Turbocharger with variable turbine geometry (VTG) Theme, page 4 >> BY MAREK KRASUSKI T he turbocharger has come a long way since its invention by Dr. A.J. Buechi in 1905. There was little demand for several decades until pressure to economize engines and comply with a growing spate of fuel efficiency standards began in the 1970s. As fuel prices continued their long ascent, turbochargers have become a smart choice for improving mileage, increas- ing horsepower and torque, and optimizing capacity. Turbochargers achieve this by adding more air to the engine. Hot exhaust gases created by the exhaust stroke spin a turbine which in turn spins the compressor. Cold air is pulled in, compressed and then pushed into the engine. The difference between a turbo engine and a naturally aspirated engine – one which relies solely on atmospheric pressure – is that the latter has to pull air in through the intake stroke. In contrast, the exhaust driven turbocharger increases the mass of intake air. More compressed air is then pushed into the combustion chamber, thereby increasing oxygen and permitting the introduction of more fuel. JANUARY’S THEME: TURBO CHARGING SERVING MANITOBA TO BC, YUKON & NWT www.woodwardpublishing.com ISSUE 56 January 2013 PUBLICATION AGREEMENT # 40806005
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Turbocharger with variable turbine geometry (VTG) Theme, page 4 >>
By Marek krasuski
The turbocharger has come a long way since its invention by Dr. A.J. Buechi in 1905. There was little demand for several decades until pressure
to economize engines and comply with a growing spate of fuel efficiency standards began in the 1970s. As fuel prices continued their long ascent, turbochargers have become a smart choice for improving mileage, increas-ing horsepower and torque, and optimizing capacity.
Turbochargers achieve this by adding more air to the engine. Hot exhaust gases created by the exhaust stroke spin a turbine which in turn spins the compressor. Cold air is pulled in, compressed and then pushed into the engine. The difference between a turbo engine and a naturally aspirated engine – one which relies solely on atmospheric pressure – is that the latter has to pull air in through the intake stroke. In contrast, the exhaust driven turbocharger increases the mass of intake air. More compressed air is then pushed into the combustion chamber, thereby increasing oxygen and permitting the introduction of more fuel.
Turbochargers come with several components. A Compressor Housing unit collects compressed air and directs it to the engine. The Turbine Hous-ing collects exhaust gases from the engine which is then directed to the turbine wheel. The Hous-ing and Rotating Assem-bly supports the rotat-ing group. A Compressor Wheel pumps air into the engine intake, and the Tur-bine Wheel Assembly con-verts exhaust energy into shaft power to drive the compressor. A backplate supports the compressor housing and a bearing system supports the rotat-ing group. Oil inlets and outlets are provided.
Like most other parts and components in the transportation industry, turbochargers have im-proved over the years. In earlier days straight shaft models did compress air and increase flow to the engine, but there was a hesitation period between throttle activation and engine acceleration, a so-called turbo lag resulting from the time needed for the exhaust and turbo-charger to generate the required boost. Inertia, friction and compressor load are the principal rea-sons for the hesitation, but can be reduced in several ways, including changing the ratio of the turbine, increasing compressor discharge, reducing fric-tion and incorporating an anti-lag system.
Manufacturers have since improved upon the turbo’s shortcomings with the introduction of the
Variable Geometry Turbo (VGT). These VGTs allow for the effective aspect ratio of the turbo to be changed according to vari-able conditions. Because the turbo’s aspect ratio can be optimized at higher and lower speeds, only minimal lag is produced. Efforts at reducing lag in-cluded fitting turbos with a wastegate, a valve that di-verted exhaust gases away from the turbine wheel. This helps to regulate maximum boost pressure in turbocharger systems.
A principal supplier of variable geometry turbo-chargers for large e n g i n e s o n b o t h o n and off-high-
w a y app l i -c a t i o n s is Cummins. The Cummins VGT turbocharger is used with an EGR control valve to gauge the cooled exhaust gas into the intake system which enhances perform-ance and fuel economy. The product’s sliding noz-zle, when fully closed, creates increased back-pressure in the exhaust manifold to force some of the exhaust gas through the EGR valve when it opens, thereby creating maximum exhaust manifold pressure where shaft speed and boost pres-sure are at their highest. When the nozzle ring is fully open, shaft speed and boost are at their lowest. The sliding nozzle allows
for the precise amount of air delivered to the engine at variable speeds. Cum-mins cites the following benefits of the VGT Turbo-charger: excellent transi-ent response, improved fuel economy, increased useful engine operating speed range, proven dur-able design, reduced en-gine swept volume and package size for a given rating, and control of Ex-haust Gas Recirculation. Development of electric-ally assisted turbochargers at Cummins is underway. M o r e
information is avail-able at www.cummins.com.
Another of the world’s primary suppliers of turbos and powertrain solutions is BorgWarner. The com-pany’s product portfolio includes conventional t u r b o c h a r g e r s with
and without waste gates, turbochargers with vari-able turbine technology and regulated multi stage turbocharging systems (R2S).
F i l l e d c o m p r e s s o r wheels and advancements in turbine technology pave the way for optimal per-formance, durability and reliability. The company’s new B series, which ac-companies the previous generation K and S ser-ies, offers a range of sizes and models of low to mid range commercial engines
as well
as engines em-ployed in the construc-tion, agricultural, indus-trial and marine sectors. BorgWarner’s variable turbine geometry in its BV range applies to diesel engines with displace-
ments from 4 to 16 litres, or
244 to 976 cubic inch-es. Computational Fluid Dynamics incorporated into vane design and spe-cially developed turbine wheels account for the BV turbochargers’ high efficiency and reliability. Notes BorgWarner, “Our BV turbochargers can be combined with pneumatic actuators or with elec-trical actuators developed specifically for this appli-cation. This in-house de-velopment offers massive advantages for the entire system. For applications with severe thermal loads, we also offer water-cooled
bearing castings as an option.”
A s f o r t h e
m a n u -f a c t u r e r ’s
R2S turbochar-ging technology, a small
high pressure turbo com-bined with a large low pressure one contribute to high power capabil-ities and, by extension engine downsizing which reduces fuel costs. Nitrous Oxide emissions, too, are reduced through high gas recirculation rates made possible by the R2S technology. BorgWarner is now selling replace-ment turbochargers for the Mack E6 and E7 en-gines which are available through select suppliers.
Warrant ies ex-tend to 100,000 miles or one year. Refer to www.
borgwarner.com for a full listing of the
company’s product line.
Another giant in the business is Honeywell Turbo Technologies which has an annual produc-tion rate of nine million units. Honeywell’s VNT DutyDrive turbocharger boasts increased fuel effi-ciency and power density. Variable sizes are suited to engines ranging from 2.5 to 15 litres, accom-modating small delivery trucks up through on-highway applications and off-highway equipment. Key benefits include more engine power and torque, and a reduction in engine backpressure and fuel economy. This technol-ogy allows boost to the engine during braking which helps reduce brake wear, lower operating costs and improve vehicle productivity. More infor-mation on this, as well as Honeywell’s TwoStage Serial Turbochargers, is available on the com-
pany website, www.turbo.honeywell.com.
Though turbochargers have become a standard fixture in heavy duty diesel engines they have, until recently, been installed in just 10 percent of pas-senger vehicles in North America. Europe far sur-passes North America; about 50 percent of diesel engines in passenger cars have turbochargers and 27 percent of gaso-line engines are boosted by turbochargers. The quest for environment-ally friendly technology on this continent is expected to account for a doub-ling of turbochargers in North American passenger cars over the next four years.V
The general public is not aware of the issues with today’s
sewage discharge.There are two main types
of sewers: municipal and storm. Municipal sewers take the waste water from buildings and homes to a processing plant to clean and normally discharge the water to a lake, river or ocean.
This is Wikipedia’s Defin-ition: “Sewage treatment is the process of removing contaminants from waste-water and household sew-age, both runoff (effluents),
domestic, commercial and institutional. It includes physical, chemical, and biological processes to remove physical, chemical and biological contamin-ants. Its objective is to pro-duce an environmentally safe fluid waste stream and a solid waste (or treated sludge) suitable for dispos-al or reuse (usually as farm fertilizer). Using advanced technology it is now pos-sible to re-use sewage effluent for drinking water, although Singapore is the only country to imple-ment such technology on a production scale in its production of NE Water.”
Storm sewers are gen-erally found on streets and parking lots that dis-charge directly into the local water source without any treatment.
For almost every muni-cipality in North America there is a major concern on the cost of mainten-ance and the amount of
pollution entering these systems. Some municipal-ities have resorted to char-ging commercial proper-ties a square footage cost of paved surface on their taxes. Most continue to double the cost of water by adding a sewer charge to the water invoice monthly.
The real cost of water goes unrealized as pol-iticians find it easier to increase taxes through this user fee while publicly claiming a small property tax increase. Since most of us don’t look at our water invoice each month, it be-comes a hidden cost and is not paid much attention.
Many customers ask us for the best location to wash. Our answer is al-ways based on budget, image strategy, and pref-erence. We know that eventually all washing in parking lots will be banned. Most municipal-ities already have this by-law on the books, however
it is just beginning to be enforced. Our numbers have increased ten-fold on inquiries from companies facing large fines and bans on sewer use for water discharge.
The easiest way to ad-dress this issue is to drive to a public wash where they meet environmental standards by recycling wash water. However, when calculating the costs, driving to the public wash and waiting in line is usually more than the
wash itself. General rule is twice the cost of the wash. If it costs $25 to wash, add another $50 in time and energy expense. Real cost, therefore, is $75.00 per vehicle.
In the business world the successful compan-ies are the leaders in al-most everything they do. So, how do they wash? These companies invest in proper buildings and equipment to ensure that their image, maintenance and washing costs are
under control.Look at your methods to-
day and decide on the best alternative before some inspector decides your timeline is up. Ignoring today’s costs will surely be more tomorrow.
Jack Jackson is President o f A w a s h S y s t e m s Corp. Email: [email protected] or call 800.265.7405. Visit the website at www.awash-systems.com. North Amer-ica’s Leader in Fleet Wash-ing Solutions.V
Ca n a d i a n F l e e t M a i n t e n a n c e Seminar [CFMS]
will take place at the Paradise Banquet Hall on Wednesday, Apr i l 24, 2013.
The 2013 CFMS will be a one day event, run entirely by the Toronto ATSSA and our associat-ed branches. In the past the CFMS was run by the
branches of the ATSSA. Due to a much needed restructuring the CFMS was cancelled in 2012 in order to regroup.
T h e 2 0 1 3 S e m i n a r promises to be more affordable to the fleet people in attendance, as well as the manufactur-ers and vendors. In this day and age, time and money is of the essence.
All of the favorites will be back, the trade show, outdoor truck displays, panel sessions, coffee breaks, lunch, cocktail hour, banquet dinner, keynote speaker, and the Volvo “Fleet Man-ager of the Year” award. This will all be available for one low price and only one day out of your busy schedule. For more
information check our web site at www.CFMS-ATSSA.CA.V
Preliminary Class 8 Orders Slowed in November
Nashville, IN - FTR Associates has re-leased preliminary
data showing November Class 8 truck net orders at 19,683 units, 14% below October and down 3% year-over-year. However, November was still the second highest month for orders since March and annualize to 236,200 units. Preliminary order numbers are for all major North American OEMs.
Jon Starks, FTR’s Director of Transportation Analysis, commented, “Order activ-ity slowed in November, which is not normal for this time of the year. However, the current order levels re-affirm our forecast for next year, which has been at the low end of other industry forecasts. We have been forecasting a sub-240,000 unit production year for 2013 since June of this year and it appears that the market is confirming what we were seeing back then in late Spring. There is no big push to get year-end delivery prior to the depreciation expiration on December 31. We need to see stronger orders to fin-ish the year and start 2013
if we want to get more bull-ish on the market.”
Final data for November became available from FTR later in the month as part of its North Amer-ican Commercial Truck & Trailer Outlook ser-vice. Contact FTR Associ-ates at [email protected] or 888.988.1699 ext 1 for more details.
FTR Associates, located in Nashville, IN, has been a leader in transportation forecasting for over 20 years. The company’s U.S. Freight Model collects and analyzes all data likely to impact freight movement and is based on specific characteristics for over 200 commodity groups. FTR Associates’ forecast reports cover trucking and rail transportation and include demand analysis for commercial vehicle as well as railcar. Spe-cially designed reports are offered to partici-pants in both industries to cover specific needs. For more information about the work of FTR Associ-ates, visit www.ftrassoci-ates.com or call Helen Lile at 888.988.1699 Ext. 45.V
MaCk TruCks
Mack Receives Greenhouse Gas Certificates
Greensboro, North Carolina - Mack’s full lineup of mod-
el year 2014 trucks and tractors is now certified by the U.S. Environmental Protection Agency (EPA) and National Highway Traffic Safety Adminis-tration (NHTSA) in ac-cordance with 2014 fuel efficiency and greenhouse gas (GHG) regulations.
“Certification of Mack’s entire vehicle portfolio re-flects our continued com-mitment to fuel efficiency, environmental steward-ship, and the country’s long-term energy secur-ity,” said John Walsh, Mack Vice President of Market-ing.
For more information about Mack, visit www.macktrucks.com.V
Every year we pub-lish an article on ways to help you
lower your operational costs by reviewing the value of the programs you utilize to protect your most valuable asset – your income! This year, we deliver to the transporta-tion market, programs to increase your profitability by addressing the very expense that reduces your income and destroys what you have built over the years.
Inflated expenses that
undermine profitability earned from your hard work revolve around risk protection against escal-ating health care costs in the event of illness, including legal expenses. In 2013 we are pleased to deliver health care and other protection solutions at pennies per day.
leGal exPense
insuranCe –
aCCess TO JusTiCe
Imagine the threat of criminal charges, licensing infractions, a tax audit, or investigation by the Com-pliance, Safety and Ac-countability Board. What would the cost of legal representation be? Could you afford the retainer or hourly rates of a lawyer to attend trial? Legal costs can wipe out retirement savings or force refinan-cing of your home.
The average cost of a good lawyer today is $360.00 per hour. Our new program provides
$100,000 of legal expense insurance to help you with total loss valuation disputes, legal defense against breach of highway traffic law or regulations, drivers license protection, contract disputes, and issues arising from driv-ing vehicles owned by a third party, as well as un-limited telephone access to a lawyer.
This program is available exclusively through our of-fice which successfully ne-gotiated an 82% savings on behalf of our customers.
In addition, effective January 1st, 2013, if you are a member of the Mis-sissauga Board of Trade, DAS Canada is offering one month of free un-limited telephone advice to members of the Missis-sauga Board of Trade.
Emergency Medical Travel Policy, 45 Day Out of Province - Unlimited Trips
Family Coverage: We provide travel insurance
that also extends protec-tion against excess medic-al costs at home, including drugs, hospital, physio-therapy, nursing care, etc. This can be combined with a Health Care Spend-ing Account (below) for a complete health benefit plan. The cost of the plan is as little as .35 cents a day for single coverage, .70 cents per day for couples, and .94 cents a day for families.
Health Care Spending Account. This is totally flexible and covers 100% of health costs. Protect against routine day-to-day family health costs as a tax-deductible business expense with a tax-free reimbursement. This op-tion can accrue savings of 20% or more compared to traditional health insur-ance costs. There are no monthly premiums and no set-up fees. All eli-gible medical and dental costs are recognized by the
Canada Revenue Agency. This an ideal incentive for transport companies to lower recruitment costs and increase retention.
Do you have a low tax-able income and wish you could cover your personal expenses as an alternative to the Workplace Safety and Insurance Board? We have the solution for these variable expenses, including mortgage, lines
of credit, car loans, and business loans.
Our program has been launched with the inten-tion to deliver choice while adhering to minimum re-quirements for alternative coverage to the Workplace Safety Insurance Board.
For information on these incentives and more, vis-it our website at www.lmdinsurance.ca or call 800.236.5810.V
Driver Experience & the Application ProcessBy linDa COlGan
When canvassing the markets for insurance the
needs of transportation carriers vary from non fleet to fleet. Many fac-tors are brought into the
underwriting process, but for this article we will focus on drivers and their experi-ence.
For fleet insurance safety, representatives are sent by the Insurers to meet with the owners and the safety managers. During these meetings drivers’ files, maintenance, and logs are examined to determine how the carrier is con-ducting hiring, controlling maintenance and provid-ing continuing education for all owner-operators and drivers. Future direc-tions will focus on regula-tion changes in the area of health and wellness, and the hiring and educating of employees. These are areas in which smaller companies have been known to “fly under the radar” with their Insurers, though not necessarily the governing bodies which enforce these issues.
Typically, a company’s unit count must reach a specific number before the loss prevention repre-
sentatives are sent out to assess a risk. Being able to “fly under the radar” is not always positive. Growth brings change and with it comes greater account-ability for owner-operators and drivers hired at man-agement level. This applies whether one truck or 100 trucks are on the road for one company.
For non fleet carriers the traditional markets require that all carriers provide reference checks before approval is granted for a driver to be insured on the carrier’s insurance programme. Some Insur-ers may apply a surcharge if a driver has less than the minimum required experience. Although dif-ficult, the process is one of education and necessity.
The initial stages of securing a full record of past experience can be grueling if the driver
has had several employ-ers within a short time frame. It is common prac-tice among fleet and non fleet carriers that potential new drivers provide their past employment history. Having on hand dates of employment, previous em-ployer contacts and phone numbers, reference letters, educational certificates, current abstract and CVDR, certainly expedite the ap-plication process.
If any advice can be given, being prepared cer-tainly conveys a favourable impression to an employer if the applicant is organ-ized and professional. By doing things right from the start it is not only import-ant, it may be critical.
Linda Colgan is currently a Transportation Insur-ance Advisor with JDIMI. Please contact Linda by Tel: 416.809.3103 or email [email protected]
shell rOTella
Truck Industry Related Scholarship Applications Now Open
Burlington, Ontario - Applications are now being ac-
cepted for scholarships
to support students en-rolled in trucking-related technical accreditation programs throughout Can-ada. Shell Rotella and the Heavy Duty Distributor Council of Canada (HDDC) are continuing their part-nership in making these scholarships available and encouraging the next gen-eration of skilled workers.
Shell Canada Products, maker of Shell Rotella®
heavy duty motor oils, and the HDDC, a non-profit corporation serving the heavy-duty aftermarket, will provide six scholar-ships to students enrolled full-time in a program or an apprenticeship relat-ing to the field of heavy duty equipment, focus-ing on road transport. Recipients of each of the $2,500 scholarships will be chosen based on aca-demic merit, financial need and commitment to contributing to the future success of the trucking
industry.“Shell avidly supports
the trucking industry and those who have devoted their professional lives to its advancement. We’re thrilled to bring these scholarship opportunities to Canadian campuses again this year,” said Chris Guerrero, Shell Rotella®
Global Brand Manager.“HDDC and Shell Rote-
lla® are strongly aligned in their commitment to industry advancement; communication and pro-moting careers in truck-ing.” said Ian Johnston, HDDC President.
Full application details are available online at www.shell.ca/rotella, ap-plication deadline: Febru-ary 28, 2013.
Students looking for additional scholarship information are encour-aged to connect with their guidance advisor for more application submission details.V
Over 1,800 pounds of marijuana was discovered hid-
den in a shipment of cu-cumbers that originated from Mexico and entered the US via tractor-trailer on November 2012. A 26-year-old man was ar-rested when during an X-ray of his truck CBP officers discovered 224 bundles of marijuana co-mingled with the produce. The entire shipment was processed for drug seiz-ure.
Canada Border Services Agency seized over 54 kilograms of suspected cocaine at Pearson Inter-national Airport during these past few weeks.
On November 9, 2012 officers identified a suspi-cious suitcase while mon-itoring a bag coming off a flight from the Dominican Republic. When the suit-case was opened the of-ficers discovered 15 bricks of suspected cocaine. The total approximate weight exceeded 21 kilograms with an estimated value of over $2.6 million.
On November 11, officers
discovered 15 bricks, 15.2 kilograms of suspected cocaine hidden in the aircraft originating from Jamaica. The estimated value was $1.9 million. The day after, on Novem-ber 12, a woman arriving from Trinidad was referred for a customs second-ary examination. While inspecting her baggage CBSA officers said they noticed her bag had an unusual bulge underneath the interior lining. A CBSA officer said, “The bottom of the suit-case was probed and a white powdery sub-stance was discovered. Subsequent examination of the traveler’s second bag also revealed sus-pected cocaine in a false bottom. An approximate total of 18 kilograms of suspected cocaine was seized with an estimated value exceeding $2.2 mil-lion”.
At the Halifax port bor-der agents intercepted a shipment of a date-rape drug known as Special K. This was found in a 20-foot container with 1,000 bags of rice. CBSA sifted through the bags of rice and recovered 188 kilo-grams of ketamine. This is the second time ketamine has been discovered in this port. This shipment of ketamine, or Special K, was mixed loosely among the grains of rice. It took CBSA officers two days to separate the drug from the rice. This drug is very powerful, leaving victims with a complete lack of body function ability; it
is very scary and has po-tential fatal effects. The container had come from India and was destined for Ontario. The investi-gation has been turned over to the RCMP. So far one arrest has been made in Ontario in connection with the case.
At the Queenston-Lewis-ton Bridge en route into Canada, an 18-wheeler was stopped for inspec-tion. The driver was asked if he had anything to de-clare, upon which he re-plied that he had nothing and was returning with an empty trailer. The driver appeared to be nervous, would not make eye con-tact, and so was asked to step out of his tractor. The truck was sent for sec-ondary inspection where it was X-rayed. Nothing appeared on the scan, nor did a drug-sniffing dog brought in for inspection notice anything. Two of-ficers, however, detected
that screws on the floor boards had been tampered with. They removed the boards and found a hidden compartment stretching across the entire floor. Inside they found 97 bricks of cocaine, more than 100 kilograms worth an esti-mated $4.4 million. The driver was a 31-year-old family man from Bramp-ton, Ontario who pled guilty to the charge of con-spiracy to export cocaine.
Ecstasy, marijuana and cocaine are the three major drugs smuggled between the U.S. and Canada. Ecstasy and ma-rijuana travel south, co-caine travels north.
Until about a decade ago cross-border smug-gling was almost always by sea and air. As Mex-ican drug cartels replaced Colombian drug lords, cocaine smugglers started using land routes, specif-ically tractor-trailers to ship drugs from Mexico
to the U.S. and Canada. For a while Vancouver was where drugs were transported across Can-ada before hitting the To-ronto area. About six years ago Canadian authorities determined that the Wind-sor-Detroit crossing was the preferred route of traf-fickers, although large drug seizures have also taken place at Ontario crossings such as Sarnia, Fort Erie and Niagara.
Windsor-Detroit is the busiest border crossing where more than 7,000 trucks cross daily. Home-land Security in the U.S. and the CBSA would not reveal how many trucks undergo extensive search-es, but some sources say as few as 200 a day. The sheer volume of traffic, in the eyes of traffick-ers, makes it a risk worth taking, says Richard Pol-lock, federal prosecutor in Windsor. For every il-legal shipment caught, he
estimates 200 slip through undetected. One RCMP of-ficial referred to the drug trade as a continuous “cat and mouse game” as traffickers invent more sophisticated means of smuggling, and authorities develop better ways of detecting illicit cargo.
For aiding in the fight against smuggling and terrorism, or more infor-mation on the above, as well as on C-TPAT, FAST and PIP, please contact Dawn Truell, President, Cross Border Services, at: www.c-tpat-certified.com o r www.c ross -borderservices.org or call 905.973.9136.
I would like to conclude by wishing everyone a very Merry Christmas and a Happy New Year. God bless everyone out there and remember to keep close in our hearts those who are alone and in need of help during this holiday season.V
Canada Border services agency seized over 54 kilos of
suspected cocaine at Pearson international airport during
In my last article I wrote about the tax savings gleaned from the per
diem system, an estimated $8-10K per year. However, the super savings have significant drawbacks. I’ll try and overview the sev-en disadvantages in 800 words or less.
Setup and Maintenance Cost: There are incor-poration costs, annual renewal fees, plus two to two and a half times more work for an accountant (therefore higher account-ing fees). Many operators cut their setup costs by incorporating via the in-ternet and maintaining it themselves, but it’s still a cost not borne by the self-employed. Additionally, there may be tax implica-tions of selling your truck into the corporation (fixed by a section 85 rollover, talk to your accountant for particulars).
Source Deductions are Monies in Trust: 30-40% of operators are still paying last year’s taxes. Payments may not be popular with CRA but they do regularly allow it. However, when an operator uses the per diem system, taxes are
remitted at source be-fore the operator even receives anything. It’s not the usual operator way of managing personal cash flow. Changing your cash flow methods can be one of the most intimidating aspects of the system. The bottom line is, you have the same access to cash except it is transferred in various steps (actually more cash because of the tax savings). It takes anywhere f rom two to s ix months before the average person is com-fortable with the changes.
Bank Financing: Using the per diem system will cause an average $25K drop in T1 taxable income, which means a probable large drop in borrowing power. Results may vary, depending on the lender of choice and how ag-gressive a borrower the operator may be.
CPP Under Contributed: According to national averages, CPP contribu-tions will drop by some-thing like 40%. For some this is an advantage, but for others it’s a dis-advantage, depending on what you believe about CPP. I’ve had very in-teresting conversations with some drivers who are convinced that CPP is nothing more than a tax. They believe that by the time they retire there will be nothing. Their opinion is not shared by me. I think there will be
something but I may not be able to collect it until I am 75. Regardless of personal opinions it’s an impact that should be discussed. Some really concerned operators vol-untarily send in the “top up” to Revenue Canada.
Disability Issues: A huge drop in income on line 150 of your T1 causes a huge
drop in disability benefits if the unfortu-
n a t e
situation arises without the appropriate coverage. Apparently, as I’ve been told, 95% of all disability policies are based on line 150 of your return. We strongly rec-ommend all participants ensure using the 5%. Make sure your provider knows the system.
Complex: The system is complicated. The in-come tax act is written by lawyers and account-ants who designed it so those citizens who could afford the tax savings would be dependent on them. In my humble esti-
mation only about 40% of operators will ever fully use the system due to its complexity, disadvanta-ges, disinformation and unpopularity among some accountants. Training is absolutely essential for success. If you’re not satisfied with the level of training, either demand it or find someone who will meet the need.
Possible CRA Reassess-ment Liability: In my opin-ion reassessment liability
is the most critical factor in
t h e
per diem system. Oper-ators regularly ask their accountants/bookkeep-ers about “defending against CRA” or “standing behind you”, concepts that usually mean one thing to one party and another thing to the other. The bottom line is, when it comes to defending the per diem non-taxable benefit, who pays for the possible court costs? This simple question separates the “dabblers” from the committed service pro-viders. Choose carefully! The best bet is finding
someone who spe-cializes in it, maybe even exclusively
in it. The accountant must have a vested long term interest in the suc-cess of the system and not just in the success of their firm. The per diem requires a much closer relationship be-
tween the operator and accountant and the lia-
bility becomes much more of a joint venture than a professional burden - a statement of great de-bate in some circles. Not many accountants wish to accept additional work and potential long term liability.
If you are more curious about this topic, which is loaded with controversy and disinformation, feel free to visit our website and download a free Sem-inar (2 1/2 hours). It is packed with loads of infor-mation and even a couple appropriate interviews.
Robert D. Scheper oper-ates a Truckers Account-ing and consulting firm in Steinbach, Winnipeg and Winkler MB. He has a Masters Degree in Busi-ness Administration and is the author of the Book “Making Your Miles Count: taxes, taxes, taxes”. You can find and contact him at www.thrconsulting.ca or at 877.987.9787.V
MTO Revises Permit Conditions for 60’ Trailer Pilot
Toronto, Ontario - The Ontario Min-istry of Transpor-
tation issued its revised permit conditions for a limited, 18-month trial of a specific extended length (60’6’) drop-deck semi-trailer as initially proposed by Walmart Canada.
The new permit condi-tions will apply to five qualified carriers, with four permits each. The trial will be limited to those shipping retai l goods, destined for the retail industry.
The Ontario Trucking Association, which felt the initial permit conditions fell well short of what was necessary to ensure public safety and fair treatment of the trucking industry, says the new conditions have addressed many of the association’s key con-cerns and reflect most of the recommendations put forward by OTA in recent weeks.
“While for the most part the trucking industry would prefer to not have to deal with the whole
question of extended length trailers, the as-sociation’s long-standing position is that it will not stand in the way of chan-ges to Ontario’s truck weights and dimensions standards that would en-hance the productivity of the industry, its customers or the provincial economy at large -- so long as the proposed vehicles main-tain or enhance highway/road safety; meet or ex-ceed provincial dynamic performance standards; produce environmental benefits such as reduced GHG emissions; and al-low for a sufficient return on investment,” says OTA president David Bradley. “In addition, OTA has also long held that only carri-ers with acceptable safety records – those who are prepared to ensure the safety of their fleets and their drivers -- should have access to such spe-cial permits.”
OTA’s concerns were addressed in several key areas. For starters, OTA objected to the clauses in the proposed Memoran-
dum of Understanding between the MTO and Walmart which clearly stated the permits would be held by the shipper. Under the revised permit conditions, the permits will be held by carriers. “This was non-negotiable for OTA,” said Bradley.
OTA also felt that the proposed permit condi-tions themselves were too weak and should dir-ectionally be similar to those established for the Ontario LCV program. In other words, they should mandate a meaningful level of carrier qualifica-tion – certainly more than what was being proposed (i.e., that the carrier only had to have a satisfactory safety rating). Under the new conditions, carriers will also need to maintain a minimum of $5 million liability insurance and have at least five years of prior trucking experience.
OTA also felt there need-ed to be driver qualifica-tions (there were none in the original proposal), es-pecially given the “swing-out” characteristics of
the proposed trailer and the fact a shorter tractor would be needed to fit within the current envel-ope. Under the revised conditions, carriers will be required to provide appro-priate orientation to driv-ers and the driver must have a minimum of five years provable tractor-trailer driving experience.
As well, OTA felt that at least during the trial the permits needed to prescribe specific origins and destinations. Under the revised conditions, carriers must inform MTO in advance of the origin-destination of locations at which they intend to oper-ate the extended trailers and cannot simply load and operate the trailers spontaneously, without notifying MTO.
From both from a safety perspective and in con-sideration that the in-
dustry is already heavily invested in 53 foot trail-ers, OTA had also argued the MTO should adhere to a multi-year gradual phase-in of the number of operators and permits available – again along the lines of the current Ontario LCV program. The revised permit conditions state, “based on the re-sults of the (trial) evalua-
tion, MTO will determine whether to and how to proceed with a measured roll-out of extended semi-trailer operations.”
According to Bradley, “it is clear that what we are now talking about is a very small, tightly controlled trial of a specific trailer design, not a wide open roll-out of a new, longer trailer standard.”V
Walmart SuperCube
VOlVO TruCks
Volvo Earns 2014 Greenhouse Gas Certification for Entire Class 8 Vehicle Lineup
Volvo Trucks is pleased to an-nounce that the
U.S. Environmental Pro-tection Agency (EPA) and National Highway Traf-fic Safety Administration (NHTSA) have awarded all model year 2014 Volvo vehicles certificates of con-formance under the first-ever greenhouse gas regu-lations for heavy trucks.
“Volvo is committed to leadership in fuel ef-ficiency, and to reducing the carbon footprint of our operations and prod-ucts,” said Göran Nyberg, President, Volvo Trucks
North American Sales and Marketing. “Environment-al care is a longstanding Volvo core value, and we will continue to work with EPA and NHTSA to deliver on the important goals of these regulations.”
As part of ongoing work to further improve fuel efficiency, Volvo Trucks introduced in early 2011 advanced aerodynamic components for the Volvo VN model highway trucks. New exterior components included redesigned mir-ror heads with aerody-namic shrouds and arms, redesigned hood mirrors
that also increase visibil-ity, as well as additional ground effect features below the bumper and side fairings. A more aero-dynamic roof fairing and sun visor were also added to the VN model daycabs.
The EPA and NHTSA certifications apply to all configurations of Volvo VNL, VNM, VHD and Volvo Autohauler (VAH) models.
For further information, please contact Brandon Borgna, Volvo Trucks, phone 336.393.2143, email [email protected] or visit www.volvotrucks.us.com.V
is stopped for an inspec-tion by an MTO officer or a CVSA certified police officer, the results of that inspection will appear on the driver’s record as well as the record of the CVOR holder. It will show
what defects were noted on the vehicle, which of those defects were ser-ious enough to place the vehicle out of service, if there were any driver de-fects (log book infractions etc), and whether or not the driver defects were serious enough to place the driver out of service.
In many of these cases charges are laid against the driver or the operator. When these charges are contested in court and dismissed at trial or with-drawn by the prosecu-tor, a conviction for the charge(s) will not appear on the operator’s record
or the driver’s record. The inspection details will, however, remain on both records. In some instan-ces points are assigned to the operator’s record, thereby increasing the operator’s violation rate and possibly the insur-ance premiums.
As for the driver, the record of a bad inspec-tion could possibly result in the driver being un-able to find employment elsewhere, should he or she decide to leave their present employer.
What can be done about this? Well actually not much. There is a system
in place to contest char-ges against the company or the driver (the courts), but there has never been a process implemented to contest inspections, or the defects noted in the inspection, or the fact that the vehicle or driver was placed out of service, or the points assigned to the operator’s record as a result of the inspection. This essentially means that when an officer in-spects your vehicle and/or documentation, any problems identified by that officer are taken at face value and no system exists to contest whether
or not the officer was right or wrong.
As previously noted this can have an impact on the operator’s insurance premiums as well as the driver’s employability.
The only thing I can sug-gest is that it is essential to contest any charges that would adversely im-pact the driver or operator record, and if you are placed out of service and feel that the out of service is not justified, or that the officer noted a defect that was not serious enough to be registered, speak to that officer’s immedi-ate supervisor before you
leave the inspection sta-tion. That being said, it is very rare to have an officer’s inspection report revised.
Given the impact of these inspections, MTO needs to consider some type of process to contest these arbitrary entries on driver and operator records.
Mark Reynolds is a li-censed paralegal, a former truck driver, MTO enforce-ment officer, provincial trainer and Enforcement coordinator and can be reached at 416.221.6888 or [email protected]
Research Assesses Link Between CSA & Safety
Arlington, Virginia - The American Transportation
Research Institute (ATRI) has released a report examining the relation-
ship between motor car-rier CSA scores and actual crash involvement. The research expands upon previous investigations by introducing a sophis-
ticated statistical analysis that provides more accur-ate and direct results.
ATRI assessed all five public BASICs, finding a strong safety relation-
ship for the Unsafe Driv-ing, Fatigued Driving and Vehicle Mainten-ance BASICs; partial sup-port for the Controlled Substances and Alcohol BASIC; and no statistical support for the Driver Fitness BASIC. In fact, the data show that, as a carrier’s Driver Fitness record improves, that car-rier’s crash rate goes up. “ATRI’s research identi-fies a key weakness in
FMCSA’s Safety Measure-ment System,” said Scott Mugno, Vice President of Safety, FedEx Ground who testified on behalf of the ATA at a Congres-sional Subcommittee on CSA last month.
“The conclusions in ATRI’s study support what many motor carriers have found to be true in their operations – namely, that scores in the CSA Driver Fitness BASIC do not bear
a statistical correlation to crash risk.”
Recognizing the flaws in current CSA profiles, ATRI proposes an alternative method for communicat-ing fleet safety informa-tion to the public in a way that more accurately reflects carrier safety per-formance.
A copy of this report is available from ATRI a t w w w. a t r i - o n l i n e .org.V
Evaluating Industry Impact
Arlington, Virginia - The American Transportation
Research Institute (ATRI) re leased an analys is evaluating operational
impacts on business and carrier supply chains that have occurred since the full rollout of the Fed-eral Motor Carrier Safety Administration’s Compli-ance, Safety Accountabil-ity program in December 2010.
ATRI’s latest CSA re-port examines two year’s worth of data collection from motor carriers, com-mercial drivers, freight shippers and motor car-rier safety enforcement personnel and provides the first comprehensive look at industry impacts including driver wages, freight pricing, changes
in driver hiring, training and education, and safety improvements. The data also evaluates industry perceptions and know-ledge of critical CSA pro-gram components.
Previous research from ATRI released this past fall focused on the rela-tionship between CSA scores and crash risk. This industry impact study provides further insight into the impact of CSA on industry oper-ations.
A copy of this report is available from ATRI a t w w w. a t r i - o n l i n e .org.V
It’s a New Year. Time to Review Your Hiring Practices
Now is the perfect time to start with a review of your
“hiring practice”. Do you really know who you are hiring into your company and exposing to staff, trucks, clients, cargo, and your company’s reputa-tion? Some of these risks are being overlooked, as well as the tools necessary to reduce this exposure.
Here are a few tips that aid in safe hiring practices:
Section 217.1 of the Can-adian Criminal Code (for-merly Bill C-45)
217.1 “Everyone who undertakes, or has the authority, to direct how another person does work
or performs a task is under a legal duty to take reason-able steps to prevent bod-ily harm to that person, or any other person, arising from that work or task.”
This means you need a criminal check for all em-ployees in order to identify violent offenders and to check driver abstracts for those not authorized to drive. As the person in charge you are liable if that employee hurts an-other co-worker. If you had reasonable opportunity to know this, it could result in “Negligent Hiring” charges.
The Ontario Commercial Impound Act came into ef-fect Dec 1, 2010 regarding
quarterly status checks. At the time of inspection MTO will check the driver to determine if the driver has lost his license within the previous three months. Ten percent of drivers have a suspended licence, and 75% of suspended drivers still drive. This impound law under the HTA in-cludes drivers from any province. Companies from all provinces entering On-tario are affected too. Fail-ure to comply could result in a fine ranging from $400 to $20,000. Impound stor-age and towing fees range from $1200 to $1500, loss of use of specialty equip-ment / vehicles, cargo
offloading, legal fees for tribunal costs, and risk to company reputation.
Try the New Bulk Can-ada Wide Driver Abstract Verification services which are inexpensive and can dramatically reduce your exposure.
Canadian Professional Employment Screening Firms, like People Tracks Inc., will take care of these issues and keep you informed of infractions committed by new hires, including drivers, ware-house personnel, yard workers and clerical staff. Establishing a relationship with Canadian Profes-sional Screening firms
provide legal access to CPIC criminal records at competitive fees.
Services like Canada Wide Driver Verifications are inexpensive and ef-fective, particularly during this period of increas-ing fraudulent activity on the part of prospective hires. Enabling employees to access employment documents, for example, increases the risk of tam-pering with CVOR records, driver abstracts, and de-leting records indicating previous criminal activity.
Research shows that resume and application fraud has escalated in response to increasing
competition for jobs. False education levels are up 27%, past employment embellishment 28%, fake professional qualifica-tions 118% and altered ID documents is up over 300%. Overall, 50% of all screenings in 2012 had at least one inaccuracy. Con-ducting the right checks for the position ensures that the right person with the required skills and history is the best “fit” for your company.
For more information contact Michael Damm at [email protected], President, People Tracks Inc. Employment Screening Firm.V
JiMexs inC.
LED Lights Have Revolutionized Our Industry
We offer some of the best work lamps in the
field as they have been carefully selected to per-form well even during our Canadian winters.
Depending on your needs, we offer a wide range of intensity so you can choose exactly what you need for your applica-tion. From 400 to 1800 lu-mens, each work lamps is equipped with high pow-ered LED that comes with a 2 year warranty. The diodes and circuit boards are sealed in epoxy for
better longevity. Each one of the work lamps have a die cast aluminum housing, stain-less steel bracket and an impact resistant poly-carbonate lens for a robust and long lasting light. Our lights are m e r c u r y free and extreme-ly resist-a n t t o dust, dirt, r a i n a n d m o i s t u r e .
They perform perfectly on vibration applica-
tions such as
heavy truck or even ATV’s. They will give you a su-perior light output without
draining the bat-tery and can be connected to 12V, 24V and even 36V depending on
your needs a n d t h e model you choose.
L E D s c a n b e u s e d i n
many ap-p l i c a t i o n s
and with all
the benefits mentioned above there is no reason not to switch to LEDs. The world is advancing towards more solar panels and wind powered prod-ucts making LED products very attractive.
When comparing the LEDs to conventional in-candescent lights the ad-vantages that makes the decision easy is the main-tenance, replacement bulbs and labor costs.
You have surely heard about the 80/20 rule that is used in the business industry well its applic-
able here too. On the old incandescent lights you use 80% energy to produce 20% light compared to 20% energy to produce 80% lighting on the LED tech-nology. This is why today the LED technology is used in homes, schools, street light, Christmas decora-tions, etc.
Can efficient high quality LED work lamps also be affordable? At Jimexs we make this our priority and mission.
For more information visit our wesite at www.jimexs.com.V
GrOTe inDusTries CO.
New Low Power, High Tech Led Beacon Lamps
Grote Industries Co. is an indus-try leader in the
design and manufacture of LED lighting products for the transportation industry. With lighting products available from front of vehicle to the rear, and every applica-tion in between, Grote has the right product for any need in vehicle lighting today. Our extensive port-
folio of LED work lamps and Warning and Haz-ard products round out our offering and provide users the most advanced technology in LED light-ing products available today. Selecting the right product for your appli-cation needs is critical to compliance and the health and safety of you and others around you. The Professional choice is
Grote - for all your vehicle lighting needs.
Grote’s latest addition t o o u r extensive
offering of Warning and Hazard products is the new low dome and high dome, Class I, SAE J845 approved LED beacon lamps.
Available in both 12 VDC and 24 VDC con-figurations, these lamps provide improved visi-bility to oncoming traf-
fic and pedestrians. These lamps are ideally suited for use
in the mining, construc-tion, road maintenance, utility, agriculture, tow-ing and utility segments; these lamps provide the benefits of low power draw LED technology with 360 degree visibility and optimal light output. Eighteen (18) user select-able flash patterns allow a user or fleet to select the most effective pattern for their purposes.
Low dome dimensions: 5 5/16” (H) x 6 7/16” (Diameter)
High dome dimensions: 6 13/16” (H) x 6 7/16” (Diameter)
The complete line of Warning and Hazard products from Grote can be viewed at www.grote.com
Grote the f irst name i n v e h i c l e s a f e t y systems!V
16 January 2013
neW PrODuCTs & serViCes
Simple & Affordable Help for Pre-Trip InspectionsBy Marek krasuski
There is an aphor-ism which says “truly elegant de-
sign incorporates top-notch functionality into a simple, uncluttered form.” This is a nostrum that the Calgary-based distribu-tor, Ron Murphy, has em-braced and applied to the transportation industry. Murphy is the exclusive distributor of a product both simple in design and practical in application.
Enter The Extra Foot!Recently introduced to
the Canadian Market-place at Truxpo 2012, The Extra Foot has attracted attention from fleets and owner--operators alike for its use in performing pre-trip inspections and re-inforcing health and safety procedures. Unique to the industry, its primary func-tion is to safely depress the brake pedal to allow drivers to inspect trucks and trailers for air leaks and lighting malfunction.
This product, similar in basic design to a squee-gee, comprises a handle with adjustable sleeve and a grooved-head, U-shaped
adaptor. Before vehicle inspection, the base of the handle is pressed against the brake pedal. The han-dle is then adjusted to the optimal length to allow the driver to firmly lock the adapter on the other end of the shaft around the steering wheel. It’s a simple solution, Ron Mur-phy says, to
e n -s u r i n g t h a t
a pre-trip inspection is conducted efficiently and safely. “This device frees drivers from the risk of employing an improvised and potentially dangerous method of holding down the brake pedal while checking the vehicle. Drivers no longer have to resort to placing a cinder block on the brake, or gerry-rigging other unsafe procedures.”
An era of heightened safety regulations and the attendant penalties for non compliance calls for additional equipment that reduces risk and Ron Murphy envisions The Extra Foot as another tool
in meeting this objective. “This device, the first of its kind to be offered to the industry, enables drivers to efficiently perform what they are required to do. As an industry the trucking community across Can-ada is commit-ted to the
C C M TA Canadian Road Safety
Strategy 2015 with the vision of making our Can-adian roads the safest in the world. Incorporating devices like The Extra Foot into each company’s safety policies and putting one of these in every truck
in Canada can hopefully achieve this goal.”
Murphy’s convictions are supported by testimon-ials from transportation businesses in the United Kingdom where, since its
introduction there three years ago, The Extra Foot has garnered a groundswell of support. “We use The Extra Foot in all our lorries at Sher-ling Steel. It’s a great job. No more fines for faulty brake lights or air lines,” confirms company repre-sentative Gary Sloan.
Included with The Extra
Foot adaptor is a window scraper and squeegee which, when used on the adjustable handle, easily reach all cab and trailer windows and lights. Con-structed of plastic and aluminum, the device is rated for minus- 40 de-gree C temperatures, is lightweight, and easy to store by affixing to a cab panel or trailer wall when not in use.
Adding to The Extra Foot’s functionality and simple design is yet an-other distinguishing fea-ture: Price! A cost of just $50 includes the adaptor, adjustable handle, squee-gee and scraper – an oper-
ational expense easily absorbed by any owner-operator or fleet intending to include The Extra Foot as part of their health and safety program.
Functional, affordable, and crucial to safety in-spections, The Extra Foot, concludes Ron Murphy, “is another tool for getting the job done better.”
Contact Ron Murphy, exclusive Canadian dis-tributor, for purchasing and product information at: [email protected]. You can reach Ron at Tel: 403-293-7688, Cell: 403-585-9234, Fax, 403-452-9288, or www.theextrafoot.com.V
Load Binder Enhancements
Branchburg, New Jersey - Continu-ing a long history
of taking a proactive ap-proach to product de-velopment, Kinedyne re-cently revised its chain/load binder product offer-ing in an effort to make them fully compliant with newly released indus-
try standards. The Web Sling and Tie-Down As-sociation (WSTDA) - for the first time in its his-tory - recently published a set of recommended standards for load bind-ers. In the spring of 2011, the association released the publication, “WST-DA T-6 Recommended
Standard Specification for Load Binders Used with Chain Tie-Downs,” after a lengthy review of the mat-ter. WSTDA is a technical association dedicated to the development and promotion of voluntary recommended standards. Members of the WSTDA include a wide variety of manufacturers and sup-pliers of synthetic lifting and tie-down products as well as transport chains and load b i n d -ers.
T h e new stan-d a r d w i l l help ensure a minimum level of quality and traceability for all load binders. The changes to Kine-dyne load binders were made in anticipation of action by federal and local enforcement agen-cies to eventually adopt the new standard into existing cargo securement regulations.
All new production of Kinedyne load binders will now offer the following features and benefits:
• Manufactured & tested
per the new WSTDA T-6 Standards for Load Bind-ers.
• Stamped markings on the binder with the Kine-dyne logo, a manufacturer code and reference to the date the binder was manufactured.
• Tags attached to each binder with Warning & Operating Instructions in trilingual (English, French, Spanish) language for-mats.
Kinedyne customers will eventually receive ship-ments of the improved
binders – featuring all new mark-
ing and l a b e l -ing en-
h a n c e -m e n t s
– once cur-rent inventories are
depleted from stock on a part number specific basis.
C u s t o m e r s s h o u l d contact one the com-pany’s Customer Ser-vice centers by tele-phone at 800.848.6057 in the United States or at 800.268.3530 in Canada, or by visiting kinedyne.com for more details on all Kinedyne cargo control products.V
January 2013 17
neW PrODuCTs & serViCes
Continental Dealers Add ContiLifeCycle Retreads
Fort Mill, South Caro-lina - Three com-mercial locations
from the former Tallma-dge Tire dealer group in central New York have entered into a partnership and are selling ContiLife-Cycle retreads produced by G&G Tire, according to Continental Tire the Americas, LLC’s Commer-cial Vehicle Tire Business Unit.
Principals at the in-dependently owned Tall-madge Tire of Bingham-ton, N.Y. Inc., Tallmadge Tire Service of Geneva, N.Y. Inc. and Tallmadge Tire Service of Cortland, N.Y. Inc. said they are distributing ContiTread retreaded truck t ires produced at G&G Tire in Plattsburgh, N.Y., an official licensee of Con-
tinental’s ContiLifeCycle retreading process, as of summer 2012.
Kevin Bruno, owner of G&G Tire, said his plant converted to the Con-tiLifeCycle process in June. G&G now combines their 46 years of experience in retreading with excellent customer service from Continental in order to produce up to 20,000 Con-tiTreads annually.
“The transition has been very smooth,” said Bruno. “Continental offered a dedicated team; it only took a few days to set up the new process and equipment. We definitely have an advantage with Continental and have re-ceived positive feedback as far as mileage, traction and wear on the Conti-Treads we produce.”
Fleets in New York famil-iar with Continental truck tires are now enjoying the same tread designs and performance through ContiTread retread sales at the three Tallmadge locations in central New York.
“We approached G&G Tire to be the manufac-turer of the ContiTreads
on our behalf, and we can now offer these retreads to our customers, along with Continental new truck tires,” explained Rich Da-mianos, Vice President of Tallmadge Tire Service of
Cortland.The three dealers stated
that Continental’s Con-tiLifeCycle products gave them distinct advantages in their market.
“This will set us apart from the other commercial tire dealers in the area, to offer these retreads that emulate our flagship Con-tinental new tire line. I see
this as a great advantage for our future and I’m very confident it will be a benefit to us,” said James Scheffer, General Man-ager at Tallmadge Tire of Binghamton.
As the second oldest General Tire dealer group in the U.S., formed in 1932, the three independ-ent Tallmadge Tire dealer-ships have a long history with Continental products and an extensive base of Continental truck tire cus-tomers, said Pete Ufholz, President of Tallmadge Tire Service of Geneva. This made for an easy transition to selling the ContiTreads, he explained.
“We have a significant base in Continental brand customers, who represent a large share of our com-mercial tire business. They know they have the right product in their new tires, with the ContiTreads, it is easy to show them that we can give them the exact footprint of the tire they have been running – now
as a retread,” said Ufholz. “The response has been great.”
Market acceptance has been excellent and the product spoke for itself, Damianos added. “Our customers see the value in having the ContiLifeCycle products that match with the new tires. They’ve ac-cepted them, tested them and are running them with performance equivalent to the new products, so it’s a great cost savings to them and a success for us,” he said.
“We are very pleased that our customers at these Tallmadge Tire com-mercial dealerships have joined the ContiLifeCycle family,” said Paul Williams, Continental’s Executive Vice President for truck tires, the Americas.V
Kenworth Now Offers Michelin X SmartWay TireEPA SmartWay Verified
Tire Provides Fuel Effi-ciency and Long Tread Life
Kirkland, Washington - Kenworth now offers the new Michelin X(R) Line(TM) Energy D drive tire for Kenworth heavy and medium duty trucks involved in line haul ap-plications.
Designed for outstand-ing traction and wear, the new Michelin X Line Energy D tire breaks the paradigm of a traditional fuel-efficient drive tire in line haul by featuring an aggressive tread pattern that delivers Environment-al Protection Agency (EPA) SmartWay(R) verified fuel efficiency together with long tread life, according to Michelin.
“Kenworth provides the latest fuel-efficient tires to help enhance customers’ fuel economy. Fleets and truck operators may espe-cially benefit when these Michelin tires are paired
with the EPA SmartWay designated, aerodynamic Kenworth T660, T680 and T700,” said Judy McTigue, Kenworth Director of Mar-keting Planning and Re-search.
The Michelin X Line Energy D tire is also avail-able for the Kenworth C500, T270, T370, T440, T470, T800 and W900.
The Michelin X Line Energy D tire delivers fuel economy with wear resistance by utilizing Michelin’s Dual Energy Compound Tread. The top layer of tread rubber is pre-cisely balanced to deliver f u e l
efficiency while exhibiting the needed wear proper-ties to resist tread scrub. The bottom layer of tread rubber maintains cool casing temperatures for low rolling resistance and extended casing life.
Kenworth is offering the tire’s 22.5-inch ver-sion for build in January with the 24.5-inch ver-sion expected to become available later in the first quarter of 2013.
This past summer, Ken-
worth began offering the Michelin X(R) Multi(TM) Energy D drive tire, which is designed for optimized traction and tread life in regional and super-regional applications. The EPA SmartWay designated
drive tire is available for the T440, T470, T660, T680, T700, T800 and W900.
For more information, contact your Kenworth dealer or visi t www.michelintruck.com.V
Pressure sysTeMs inTernaTiOnal (P.s.i.)
Complete Tire Digest Volume VI Now Available
San Antonio, Texas - Pressure Sys-tems International
(P.S.I.) is now offering a full set of Volume VI (Jan-Nov/Dec 2012) Com-mercial Fleet Tire Digest issues, as a printed spiral bound book. The Com-mercial Fleet Tire Digest (www.psitiredigest.com) is an authoritative guide to reducing tire expendi-tures, launched in 2007 and published eleven times a year. It’s become a must-have newsletter for those interested in the
best practices required to maintain a successful tire program. Today, the Com-mercial Fleet Tire Digest is distributed electronic-ally each month to more than eighteen hundred individuals.
In each issue Al Cohn, Director of New Market Development and Engin-eering Support for P.S.I. discusses a subject of particular interest to fleet operators and others con-cerned with tire safety, wear and cost as well as how to enhance fuel econ-
omy through tire technol-ogy and use. The printed books are an excellent way to have this valuable information ready to be included in your library or passed on to drivers, tech-nicians and anyone else responsible for getting the most from tires, which are typically the highest cost item for commercial vehicle operators.
Volume VI books can be ordered and past issues of the Commercial Fleet Tire Digest can be viewed and downloaded at http://
www.psitiredigest.com/archive. As a green-initia-tive company, P.S.I. will limit the number of spiral bound books to the cur-rent volume (2012) only. For those wishing to print their own past volumes (Years 2007-2011), covers are also included on the archive page.
If you wish to be added to the free monthly e-mail distribution of future issues, please complete the subscription form at www.psitiredigest.com/subscribe.html.V
18 January 2013
Tires & Wheels
esCO
Zafety Lug Lock Secures Lug Nuts
ES C O h a s a n -n o u n c e d t h e introduct ion of
the new Zafety Lug Lock. The Zafety Lug Lock, “The Safety Belt for Truck Wheel Nuts”, secures truck lug nuts to each other after they have been properly torqued, eliminating the chance for nuts to loosen under normal operating condi-tions which can result in possible dangerous
wheel offs.Zafety Lug Locks are
easy to install/remove simply fitting over two
adjacent nuts on the truck wheel/rim. Zaf-ety Lug Locks have been field tested under the
most r igorous condi-tions. Made from design engineered plastic, Zaf-ety Lug Locks are able to withstand extreme plus and minus temperatures -40F to +302 degrees F. Lug Locks are available in both standard and high temperature units. Zafety Lug Locks are in-expensive, reusable, and recyclable.
For more information visit www.esco.net.V
MiChelin
Oliver Rubber Celebrates 100th Anniversary
Oliver Rubber, a leading provider of products and
services in the tire re-treading industry, is com-memorating its centen-nial anniversary and its history of innovation and excellence. Founded in 1912 in Oakland, Califor-nia, by engineer Marion F. Oliver, the company was one of the first to retread tires with pre-cure rub-ber, organic accelerators, synthetic rubber and car-bon black. For 100 years, Oliver has significantly contributed to the de-velopment of pre-cure and mold cure retreading.
O l iver Rubber i s a wholly-owned subsidiary of Michelin North Amer-ica, which acquired the company in 2007.
“Oliver Rubber’s ori-
ginal goal was to pro-vide its customers with quality tread rubber and value,” said Vic Koelsch, Chief Operating Officer for Michelin Americas Truck Tires. “Now, 100 year later, Oliver continues to execute the strategy that has made it successful from day one and we are proud that the company is part of the Michelin family.”
Oliver meets the specific needs of both retreaders and commercial end users by offering a wide variety of pre-cure and mold cure tread rubber. Its broad product line of rubber compounds and tread patterns includes high-way/rib, traction/lug, wide base, light truck, specialty, and ultra-low profile wide base, helping
to cover virtually all on-road and off-road applica-tions. Additionally, Oliver provides tire repairs and performance consulting,
emergency road service, and national account and warranty programs.
Oliver’s innovations in-clude pre-cure technology
patents in the 1960s, and new production facili-ties and state-of-the-art presses in the 1970s. By 1990, more than 20 pat-
ents had been awarded to Oliver for its development of pre-cure retreading equipment, compounds and tread designs.V
Three Goodyear Truck Tire Retread Products Earn SmartWay Verification
Akron, Ohio - The recent U.S. En-v i r o n m e n t a l
Protection Agency (EPA) SmartWay verification of three Goodyear truck tire retreads – the G316 AT Fuel Max, the G572 LHD Fuel Max and the G305 ATS Fuel Max – is another example of The Goodyear Tire & Rubber Company’s ongoing commitment to fuel efficiency.
The EPA established low rolling resistance require-ments for retreaded truck tires this year. Verified low rolling resistance retreaded tires must help reduce truck fuel consumption by at least 3%, according to the EPA.
“Use of Goodyear ’s SmartWay-verified G316 AT Fuel Max, G572 LHD Fuel Max and G305 ATS Fuel Max retreaded tires will provide multiple bene-fits to fleets and owner-operators,” said Brian Buckham, Brand Manager,
Line Haul and Mixed Ser-vice, Goodyear Commer-cial Tire Systems. (Current-ly, nine Goodyear brand new truck tires, as well as three Dunlop brand new truck tires, have received SmartWay verification.)
“Our SmartWay-verified retread products will help fleets and owner-operators comply with California Air Resources Board regula-tions,” he said. “This is important for any fleet or owner-operator that runs trucks in California.
“In addition, the energy-efficient compounds found in these high-technology products will help all fleets – regardless of where they operate – reduce their fuel intake. The G316 AT Fuel Max, G572 LHD Fuel Max and the G305 ATS Fuel Max are great all-around prod-ucts that offer a wide range of performance benefits beyond their outstanding fuel efficiency.”
The G316 AT Fuel Max
retread’s features include a cool-running compound designed to help deliver low rolling resistance; two wide circumferen-tial grooves and lateral grooves to help deliver all-season performance on wet, snowy or dry roads
and a solid shoulder rib to help minimize shoulder wear for many miles to removal, and more.
The G316 AT Fuel Max is available as a precure re-tread in eight-, 8.5-, 8.75-, and nine-inch tread widths.
It also is available as a Goodyear UniCircle prod-uct in the following sizes – 295/75R22.5, 11R22.5 and 285/75R24.5 – in both 8.5- and nine-inch widths.
Features of the G572 LHD Fuel Max include fuel-saving compounds to help promote energy efficiency and deep 26/32-inch tread depth for enhanced wear-able rubber to help pro-mote more miles to remov-al. Goodyear’s Tredlock Technology, which con-tains interlocking micro-grooves that help stabilize the tread for long wear and enhanced toughness; circumferential and lateral grooves to help provide all-season traction and an extra-wide tread that helps provide enhanced handling.
The G572 LHD Fuel Max is available as a precure product in 8.5-, 8.875-, and 9.25-inch tread widths, (UniCircle fitments also will be available soon).
In addition to an en-hanced fuel-efficient com-pound, the G305 ATS Fuel Max boasts the follow-ing features; a staggered tread block design to help promote energy efficiency; a closed-shoulder design to help promote uniform wear throughout the re-tread’s life; large, stable blocks to help enhance fuel efficiency and even wear; and circumferential and lateral grooves to help deliver all-season traction.
The G305 ATS Fuel Max is available as a precure retread in 8.5-, 8.75-, and nine-inch tread widths. (UniCircle fitments also will be available soon).
The G316 AT Fuel Max, the G572 LHD Fuel Max and the G305 ATS Fuel Max are part of Goodyear’s complete line of fuel-effi-cient new truck tires and retreads, many of which feature the company’s Fuel Max Technology.
Fuel Max tires feature
cool-running compounds and constructions that help improve miles per gallon for optimized fuel savings, according to Buckham.
“The fuel-efficient proper-ties of our Fuel Max tires help fleets and owner-operators optimize their fuel investment,” he ex-plained. “Our retread prod-ucts are designed and built to deliver great benefits,” said Buckham. “The G316 AT Fuel Max, the G572 LHD Fuel Max and G305 ATS Fuel Max are prime examples of this.”
Moving forward, he said that Goodyear plans to submit more truck tire re-treads for SmartWay veri-fication, calling SmartWay compliance “an important part of our long-term strat-egy and an example of our ceaseless focus on helping our customers lower their total cost of operation.”
For more information, go to www.goodyeartruck-tires.com.V
G572 lhD Fuel Max Tire
January 2013 19
Tires & Wheels
les sysTèMes De susPensiOn
Qu’est-Ce Qu’on Offre?Par Marek krasuski
Les emplois multiples de camions et de remorques exigent
un une grande variété de conceptions, et les manu-facturiers de suspensions savent bien qu’il faut adapt-er la conception au type et à l’emploi du véhicule. Et même quand on prend ceci en considération, dans un nouvel atmosphèrs de contrôle règlementaire, il y a souvent de nouveaux règlements qui exigent d’autres innovations. En 2011, la mise en ouevre des lois SPIF – Safe, Productive, Infrastructure Friendly- est un bon exemple dans l’Ontario. Depuis le 1er juillet 2011 toutes les roues attachées aux remorques approuvées par les lois SPIF doivent toucher la surface de la route pour distribuer le poids de la charge de façon égale afin d’épargner l’infrastructure des routes de l’Ontario des dommages causées par la concentra-tion de poids excessif. En plus, toutes les remorques conformes aux règlements SPIF doivent être équipées de roues dirigées par la remorque elle-même, ce qui, selon beaucoup, aid-era à éliminer le problème du déchirement des pneus aux angles de la route. Le s règlements exigent aussi que tous les camions soi-ent pesés, chargés et sans charge à des intervalles différentes,avec chaque essieu calibré selon les nouvelles normes.
La procédure de con-formité pour chaque véhicule exigeait de nom-breux réglages parce que les camions et les re-morques commerciaux ont dù subir de multiples tests pour assurer que les char-ges soient bien distribuées entre les porteurs tandem et les essieux auto-dirigés. Les opéra-teurs aussi d e v a i e n t
comprendre quels règle-ments s ’appl iquaient à leurs véhicules spéci-fiques. Même les camions à gravier sont sujets à des règlememts différents dépendant de leur empat-tément, de leur application et d’autres facteurs. En fait, même des variations mineures d’applications de véhicule pouvaient changer les préconditions quali-fiantes, les programmes et les normes auxquels les véhicules devaient se con-former. Par exemple, pas tous les camions à quatre essieux étaient sujets aux mêmes règlements. Un camion à trois essieux avec un essieux auxiliaire avait besoin d’un poids d’essieu d’avant- comme pourcentage du total de poids brut- ce qui est dif-férent d’un camion à quatre essieux équipé d’un tri-essieux autodirigeant.
Tout ceci à part, il y a de nombreux manufacturiers de suspensions de haute qualité dont les produits remplissent les besoins du marché mondial des poids lourds commerciaux. La stabilité, le comfort, le tra-jet amélioré et l’entretien réduit sont des avantages dont une compagnies fait la publicité pour s’assurer sa part du marché. Hen-drickson, un manufacturier mondial, fournit un nombre important de suspensions pour des applications en route, aussi bien que des applications vocationnelles et pour des marchés spé-cialistes. Sa gamme de pro-duits inclue les systèmes Integrated Monoleaf Sus-pension and Steer Axle, des conceptions qui utilisent les traits des suspensions mécaniques traditionnelles tout en réduisant le poids par jusqu’à 95 livres. Ce système d’essieu offre un
trajet lisse grâce à une conception de r e s - s o r t
amélioré et des amortis-seurs de haute qualité. Des bagues en caoutchouc solides n’ont pas besoin de lubrifiant et aident à réduire l’entretien et le bruit.
Un autre produit d’en route de Hendrickson est la série HAS de suspen-sions à air arrière à un seul essieu. Conçues en vue d’un comfort maximal, des ressorts volumineux et des amortisseurs de haute qua-lité, ceux-ci sont réputés de fournir un trajet plus lisse et une protection contre les effets du choc de route sur le chassis, l équipement, les conducteurs et le pas-sagers. La qualité du trajet est aussi renforcée par des ressots à air qui se réglent selon les conditions de la charge. Toute la gamme des produits Hendrickson se trouve sur son web-site, www.hendrickson-intl.com.
Le Ridewell Corpora-tion fabriqué des systèmes mécaniques de sus-pensions à air et à caoutchouc depuis 1967 et il continue à maintenir une présence considér-able dans le marché à poids lourds des véhicules des classes 6, 7 et 8. Cette année, Ridewell a élargi sa série de suspensions à air pour remorques. On peut placer une commande pour des suspensions à montage accouplé conçues pour
les es-
sieux de marque Ridewell et les disques de frein à air Wabco PAN 22. En plus, une nouvelle suspension à air pour remorque est maintenant sur le marché qui s’utilise avec des es-sieux à voie étroite.
Les systèmes de suspen-sion de la compagnie vont des modèles du poids léger d’une capacité de 8.000 livres, au poids lourds d’une capacité de 30.000 livres, avec une hauteur de 5,5 po à 22,4 po. Ridewell maintient sa réputation
d’innovateur extraordinaire avec des développements de produits tel le lancement d’un système de direction forcée contrôllée hydraul-iquement qui contrôle par télécommande jusqu’à trois essieux par moyen d’un manche à balai ergonom-ique qu’on tient à la main pour faciliter l’entrée et la sortie des espaces étroit-es. Les suspensions pour camion vont d’une capacité d’8K à 22,5K et les deux modèles sont conformes aux règlements SPIF. La compagnie dit que le sys-tème RD-2025 conçu pour les essieux de camion est le sys-tème de suspension le plus solide de l’industrie entière. On peut trouver de plus amples informations sur le siteweb de la com-pagnie, www.ridewellcorp.com.
Cette année, Meritor a ajouté deux nouvelles
suspensions à sa ligne de suspensions à monter en bas. Le MTA25 avec une capacité de 25,000 livres et le MTA30 avec une capacité de 30,000 livres complètent la gamme dont le MTA23 était la première. Con-çues pour des applications variées tel les citernes, les tombereaux et les camions à bois, ces nouvelles sus-pensions sont légères, solides et, selon la com-pagnie, « sont une bonne fondation pour un lien sûr et solide. C’est un protège-essieu dont le brevet est e n c o u r s
d’homologation » Comme le MTA23, les additions récentes sont disponibles avec la nouvelle trousse d’élévation facultative de Meritor qui peut élever une sélection d’essieux afin de prolonger la vie des pneus. Meritor s’engage aussi à refabriquer des compos-ants. Récemment, il a in-vesti plus de $12 millions dans l’amélioration et les opérations
partout dans le monde. Le président directeur général de Meritor, Chip McClure a noté « Il est difficile de ne pas voir le potentiel augmenté que la refabri-cation possède pour les fournisseurs de véhicules commerciaux. » il a dit à une conférence récente. Regardez le website de
la compagnie www.meritor.com pour de
plus amples infor-mations.
Un autre four-nisseur pour le marché
mondial est SAF Hol-land qui se spécialise en systèmes d’accouplage, d’élévation et de sus-pension pour camions, autobus, tracteurs et re-morques. La compagnie dit que sa série ADZ dépasse les conceptions de ses modèles précédents. Une meilleure stabilité et man-iement sont fournis par un Integral Lower Module et la stabilisation du roulement a augmenté de 27 pour cent. La série ADZ dépasse les modèles précédents de 54 pourcent. Un poids installé plus léger de 250 livres par essieu promet une charge
augmentée et une effi-cacité d’opération
accrue. Au
moins une douzaine des systèmes de suspension avec essieux des freins à air ou à tambour complé-tent la série Fusion pour toutes les applications de remorque. Beaucoup des applications sont connues pour leur conception solide leur force et leur capacité pour les tâches difficiles. La ligne entière de produits se trouve sur le website de
la compagnie ww1.safholland.ca.
Watson & Chalin Suspension Sys-t e m s e s t u n e compagnie située
aux États Uni qui a gegné une présence croissante dans le marché international. La ligne de suspensiou pour camions de la compagnie inclue l’élévation dirigée des camions avec des capacités de 8,000 livres à 25,000 livres pour la suspension essieu autodrigible et le système d’élévation. Les suspensions d’essieu à air ont des capacités qui vont de 17,000 à 30,000 livres. La compagnie fournit aussi des suspensions méca-niques et à air pour re-morques.
La série mécanique Spring Beam de Watson a des modèles qui ont une capacité de 120,000 livres. Il y a cinq catégories dif-férentes de produits qui complètent la gamme des suspensions de remorque. Pour de plus amples ren-seignements, veuillez con-sulter le website wwwwat-sonsuspensions.com
Malgré le confort et la fa-cilité de maniement que ces avances technologiques nous offre, il y a ceux qui ne les apprécient pas. Cer-tains représentants disent que les conducteurs ont peur de ne plus sentir la route à cause des systèmes trop sophistiqueés « Con-duire un camion de nos jours ressemble à piloter un avion. Il y a trop d’air » a remarqué un observa-teur de l’industrie. En tout cas, les conceptions de ces systèmes avancés rendra le progrès actuel.rien qu’une note en bas de la page à l’avenir.Vhendrickson airTech
istre des Transports, de l’Infrastructure et des Col-lectivités et ministre de l’Agence de développe-ment économique du Can-ada pour les régions du Québec, M. Sylvain Gau-dreault , ministre des Transports du Québec et ministre des Affaires municipales, des Régions et de l’Occupation du ter-ritoire, Mme Marie Malav-oy, ministre responsable de la région de la Mon-térégie, et M. Denis Léo-nard, directeur général de Nouvelle Autoroute 30, s.e.n.c. (NA-30), ont in-auguré la partie Ouest de l’autoroute 30 réalisée en partenariat public-privé. Fort attendu, ce tronçon de 42 km constitue le point final de ce grand projet routier. Cette nou-velle infrastructure vient relier les autoroutes 20 et 40, à Vaudreuil-Dorion, à l’autoroute 30 actuelle, à Châteauguay. Depuis le 15 décembre, elle per-met aux usagers de la route de circuler en con-
tinu sur l’autoroute 30 de Vaudreuil-Dorion à Sorel-Tracy.
La partie Ouest com-prend de nombreux ouvrages importants, dont le tunnel passant sous le canal de Soulanges, le pont Serge-Marcil en-jambant le fleuve Saint-Laurent ainsi que le pont au-dessus du canal de Beauharnois. De plus, la rive nord du pont Serge-Marcil est munie d’un système de péage, y com-pris un péage électronique pour les détenteurs de transpondeur (vignette) et des points de percep-tion avec arrêt pour les usagers ne détenant pas de transpondeur.
L e p a r a c h è v e m e n t de la partie Ouest de l’autoroute 30, dont les travaux ont débuté au printemps 2009, a été réal-isé en respectant le coût et l’échéancier établi. Le coût du projet s’élève à 1,5 milliard de dollars (en dollars de 2008). Cela inclut le financement, la conception et la con-struction, de même que l’entretien et l’exploitation
de l’autoroute 30 de Vau-dreuil-Dorion au boule-vard Matte, à Brossard, pour les 30 prochaines années.
« Le gouvernement du Canada est fier d’avoir investi 704,5 millions de dollars pour le parachève-ment de la partie Ouest de l’autoroute 30, a déclaré le ministre des Transports, de l’Infrastructure et des Collectivités, l’honorable Denis Lebel. Ce nouveau corridor réduira la conges-tion à Montréal même et dans les environs, favoris-era l’accès aux marchés de l’Ontario, des Mari-times et des États-Unis, en plus d’être un atout de taille pour la croissance économique autant de la Montérégie, de Montréal et de l’ensemble du Qué-bec. »
« C ’es t avec beau-coup de fierté que nous procédons aujourd’hui à l’inauguration du dernier tronçon de l’autoroute 30. Cet axe routier est d’une importance incontestable pour les citoyens de la région, mais aussi pour l’ensemble de la grande
région métropolitaine. En plus d’offrir un iti-néraire facultatif à tous les usagers, cette nouvelle infrastructure routière per-mettra l’intégration des autoroutes actuelles au sein d’un réseau auto-routier plus performant que jamais », a déclaré le ministre des Transports du Québec, M. Sylvain Gaud-reault.
« Aujourd’hui, nous pouvons dire mission ac-complie! Dans les délais prévus, soit en 4 ans et 3 mois, Nouvelle Auto-route 30 s.e.n.c., propriété d’Acciona et d’ACS infra-structures aujourd’hui appelée A30 Express, a conçu et construit 42 km d’autoroute ainsi que 30 ponts, dont 2 majeurs. Cette grande réalisation a été possible grâce à la contribution exception-nelle de gestionnaires et de travailleurs, ainsi que de gens passionnés et dé-terminés. Pour les 30 pro-chaines années, A30 Ex-press aura la responsabili-té d’exploiter, d’entretenir et de réhabiliter plus de 73 km de l’autoroute 30.
Un nouveau défi que nous relèverons avec brio », a affirmé le directeur général de NA-30 et directeur de projet du parachèvement en PPP de l’autoroute 30, M. Denis Léonard.
« L’autoroute 30 est davantage qu’une voie de contournement; elle est un véritable levier économique pour la Mon-térégie. Elle vient amé-liorer de façon notable l’accessibilité à cette ré-gion permettant ainsi la venue d’investissements importants au cours des prochaines années », a souligné la ministre re-sponsable de la région de la Montérégie, Mme Marie Malavoy.
Rappelons que le projet de parachèvement de l’autoroute 30 comprena-it aussi la construction de la partie Est, entre Saint-Constant et Can-diac (ouvert en novem-bre 2010), et le tronçon Jean-Leman (ouvert en novembre 2011). Ces tra-vaux ont été effectués en mode traditionnel par le ministère des Transports du Québec.
Pour joindre A30 Express : www.a30express.com ou 514.782.0800.V
istre des Transports, de l’Infrastructure et des Col-lectivités et ministre de l’Agence de développe-ment économique du Can-ada pour les régions du Québec, le ministre des Transports et ministre des Affaires municipales, des Régions et de l’Occupation du territoire, monsieur Sylvain Gaudreault, et le ministre de la Sécurité publique et ministre re-sponsable de la région de l’Outaouais, monsieur Stéphane Bergeron, ont procédé à l’inauguration d’un tronçon de l’autoroute 50 situé entre la ville de Thurso et la municipalité
de Notre-Dame-de-Bon-secours (Montebello), en Outaouais.
Le tronçon comprend quatre ponts d’étagement (montée du Gore, montée Saint-François, montée Saint-Charles et chemin Saint-Hyacinthe), deux ponts (un au-dessus de la rivière de la Petite-Nation et un au-dessus du ruis-seau de la Loutre) ainsi que deux échangeurs (montée Papineau et route 321).
« Le gouvernement du Canada est fier d’avoir investi dans le parachève-ment de l’autoroute 50 », a dit le ministre Lebel. « Cette nouvelle auto-route facilitera le déplace-ment des résidents de
l’Outaouais vers Montréal et contribuera à la compé-titivité de l’économie de la région. »
Le coût des travaux de construction de ce tronçon de 24 kilomètres s’élève à 270 millions de dollars, dont 38 millions de dol-lars qui proviennent du gouvernement du Canada en vertu du Fonds cana-dien sur l’infrastructure stratégique (FCIS), et 232 millions de dollars du gou-vernement du Québec.
« Ce projet, qui fait partie de l’actualité depuis plus d’une décennie, est main-tenant devenu une réa-lité avec l’ouverture de ce dernier tronçon qui marque, par le fait même, l’ouverture du lien comp-
let reliant définitivement la région de l’Outaouais et la grande région de Montréal. Le prolonge-ment de l’autoroute 50 est au cœur des projets de développement économ-ique de l’Outaouais. Il favorisera de façon déter-minante l’essor industriel et touristique de la ré-gion, en plus d’améliorer la sécurité des usagers de la route », a mentionné le ministre Gaudreault.
« Il est indéniable que ce projet constitue l’un de nos plus beaux ac-tifs régionaux en matière de transport. C’est pour-quoi je vous dirai en ter-minant qu’aujourd’hui est un grand jour pour l’Outaouais et les Lauren-
tides », a conclu le ministre Bergeron.
L a c é r é m o n i e d’aujourd’hui souligne également la fin de tous les travaux de prolonge-ment de l’autoroute 50 qui avaient été amorcés en 2000. Ce projet, réal-isé au coût total de 800 millions de dollars, con-
sistait en la construction d’une chaussée à deux voies d’une longueur de 90 kilomètres, reliant l’Outaouais (Gatineau, secteur Masson-Angers) aux Laurentides (Lachute). Par extension, ce projet permet aussi de relier l’Outaouais à la grande région de Montréal.V
January 2013 21
seCTiOn Française
albErTa
BRooKsNAPA Auto PArts
Box 1276, Brooks, AB T1R 1C1Tel: 403.501.5551Fax: 403.501.5665
The Products & services directory is your direct route to professional companies serving your local trucking market across Canada.include your company in the directory by contacting Barb Woodward by phone at 877.225.2232, fax at 613.476.5959
or email at [email protected]. Visit us online at www.woodwardpublishing.com.
The transport indus-try is still a male-dominated sector
despite the shortage of drivers and calls for in-creased equality. However, in different parts of the world there are crusaders who are working to bring about change, and Ellen Voie is one of them. Her organization, Women in Trucking, with the sup-port of Volvo Trucks, has helped to ensure that there are more female truck drivers in the United States than in many other coun-tries.
About one per cent of truck drivers in Europe are women. This is a very small number but no fewer than in many other parts of the world. At the same time the transport industry is crying out for more driv-ers. In the U.S., the situa-tion is somewhat better as women account for more than five per cent of the country’s 3.2 million truck drivers. In the U.S. the
organization, Women in Trucking, has been work-ing for a number of years to change attitudes and norms in the industry.
Ellen Voie, the founder and president of the or-ganization, says that the U.S.’s current driver short-age would be addressed by doubling the number of female truck drivers to just over 10 per cent.
For this reason, Women in Trucking has, for ex-ample, put together a re-cruitment guide with tips on the ways haulage com-panies can attract more women to join them.
Ellen Voie started Women in Trucking in 2007 after working as a recruiter for one of the U.S.’s largest transport companies and discovering that very few women even considered working in the industry - as drivers or in other areas. Haulage companies had not fully recognized that women could be a solu-tion to both the shortage
of drivers and poor profit-ability. Women in Trucking was faced with a difficult challenge but has now suc-ceeded in bringing about a positive change in the U.S. As things stand, the organisation has around 2,000 members and three employees, all of whom are working actively on dispatching information to schools, government agencies, politicians, haul-age companies and other transport companies.
In the U.S. it is not un-common to find driving teams in which a mar-ried couple, father and daughter or boyfriend and girlfriend undertake long-distance transport assign-ments together. These teams live in their trucks, which are frequently ex-tended trailers, otherwise known as “sleepers”, with a kitchen, bathroom and berths for two people. El-len Voie believes that this culture could be one of the reasons why more women
drive trucks in the U.S. compared with Europe.
Volvo Trucks is a mem-ber of Women in Trucking and is actively supporting the organization’s work, including sponsorship of the organization’s Salute to Women Behind the Wheel. It is an annual event celebrating female professional truck driv-ers, many of whom have driven more than a million accident-free miles.
In Europe, there are organizations similar to Women in Trucking in countries such as the UK, France and Sweden. In the largest EU project to date, the haulage indus-try in Sweden conducted the “Drivers on the road” project. It was designed to increase the number of young people, immigrants and women in the industry and was so successful that several of the networks that were created within the framework of the pro-ject are still active.
Brigitta Paas is Vice Chairman of the ETF’s (European Transport Fed-eration) women’s commit-tee and every day she deals with the question of bring-ing more women into the industry. The ETF’s plan of action for 2009-2013 states that all the member organ-izations must implement the necessary measures before 2013 in order to increase the recruitment of women in the transport industry. However, the work is going slowly and laboriously, even if the pro-jects are successful and the aims are ambitious.
Since 1999, Volvo Trucks in Sweden has been or-ganizing what are known as Ladies’ Days. The aim here is to arouse the inter-est of women in driving as a profession by telling them about the industry, organizing meetings with female drivers and giving them the opportunity to drive Volvo’s trucks. So far, Ladies’ Day has been a success and has attracted more than 100 participants on each occasion.
For more information visit our website www.W o m e n I n T r u c k i n g .org.V
Have you ever been walking in a park-ing lot, driving
down the road, or just passing by somewhere and said, “Wow, that car is awe-some?” Since I started writ-ing this monthly article I have found I am doing that a lot. I just can’t let it go. I have to meet the owner or leave my business card, or I have to sit there and wait for the driver to come back. This month’s featured car was just like that. I was at the Rossmore Cruise night for the first time and could barely wait for
t h e lady who was driving it to get parked. I needed to know everything about this car. It was more t h a n
awesome because it re-minded me of a movie about 101 puppies.
Meet Marlena.Yes sir, that’s the name of this beautiful 1928 Mercedes-Benz SSK Replica. Laura Struthers was looking for a way to spend some inherit-ance money she received from her dad’s estate. He had told her to buy herself a nice little car. She wanted something to help carry his memories - and there were a lot of them. Laura’s husband, Burton, sent a text which read, “stop by Steven’s Auto Sales.”
Laura w a s c u r i -o u s
enough to check out the mystery that ear-ly sum-mer day in 2006. She spot-ted the car immed i -ately, took it for a test drive, and advised the salesperson
to consider it sold after her husband checked i t o u t .
When Laura arrived home Burton asked if she had seen his new car. “Your car? Well, I just bought it,” she replied.
This little cream white fibreglass bodied beauty sits in their Bloomfield garage lovingly covered with a fitted blanket and sporting Laura’s vanity plate, “Cruella D,” signi-fying her maiden name. The car was built in Point Anne, just east of Belleville, Ontario, by Ken Swallow. It was only driven to Toronto once from the date it was
originally purchased. The odemeter read 638 miles.
The frame is a tube frame with a Ford Mus-tang front clip with a 9” rear and sports a 2.6 V6 Ford Mustang 3 speed motor. The re-movable “one piece” burgundy top was re-fitted at a cost of $180/meter for the material imported from Germany. It took six months to complete. The in-
terior matches the top and features a solid mahogany steering wheel, dash board and glove box with brass hinges.
This car even comes with puppies - some stuffed, and two other live canines, Bentley and Rollie. Bentley believes the car is his and will run alongside the mov-ing vehicle, hoping to get his ride in the passenger seat. The stuffed animals ride in the back during spe-cial shows or cruise nights. Children love to cautiously peer over the side for a better view. The only real work that has been done to this
car since Laura pur-chased it was to
i n -
stall new 15” white wal ls , new d isc brakes and a water pump. It receives “ rave” rev iews, awards, and often h a s b e e n r e -quested to chauf-feur at weddings and graduations. L a ura ’s g ra n d-daughter calls it the “Princess Car”. Laura says she abso-lutely loves to drive it and even has had thumbs-up acknow-ledgements f rom motorcycle riders!
A company in North Dakota was given the rights to reproduce 500 replica kits, but only 20 were ever built to the specifications of the ori-ginal car’s appearance. The SSK was the last car de-signed for Mercedes-Benz by one engineer before he left to found his own com-pany. The SSK was based on the earlier S-series but the chassis was shortened by 19” to make the car lighter and more agile for racing, especially for short runs and hill climbs. The Mercedes-Benz SSK was a 2 door roadster built in Bermen, Germany be-tween 1928 and 1932. The SSK stands for Super Sport Kurz, German for Super Sport Short, indicat-i n g t h e short-ened
wheelbase.Fitted with a super-
charged single overhead camshaft 7-litre straight 6 engine, and producing 200-300 HP and over 500 lb torque, the SSK had a top speed of up to 120 mph, making it the fastest car of its day. The SSK was driven to victory in numerous races, including 500 miles through Argentina in the Cordoba Grand Prix, then on to the Irish Grand Prix, the German Grand Prix and the Mille Miglia.
Fewer than 40 SSKs were built during its produc-tion span, of which about
half were sold as Rennwagen racing
cars. Many were crashed while ra-
cing and cannibal-ized for parts. As a
result there are now
almost 1 0 0 r e p -
l i c a s using
d o -
nated parts from original vehicles. Only four or five entirely original models remain, and their scarcity and rich heritage make them among the most sought after cars in the world. A 1929 streamlined model “Count Trossi” bod-ied version, owned and restored by Ralph Lauren, has won best show at both the Pebble Beach Concours d’Elegance and Concorso D’Elegance Villa d’Este. In September of 2004 it was auctioned off for $7.4 mil-lion U.S.
The S/SSK line was one of the contenders chosen by a panel of journalists for the Car of the Century Award in 1999.
Be sure to check out a future article on Burton Struthers, Laura’s husband, and his ’55 Chev BelAir, coming in the March issue of this magazine.
Look forward to a new year of vintage cars and trucks. If you ever see one, or own one that you would like to be featured, drop me a line at [email protected], or check out our facebook fan page, “A Drive Back in Time”, where you can view addi-tional photos and previous articles.
We would like to wish all of our readers a very Merry Christmas and a Safe & Happy New Year!V
Here We Go Again with the Benefits of Whole FoodsBy BrenDa riCker
No matter how busy you are or how long your
to-do list is, you can still keep yourself in tip top shape. The secret? There is no secret, only good choices!
Keep your heart happy by replacing white rice with brown. Enjoying
three or more servings of whole grains daily can lower your risk of heart disease and stroke by up to 36%. Every time you choose a whole grain instead of a refined one, you get an extra dose of fiber and antioxidants that work together to lower blood pressure and eliminate cholesterol
from the cardiovascular system.
Baby your lungs with broccoli sprouts. Re-search reveals that as your intake of these greens increases, your risk of lung disease plun-ges. Turns out they are nature’s richest source of sulforaphane, an anti-oxidant that reduces in-
flammation in the lungs.Keep joints pain free
with oranges, kiwi and grapefruit. A small dose of vitamin C in the form of food cuts arthritis risk by 100%, plus it slows this disease’s progression. Vitamin C mops up free radicals before they can damage the joints. It also stimulates the enzymes
that build healthy new joint cartilage. Simply eating an orange a day can help keep your body ache-free for life!
The food that prevents urinary tract infections, colds and more is sweet potatoes! Eat three or more cups weekly, and you’ l l get more than 60,000 mcg of immunity-
boosting beta-carotene – enough to cut your risk of infections by 33%.
Real whole food is the answer to good health, not prepared nutrient dead food.
Merry Christmas and Happy New Year to one and all!
After answering the question, “Where can I stop for fuel?”
Pilot Flying J has developed a new answer to another important question drivers on the road ask on a long drive: “Where can I get a good meal?”
In another enhancement to its already wide menu of
food options, Pilot Flying J is getting customers off to a “sunny head start” on the road with a new breakfast bar featuring home-style choices such as biscuits and sausage gravy and southwest egg scramble.
A new hot soup bar is serving offerings such as chicken noodle soup and
chili to satisfy customers’ growing need for whole-some choices on the road.
“Our hot breakfast and soup bars offer a selection of delicious, hearty meals,” said Jimmy Haslam, Chair-man for Pilot Flying J.
Drivers can get a sunny head start by stopping by the Pilot Flying J break-
fast bar, available from 6-10 a.m. daily. The break-fast bar features steel-cut whole grain oatmeal; cheesy hash brown casser-ole with sausage; a hearty southwest egg scramble; cinnamon apples; biscuits and gravy featuring freshly cooked ground sausage; and breakfast pizza.
The hot soup bar is avail-able from 10 a.m.-10 p.m. daily and serves up chicken noodle soup with fresh herbs; hearty, zesty beef and bean chili; loaded po-tato soup; broccoli cheese soup; and velvety macaroni and cheese.
“Our breakfast and soup bars deliver mouth-
watering, gratifying hot meals - with the quality and convenience customers ex-pect from us,” Haslam said.
For more information about Pilot Flying J or to find a nearby location, visit www.pilotflyingj.com or download the Pi-lot Flying J app to your smartphone.V
suDBury TMTa
TMTA Holds Fourth Annual Trade ExpoBy Marek krasuski
The Sudbury Chapter of the Transporta-tion Maintenance
& Technology Association (TMTA) held its 4th annual Trade Expo at the How-ard Johnson Plaza Hotel on December 13, 2012. Thirty four vendors repre-senting sectors across the transportation spectrum displayed products and company information to about 100 visitors. Edu-cational institutes, lubri-cation specialists, truck builders, suppliers, lift manufacturers, financial lenders, and specialists of various kinds filled the vendor roster. Vendors included: All North Truck, Ancra Canada, All Tool Canada, Alvan, Cambrian College, Cambrian Truck, College Boreal, CPL, Cum-mins, C.I.P. (Kleen Oil), C.F.T.S., Del Equipment, Donaldson, Drive Products, Gin-Cor, Grote Industries, Haldex, Kenworth Sud-
bury, Lubecore, Money In Motion, Meritor, Nickel City INTL., Nickel City Ent., Ontario Trucking News, Ontario Youth Apprentice-ship, Peterbilt Ontario, Royal Tire, Specialty Sales, Tracks & Wheels, Total Personal Solutions, Truck Lite, Wajax Power Systems, Webasto, and Road Safety.
The TMTA’s Publicity Officer, Wes Govier, ac-knowledged the benefits the trade show provides for industry representa-tives. “Vendors are recep-tive to the exposure they get by being here, and visitors have a chance to explore opportunities. It’s important for people in the industry to meet, exchange information and share ideas.”
One highlight of the event was the many prizes of-fered to the attending dele-gates. Each of the 34 vend-ors generously provided gifts to winners whose tickets were drawn from
a raffle.Another highlight for this
writer was an unexpect-ed invitation from Marc Levesque, Sales Manager for the Sudbury-based All North Truck Centre, to ride in a 2013 Mack CHU613. This vehicle equipped with an MDRIVE 12 speed auto-mated manual transmis-sion (AMT) makes driving a big rig a new experience. Computer controls ensure that gears are shifted at the optimal sweet spot point, thereby providing better fuel economy. Noted Marc Levesque, “Accurate shifting that comes with the AMT yields enough fuel savings to pay for the manual transmission in a year.” It might surprise some to learn that the cost of this transmission runs about $3,000, much lower, Marc suggested, than most people think.
About 90 percent of All North Truck Centre’s 2012 sales were units sold with
either automated manual or fully automated Alli-son transmissions. Better mileage and the ease of drive account for their popularity. There are no gears to change so drivers are relieved of body pain than comes with shifting gears hundreds of times in a day. Cabs, too, are more spacious without intrusive gear sticks getting in the way. In addition, a hill-assist function prevents
truck roll back once the brake has been pressed. The mechanism can be dis-engaged when backing up to loading docks or when circumstances warrant.
In addition to the holding the annual Trade Expo, the Sudbury TMTA holds monthly meetings on the second Thursday of each month from September through June at the Howard Johnson hotel. Its object-ive is to encourage safety
practices in the mainten-ance and operation of mo-tor transport fleets and to promote ethical practices and constructive reform in Fleet Management and Transport Maintenance. These meetings provide a forum and opportunity to engage with fleet main-tenance professionals in northeastern Ontario.
Th e D e c e m b e r Meet ing was a fun night which
included the annual Toys for Tots drive and the food donation of non-perish-able items for the Food Bank. Representatives from the Peel Regional Police, Fire Department and Salvation Army were on hand to accept dona-
tions and a plaque for their continuous effort in helping needy families in the area.
The Canadian Fleet Maintenance Seminar will be a one day seminar and trade show. It will be held on Wednesday, April 24, 2013 at the Paradise Banquet & Convention Center located at 7601 Jane Street (Just N. of Hwy.
407). There will be 3 sem-inar sessions with a trade show open exclusive of sessions. It will begin at 9:00 a.m. and end with a banquet dinner from 6:00p.m. - 7:30 p.m.
The Ladies Night Dance will be held on February 23rd at the Paradise Ban-quet Hall with entertain-ment provided by Arden and the Tourists (6 piece
band). The cost is the same as last year ($130 per couple). It will be a for-mal dinner and, of course, there will be lots of prizes to be won. Rooms at the Mariott Hotel will be $104 plus tax, as well as the free limousine service to and from the Paradise Banquet Hall. Sponsors are need-ed to support this yearly event, so please contact
Brian Sibbald concerning sponsorship and to book your tickets for the dance.
Sponsors for monthly meetings are always wel-come and can be booked by contacting Brian Sib-bald at 905.564.7278.This is your company’s op-portunity for a captive audience to present your products! If you know a company that would
like to become a sponsor and chooses to so, your membership dues will be reimbursed.
Meetings are held at the Paradise Banquet Hall located on Jane Street just below the 407 at 6:00 p.m. every second Thursday of the month from October through to and including June.V
32 January 2013
eMPlOyMenT
CTA Pilot to Expand Use of the FAST Program
Sa r n i a , O n t a r i o - On December 7th, 2012, Patricia
Davidson, MP for Sarnia - Lambton, together with officials from the Canadian Border Services Agency (CBSA), the Blue Water Bridge, blueRover and the Canadian Trucking Al-liance (CTA) jointly an-nounced the launch of an important pilot project that aims to improve the Free and Secure Trade (FAST) program for Trusted Traders. The pilot was a key deliverable under the Beyond the Border Action Plan recently negotiated between Canada and the United States as part of the Perimeter Vision Ac-tion Plan.
“CTA has long sought changes to Canada’s FAST program to offer more benefits to all trusted
traders by aligning its re-quirements for eligibility more with those of the United States,” explained the CEO of the trucking alliance, David Bradley. “We were pleased to see this initiative included in the Beyond the Borders announcement and look forward to eventual ex-pansion of the FAST pilot policies across Canada.”
Currently, in order to use the FAST lanes for shipments into Canada requirements are placed on the drivers crossing the border, the carriers (truck-ing companies) respon-sible for moving the freight and the freight itself. Truck drivers must possess either a FAST card or a Com-mercial Driver Registra-tion Program (CDRP) card. Carriers must be members of both the Canadian Part-
ners in Protection (PIP) security program and the Customs Self-Assessment (CSA) program. All freight on the truck must be from shippers that are both PIP and CSA approved. In the United States, FAST par-ticipation requires that the drivers hold a FAST card, but carriers and shippers need only participate in one security program - Customs-Trade Partner-ship Against Terrorism (CTPAT).
Under the FAST pilot which is being conducted at Blue Water Bridge with freight entering Canada from the United States, carriers and the shippers’ freight will need to be either PIP or CSA approved, but not both. This will bring requirements in line with that of the United States in the hopes of creating
more traffic in the FAST lanes and therefore more efficient border crossings.
Deanna Pagnan of CTA, who is working in partner-ship with the government agencies and coordinating the carrier participation says, “We fully expect the pilot will show that we can qualify more trucks for FAST usage. While the in-dustry agrees greater par-ticipation in Trusted Trader programs by the importer community is necessary, this is an encouraging step
to facilitate efficient move-ment of freight between Canada and the US,” she said.
Carriers participating in the pilot met eligibility requirements including Trusted Trader status, suf-ficient freight at Blue Water Bridge and ability to ascer-tain Trusted Trader status of their importers. Car-riers in the pilot are also submitting ACI eManifest allowing them to benefit from even faster clearance at the border. As part of the
pilot, CTA has collected pre-pilot traffic data at the border to measure the length of time it takes to cross the bridge and clear customs and will compare it to traffic conditions under the pilot. Collection and comparison of this traffic data is made possible by technology donated by OTA member blueRover, which provides real time tracking and monitoring technology for vehicles to improve transportation efficiency.V
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Tel: 604.521.4445Parking for 4, Showers (1), TripPak.
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Tel: 604.858.5113www.myhusky.ca
34 January 201334 January 2013
Welcome to our complimentary Truck STop DirecTory. We want to help truckers and travellers find the nearest truck stop on route to their destination. For details on how you can list your truck stop, call Barb Woodward at 877.225.2232 or email Barb at [email protected].
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(Trans Canada Hwy 1 West)Swift Current, SK S9H 3T1
Tel: 306.773.6444www.myhusky.ca
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January 2013 37January 2013 37
The saFeTy TiP aDViser
Winter Driving Tips Refresher
By alVis ViOlO
I hope you did not get used to last year’s win-ter conditions as this
year promises to be a much more normal season. Win-ter brings snow, sleet and ice that leads to slower traffic, hazardous road con-ditions, unforeseen dan-gers and hot temperatures. Since we can’t avoid the winter, it’s better to refresh our memories on how to correctly drive during these conditions. Here are a few tips to help you avoid slip-ping and sliding in the coming months.
Listen to the weather report every night. If snow is predicted for the next
morning you should plan to get an earlier start to your day as you can be sure of traffic jams and other de-lays. Giving yourself a little more time allows you to drive slower, the key to safe driving on slippery roads.
Make sure you can see by clearing all your win-dows of snow and ice. You should also replace bad windshield wiper blades and clean the inside of your windows thoroughly. Your windshield washer system should also be working properly and the container always full of anti-icing fluid.
Check your lights be-fore driving. Make sure your head lights and tail lights are clear of snow and grime. Their presence on headlight lenses can reduce effectiveness by as much as ninety percent.
Check your tires for air, sidewall wear and tread depth. The amount of trac-tion that exists between
the roadway surface and your tires will determine how well your vehicle ac-celerates, turns and stops. Make sure the tire valves are equipped with caps to keep snow and ice out.
Drive slowly and pay attention. Driving too quickly is the number one cause of winter accidents. Be sure to drive slowly and carefully on snowy and icy roads as they are much less forgiving than dry pave-
ment. Maneuvers are also more difficult to make on these slippery surfaces, so be sure to anticipate what your next move is going to be in order to give yourself lots of room for turns and stopping.
Do not tailgate. It takes much longer to stop on snowy and icy roads than it does on dry pavement. Make sure you leave a lot of room between you and the vehicle in front. A good
rule of thumb to follow is to position your vehicle four lengths behind the car in front for every 16 km/hr you are driving.
Although there are many more winter driving tips, following these simple tips will hopefully aid you in becoming a safer and more efficient driver despite win-ter’s adverse weather con-ditions.
Drive safe, think positive and be prosperous.
Alvis Violo is the C.E.O. of Emergency Road Ser-vices Corporation, a coast to coast bilingual road-side assistance company dedicated to the trucking industry in Canada and the U.S. For more informa-tion, visit www.emergen-cyroadservices.com or call 877.377.2262. Please send your questions, feedback or comments about this column to [email protected]
hinO MOTOrs CanaDa
Hino Donates a Hino 195 Truck to Mohawk College
Woodstock, On-tario - Hino Motors Can-
ada donated a 2012 Hino 195 truck to the Mohawk College Stoney Creek cam-pus for educational pur-
poses at the end of Novem-ber. In attendance at the donation ceremony was the Honourable Mr. Pat Sobeski, Mayor of Wood-stock, Mr. Shuichi Kaneko, President of Hino Motors Canada, Mr. Anthony Faz-zari, Associate Dean of of Mohawk College and Mr. Bob Cook, Professor of Motive Power. The guest list also included staff and students of Mohawk Col-lege and Hino Motors Can-ada team members.
Derek Holman, Senior Manager of the Woodstock plant stated: “This dona-tion ceremony reminds me of the need we have in Ontario for specialized skills and skilled trades not only for those working in the auto industry but for all Ontarians working through apprentice pro-grams toward journeyman status. It is refreshing to see such a young group of energized and enthusiastic people who all have this common goal in mind. We sincerely hope that this donation for education purposes may become the
norm and that Mohawk along with other colleges will receive similar dona-tions from the automotive and trucking industries.”
The Hino Woodstock plant will significantly increase production of trucks in January 2013. As a result of the planned production increase, Hino has increased the number of team members. This will be an exciting time for Hino Canada. Mr. Kaneko stated: “The future of Hino Canada is very bright and also for the students of Mohawk College and we are extremely happy to be a small part of each stu-
dent’s success. The future is yours.”
About Hino: Hino Motors Canada, Ltd., a Toyota Group Company, manufac-tures and distributes light and medium duty com-mercial trucks in Canada. Hino is headquartered in Mississauga, Ontario with assembly operations in Woodstock, Ontario. Ser-vice is provided through its extensive coast-to-coast dealership network and is backed by its industry leading Customer Care Protection Program. For more information, please visit us at www.hinocan-ada.com.V
shuichi kaneko hands keys over to Bob Cook.
hinO staff and Mohawk students pose with donated truck.
Many of us hope 2013 will be a gentle year. Friends I’m with you and the good Lord had some surprises for my wife and me as well. In II Corinthians 12:9 we find these comforting words: “And He said unto me, My grace is sufficient for you, for My strength is made perfect in weak-ness.” Therefore, most gladly I will rather boast
in our infirmities, knowing that the power of Christ may rest upon me. They are encouraging words.
We find a few verses of scripture recorded in the Bible that may be encouraging. The writer Paul says in Philippians 3: 13, 14, “Brethren, I do not count myself to have apprehended; but one thing I do, forgetting those things which are behind and reaching forward to those things which are ahead. I press (or push) toward the goal for the prize of the upward call of God in Christ Jesus.” Even Paul says that he fails to completely understand the meaning of everything that’s going on. He goes on to say, I am going to put what’s past behind. He wants to forget what happened.
There are times when the only way we can for-get is to speak to someone
and officially say I’m sorry. I can almost hear you say, but he/she was wrong. It takes a big person to call the other and say, “you know the last time we spoke, our conversation did not finish well, I’m sorry.”
It is difficult to move forward when there is unfinished business. In
too many homes spouses have become less than respectful and wonder why the relationship is experiencing stress. There are times when I have had to put my arms around my wife and sincerely say, “I’m sorry” so we could move on.
Whether at home or on the road we need to
move forward! We learn from our experiences to do things better, more efficiently, and be more cost conscious. To move forward is to get ready for the future and by making wise choices in the way we purchase equipment and generally conduct our business affairs.
So friends, please plan
well for your future be-cause it isn’t over just be-cause our time is finished here on earth. We must decide while on this side of eternity how and where we want to spend endless time. Please allow Jesus to become a part of your life to help make the dif-ference and have a Happy New Year.V
ATA Likes Bill Requiring DOT Use Hair Testing to Detect Drugs
U.S. Rep. Reid Rib-ble (R-Wisconsin) has introduced a
bill requiring the Depart-ment of Transportation to conduct a pilot program to evaluate the use of hair samples to test commer-cial drivers for drug use.
The American Trucking Associations applauded the proposal.
“Hair testing, which re-search and experience shows can be much more effective than current, conventional sampling and testing methods, is the next logical step in this process,” said ATA President and CEO Bill Graves.
While urine testing is inexpensive, there are certain ways in which the results can be ma-nipulated. Hair testing has
recently become a popular method in drug testing. It is thought to be a more accurate, less intrusive method and can detect drugs that have been taken as long as six months in the past, mapping out pat-terns of drug usage.
“No fleet wants to put the safety of the public at risk by putting an impaired driver behind the wheel of one of its trucks,” said ATA Chairman Mike Card, President of Combined Transport, Central Point, Oregon. “More effective drug testing procedures can help us make sure that doesn’t happen. ATA invites the U.S. Depart-ment of Transportation to join it in supporting this approach to improv-ing the regulated testing program.”V
Surrey, British Col-umbia - The east-ern section of the
new South Fraser Perim-eter Road, B.C.’s newest highway, opened to traffic
on December 1st. This was announced by the Hon-ourable Ed Fast, Canada’s Minister of International Trade and Minister for the Asia-Pacific Gateway
and B.C.’s Transportation and Infrastructure Minis-ter Mary Polak. The new route will be numbered Highway 17 and will help to strengthen the econ-
omy by moving goods and people more safely and ef-ficiently on the south side of the Fraser River.
“This Asia-Pacific Gate-way project will not only
strengthen the econ-omy and quality of life for people in Metro Van-couver, it will also help facilitate increased ex-ports from Canada to fast-growing Asian markets,” said Fast. “This project is further proof that the partnerships and invest-ments we’ve made in building the Asia-Pacific Gateway are creating jobs and economic growth in local communities, while ensuring the competi-tive advantages of the Asia-Pacific Gateway as the corridor of choice between North America and Asia continue to bring greater prosperity to B.C. and all of Canada.”
The opening of the east-ern section of the South Fraser Perimeter Road (SFPR) from Highway 1 at 176th St. to 136th St. in Surrey coincides with the opening of the new Port Mann Bridge to eight lanes of traffic and pro-vides a free alternative to drivers who do not want to pay the bridge toll.
“The opening of the eastern section of the SFPR is welcome news for the B.C. trucking in-dustry as it enhances ac-cess to industrial sites along the north shore of the Fraser,” said Louise Yako, President and CEO, BC Trucking Association. “When completed, the SFPR will provide a critical link between industrial and port facilities and major highway routes, saving trucking compan-ies time and money, which in turn will help to make our economy stronger.”
Eastbound and west-bound traffic on Highway
1 can access the SFPR via the 176th St. Interchange (Highway 15).
The remainder of the SFPR, from 136th St. in Surrey to Deltaport Way in Delta, will open to traffic in December 2013. Once complete, the SFPR will relieve congestion be-tween the Port Mann, Pattullo and Alex Fraser bridges, and the George Massey Tunnel, providing route options for motor-ists travelling between Langley, Surrey, Delta and the Tsawwassen ferry terminal.
The SFPR is a key piece of B.C.’s transportation network, which will gen-erate economic growth by connecting key port, rail and highway infrastruc-ture, making the province more competitive.
The SFPR supports Can-ada Starts Here - The BC Jobs Plan. The plan is working to expand mar-kets for B.C. products, particularly in Asia, and strengthen infrastruc-ture to get our goods to market. The project will improve economic and business opportunities and lead to 7,000 long-term jobs in Delta and Surrey through improved industrial development opportunities along the corridor. In addition, more than 4,000 jobs are being created during construc-tion of the entire project.
The Government of Can-ada, through the Asia-Pacific Gateway and Cor-ridor Initiative, provided $365 million towards the $1.26 billion project. The Government of B.C. con-tributed the remaining $899 million.V
AlbertA trAnsportAtion
Roundabout Improves Safety on Hwy 55
Cold Lake, Alberta - A new roundabout at the intersection
of Highway 55 and High-way 892 west of Cold Lake opened to traffic midday on Wednesday, Nov. 21, 2012.
Flag people were on site
to direct traffic into the new intersection. Motor-ists expected some minor delays as traffic was safe-ly transitioned into the roundabout.
Modern roundabouts help improve traffic flow and safety for motorists.
The safety benefits of roundabouts include re-duced potential for right angle (t-bone) collisions, elimination of head-on and high speed collisions, more than 90% reduction in fatalities, 80% reduc-tion in injuries and 40%
reduction in total number of crashes.
Motorists are advised to reduce their speed when approaching the round-about intersection and follow all signs and mark-ings while maneuvering through the intersection. For more information on roundabouts in Alberta please visit http://www.transportation.alberta.ca/3644.htm.
The contractor will con-tinue finishing work in the area over the coming weeks and again in the spring of 2013. Motor-ists are reminded to drive courteously in the con-struction zone and obey all posted speed limits, signs and flag people. Fines for speeding are doubled when workers are present.V
There’s Nothing Like the Beginning of the Year for a Fresh Start
By BruCe OuTriDGe
Whether you had a good or bad year in busi-
ness it’s important to re-member things can always be improved. If things have gone well this year you may want to build on that success and look at how you can increase prof-its next year. If you have struggled with a bad year then you need to look at what you can do to im-prove the next and gain an upper hand.
Business is hard and I don’t think any of us get into it to face struggle and failure. In fact, I bet that every one of us has the dream of creating some-thing exciting and making big money while we live a great life. Once in business, however, we will realize that dream may be just that - a dream. Without the hard work, the dedication, the research and management skills, it is hard to realize the business dream.
As a business consultant I have seen some business owners who just don’t get it. They say they’re investigating getting into business and spend time going to events, looking
for free information and asking questions, but in the end turn around and do the exact opposite of what they learned. I believe this is because they are taking in the information, but lack the knowledge base to make sensible decisions. When you act in opposition to the information given from people who know the industry, then you are not listening very well.
So if you have been in this situation and realize the need for improvement then the beginning of the year is a great time to start. Just wipe the slate clean, collect all your data from this year and lock yourself in a room for a couple of days and evaluate your numbers. People laugh when I tell them that our business has
an Annual General Meet-ing each December when they know it is just the two of us in the company. The meeting is in depth, lasts about five hours and covers every aspect of our business, from marketing to finance. We schedule it every year around the end of December because that is a quiet time for us, and since our year end is in October it gives me time to gather numbers and com-plete reports. It may sound
foolish to some but our business has been growing every year out of the gate and continues to do so. We know where we need to improve and each year we focus on improving one part of the business.
This is where many busi-ness owners go wrong. They try to fix everything at once as if multiple prob-lems can be solved like they are in television shows. Focus instead on one area like improving sales in the coming year, then improv-ing cash in the following one, and maybe in the third reducing interest charges, and so on. One year our whole focus was stream-lining our bookkeeping to make sure we were up to date at all times. It vastly improved our business just by improving that one item. So if you have been struggling, or are looking to improve your business as a whole, use the begin-ning of the year wisely, use it as a fresh start.
aBOuT The auThOr
Bruce Outridge is a busi-ness and leadership con-sultant with over 30 years experience in the trans-
portation industry. He is the author of the book “Running By The Mile” and
“How to Start an Artistic Business in 12 Easy Steps.” For more information on
Bruce’s work please visit his website at www.out-ridge.ca.V
The CB Radio has for many decades been the trucking
industry’s workhorse for communication between vehicles. Now it seems that it might be regulated away by certain govern-ments.
My first CB was a TRC-450. She was a 40-channel sweetheart equipped with 40 extra upper and lower sideband channels. On a good day I had a 30-mile range, so I was always aware of what was going on in front of me and be-hind. I always knew where traffic tie-ups were and the locations of any county Mounties.
In emergency situations
such as a first-on-the-scene at a highway acci-dent, the CB was used to get help – this long before cell phones were around.
I took a little road trip to the 10 Acres Fuel Stop in Belleville, Ontario by the 401 highway to ask the question:
“Does the CB Radio still have a place in the truck-ing industry?”
Tim Herweyer drives for Laidlaw Transport in Woodstock, Ontario. “Yes, a CB Radio is always going to be in my truck wherever I am. It is used every day on the highway. In urban areas it’s great if you need local information such
as the location of a new customer. On the high-way it comes in handy knowing about slow traffic, construction or accidents ahead. In areas where cell phones don’t work the CB will always be there for you. It would be nice to see the CB get hands free. I am sure one could be developed. A hands free operation would have to prove itself before I would buy one. Develop one and let’s see if it has a place in my truck.”
Andre Houle owns and operates Transport Andre Houle based in Mount Laurier, Quebec: “Yes! The CB radio is a very import-ant tool in the kind of trucking I do. When I trav-el to Ontario or New Brunswick it is always good to know what is go-ing on around you. In Quebec I do a lot of log-ging in the mountains and my radio is a work tool. In the spring when you are off the main roads the radio can save your life if you get in trouble. The CB Radio will always be my partner in the truck. No regulat ions wil l ever change that.”
J. wiles drives for the Orillia Ontario based James Wiles Trucking: “Running the type of flatbed loads I get to work with, my CB is a working tool in the truck. Loads like the lime-stone I am carrying are hard enough to pick-up. Rock quarries are hard enough to get in and out of. Without a radio in the truck it would be an all day job. So yes, the CB Radio will never leave my truck, hands free or not. They are not a toy but a working tool of the industry. In emergency situations the CB Radio has saved many lives since it first arrived on the scene decades ago. To try and regulate it away isn’t going to happen.”V