accused of using ‘defeat’ devices.

Private Motor Carrier MagazineOfficial publication of the Private Motor Truck Council of Canadawww.privatefleetinfo.com

John G. SmithEDITOR

peoplenetonline.com

CLOUD CONNECTIVITYDRIVER APPLICATIONS VIDEO INTELLIGENCEANDROID SYSTEM

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The fleet of tomorrow is truly mobile. And now, tomorrow’s here.

PMTCPRIVATE MOTOR TRUCK COUNCIL OF CANADA

December 2015 PMC • 7

Forging an alliance totackle the driver shortage

THERE WAS A TIME when many private fleets believed they were largely

insulated from the threat of a driver shortage. It’s easy to understand why. Connected to some of the strongest brands in North America, many of our members have been protected from the higher turnover rates traditionally associated with for-hire counterparts. Employees who found a spot on these payrolls were more likely to remain on the job for years.

But there is no mistaking the demographic shift heading our way. An ever-increasing share of long-time employees is now approaching retirement age. Qualified candidates will be needed to fill every job vacancy, and fleet recruiters will face increasing competition from fellow fleets and other industry sectors alike.

The Private Motor Truck Council of Canada is responding to this increasing demand by building alliances with those dedicated to finding answers. As a longtime member of Trucking HR Canada, and its predecessor the Canadian Trucking Human Resources Council, we are also working with regional groups including Trucking Human Resources Sector Council – Atlantic and the Truck Training Schools Association of Ontario (TTSAO).

Each group can offer insights into the steps to train and retain employees. And each will have a role to play in helping to establish the all-important Mandatory Entry-Level Training programs to ensure that new drivers are ready for work. We have already come to realize that hiring a driver who has passed a TTSAO-certified training program is an entry-level driver of choice.

When the TTSAO holds its first annual conference on February 23 and 24 in Mississauga, Ontario, we will also be there as an active participant, and taking part in discussions on all training-related issues.

Because we know, when it comes to training, there is a lot to learn. These closer relationships will help.

Mike Millian, President

Sharing best practiceshelps to make perfect

ONE OF THE GREATEST BENEFITS of membership in the Private Motor Truck Council

of Canada has always been the opportunity to share best practices with peers.

The value of that information was on full display during a Mississauga, Ontario panel discussion involving Kirk Dixon, vice president of Fortigo Freight Services, Jim Dimech, associate director of transportation at Praxair, and Brent Phillips, Cardinal Health’s lead transportation coordinator. They offered plenty of insights into modern practices that we would all be wise to adopt.

In choosing dispatchers, for example, they discussed the need to focus on conflict resolution skills. Praxair even renamed the role as “planner” to better reflect the job, and adopted a formal engagement code to guide interactions.

The panel also shared ideas on how technologies can improve driver practices and reduce costs. Praxair has reduced critical events by 60% in just two years by installing forward-facing video

cameras. Dixon discussed ways his fleet introduces new technology as a “helping” tool rather than a “catching” tool.

Cardinal addressed a concern about the difficulties of driving congested down-town routes by switching some trucks to automatic transmissions. Drivers found it much easier when they weren’t constantly

shifting gears. “There was a little pushback from the older drivers at first,

but now they love them,” Phillips said. It isn’t the only technology to be introduced. Tracking systems now monitor speeding, over-revving and excess idling. At times, the system has been used to settle disputes over late deliveries. Posted results even create internal competition among drivers.

I encourage everyone to take part in our ever-expanding educational events like this one. Because some of the strongest answers of all will come from the people who face similar challenges.

Dennis Shantz, Chair

Dennis Shantz

CHAIRMAN

MikeMillianPRESIDENT

peoplenetonline.com

CLOUD CONNECTIVITYDRIVER APPLICATIONS VIDEO INTELLIGENCEANDROID SYSTEM

ConnectedFleet is a trademark of PeopleNet. ©2015 PeopleNet

IntroducingConnectedFleetTM Mobile Software

Compatible with certifi ed Android devices

STARTING NOW, MOBILITY HAS NO LIMITS.Introducing ConnectedFleet™ Mobile Software,

only from PeopleNet. It’s compatible with many

certifi ed Android-powered devices, allowing you more

options to enhance fl eet effi ciency. ConnectedFleet gives

your drivers the freedom of true mobility, and gives you

the fl exibility and control you never thought possible.

The fleet of tomorrow is truly mobile. And now, tomorrow’s here.

insulated

8 • PMC December 2015

my truck

FROM WORRY

Great Northern Insulation has been protecting homes and businesses from the forces of nature since 1980. More than

200 employees are responsible for insulating residential and commercial spaces alike, and rely on 100 trucks to do the job.

“Not a good ratio, is it?” business founder Larry Twible says with a laugh. But these trucks deliver more than crews. They are mobile workspaces,

including the generators, heaters and lines which transform oil-like raw materials into end products.

When customers are looking for spray foam, it is most likely to be created in one of the custom-made bodies mounted on a Hino 258LP, which is the most common vehicle spec’ in the fleet.

Twible never expected to be a Hino buyer, even though the company is based in Woodstock, Ontario – home of the nameplate’s Canadian assembly operation. But he couldn’t help but notice how the models were becoming more popular choices among value-

GREAT NORTHERN

INSULATION – HINO 258LP

BY JOHN G. SMITH


conscious rental fleets. In 2012, he watched a driver crank the wheel in a tight cottage laneway and head up a steep incline without pausing.

It became the first Hino in the fleet. The trucks purchased in 2012 have now logged about 100,000 kilometres each. Sixty of his vehicles are now Hinos, ranging from the Hino 338 for fibre jobs, to the Hino 195 cabovers used to install lightweight batt insulation.

The 258 LP’s Gross Vehicle Weight Rating of 25,500 pounds, 8,000-pound front axle and 17,500-pound rear were particularly important as the fleet looked for ways to install enough equipment

Reliability is clearly the leading demand. “You have two expensive guys and a lot of equipment running down the road. And if it’s not functioning, you’re still paying them and you’re getting a customer upset,” Twible says.

His current trade-in cycle is five years, and any unexpected downtime would represent lost revenue. “When spray foam started, you would go out one, two, three days a week. Now you could go out seven days a week if you wanted. It used to be a boutique thing.”

The cabs offer benefits of their own. The three-man seats ensure that he can always send an extra worker to a job site without requiring another truck. “This is like driving a fishbowl. It’s awesome. You can see so well. The only way you used to get that was out of a cabover,” Twible says. Other features such as standard power locks, power windows and air are also appreciated. The only thing he adds are the GPS units, which help employees find destinations and help the business control insurance rates.

insulated

pMC

FROM WORRY

My Truck is a regular feature in Private Motor Carrier magazine, interviewing fleet managers about equipment that

has been in service a minimum of two years. If you would like your equipment considered for a profile, contact

John G. Smith by emailing [email protected]

without requiring crews to earn new licences. “We’re right on the dividing line of 11,000 kilograms,” Twible says, referring to the threshold for Class D licences in the province. Besides that, any extra weight would sacrifice fuel economy.

It was all a perfect balance for the mobile shops housed in 20-foot bodies powered by a 2,200-pound, 50 kW Perkins generator that feeds everything from a 5-horsepower electric compressor to a pair of 15,000-watt heaters – as long as the hefty power unit is mounted close to the cab. “I am pretty well maxed out on the front axle,” he says.

The standard 7.6-litre, 220-hp J08E-VC diesel engines and six-speed Allison 2,200 RDS transmissions offer plenty of required power. “They seem very responsive,” Twible observes. Better yet, they have been trouble-free. “We have not had a motor come apart yet.” The newest trucks even come with a year of free oil changes, and travel as much as 5,000 kilometres on a reservoir of Diesel Exhaust Fluid.

This is like driving a fishbowl. It’s awesome.

MODEL: Hino 258LPGVW: 25,500 lb.ENGINE: J08E-VC, 6 cylinder, 7.6 litrePOWER: 220 HP @ 2,500 rpm; 520 lb-ft@1,500 rpmTRANSMISSION: 6-speed Allison 2200 RDSWHEELBASE: 187 to 271 inches

IN THEIR WORDS:

Weights were a key consideration for the fleet, which needs to mount a generator near the cab.

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Consider a tractor that runs about 125,000 kilometres a year at 100 km-h. Using 30% scale models inside a wind tunnel, researchers found they could save about 800 litres of fuel per year by tightening the gaps between tractors and trailers by about 12 inches. A day cab could save about 1,600 litres per year by combining trailer fairings and a 36-inch gap. Many savings were found by focusing on the way air flows under the trailer deck. Side skirts on a tandem trailer could save 2,900 litres a year; extended side skirts which cover wheels, 3,300 litres.

Then there are recent allowances in the rules governing Canada’s weights and dimensions, allowing boat tails that extend up to 1.5 metres beyond a trailer’s barn doors. National Research Council teams found that four-panel models could save 1,900 litres of fuel per year. Even if the lower panel was removed and side panels were smaller, the devices still reduced aerodynamic drag 5-6%.

running between Brandon and Winnipeg, Manitoba. Trailers are spec’d to ensure the freight can be double stacked right to the rear doors. “We work with our plants around loading practices to make sure we’re maximizing from a kilo and cube perspective.”

Equipment producers continue to find innovative ways to save valuable litres. Eaton’s new predictive cruise control, for example, responds to rolling terrain and decides when to coast in neutral. As it comes to a hill, it accelerates to just the right speed for the increasing grade, slowing just before the peak and then coasting downhill.

AerodynamicsA recent study by Canada’s National Research Council, as part of Transport Canada’s ecoTechnology for Vehicles program, illustrated the improvements that can be realized through wind-shaping tools such as fairings, boat tails and the gaps between tractors and trailers. (See Stats and Facts, page 30.)

Trips to the fuel island are not as frightening as they were. Diesel prices are relatively stable.

Engine manufacturers have regained fuel economy that was lost when they were first pressed into emission-friendly changes such as Exhaust Gas Recirculation systems. The latest round of emission standards are even focusing on carbon dioxide, and the only way to meet those targets is to burn less fuel.

Still, there is no mistaking the value of burning less. Outside of the people who work behind the wheel, the liquid gold found in saddle tanks represents a fleet’s highest operating cost.

It isn’t even a matter of dollars and cents alone. “Another thing that’s on our radar, and we’re very proud of our efforts is sustainability,” says Kevin Riley, vice president – transportation and distribution at Maple Leaf Foods, which uses a combination of for-hire and dedicated contract fleets. It’s one of reasons why the purveyors of bacon have introduced Long Combination Vehicles continued on page 13

DOWNTRICKLE ECONOMICS

NEED TO FIND BUDGET savings? TAKE THE STEPS TO ENHANCE FUEL ECONOMY.

BY JOHN G. SMITH

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“Drag reductions of 10% were measured for different side skirt arrangements with a tandem-axle trailer bogie, and extending the skirts of the trailers wheels provided an added benefit,” researchers concluded. That benefit involved saving 3,000 litres of fuel per year. On a tridem, the savings jump to 4,000 litres per year.

Some of the biggest enhancements came in day cabs, since sleepers already guide wind over the tractor-trailer gaps more smoothly. Side skirts and boat tails also reduced drag most effectively when they were combined.

Pairing the height of tractors and trailers makes a difference as well. In particular, adding a full-height roof fairing on a low cab with a low trailer will increase drag by just as much as pulling the fairing off a high tractor that is pulling a high trailer. “The improperly paired configurations can result in an increased fuel use in excess of 5,000 litres per tractor per year, and increased greenhouse gas emissions in excess of 14,000 kilograms of carbon dioxide,” researchers said.

The right sizeOther savings are realized by focusing on equipment weights, but shedding unwanted pounds can be a challenge when emission-focused regulations add new equipment such as Diesel Particulate Filters and tanks of Diesel Exhaust Fluid. The solutions often involve embracing systems made of lightweight materials, such as aluminum wheels, or integrating different parts. An example of the latter option includes horizontal rather than dual vertical exhaust systems.

“There are lightweighting opportunities that don’t cost money, or potentially save money,” says Mike Roeth, executive director of the North American Council on Freight Efficiency (NACFE). Smaller sleepers, fuel tanks sized for specific trips and smaller engine displacements can all make a difference.

The gains here are not always going to be realized with one single source of weight savings. A collective series of 10-30 pound changes can be just as important, he says. “You can’t swing for the fences every time you’re up to bat.”

Admittedly, many fleets are not think-ing about weights when making changes in the name of fuel efficiency. That leads to issues like aerodynamic devices that are heavier than needed. “You end up with heavy stuff all over the truck,” Roeth says. Other fleets such as flatdeck operations are wary about the durability that lightweight components might sacrifice. Those situations need to be considered separately, he says. “It will clearly depend on what the component is.”

“There’s multiple different levers you can pull,” says Scott Perry of Ryder Systems, who is also NACFE’s board chairman. For the leasing giant, many of the choices will depend on the end users, but there are limits. “What will my tradeoffs be from a reliability, durability standpoint?”

DownspeedingThe option of downspeeding offers a clear example of that debate. In this case, fast rear axle ratios are combined with

lower engine speeds, delivering better fuel economy for equipment that spends much of its time on the highway. “Fleets in longhaul duty cycles should strongly consider downspeeding their powertrains and incorporating complementary technologies,” says Roeth.

The changes involve more than the engines alone. Powertrains need to be considered as a whole to avoid driveline failures and ensure drivers can tap into the required horsepower. Lower rpms add to the overall torques that can also spike at lower frequencies, leading to chattering gears and wear. “It will not be enough to simply fortify individual parts,” a related NACFE report concludes. “It will be necessary to integrate the entire system of both mechanical parts and electronic engine tuning to ensure strength and durability.”

The solutions can involve a combination of Automated Manual Transmissions, certain rear axle ratios, restricting modified engine torques to certain gears, and reinforcing driveline components, NACFE says.

The spec’ing option can boost fuel economy 2-3% by lowering the engine’s revolutions at cruising speeds. Longhaul equipment can realize some of the biggest gains, reducing cruise speeds to less than 1,200 rpm compared to 1,600 rpm or higher, and using rear axle ratios of 2.47:1 compared to 4.00:1. Direct drive transmissions are one of the keys. But regional and city applications that still spend a lot of time at highway

continued on page 15

TRICKLE DOWN ECONOMICS, continued from page 11

Wind tunnel tests included a 30% scale model.

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In the search for better fuel economy, one of the first places to look is where rubber meets the road. Tire choices help to determine how easily a commercial vehicle travels down the highway. The trick is to strike a

balance between traction and fuel efficiency.

Low Rolling Resistance (LRR) The SmartWay program, launched by the U.S. Environmental Protection Agency and also adopted by Natural Resources Canada, verifies tires with a Low Rolling Resistance (LRR). These tires can reduce NOx emissions and fuel needs by 3% or more when compared to popular counterparts with a higher rolling resistance. But there are some conditions. The tires need to be used on specified axles, and there needs to be LRR models on all positions. The results also depend on proper inflation. (More on that later.) Long-haul fleets which spend most of their time at highway speeds will realize the biggest gains, says Matt Livigni, region manager – Canada for Continental’s commercial vehicle tires.

Some fleets have even reported double-digit improvements when first installing the tires, but those results are not usual, says Paul Crehan, Michelin North America’s director – product marketing. “There has been a lot of improvements [to tires] in general.”

The SmartWay label is not the final word in rolling resistance, either. Products can exceed the program targets.

Beyond the treadWhen fuel economy is the focus, most buyers turn to rib tires on steering axles or other free-rolling positions such as the trailer, dolly, tag and pusher axles. But rolling resistance is not dictated by tread patterns alone. A tire with dual tread compounds can enhance traction at the road surface, and use an underlying formula to reduce rolling resistance. Chemical changes that sacrifice a compound’s traction in the name of

fuel-efficiency can be offset, Livigni says. “Siping technology throughout the tread can mitigate this loss of traction and give you the best of both worlds.”

Wide basesFuel-saving tire options extend beyond dual tires. Fleets can save anywhere from 700 to 1,300 pounds on a tractor-trailer by switching drive and trailer axles to wide base single tires. The biggest savings come when also replacing steel wheels with aluminum. And the lighter a vehicle’s weight, the better the fuel economy.

Just keep in mind that the axles, hubs and bearings also need to be included in these choices to ensure the offsets that maintain legal track widths, Crehan says. There may also be weight restrictions, although these are falling away in some jurisdictions. Manitoba recently decided to recognize standard loading for wide-base and dual tires alike.

Under pressureAs important as tread choices will be, the tires will only deliver the fuel efficiency if properly inflated, says Livigni. A tire inflated by just 10% will sacrifice 1% fuel economy, but also shorten the tread life by 15% and the casing life by 20%. A $900 roadside assistance call will compound matters.

Here’s the challenge. It can take up to 30 minutes to apply a tire gauge to every valve stem on a tractor-trailer. That makes the case for Tire Pressure Monitoring Systems, he says. There are pros and cons for each design. The systems that mount on valves are easy to install, but can also be stolen or damaged. Other models will be mounted on wheels, but the readings can be influenced by temperatures, Continental notes. Another option is a tire-mounted system that includes a sensor included in the tire itself.

spec’ificsSpec’ifics is a recurring feature in Private Motor Carrier

magazine. Are you looking for information on a specific component? Contact [email protected].

tiresFUEL-

SAVING

pMC


speeds can combine a slightly slower axle ratio and overdrive transmission to protect driveshafts and axles from damaging torques. Their rear axles run 3.36:1 and faster.

The option is about to become more popular, too, especially as vehicle manu-facturers look for new ways to reach fuel economy targets. “Downspeeding is at a tipping point, with rear-axle ratios of 2.47:1, and engine rpms of 1,100 to 1,300 now common offerings among powertrain manufacturers,” the group says. “’Aggressive downspeeding’ is just around the corner, with manufacturers poised to offer rear-axle ratios of around 2.08:1, and even lower engine cruise rpms of just 900 – 1,000.”

Anti-idlingWasted fuel is not limited to the diesel burned to move a truck. Fuel-conscious fleets have taken an active role in reducing idle time by introducing driver incentives, using Electronic Control Modules to track idle time, and programming engines to shut down after specific periods of time. But the biggest savings are often realized by tackling extended idling periods by introducing bunk or coolant heaters.

“You have a return on investment, but you’re also saving wear and tear on the engine. You’re saving the environment by not emitting Greenhouse Gases when you’re parked at the side of the road,” says John Dennehy, vice president – marketing and communications at Eberspaecher, which produces the devices. As little as 15 years ago it wasn’t unusual to see drivers idling as much as 50% of the time, he says. Factors from rising fuel prices to bylaws restricting engine idling helped to change that. Manufacturers offered another boost by introducing the systems as data book options rather than leaving it to the aftermarket. “That was huge for us,” Dennehy says. About 30% of tractors come with them, particularly sleepers.

It is easy to see why. A bunk heater can run for 24 hours on the same amount

of diesel that a truck idling at 900 rpm will burn in an hour.

For regional applications, engine preheaters are the favoured choice. “Instead of heating air, this heats coolant,” Dennehy says. “When [the driver] wakes up and has his morning coffee and breakfast, his engine is actually being warmed up independently, bringing the coolant up to temperature.

Once the sensors recognize that the engine coolant is up to 80 degrees, it starts working through the OEM heat exchanger and now it’s starting to preheat that cabin space.” Even at a higher BTU than the bunk heater, it can still run for about 15 hours on the same fuel used to idle the engine for an hour.

Think of it as a true example of trickle-down economics.

TRICKLE DOWN ECONOMICS, continued from page 13

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are used to replace hundreds of kilometres of lead-covered cables snaking below the streets of the downtown core.

The trucks charged with pulling cable take the biggest beating. “A lot of our cable-pulling equipment goes through a lot of stress. The cable is as thick as your arm,” Shaw says, referring to the vehicles outfitted with hydraulics, loading arms and trailers. Heavier frames and suspensions are a must in these cases. Some even have outriggers to enhance stability. “That equipment really earns its keep around here.”

The aboveground work isn’t much easier. There are about 400 kilometres of overhead circuits within the utility’s distribution system. About 75% of these circuits have a box construction that’s obsolete and difficult to maintain, requiring upgrades. Then there is the

power PLAYS

Supplying a community with water, gas and power is no small task. It takes specialized crews and equipment alike.

Alan Shaw, fleet supervisor for Toronto Hydro, knows this as well as anyone. When you’re responsible for powering Canada’s financial capital, any outages need to be addressed quickly. “We need all hands on deck,” he says. “You wouldn’t want to put Bay Street out of service.”

The fleet’s uniquely spec’d vehicles, about 20% of which are medium-duty models, support most of the tasks. The Isuzu NQR and Chevrolet C5500 cube vans equipped with specialized tooling and work stations are largely dedicated to caring for the underground system. The Ford F550 dump boxes transfer aggregate and clean up. Bucket trucks (double, single and squirt), digger derricks (pole trucks) and cable-pulling vehicles round out the heavier end of the spectrum.

Some spec’ing needs are common to all of them. Turning radius and driver visibility are vital when working in densely populated areas, especially when it comes to the vehicles that

INTRODUCING UTILITY VEHICLES THAT BRING POWER (AND WATER & GAS) TO THE PEOPLE

BY PATRICIA CANCILLA

steady stream of general maintenance such as the transformer fires that tend to come after storms. Bucket trucks with mid-range engines are responsible for most of the overhead wiring. Double-buckets often lift the pole-mounted transformers, which come in varying sizes, but single-bucket designs are still required for the work in tighter spaces around the city core.

The unique needs don’t end there. Equipment such as buckets need to be dielectrically tracked so they don’t conduct electricity. The buckets are insulated with non-conductive liners, and there has to be an insulated section between the upper boom and the elbow as well as between the elbow and the truck chassis. Worker safety depends on that.

Enbridge GasOperating Canada’s largest natural gas distribution network, it shouldn’t be surprising that Enbridge has committed to converting its own fleet to run on the alternative fuel. “We are exploring technological advances being made in the area of anti-idling systems and natural gas-fuelled engines,” says John Mellish, field tools and equipment manager.

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The utility uses a variety of spec’s for tasks as varied as towing, repairs and routine maintenance. But the dump trucks may be charged with the toughest tasks of all, he says. Each of those also incorporates an onboard scale so there is no danger of overloading.

As important as the vehicle’s, well, overall utility will be, he also stresses the need to consider driver comfort. “For the drivers, we put air-ride seating in [medium-duty trucks] to help minimize driver fatigue and back pain. It absorbs the shock.” Automatic transmissions have also been included along with heated power mirrors.

“All of our trucks have backup cameras,” he adds, referring to one of the more recent changes to the spec’s. And Mellish insists that safety-related considerations top everything.

“The work can be very physically demanding, so it is important to be able to complete all work assignments in a safe and effective manner. Attachments and equipment are designed to aid and protect workers while performing heavy lifting, excavating, traffic control, etc. Having the right equipment for the job at hand is important in helping to enhance job safety, eliminate workplace injuries, vehicle collisions, downtime for crews [and] enhance customer service.”

Enbridge’s medium-duty trucks often come with automatic tarp and lubrication systems, and wheel chock holders to help keep equipment from rolling away. The 360-degree amber emergency lights help to warn pedestrians that vehicles

are about to stop, too. Mellish is also considering emerging technologies such as blind spot monitors and lane departure systems, which were first introduced for on-highway trucks but are gradually making their way into medium-duty designs.

City of TorontoMunicipal fleets often have the widest selection of vehicles of all, and for good reason. The City of Toronto, for example, is responsible for water treatment and supply, sewers, service lines, waste management and snow removal. That requires 5,000 units ranging from passenger vehicles to heavy-duty equipment.

“We have a really diverse fleet,” says Lloyd Brierly, fleet manager for the City of Toronto. “The equipment on these medium-duty vehicles performs a wide variety of tasks. This includes road maintenance and debris management, sanding/salting, snow removal, hauling a wide range of materials and supplies, road signage work [and] towing a wide variety of equipment.”

The plows, salters and sanders may experience some of the toughest jobs in the fleet under his watch. “All vehicles that are subject to intensive use and extreme corrosion such as these trucks are

rust-proofed prior to initial delivery,” says Brierly. “The rust-proofing is subsequently re-applied as part of the annual inspection schedule.”

Most of the municipality’s Class 4/5 vehicles rely on diesel engines with 300 to 400 horsepower and generate 700 to 800 pound-feet of peak torque. The plows and spreaders also rely on upgraded front suspensions and electric packages, as well as automatic transmissions with a PTO option.

Add a dump body into the mix and it will typically include a nine-to-12-foot steel or aluminum dump body with compatible tarp, a fold-down or stake-body option with 12-to-18-inch body sides, and a hydraulically operated eight-foot straight or V-blade snow plow. Other hydraulically operated tools include removable sand and salt spreaders holding

1.6 to 2.0 cubic yards, compact knuckle boom cranes, valve exercisers and valve turners. There is often an electrical inverter or air compressor to power tools of the trade as well.

Data captured through a Fleet Manage-ment Information System makes it possible to continually refine the spec’s. “This is a key factor for decision making,” Brierly says. The central database combines technical spec’s and purchase information, as well as the ever-changing data such as kilometres travelled, engine hours, report history and costs, and the actual numbers compared to those that were expected.

There is plenty of data to track, but also plenty of work to do.

You wouldn’t want to put

Bay Street out of service.

– ALAN SHAW, TORONTO HYDRO

POWER PLAYS, continued from page 17

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877-544-8766 hurongroup.ca

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Office Locations

Huron Group

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Huron Services Group was an early pioneer in the driver logistics industry in Canada and we’ve been growing for over forty years. Today, with offi ces in Canada and the U.S., our staff and drivers are helping to improve productivity for fl eet managers of companies across North America. As your partner in meeting your transportation fl eet objectives, Huron Services Group can provide your driver staffi ng solution and assist in ensuring your private fl eet is a positive asset and superior service provider for your company!

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private fleets becoming more analytical about this decision and there’s less emotion involved.” He points to one large gas distributor as an example. They are not married to any particular nameplate or spec’. “They look at it and say, ‘What is the proper asset?’” he says. “Because of the complexity of the equipment and the cost of the equipment with the dollar and everything, people are less inclined to think about past practices.”

It’s one of the reasons Ryder approached Ernst and Young for a tool that explores several related factors. “What did you pay for it? What are your interest rates? How long do you keep the equipment? What has been the history of your maintenance costs? Have they varied over the years?” he says. “Things like support services if your truck goes down: Do you need to rent, and do you have history on that? When you dispose of the equipment, what does it cost? Do you have a tax implication if you get a gain or a loss?”

There are still going to be cases where

FINANCIAL T

he financing arrangement for my first vehicle was a simple affair. It involved scraping together $500 in cash, stuffing it into

an envelope, and towing away a 1974 Volkswagen Super Beetle in somewhat questionable mechanical condition.

Finding the right financing model to acquire commercial fleet assets is decidedly more complicated, with purchasing, leasing and rental options largely dictated by business needs. Those can even vary within an individual fleet.

“Most people own some, rent some and lease some,” says Anne McKee, executive vice president at Trailer Wizards. Owning only a portion of the assets ensures added flexibility, particularly when it comes to protecting capital for other uses. A private fleet supporting a business that has secured a short-term contract might choose to rent or lease equipment for the life of that particular deal. Those who demand particular equipment spec’s, perhaps to haul unique commodities, might prefer to lease the equipment rather than pulling something out of an existing rental fleet.

Rentals usually involve a surging or interim equipment need that lasts less than a year, says Chris Fairey, Ryder’s vice president – business development. But the decision between leasing or owning is more complex. “That is really the key item we see most [private fleets] wrestling with.”

There are several questions to answer before deciding on any financing model, not the least of which involves the best use for available capital. “What do I do when I dispose of [the truck or trailer], what are the tax implications, what are the operating advantages for or against?” Fairey asks. “We’re finding a lot more

SHOULD YOU BUY, RENT OR LEASE

EQUIPMENT?THERE ARE SEVERAL

FACTORS TO CONSIDER.

factors by John G. Smith

it makes more sense to buy. Examples include equipment that runs less than 25,000 kilometres a year but remains in service for a long period of time. Municipal fleets offer perfect examples of these situations. “If you’ve got trailers that are kept for 12 or 13 years and are kept at low miles, we find that in those cases it doesn’t sometimes make as much sense to lease,” Fairey says. But the leasing model is a bigger factor on mid-range trucks annually running more than 40,000 kilometres, tractors running more than 80,000 kilometres, and sleepers running about 100-150,000 kilometres.

Meanwhile, there are fleets that are balking against owning the assets because of the new maintenance needs that emerge with ever-changing emission-cleaning components. Each new piece of technology requires added training in the


service bay, not to mention the need for different replacement parts.

The LoonieA slumping Canadian dollar has introduced something else to consider.

“It’s made it really difficult to do large purchases for many of the customers that deal specifically in Canadian dollars,” McKee says. Those who rent and lease the equipment are not immune from the challenge, either. “It affects our ability to purchase equipment as well.”

Then there’s the question of whether equipment is even available. Consider the current demand for van trailers. “The build rates are out quite a ways for the manufacturers, which is also impacting purchasing ability,” McKee says. Vanguard National Trailer Corporation, for example, is now taking orders for October 2016.

As low as interest payments have plunged, Fairey doesn’t see them as much of a factor in the decisions. “Interest is only one small factor of the total net present value of the total asset life. When you think of interest versus how much it costs to maintain a day cab or a sleeper cab tractor over its life of 800,000 or 900,000 kilometres, interest is almost a footnote.”

Service agreementsFor customers with limited shop assets, the full service leases are clearly a valuable option.

Under a full-service lease, a fleet can protect the lines of capital available for other needs, and without affecting bank covenants. “It’ll be noted as a footnote as an obligation forward, but it’s not shown as an asset liability. That’s starting to harden up a little with new accounting rules, but for the most part the ability to secure the capital is much easier,” Fairey says.

Discussions about such agreements

should consider everything from Preventive Maintenance schedules to a supplier’s “brick and mortar” shops, McKee says. “Another good thing to be looking at is, do you have a professional emergency roadside service which is staffed by the provider?” Many companies outsource this to third parties. The suppliers who handle all of this work themselves might have quicker access to repair histories, and be able to address things like chargebacks for repairs, she says.

The value of data is hardly limited to repair facilities. Fleet managers are also looking for patterns that can reveal any number of challenges, right down to individual routes, McKee says. “The more data we provide, the more some of our customers like it … We do all sorts of different reports, and most of them are fairly unique.”

Ryder has also seen similar requests from its own customers. Private fleets are closely connected to the “last mile” any freight travels, which means they’ll want to track uptime, breakdown percentages, and repairs as compared to preventive maintenance. It’s a good idea to look at such factors at least once a year to identify trends, and see how to drive more

costs out of the equation, Fairey says. As strong as the related business

relationships become, there are also going to be times when people disagree. That’s when the language in an agreement will be particularly important. McKee, for example, refers to the need to clarify return standards. “What would be the customer’s responsibility, what would be our responsibility, and should they lose a contract what would the early return mean? If those things are clearly laid out in the beginning, and very clearly understood, we all benefit.”

The more detailed, the better. Trailer Wizards, for example, uses a 30-page document that focuses on each and every part of a trailer. “If you’ve taken out an older trailer, I would have a different patching standard for body repair than I would if it was a brand new trailer,” McKee says, referring to the level of information that should be required. “Some of our customers have very good shops, so if they know ahead of time what repairs would be acceptable by us, then they can repair them at their own shop should it be required.”

“Come with lots of questions,” she says. “It is a big decision.” pMC

Full service leases can protect capital, but fleets need to ensure assets can meet maintenance needs.

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Kimberley Pochini recognizes that trucking is a high-stress and safety-

sensitive job. But a fleet also has a moral and legal responsibility to accommodate employees whose mental health issues keep them from performing duties, says the head of labour and employment issues at Patterson Law in Moncton, New Brunswick.

Mental health is especially relevant in an industry where employees aren’t closely monitored on a daily basis. Like truck drivers. And it’s why the Private Motor Truck Council of Canada (PMTC) and Trucking Human Resources Sector Council – Atlantic joined together in a related presentation in Truro, Nova Scotia.

Common pitfalls include using negative stereotypes, or simply telling someone who comes forward with a mental health concern that they should work out the problem elsewhere, Pochini says. She stresses that employers must offer workers with a mental illness – including those with alcohol or gambling addictions, or something like Seasonal Affective Disorder – the same accommodations that would be presented to someone with a physical ailment.

Workplaces that don’t offer this support face the specter of lawsuits claiming constructive dismissal, or human rights challenges.

“Human rights complaints are more overt and more frequent than constructive dismissal complaints. Mental health dis-ability is a significant human rights issue that a lot of people are becoming more aware of,” she says. “The actual process of making a human rights complaint is free. A lot of time, that impacts what employ-ees on a limited budget can do.”

Employers can ask for specific medical information to determine a worker’s limitations, prognosis and timelines for recovery, but only as it all relates to the workplace. Workers also have to be

flexible in their accommodation demands.Ultimately, the courts will decide

whether a company can claim the legal definition of undue hardship, such as a

serious financial loss or an inability to find alternative work. But employers have to prove their situation and show they made an honest effort.

By Mike BeaudinMIND MATTERSFleets need to accommodate workers with mental illnesses, just like workers with physical injuries

pMC

PRIVATE MOTOR TRUCK COUNCIL OF CANADAASSOCIATION CANADIENNE DU CAMIONNAGE D’ENTREPRISE

Join Us Now!

Please send mea free no-obligationmembership kit

Mail to:The Private Motor TruckCouncil of Canada1660 North Service Road East,Suite 115Oakville, ON L6H 7G3Or Fax to: 905-827-8212Or on line at www.pmtc.ca

I am:a fleet operator qa personnel agency qan equipment lessor qan industry supplier q

( Fill in the numbers)with _______tractors_______trailers______st. trucks_______others

with _______drivers_______other leased personnel

with _______units

Name _________________________________Title________________________

Company__________________________________________________________

Address___________________________________________________________

City___________________Province/State______________PC/ZIP____________

Telephone ( )__________________________Fax( )____________________

Email________________________________Website_______________________

Join Us Now!

q

Complete and fax this information request form to receive a no-obligation membership kit.

Visit our Website at www.pmtc.ca

The PMTC is the only Canadian association dedicated to the interests of private fleet operators.

We offer forums for fleet operators and suppliers to exchange views and resolve issues together, and we are at the forefront in representing your interests to government, protecting your rights and supporting the needs of private carriers.

PMTC members are kept up-to-date with industry news through PMTC’s digital newsletter, have access to the Private Fleet Benchmarking Study and the Fleet Security Checklist. They receive member only pricing at PMTC events and on services such as Canada-wide driver licence verification by VerX Direct, and guidance on establishing alcohol and drug testing programs and participating in the group consortium by DriverCheck Inc.

• Read news and views from PMTC

• Register for industry events

• Download Private Motor Carrier magazine

• Link to important resources

• Members-only bulletins, presentations and resources

• And much, much more!

YOUR VOICE Online.

WWW.PMTC.CA

THE PRIVATE TRUCK FLEET MAGAZINE

WWW.PMTC.CA


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place, you are putting a bullseye on your forehead,” Kurtzer told an audience of private fleet managers. “It’s important you take every reasonable step to put together a policy that has meaning and is defensible.”

Employers should avoid stereotyping medical marijuana users as addicted drug users. Marijuana can be prescribed for a variety of conditions including, arthritis, back and neck problems, chronic pain, colitis, Crohn’s disease, eating disorders, head injuries, HIV, migraines, and sleep disorders. The difficulty, says Kurtzer, is that it’s often difficult to prove that somebody who uses medical marijuana is unfit to drive. The patient’s medical needs, varying dosages and when and how the drug is ingested are among the factors that determine if somebody is fit for duty. And neither the Canadian Council of Motor Transport Administrators nor the Canadian Medical Association have specific references to

SCREENING

Canadian fleets might need to plan for the fallout of an expected surge in the number of employees who use medical marijuana. As

of April 1, Canadians no longer need a Health Canada licence to access the drug, says Dr. Barry Kurtzer, medical director of DriverCheck, a provider of workplace medical checks and testing. They only need a prescription from a doctor or a nurse practitioner.

Health Canada estimates this alone could mean a tenfold increase in the number of medical marijuana users, from 40,000 to 450,000.

Kurtzer told a Private Motor Truck Council of Canada seminar in Mississauga, Ontario that fleet managers will have to balance the requirement to accommodate workers, ensure impaired employees aren’t working in safety-sensitive areas, and protect the public from unfit drivers. The issue could be further complicated by the recent election of the Liberals under Justin Trudeau who has promised to legalize the drug for recreational use.

Managers and supervisors need to do their homework on the issue and develop workplace policies accordingly. “If you turn a blind eye to it completely and some disaster happens, and it’s discovered somebody is a medical marijuana user and you had nothing in

smoke by Mike Beaudin

marijuana in their safety codes.Kurtzer says the issue can be compli-

cated if medical marijuana users take a higher-than-prescribed dose, don’t follow their treatment plan closely, or “free-lance” by abusing the drug in hazardous situations. There can also be side effects like anger, aggression and irritability when a patient stops taking the drug.

“We put a lot of onus on our supervisors to learn when the worker looks right and try to figure out when the worker looks wrong. It’s important supervisors understand many of these complexities. They’re not there to diagnose [but] just to say, ‘Hey, this worker isn’t right today,’” he adds.

Medical marijuana users have to be accommodated the same as workers who have physical or mental conditions that prevent them from working in safety-sensitive areas. Refusing to accommodate could result in legal or Human Rights complaints. Managers also may have to review company medical benefits to see if insurers will cover the cost of medical marijuana, since it’s prescribed differently than other drugs.

But the new rules do not apply to carriers who ship to the U.S. The U.S. Department of Transportation bans medical marijuana users from driving trucks.

IS YOUR FLEET READY FOR A SURGEIN EMPLOYEES ON MEDICAL MARIJUANA?

It’s important you take every reasonable step to put together a policy that has meaning and is defensible,” says Dr. Barry Kurtzer.

pMC

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Beau

din

PRIVATE MOTOR TRUCK COUNCIL OF CANADAASSOCIATION CANADIENNE DU CAMIONNAGE D’ENTREPRISE

Join Us Now!

Please send mea free no-obligationmembership kit

Mail to:The Private Motor TruckCouncil of Canada1660 North Service Road East,Suite 115Oakville, ON L6H 7G3Or Fax to: 905-827-8212Or on line at www.pmtc.ca

I am:a fleet operator qa personnel agency qan equipment lessor qan industry supplier q

( Fill in the numbers)with _______tractors_______trailers______st. trucks_______others

with _______drivers_______other leased personnel

with _______units

Name _________________________________Title________________________

Company__________________________________________________________

Address___________________________________________________________

City___________________Province/State______________PC/ZIP____________

Telephone ( )__________________________Fax( )____________________

Email________________________________Website_______________________

Join Us Now!

q

Complete and fax this information request form to receive a no-obligation membership kit.

Visit our Website at www.pmtc.ca

The PMTC is the only Canadian association dedicated to the interests of private fleet operators.

We offer forums for fleet operators and suppliers to exchange views and resolve issues together, and we are at the forefront in representing your interests to government, protecting your rights and supporting the needs of private carriers.

PMTC members are kept up-to-date with industry news through PMTC’s digital newsletter, have access to the Private Fleet Benchmarking Study and the Fleet Security Checklist. They receive member only pricing at PMTC events and on services such as Canada-wide driver licence verification by VerX Direct, and guidance on establishing alcohol and drug testing programs and participating in the group consortium by DriverCheck Inc.

• Read news and views from PMTC

• Register for industry events

• Download Private Motor Carrier magazine

• Link to important resources

• Members-only bulletins, presentations and resources

• And much, much more!

YOUR VOICE Online.

WWW.PMTC.CA

THE PRIVATE TRUCK FLEET MAGAZINE

WWW.PMTC.CA

yourgoods

Your business relies on its trucks. They deliver your goods and people on time. Every time. And you wouldn’t think about leaving something that important in the hands of someone else.

It’s why you operate a private fleet in the first place.

PrivateFleetInfo.com offers insight into the industry issues, management techniques, equipment trends, and maintenance practices that keep private fleets at work and on the road. Visit us today. Request your FREE subscription to Private Motor Carrier magazine. And keep your business on the move.

www.PrivateFleetInfo.comPowered by Private Motor Carrier – the official magazine of the Private Motor Truck Council of Canada.


MOTOR CARRIER yourtrucksyourwebsite


pMC

Canada Cartage, a leading supplier of dedicated fleets, is offering a free series of online tools to help businesses measure the ROI of their private fleets.

Visitors to www.canadacartage.com/evaluationguide can enter information into guides that self-assess proficiency in fleet management; analyze related Strengths, Weaknesses, Opportunities and Threats; and calculate the total cost of ownership, comparing results to Canadian benchmarks. The first two are self-guided tools, while the total cost of ownership is completed through an in-person meeting.

The tools are particularly timely because recent research by the Private Motor Truck Council of Canada shows that 61% of fleets don’t benchmark their costs or performance, the fleet notes.

“Our firm offers fleet outsourcing, which is an option that is used by many successful small, medium and large Canadian companies, but the model isn’t right for everyone,” says Jeff Lindsay, president and CEO of Canada Cartage. “These research guides and interactive tools come at the topic from an objective standpoint, and will help senior decision makers understand which option makes the most sense for their company.”

Canada Cartage serves fleets in sectors including retail, food and beverage, building and construction, gas and chemicals, and healthcare.

• PMTC SEMINARS ON THE ROAD – The Private Motor Truck Council of Canada (PMTC) has been taking a series of educational seminars on the road, with recent sessions in Truro, Nova Scotia and Mississauga, Ontario. The next session on January 13 in Toronto will discuss how Ontario’s CVOR program monitors driver and fleet performance. “When a fleet properly uses its CVOR, it is able to spot trends and proactively correct issues

Canada Cartage unveils tools tosettle dedicated vs. private debate

before they become a major problem,” says Mike Millian, PMTC president. The seminar will also discuss the recently updated Standard 11b in the National Safety Code, which governs Periodic Motor Vehicle Inspections. AFIMAC Global, meanwhile, will offer insights into cargo theft. Tickets are $25 for members and $100 for non-members. Space is limited. To register, email [email protected], or call 905-827-0587.

• WOMEN WITH DRIVE RETURNS – Registration for Trucking HR Canada’s 2016 Women with Drive summit has officially opened, promising new insights into strategies that can help

fleets attract, recruit and retain more women. The second-annual event will be held March 3, 2016 and hosted at the Crowne Plaza – Toronto Airport Hotel. “Women account for 48% of the workers in Canada’s labour force, but just 3% of drivers, mechanics, technicians and cargo workers. Fleets can’t afford to overlook such an underrepresented group,” says Angela Splinter, CEO of Trucking HR Canada. Some of the first panellists to be announced include Kelley Platt, Western Star president and Daimler’s Chief Diversity Officer. For more information, see www.truckinghr.com.

• CITT NAMES NEW CHAIR – Hudson Bay’s Ginnie Venslovaitis has been named the new chair of CITT’s board of directors. “I think I speak for everyone on the new board when I say we’re very excited about the new offerings and products, such as webinars that we’re making available to everyone in the supply chain logistics sector,” she said of the group.

IN THEnews

Mississauga:(905) 564-5404Thunder Bay:(807) 577-5724Winnipeg:(204) 632-8269Brandon: (204) 571-5980

Regina:(306) 757-5606Saskatoon:(306) 242-3465Lloydminster:(780) 875-9115Lethbridge: Equip.(403) 331-6315

Calgary:(403) 236-9712Red Deer:(403) 343-1383Edmonton:(780) 447-4422

Grande Prairie: (780) 402-9864Langley: Equip.(604) 888-5522

Head Office: 2525 Inkster Blvd Winnipeg MB I P. (204) 632-8261 I F. (204) 956-1786 I fgiltd.com

Commercial Vehicle Tires | www.continental-truck.com

Scan code or visit

www.stories.contitruck.com

to read the whole story.

For Ricky Johnson, director of operations at Tidewater Transit, Continental truck tires and retreads are

almost too good to be true. For long mileage, reliability and fuel efficiency, they’ve trusted Continental

for more than 10 years. “As soon as we tested the Continentals, our decision was made. Their

performance is almost unbelievable,” Ricky says. Today, they run all Continental products including the

new Conti EcoPlus HD3 and ContiTreads – and they won’t trust their operation to any other truck tires.

Ricky Johnson | Tidewater Transit | Kinston, NC

CONTINENTAL IS MY CHOICE.


PMTC is pleased to recognize those companies marked as valued members.

Continental Tire 28 www.continental-truck-tires.com

Eberspaecher 10 www.eberspaecher-na.com

Fortigo Freight Services 15 www.fortigofreight.com

Fort Garry Industries 27 www.fgiltd.com

Hino 18 www.hinocanada.com

Huron Services 20 www.hurongroup.ca

Mack Canada 31 www.macktrucks.com

Michelin 6 www.michelintruck.com/en_CA

PeopleNet 6 www.peoplenetonline.com

Peterbilt of Canada 32 www.peterbilt.com

PMTC 16, 24, 26 www.pmtc.ca

Ryder 12 www.canada.ryder.com

Shaw Tracking 23 www.shawtracking.ca

Trailer Wizards 29 www.trailerwizards.com

Truck Training Schools Association of Ontario 16 (TTSAO) www.ttsao.com

Volvo 4 www.volvotruckscanada.com

ad index

what’s new• PACCAR MX-11 ENGINE FOR VOCATIONAL, REGIONAL KENWORTHS GThe PACCAR MX-11 engine will be available in vocational and regional Kenworth trucks beginning in January. The 11-litre engine produces up to 430 hp and 1,550 lb-ft of torque, sitting between the power offered by the company’s PX-9 and MX-13 engines. It will be available in T880, T680, T800 with FEPTO, and W900S models. The six-cylinder, 24-valve design has double overhead

camshafts along with high-pressure common rail fuel injection. Like the PACCAR MX-13, the engine block is constructed from compact graphite iron with vertical ribs to

maximize strength while reducing noise. www.kenworth.com

• FUEL MAX RSA TIRE FOR REGIONAL, LONGHAUL USEGoodyear has introduced the new Fuel Max RSA tire for regional and longhaul applica-tions, with a design meant to be tough enough for urban environments and still offer long service life. The SmartWay-compliant tire features cool-running compounds to reduce rolling resistance, a three-layer compound to improve mileage and reduce curb-related

damage, and a stiffer tread area. The tire will initially be available as

an 11R22.5, Load Range G. Other sizes including the 295/75R22.5 and 11R24.5 in Load Ranges G and H, and an 11R22.5 in Load Range H, will be introduced in early 2016. www.goodyeartrucktires.com

Canada’s One-Stop Trailer Shop named one of

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2.6%drag reduced for every foot the

tractor-trailer gap is reduced. That

translates to 800 litres

per tractor per year.


windwins

Canada’s National Research Council used a wind tunnel to study the differences that can be realized by improving vehicle aerodynamics. Here’s what they found.

800LITRES

30%

saved per year by reducing tractor-trailer gaps by 12”. Adding a trailer

fairing to a day cab with a 36-inch gap could save about 1,600 litres per year.

stats & facts

How the sizes of

SCALE MODELS compared to

actual tractor-trailer combinations.

2,900 LITRES saved per yearby adding side skirts to tandem axle trailers. Extended versions saved about 3,300 litres. On a tridem, side skirts save about 3,800 litres.

7,900 LITRES saved by Long Combination Vehicles that add trailer fairing, full aero package, and reduce gap.

10%drag reduced with

different side skirts on trailer

with tandem bogie. Extending

side skirts over the wheels

saves about 3,000 litres

per year.

*Estimated savings based on a tractor that travels about 100 km-h for 125,000 kilometres per year. Results also include margins of error.

Full report at: http://nparc. cisti-icist.nrc-cnrc.gc.ca/npsi/ctrl?action=shwart&index=an& req=21275397&lang=en

5,000 litres of fuel WASTED

per year by a poorly paired tractor and trailer. It can also

generate unwanted greenhouse gas emissions in the

form of +14,000 kg of CO2.

4-PANEL BOAT TAILS save about 1,900 litres per year.

TAPERED 3-PANEL designs save about 1,600 litres.

You don’t have time for surprises, so GuardDog® Connect provides 24/7 proactive monitoring of your truck. When it detects a problem, a OneCall® agent connects you with our coast-to-coast dealer and repair network to quickly get you back on the road. And our fl eet management tools further enhance operational performance, reduce cost and increase safety. Because with Mack, it’s always all systems go.

MackTrucks.com

Documents

TRICKLE DOWN - PMTC Trucking/PMC-December2015.pdf · DOWN TRICKLE ECONOMICS. WHENEVER, WHEREVER. MICHELIN ... drivers are ready for work. We have already come to realize that hiring