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Page T-2 Your Truck & Trailer Connection, Since 1971 April 2013

The Canadian tax laws were written by both

lawyers and accountants, in such a complex way that the majority of the public become dependant on law-yers and accountants. It’s not fair, but who ever im-plied that taxes were fair?

The general rule re-garding complexity and benefits (the more dif-ficult the process the higher the benefits) is a phenomenon that runs in all tax-paying nations around the world. It’s not just what you know, but also who you know to defend what you know.

In my 2007 tax book “Making Your Miles Count: taxes, taxes, taxes,” I quoted a por-tion of the movie “The Firm” with Tom Cruise. Avery (played by Gene Hackman) was having a conversation with Mitch

(played by Tom Cruise) in a luxury resort hotel in the Cayman Islands. Their characters were lawyers, with Avery spe-cializing in taxes. They were dressing and pre-paring for a meeting with a client.

“Multiple choice ques-tion,” Avery quizzed his protégé, “what’s the dif-ference between tax eva-sion and tax avoidance? A. 5-10 years; B. What-ever the IRS says it is; C. A smart lawyer, or D. All of the above?”

Ultimately, the dra-matic plot interfered with a fascinating mono-logue concerning “the tax game”. As Avery expressed it, “Smart lawyers define what is acceptable and what is not.”

The implication may be over simplified and skewed towards the de-

pendency on Mr. Avery’s profession, but the point is made. Saving taxes re-quires both knowledge and adequate defense.

However, it’s not near-ly as bad today as it was in the 1993 movie. Twenty years of technology have changed entire industries. Software had the first im-pact and the internet the second, together the con-cept of dependence on lawyers and accountants has been significantly wa-tered down.

Knowledge (for in-stance) can be gathered at well over 25 mega bits per second, and services that were once restricted by office locations and “bankers hours” are now 24/7. Speed and accu-racy are the norm. For instance, Avery wouldn’t have even considered the impact of setting up cor-porations over the inter-

Spec’ing Your Taxes — with Robert D. Scheper

Making Your Miles Count: Technology’s Impact On Tax Theory

net, filing personal and corporate returns instant-ly online, downloading tax seminars to an iPod, or doing a quick search of CRA web site for tax rul-ings (IRS in Avery’s situa-tion). Gaining knowledge and expertise about your own tax situation doesn’t necessarily require a face or even a phone conversa-tion any more.

In fact, knowledge ex-pands so fast that, often times, even lawyers and accountants don’t keep up (good ones do but even moderate ones are often times caught unaware). I met a lawyer a few months ago who didn’t know how to get his mes-sages on his cell phone, never mind how to text or search (good lawyer, bad with technology).

I’ve heard many times that the trucking industry has a few large players,

but is completely domi-nated by small compa-nies. Similarly in the ac-counting industry (when it comes to taxes for op-erators), there are a few large players but the vast majority of operators get their taxes done at firms who do not specialize in trucking and may not keep up with what the entire industry is mov-ing towards. They may be competent in several industries, but unfortu-nately not in trucking. The standard response can often be “we’ve never done it like that before” or worse yet (without actu-ally researching the con-cept), “you can’t do that”.

I’ve talked with many accountants and opera-tors coast to coast, and from what I’ve been able to calculate most opera-tors (75%+) get their taxes done at a firm that has maybe 5-15% opera-tors. Most of these ac-countants are very pro-fessional but many (for example) don’t wish to assume responsibility of the Per Deum system (of which I’ve written about many times).

The Per deum system requires a level of mutual

training and co-operation that many firms do not wish to do. The defense of the system (to CRA) can also be costly to those who are not prepared for it. Many firms are just not interested in training driv-ers and staff, or risk expo-sure of a focused audit on their firm’s practices (for only to 5-15% of their cli-ents).

Knowledge and ability, through technology, has changed many industries, making complex systems more digestible and train-ing more universal. All things considered, this means (more often than not) operators will prob-ably be doing their own research into their own tax options. b

Robert D Scheper operates an accounting and con-sulting firm in Steinbach, Manitoba. He has a Masters Degree in Business Admin-istration and is the author of the Book “Making Your Miles Count: taxes, taxes, taxes” (now available on CD). You can find him at www.thrconsulting.ca and thrconsulting.blogspot.com or at 1-877-987-9787. You can e-mail him at [email protected].

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April 2013 Your Truck & Trailer Connection, Since 1971 Page T-3

The Senate Commit-tee on Finance has con-firmed the Tire Dealers Association of Canada’s (TDAC) findings that discriminatory “country pricing” by tire manufac-turers is forcing tire con-sumers across Canada to pay anywhere from 30 to 50% more for the same tires selling in the US.

“Many US-based tire manufacturers use their supplier contracts with Canadian tire retailers to force them to buy tires wholesale directly from their Canadian affili-ates rather than directly through much less costly US wholesale distribu-

tion channels.” Says Bob Bignell, Chair of the Tire Price Disparity Commit-tee of the Tire Dealers Association of Canada, adding, “If a Canadian retailer buys wholesale tires from a US whole-sale distributor rather than through the manu-facturer’s Canadian sales division, both the Cana-dian retailer and the US distributor have their supplies of tires cut off by the manufacturer. In the end it’s the Canadian tire consumer who gets gouged by higher tire prices.”

Notwithstanding tire manufacturers’ prac-

tices of barring cheaper US wholesale tires from being imported into Canada, even Canadi-an-made tires are more expensive in Canada than they are in the US. In October 2011, TDAC wrote to Finance Min-ister Jim Flaherty not-ing that, “Incredibly the wholesale prices of tires

manufactured in Cana-da are 30% cheaper in the United States than in Canada.”

Bob Bignell notes that, “Given that the US and Canadian dollars have been at parity for a long time, that many tires sold at higher pric-es in Canada are made here and that there are no import duties or tar-iffs on imported tires, there is no excuse what-soever for tire prices in Canada to be more than 5% higher than they are in the United

States. There is simply no rationale whatsoever for a tire made in Nova Scotia to cost a Nova Scotian more than an American.”

Over the next year TDAC will be undertaking a number of measures to protect Canadian consum-ers in the next year:

• A Canada-U.S. border-wide, brand-by-brand tire price survey of passenger, light truck and medium-truck tire prices to highlight the worst offenders in pe-nalizing Canadians on tire pricing;

• Publishing the results of those price surveys and making those results avail-able to consumers and Ca-nadian regulators;

• Petitioning tire manu-facturers directly on behalf of Canadian tire consumers to get them to recognize the consumer impacts of the massive disparity be-tween Canadian and US wholesale tire prices. The basic premise of TDAC’s position to manufacturers is that “There is no excuse for Canadians paying more for tires than Americans do.” b

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Huge Gap In Canada-US Tire Prices

Dear Readers,Our March edition cover contained an article about racism on the road. However, the photo on that issue’s cover was chosen at random, and was not linked specifically to the article in any way. It was not our intent to cause the owner of that truck any distress over the article. We apologize for this inconvenience.

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Meritor WABCO, a lead-er in integrated safety and efficiency technology for the North American com-mercial vehicle industry, has combined comprehen-sive features that include auto lift axle control and tire inflation data manage-ment into its newly released Rollover Stability Support (RSS) 1M trailer stability control system. These fea-tures provide additional benefits by controlling and monitoring ancillary trailer components alongside the trailer rollover mitigation functionality of the system.

RSS 1M is a two-sensor, one-modulator system that completes the indus-try’s most diverse offering of trailer safety systems to provide the benefits of both ABS and trailer stabil-ity control integrated into a single compact unit and has the additional benefit of being able to link with a variety of trailer compo-nents. The RSS 1M is de-rived from the proven and hugely popular RSS 2M

system, which has been available to fleets for nine years.

“Fleets continue to in-vest in improved safety through the utilization of our Roll Stability Support trailer product platform, and these additional fea-tures provide even more value since both the auto lift axle control and avail-ability of tire inflation data have the potential to positively impact a fleet’s bottom line,” said Mark Melletat, director, trailer systems, Meritor WABCO. “These new features were previously only available on our RSS 2M system that is widely utilized in the tank fleet market. Now, with this RSS 1M added functionality, we can also support demand in the flat-bed, reefer and livestock sector.”

The calculated estimate of the rollover cost per trailer, excluding spills, ranges from $197,000 for property damage to $1.1M if the incident results in a fatality. Rollovers are often considered one of the most serious incidents involv-ing trailers, representing an average of 9 percent of all large truck and trailer crashes.

In addition to the po-tential safety benefits of

the RSS technology, Meri-tor WABCO has added an automatic lift axle control to the RSS 1M to address popular customer demand. The system will automati-cally raise and lower the lift axle control based on the load of the trailer, allow-ing for better fuel economy and reduced tire wear.

Tire inflation data management is achieved by linking the RSS system to the trailer’s tire infla-tion system. It monitors the tire and broadcasts an alert telematically in the event of tire pressure loss, thereby notifying the fleet operator of the tire’s con-dition.

Retrofit kits for RSS 1M are now also available to support air and spring suspension systems on fleets of any size. The tank-mountable kit addresses previous retrofit issues by providing for trailers of any make and those without Anti-lock Braking Systems (ABS) fitted.

“Potential rollover causes, such as collision avoidance maneuvers, sudden lane changes or acceleration in a curve, exist no matter the ve-hicle application,” add-ed Melletat. “Meritor WABCO was the first to the North American mar-ket with rollover stabil-ity systems for trailers, and we will continue to expand our safety tech-nologies and products to help reduce rollovers for all trailers.” b

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The Department of Transportation and In-frastructure Renewal is making Prince Edward Island roads safer by re-quiring all salvage vehi-cles to pass a new safety inspection before being deemed legal to drive, says Minister Robert Vessey.

“This new inspec-tion will help keep dangerous vehicles off our roads while giving consumers the peace of mind that the vehicle they’ve purchased has undergone a thorough inspection,” said the minister. “Safety on our Island roads is a prior-ity for the Department of Transportation and Infrastructure Renewal. We’ve heard very clear-ly from the P.E.I. Auto-mobile Dealers Associa-tion, body shop owners and the general public that a more comprehen-sive safety inspection is needed for salvage ve-hicles.”

The new inspection will be mandatory for all salvage vehicles reg-istered in P.E.I. as of May 1, 2013.

This new inspection includes requirements beyond those in the regular motor vehicle safety inspection as it applies to an inspection of the body reconstruc-tion work of a salvage vehicle.

Anyone intending to rebuild a salvage ve-hicle must apply to a li-censed Salvage Vehicle Inspection Station body shop for an inspection and inform them of any damage by providing photos prior to any re-pairs being done on the vehicle. After structural repairs are made to the vehicle, the work will be inspected by a licensed Salvage Vehicle Inspec-tion Technician to en-sure all repairs were done properly. It will be inspected again once all other repairs are made.

If it passes the inspec-tion, it can then be in-spected under the annu-al motor vehicle safety inspection and then ap-ply to be registered as a rebuilt vehicle.

“This new inspection means all vehicle re-builders must meet the same standards when repairing vehicles, which is good for the in-dustry and consumers,” said Bill Dalziel, owner of Dalziel’s Auto Body. “First and foremost our priority is ensuring the vehicles that are re-paired are safe for driv-ers and passengers.”

The new inspection is in addition to the stan-dard P.E.I. motor ve-hicle safety inspection currently performed on all vehicles, including salvage vehicles.

Salvage vehicles in-clude any vehicle that is damaged by collision, fire, accident, vandal-ism or other incident to the extent that the cost of repairing the vehicle exceeds its value. There are approximately 700 salvage vehicles being repaired and registered as rebuilt vehicles an-nually. b

New Inspection For PEI Salvage Vehicles

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Diversified industrial manufacturer Eaton has launched the Fuller Advan-tage Series of heavy-duty transmissions that include a wealth of new design features including reduced weight and increased ef-ficiency resulting in fuel economy improvements, an improved shift feel, as well as features contribut-ing to lower preventative maintenance costs. This new line of 10-speed trans-missions is scheduled for commercial production this September.

Fuller Advantage Se-ries transmissions will be available in both manual and automated designs, with the automated ver-sions scheduled for pro-duction in the first quar-ter of 2014.

“Using extensive cus-tomer input, Eaton is bringing to market the Fuller Advantage Series transmission line that delivers on customer needs and wants and en-hances our position as the leader in commercial vehicle transmissions for the North American mar-ket,” said Jeff Walker, global product director – manual transmissions for Eaton. “This initial launch is designed for our linehaul and regional haul customers, and the Fuller Advantage Series transmissions include the most performance, reli-ability and maintenance savings upgrades.”

A new precision lube system represents one of the most important up-grades in the new trans-

missions. The system reduces the oil churn en-ergy losses found in tra-ditional transmissions by nearly 33 percent. With less heat being gener-ated, the Fuller Advan-tage Series transmissions do not require a cooler and corresponding lines and fittings. The result is less preventative main-tenance required while engine fans cycle less, further reducing horse-power demand.

Significant weight savings – up to 75 pounds with no sacrifice to strength – has also been achieved with the new Fuller Advantage Series transmissions. Aluminum has replaced cast iron for the shift bar housing, auxiliary section cover and range cylinder. Exact weight savings are dependent on the make of truck purchased as vendor-supplied cooler weight reductions vary by man-ufacturer.

The new transmis-sions also help promote better overall vehicle fuel economy performance due to the efficiency im-provements and weight savings. Initial fleet and third party test results show up to 1.9 percent fuel economy improve-ment versus comparable transmissions.

Fuller Advantage Se-ries transmission cus-tomers also will see maintenance cost reduc-tions. Contributing here is a new oil level sight glass that allows for

routine oil checks to be performed at a fraction of the time previously required. In addition, the precision lube system uses only 16 pints of oil, which is nearly half the amount used in similar transmissions.

“The fuel economy improvements due to ef-ficiency gains and weight reductions, reduction in maintenance and over-all superb reliability of these new transmissions will definitely contribute favourably to the bottom lines of our fleet custom-ers,” added Walker.

Additional technical as-pects of the Fuller Advan-tage Series include:

• Gross Commercial Weight (GCW) ratings up to 80,000 lbs. without an oil cooler and expansion to 110,000 lbs. post product introduction.

• Torque capacities from 950 (1288Nm) to 1,850 lb./ft. (2508Nm).

• Standard eight- and six-bolt Power Take-Off (PTO) openings.

• Optional through-shaft PTO.

• Ten forward speeds (direct and overdrive) and two reverse.

“Of course, we haven’t forgotten about the profes-sional driver,” noted Walk-er. “They will benefit from a new, crisper shift feel that is similar to the 3-rail feel on our 13- and 18-speed boxes that have been very well received by drivers for many years now.”

Initial production will include 17 new manual specifications with ra-tios ranging from 15.42 to 17.53. All of the new Fuller Advantage Series transmis-sions come with a standard five-year/750,000-mile warranty for linehaul ap-plications. b

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A few decades ago, fe-males were rarely seen

bethind the wheel of a semi. There are more today than before, but the growth in the numbers isn’t as rapid as you might expect. Women still only account for about 5% of the num-ber of professional drivers on the road.

Despite the fact that it can be a very good way to earn a living, there are numerous factors that can keep women from taking up driving as a career.

It can be more difficult for women with families to be away from home for long periods of time. Tradi-tionally it may be more vi-

able for the male to work away from home, and there are stereotypes still associated with truck driv-ers that may prevent some women from even consid-ering the option.

Factors such as the safe-ty of parking in truck stops overnight while on the road and spending time in

customer’s yards in strange cities can also play a part in the decision not to pursue trucking as a career choice. As a former professional driver, and a woman, I can understand the issues that women in the profession face.

I’ve had my commer-cial license since graduat-ing from the University of Calgary in 1998. While I don’t sit behind the wheel of a semi on a regular ba-sis anymore, I do maintain the license in case I should ever need or want a change of scenery and would like to switch gears down the road.

After graduation I want-ed to see more of the coun-tryside, get out of town and explore a bit. Trucking seemed like an interesting choice. Certainly none of my friends were doing it, and I always did like to be a bit different.

I hooked up with a small trucking and custom harvesting company out of Southern Saskatchewan. They taught me how to drive and then I hit the road as part of their team. I was taught to drive by the co-owner of the company, Jill.

I spent a year working for that company and en-joyed every minute of it. I hauled grain and fertilizer with a set of super-b trains, step-deck trailers loaded with lumber or tractors, and specialized combine trailers built to haul two combines at a time.

Another two years were spent hauling grain off farms throughout Southern Alberta for another small company. The work was extremely dirty and physi-cally demanding, but my-self and my dog got to go to work together every day and we both enjoyed it.

It was then that I de-cided that I wanted to put my education to use and step into an office posi-tion. I worked with a large grocery change consolidat-ing shipments for a few months and then obtained a position in one of West-ern Canada’s larger trans-portation groups.

Dispatch was my prima-

ry role for a few years, after which I worked as a load planner/coordinator with the company for a period of time.

Throughout the years in the transportation in-dustry I experienced what I would describe as high-lights as well as low points that were directly related to the fact that I was a female truck driver.

Pulling into a custom-er’s yard for the first time was usually a pleasant experience. They always seemed happy to see a woman behind the wheel for a change and I prob-ably was offered more help tightening chains or shov-elling bin bottoms than my male counterparts could hope for.

Even so, there was the odd time that the customer made it quite obvious that he didn’t think I should be there and he’d have pre-ferred the ‘typical’ male driver to have shown up to load or unload.

There were sometimes comments heard around the truck stops that could only be construed as sex-ist and demeaning. Once in a while those comments could be heard over the ra-dios. That said, there were also plenty of other drivers that thought it was fantas-tic that there were women such as myself getting into the profession and they were not shy about saying so.

When I moved from be-hind the wheel to behind to behind the desk, most drivers accepted me in the position. But there were always some who made it abundantly clear that they

would never have any re-spect for me, regardless of my experience and knowl-edge.

Overall, I would say that the experience was a good one and I would do it again if I was making the same decisions. It certainly made me a better driver, and gave me an appreciation of how hard truckers work.

While I am no longer directly involved with the transportation business on a daily basis, I keep involved and informed through my work and through the many friends and colleagues that I had the pleasure of working with for many years.

It appears that women have made a mark on the industry. Perhaps not in a big way yet, but there are significantly more resourc-es and support networks out there for women in the business than there used to be. Some companies are even actively seeking out female drivers.

Numerous online sites exist to support the role of women in the industry.

www.womenintruck-ing.org is a non-profit or-ganization founded to en-courage and support the employment of women in the industry through re-sources and education.

www.ladytruckdriv-ers.com is a job-hunting website that is specifically geared toward companies who are specific about hir-ing women.

www.realwomenin-trucking.com is a website that hosts phone confer-ences, classifieds and news items specifically related to women in the industry. b

Minding Your Business by Kathryn Thorpe Klassen

Changing Times

Kathryn in Brandon, MB, Summer 1998.

Kathryn in Rugby, North Dakota, December 1998. All photos courtesy Kathryn Thorpe Klassen.

Kathryn in Mossleigh, AB, Summer 1999.

The Manitoba Truck-ing Association (MTA) is pleased with the Manitoba government’s recent an-nouncement regarding the harmonization of rules for Long Combination Vehicles (LCV) across the western provinces. Commercial driv-ers travelling across the west will now face consistent op-erating rules when operat-ing turnpike doubles. “This is a significant step forward for carriers operating in the west,” said MTA Execu-

tive Director Bob Dolyniuk. “With one set of rules from Manitoba to British Colum-bia, we have everyone op-erating on the same play-ing field, which makes LCV operations that much easier for everyone involved.” “We look forward to con-tinued work with the other western provincial associa-tions and governments as we move towards our goal of harmonization for other LCV combinations, as well,” Dolyniuk concluded. b

MTA Pleased About LCV Harmonization


Port Metro Vancouver is pleased to announce the results of its extensive industry and stakeholder engagement with the con-tainer truck sector, with the introduction of the Smart Fleet trucking strat-egy.

Smart Fleet sets forward a three-year action plan to improve the efficiency and reliability of the container truck sector and reinforce the Port’s ongoing collabo-ration with supply chain partners to deliver supply chain excellence.

“In 2012, container traf-fic at Port Metro Vancou-ver reached a new record of 2.7 million TEUs and that number will continue to grow,” said Robin Sil-vester, President and Chief

Executive Officer, Port Metro Vancouver. “Given that a large proportion of container traffic moves to and from the terminals by truck, improvements to re-liability and efficiency are vital. Smart Fleet sets out our action plan to ensure we are maximizing existing capacity and improving op-erational efficiencies as the Gateway grows to service our nation’s trade require-ments.”

Container traffic through Canada’s Pacific Gateway is expected to double over the next 10 to 15 years and nearly triple by 2030. This projected increase in Cana-dian international trade ne-cessitates planning now to meet future demand.

“Our Government is

investing in the ‘Smart Fleet’ initiative in order to promote job creation, eco-nomic growth and long-term prosperity for all Canadians,” said the Hon-ourable Ed Fast, Minister of International Trade and Minister for the Asia-Pa-cific Gateway, on behalf of the Honourable Denis Lebel, Minister of Trans-port, Infrastructure and Communities. “The ex-panded use of GPS tech-nology will improve sup-ply chain efficiency and help Canadian exports grow in dynamic and fast-growing markets over-seas. By providing accu-rate, real-time traffic and routing information, this technology will reduce congestion around the port and ensure Canada’s world-class exports get to where they are in demand all over the world.”

Port Metro Vancouver businesses move more than $200 million of cargo every day and efficient op-erations are a key to con-tinued success.

“Our government is in-vesting $300,000 towards installing 700 GPS units in trucks calling at the port to support Port Metro Vancouver’s new “Smart Fleet” trucking strategy,” said Transportation and In-frastructure Minister Mary Polak. “Data collected from these GPS units will provide valuable informa-tion to improve truck rout-ing and improve terminal operations, helping our trucking sector improve its competitiveness while also reducing greenhouse emissions and making the port greener and more ef-ficient.”

“On behalf of Port Met-ro Vancouver, I would like to acknowledge the hard work and dedication of the container truck sector as we have worked together to shape our new strategy,” said Peter Xotta, Vice Presi-dent, Planning and Opera-tions, Port Metro Vancou-ver. “Smart Fleet is the result of a year-long col-laboration aimed at dem-onstrating this Gateway as a world leader in supply chain excellence. Change is underway and we are seeing better outcomes for customers, container termi-nals and port service pro-viders. We look forward to sharing more detail about each of the program areas in the coming months.”

Smart Fleet Key Initia-tives:

• The expanded use of GPS communications to track supply chain excel-lence will move forward in 2013.

• Port Metro Vancou-ver, industry and govern-ment are jointly funding re-search, through the Clean Transportation Initiative, to identify technology-based solutions to improve sustainability.

• The Container Dray-age Leadership Team (CDLT) provides a forum for terminal operators and industry leaders to work openly to solve drayage challenges.

• The Port has intro-duced a Container Vessel On-time Incentive Program to encourage container ves-sel operators to arrive on schedule and thereby con-tribute to overall supply chain consistency.

• A Truck Licensing Sys-tem (TLS) review that will lead to enhanced perfor-mance, safety and environ-mental standards.

• Container capacity

improvement projects con-tinue with the Deltaport Terminal, Road and Rail Improvement Project and the South Shore Corridor Project. b

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Back to the conven-tion, congratulations to Bison Transport from Winnipeg on winning the grand prize in the pres-tigious ‘National Fleet Safety’ contest for large carriers, and Brian Kurtz

for placing first in the small carrier division. It does my heart good to see a couple of Cana-dian’s come down from the great white north and scoop the big trophies. Well done! In fact it is becoming a habit now, as Bison has won this award 5 years in a row. How is that for domina-tion? Congratulations also to Robert Trans-port and Yanke Group of Companies for making it to the final cut!

For the ‘Best Fleets to Drive For’ awards, a

special shout out to Tri-mac Transportation, Erb Group of companies, Yan-ke Group of Companies and Brian Kurtz Trucking for also making it to the final cut of this presti-gious award. These com-panies are doing the right things for their people and should be recognized.

I look forward to next year’s TCA convention in Dallas; should be a blast. Take Good Care and Safe Trucking! b

Contact Ray J. Haight at [email protected]

I just returned from the Truckload Carriers As-

sociation’s annual conven-tion in Las Vegas. Many topics were covered dur-ing the event, ranging from economic predictions from Mr. Steve Forbes of Forbes Magazine who expounded on what he thought the future would bring to our industry, to oil prices and all things in between. The ever-popular driver short-age was once again a hot topic along with its closest friend, the topic of reten-tion.

As much as I respect and have enjoyed all the association events I have attended and been in-volved with over the past number of years, I was wondering about a new session that I attended that might raise some eyebrows, ruffle some feathers and stir the pot, so to speak. I thought I might call it either, “Are We There Yet” or “Driver Shortage; the Real Un-told Story.” I would have to give this some thought because the “driver shortage 101” refers to what each of us has been bombarded with over the past many years; driver shortage, driver short-age, driver shortage… enough already! I heard an economist 10 years ago suggest that an over population of vehicles does not mean that there is a driver shortage, it means that trucking com-panies have a habit of buying too many trucks and then not being able to fill the seats. Is that a driver shortage? I think not. The results of a true driver shortage would be much more obvious than trucks against a fence at someone’s terminal. It would directly affect the consumer, as in, off they go to the market or store and they see emp-ty shelves. Not because the product or foodstuff doesn’t exist but because the shipper could not get a truck, at any price, to actually pick the freight up and deliver it! I put the ‘at any price’ in

for a reason, as I have seen shippers over the years jump on the driv-er shortage band wagon when they, of course, want trucking compa-nies to overpopulate themselves, as this cre-ates greater competition and lowers their freight rates. Shippers have a vested interest in seeing that trucking companies continue to overpopulate their fleets and compete for freight. It depresses rates. Dah!

The “Are we there yet” refers to the aver-age age of our truckload for hire driver work-force, quoted at vari-ous numbers, usually around 47 years old. And then there is the union-ized drivers who I have heard quoted at between 53 and 57 years of age. Is the shortage we have been hearing about for a decade or longer almost here? A panel consisting of the Chairman of C.R. England Inc., the Chair-man of US Express and the COO of Werner En-terprises Inc. think so. In fact, they suggested that their driver applications were down almost 25% from last year. I hope they’re right. It would be nice to see shippers forced to compete for capacity, which would mean rate increases and hopefully, increase driv-er wages and O/O state-ments significantly. I am quite sure that the panel-ist would not likely agree with my thoughts on this issue though.

Most trucking leaders are spelling doom and gloom on the driver side. Where will our new driv-ers come from? I believe in the free market and I believe that when we put the serious money that’s out there into the drivers and Owner Op-erator’s pockets where it should be, we will see a resurgence of interest in the industry by new people, coming into our industry. This new mon-ey, along with a better-trained drivers coming

from a school system that must adhere to mini-mum training standards, plus basic business tools provided to entrepre-neurial Owner Opera-tors, is what will see us into the future.

My Twist with Ray Haight

Back From Vegas, Baby


As a salesman for Triangle Industrial Corporation – a metal plating and machining company – Rob Watts knows all about heavy-duty equipment. He travels throughout a five-state region in the American West (Utah, Colorado, Nevada, Idaho and Wyoming), hauling and selling large pieces of chrome plating and grinding machinery to repair shops.

His work truck is a 2004 Ram 3500 dually equipped with a six-speed manual trans-mission. His trailer is typically loaded with seven thousand to eight thousand pounds. His route takes him up steep grades through-out the Rocky Moun-tains, which makes good use of the high torque pulling power of his Cummins Turbo

Diesel.What Watts likes

best about his truck is that his Cummins engine “performs any task needed and can handle anything that is being thrown at it.”

During the eight years that Watts has owned the truck, he hasn’t had a single sig-nificant issue with the engine. His advice to other owners? “Change the oil every 5,000 miles, and check the fuel line occasionally as well. Just maintain-ing your engine is what pays dividends in the long run.”

For Watts, it’s smart business. “I’m proac-tive about maintenance because others are counting on me, and I cannot afford down-time.”

When asked why he bought a Ram with a Cummins Turbo Diesel

in the first place, Watts explained that he had previously owned a 1996 Ram that he sold to a friend at 320,000 miles, so he was famil-iar with the durability of the truck and en-gine.

Will Watts be trad-ing in his 2004 Cum-mins powered Ram Turbo Diesel any-time soon? Originally he was thinking that 600,000 miles would be the limit, but now he’s thinking that 750,000 is easily within reach. At this rate, we’ll be able to feature Rob again as a Million Mile Club member.

Do you have 100,000 miles or more on your Cummins Turbo Diesel? Then join the Cummins High Mileage Club, request a new Cummins die-cast grille badge and let ev-eryone know how many miles you have logged with your Cummins Turbo Die-sel. To join the Cummins High Mileage Club and re-ceive your first Cummins grille badge, visit the High Mileage Club page at cum-minsengines.com. You can also join at the new High Mileage Club web site. b

600,000-Mile Turbo Diesel Shines For Watts

Freightliner Trucks recently introduced the Freightliner Frameworks Truck Equipment Manu-facturers program at the 2013 NTEA Work Truck Show. This new initiative complements the com-pany’s overall strategy to develop solutions for truck equipment manufacturers (TEM) that make the upfit-ting process as efficient as possible.

The Frameworks pro-gram provides members a comprehensive suite of services and tools geared toward vocational body builders, including online and onsite training, 3D chassis layouts, updated Freightliner body builder

books, a dedicated chas-sis upfit hotline for truck equipment manufacturers, co-marketing opportuni-ties, industry-leading fi-nancing packages through Daimler Truck Financial including wholesale and retail end customer financ-ing, and more.

“The goal of the Frameworks package is to strengthen our partner-ship with truck equipment manufacturers, saving them time and most impor-tantly money, ultimately resulting in savings seen by the end-users,” said Mary Aufdemberg, direc-tor of product marketing for Freightliner Trucks. “Freightliner Trucks will

continue to provide truck equipment manufacturers innovative solutions like the Frameworks program to meet the requirements of their customers.”

Frameworks is the latest solution from Freightliner Trucks geared towards TEMs. From durable cabs, a wide array of axle and framerail ratings, a number of PTO choices, the Smart-Plex electrical system, and packaging options that al-low for clean back-of-cab installations, Freightliner Trucks makes it easier to spec trucks for any voca-tional application.

The Frameworks pro-gram has different levels of membership featuring various benefits. Interested TEMs can inquire about membership through their Freightliner vocational sales manager or email [email protected]. b

Freightliner Launches Manufacturers Support Program

Prince Edward Islanders are being asked to pledge to leave their phones alone while driving, says Trans-portation and Infrastruc-ture Renewal Minister Rob-ert Vessey.

“It only takes a split second looking away from the road for a collision to occur,” said the minister. “Using a cell phone while

driving is against the law. Encouraging drivers to take a 60-day pledge will help them develop life-long hab-its that will extend well be-yond the campaign.”

The campaign is being jointly presented by the Department of Transpor-tation and Infrastructure Renewal and the Hot 105.5 FM. Islanders can sign up

to commit to leaving their phone alone while driving at www.hot1055fm.com.

Drivers caught using a hand-held device face penalties of up to $400 and three demerit points.

“Research has shown that driving while using hand-held communication devices puts everyone at a higher risk of motor vehicle collisions,” said the minis-ter. “Safety is a top prior-ity for this department and this campaign is a great way to raise awareness on the dangers of distracted driving.” b

New Campaign Reminds Drivers To “Leave The Phone Alone”

Manitoba is poised to become the first province to make driving a com-mercial vehicle a desig-nated occupation.

According to the Win-nipeg Free Press, the wheels are in motion after an agreement by the prov-ince’s Apprenticeship and Certification Board to de-velop a commercial truck driver designation.

The decision comes on the heels of a Conference Board of Canada report that warns the trucking in-dustry may face a gap be-tween supply and demand for truck drivers of more than 30,000 by 2020.

The move in Manitoba is seen as one element needed to aid in the re-cruitment and retention of truck drivers, as high-lighted by the Confer-ence Board study and last year’s landmark report by the Canadian Truck-ing Alliance Blue Ribbon Task Force on the Driver shortage.

The report suggests companies have had chal-lenges recruiting drivers for a number of reasons, including that the profes-sion has never had any official standing. Creat-ing a certification process and making truck driving

a designated occupation won’t be a magic bullet, the WFP article notes, but provincial and industry officials believe it won’t hurt.

“Everyone is saying it makes sense to be able to have a clear set of standards to go and train individuals and actively participate in the labour market as truck drivers,” said Paul Holden, the executive director of Ap-prenticeship Manitoba. “The other thing is the individual is now going to get a formal credential, which is very different from the way the industry operated in the past.”

Terry Shaw of the Mani-toba Trucking Associa-tion said all the provincial trucking associations and the Canadian Trucking Al-liance are working together to try to standardize these credentials. b

Manitoba Moves To Certify Truck Driving Profession


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Meritor (NYSE: MTOR) recently celebrated its 10 millionth trailer axle made in North America at its Frankfort, Ky. manufactur-ing facility.

“This is an important milestone that underscores Meritor’s long heritage of providing innovative, mar-ket-leading products,” said Pedro Ferro, vice president and president, Aftermarket & Trailer. “Our experience in designing and manufac-turing trailer components puts us at the forefront of axle innovation.”

Today, the company has more than 50 different ax-les for use in a broad range of trailer applications. Mer-itor’s lightweight, durable and highly serviceable portfolio of trailer axles in-cludes straight, drop and crank product offerings that can be customized for each customer’s specific trailer application needs.

“We are proud that Meritor trailer axles are produced using American-made steel, formed into

American-made tubing and fabricated into finished ax-les in our Frankfort, Ky. plant,” said Craig Frohock, general manager, North America Aftermarket & Trailer. “Since we opened our first facility dedicated to trailer products in Ken-ton, Ohio in 1948, Meri-tor has taken great pride in its American heritage, as well as in offering the most complete commercial axle portfolio with a wide breadth of solutions for global trailer applications.”

The milestone axle will be installed on a trailer manufactured by Wabash National and will ulti-mately become part of the Werner Enterprises fleet. Meritor axles are standard equipment on all Wabash trailers.

An axle commemorat-ing the 10 millionth will be signed by all employees at the Frankfort plant and will become a permanent dis-play at that facility.

“Reaching this mile-stone is a testament to

the Frankfort workforce and their commitment to building products that de-liver superior results,” said Brett Fisher, Frankfort site manager. “Meritor’s trailer products are manufactured to the very highest quality standards to provide a reli-able and long-lasting solu-tion for customers around the globe.”

Meritor trailer sys-tems and components are backed by Meritor’s indus-try-competitive warranty, global services and support from the nationwide Drive-Force professionals. b

Meritor Builds 10 Millionth North American-Made Trailer Axle

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April 12, 20135:00 pm

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Weight restrictions on some of Saskatchewan’s highways began to take effect on March 1, ac-cording to the Ministry of Highways and Infrastruc-ture.

“The province’s Plan for Growth will require reliable roads and infra-structure for the safe and efficient movement of goods and people, so it’s imperative we protect and preserve our network,” Highways and Infrastruc-ture Minister Don McMor-ris said. “Truckers and

shippers are advised to monitor their loads and watch for restrictions dur-ing what is a very sensi-tive period for some of our highways as the road-bed thaws.”

Since December, win-ter weights, which allow trucks to carry heavier loads, have been placed on some Saskatchewan high-ways. These began to be removed on March 1, and the first winter weight re-strictions published online at www.highways.gov.sk.ca/restrictions under the

“New Winter Order” link. Regularly scheduled up-dates of the winter restric-tion orders were provided every Tuesday and Friday until March 15, when win-ter weights were no longer in effect.

The freeze period during winter strengthens the road and supports heavier truck loads, providing shippers an opportunity to transport heavier loads during the colder winter months. Typ-ically, these winter weights run from mid-November through mid-March.

Meanwhile, truckers also need to be aware of upcoming spring road bans and follow weight limits on secondary roads during this most fragile six week thaw period. b

Seasonal Weight Restrictions Take Effect

“One big tractor-trailer parking lot” was the sub-ject line in a recent email from Today’s Trucking reader Tom Jackman this afternoon.

Jackman was pass-ing along a story from CBC on Marine Atlantic working to clear a back-log of commercial ve-hicles on route to New-foundland.

Weather has been less than agreeable in the At-lantic region this winter, with high winds keeping ferries docked.

Recently, ferries had moved “270 truck and trail-ers within 36 hours,” CBC reported. “A hundred more were still in North Sydney, waiting to make the cross-ing.”

“I don’t know if it’s because weather patterns are changing, but the bad weather has been on the rise for the last couple of months,” Jean Marc Picard, executive director of the Atlantic Provinces Truck-ing Association (APTA), told todaystrucking.com.

“Obviously the car-

riers are starting to feel frustrated, but there’s no other alternative — there’s Oceanex, but some of those carriers can only rely on Marine Atlantic,” he said.

Picard said that the APTA is meeting with Marine Atlantic to dis-cuss service options. “But at the end of the day, options are pretty limited.”

For now, Picard said the APTA is in constant com-munication with Marine Atlantic. “We try to inform the carriers so they don’t get stuck at the port for a couple of days; it’s the only thing we can do right now.”

And Jackman? “Pitfalls of living on an island in the North Atlantic,” he said. b

High Winds Cause Truck Backlog On East Coast

Meritor WABCO, a leader in the integration of safety and efficiency technology for the North American commercial vehicle industry, is pro-ducing proven fuel sav-ings for customers us-ing Meritor WABCO’s electrically controlled air dryer (ECAD), the new-est member of the Sys-tem Saver family.

System Saver ECAD was introduced in Feb-ruary 2012 in the North American market and early adopters of the product are reporting an annual reduction in fuel consumption of 100 gal-lons or more, equivalent

to approximately $400 per vehicle. The system gen-erates air pressure dur-ing low engine-demand cycles, reducing parasitic loss caused by the com-pressor diverting horse-power from the engine, and results in overall fuel savings being achieved.

“Meritor WABCO is an innovation leader in the safety arena, which re-lies heavily on intelligent technology, and we’ve applied that expertise to enhance the efficiency of our products,” said Pat Kealy, director, compres-sion and braking, Meri-tor WABCO. “In addi-tion to fuel savings, the

efficient design of ECAD eliminates the governor, allowing for improved serviceability, lower maintenance costs and reduced weight.”

ECAD includes two solenoid valves, which facilitate air pressure generation and air dryer regeneration. A control unit compiles relevant in-formation for air drying, such as system pressure, engine speed and operat-ing time, road speed and ambient temperature. With intelligent con-trol, ECAD regeneration cycles only take place when necessary and are determined by monitor-ing delivered air vol-ume. Regeneration takes place from the system’s own air reservoir, thus eliminating the need for a separate regeneration reservoir. b

Wabco’s New System Saver Electrically Controlled Air Dryer


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When Ferrari set out to develop the most advanced and powerful vehicle the brand has ever developed, the company turned to Delphi Automotive (NYSE: DLPH) for help with two key vehicle systems to in-crease performance while decreasing emissions.

A long-time partner

to the legendary perfor-mance carmaker, Delphi developed one of the most important parts of the ve-hicle — wiring harnesses for both the low and high voltage systems of the vehicle’s electrical/elec-tronic architecture using its sophisticated software, known as the Delphi Ve-locity Tool Suite, which uses integrated design, analysis, and simulation tools. When applied to the Ferrari LaFerrari gasoline-electric hybrid, the high voltage wiring harness per-mits power boosts, while allowing for the reduction of CO2 emissions. The high voltage wiring is used to provide power from the battery pack to the inverter and to the motors.

Additionally, Delphi worked closely with Fer-rari engineers to develop a complete air condition-ing system for the LaFer-rari that is lightweight, pro-vides optimal comfort for all passengers and the re-quired cooling to maintain

the high voltage batteries at the optimum temperature.

The air conditioning system, which utilizes an electric compressor, and caters for the hybrid and electrical drive require-ments, provides increased fuel efficiency, engine power availability and hy-brid battery cooling con-trol. The system also uses a newly developed heat exchanger (chiller) which cools the battery to ensure safety and durability.

Delphi’s HVAC system for the LaFerrari allows for a 3.5kW additional cooling power for the hybrid sys-tem. For passengers, this means less fuel consump-tion without sacrificing ba-sic cabin comfort.

Ferrari also asked for Delphi’s involvement in the recharge area for a cus-tomized solution, leverag-ing the wide experience Delphi has in recharge sys-tems developed to cater for the various norms around the world.

Since the early 1990s, Delphi has worked with Ferrari co-developing and co-designing climate con-trol and electrical/electron-ic systems to meet Ferrari’s very high performance and quality demands. b

Delphi Helps Ferrari Reach Emissions Reduction Goal

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Kenworth Truck Com-pany has named its 2013 Kenworth Parts Council members. The council con-sists of leading parts man-agers from Kenworth deal-erships in the United States and Canada. The council’s goal is to further enhance the quality and value of service to Kenworth cus-tomers.

Kenworth Parts Council members are: Chairwoman – Jo Frost, Edmonton Kenworth, Edmonton, Alb.; Ken Ables, Performance Ken-worth, Cleveland, Texas;

Paul Baker, Wallwork Kenworth, Fargo, N.D.; Gaetan Lalonde, Ken-worth Maska, St. Ma-thieu-de-Laprairie, Que.; Lisa Nichols, Kenworth of Columbus, Hilliard, Ohio; Vic Stiller, In-land Kenworth, Phoe-nix, Ariz.; Jeff Weaver, Truckworx Kenworth, Birmingham, Ala.; Clay-ton Zuchotzki, Great-West Kenworth, Calgary Alb.; and Kenworth Deal-er Council representative Mike Murphy, MHC Ken-worth, Leawood, Kan.

“The Kenworth Parts

Council works closely with Kenworth and PAC-CAR Parts to help provide excellent parts support for customers throughout the United States and Canada. We appreciate the council members for their diligent efforts in this important mission to serve custom-ers,” said Steve Smith, national sales manager for PACCAR Parts/Kenworth.

Kenworth’s constant commitment for superior dealer service is demon-strated by Kenworth re-ceiving the “Highest in Customer Satisfaction with Heavy Duty Truck Dealer Service, Two Years in a Row”, according to the J.D. Power and Associates 2011-2012 Heavy Duty Truck Customer Satisfac-tion Studies. b

Kenworth Names 2013 Parts Council Members

The new PACCAR MX-13 engine brochure is now available to customers and dealers. The brochure con-tains operating features and technical specifica-tions to better inform buy-ers prior to their next truck purchase. The design high-lights the MX-13 engine’s proven technologies and state-of-the-art innovations that improve fuel econo-my. The MX-13 is avail-able in Peterbilt’s entire on-highway and vocational product line-up.

“The PACCAR MX-13 brochure details all of the enhancements made to this engine,” said Rob-ert Woodall, Peterbilt director of sales & mar-keting. “We are proud to showcase our 500 horse-power and 1,850 lb/ft. torque rating on this en-gine. The brochure also includes specific infor-mation regarding light-weight components, re-liability, total value and more.”

The MX-13 has 1,450 to

1,850 lb/ft. of torque with horsepower ranging from 380 to 500. The MX-13 en-gine is designed to maxi-mize fuel efficiency, reli-ability and provide a low total cost of ownership, and it meets the Environ-mental Protection Agency’s (EPA) 2013 emissions re-quirements.

Other 2013 PACCAR MX-13 engine enhance-ments include a common rail fuel system that main-tains injection pressures of 2,500 bar, providing improved efficiency. The result is finer fuel atomiza-tion and more ways to op-timize combustion, ensur-ing the lowest possible fuel consumption, emission and noise levels. b

2013 MX Engine Brochure Available

Mack Trucks recent-ly launched the MACK Granite Medium Heavy Duty (MHD) 4x2 mod-el, offering a Class 7 or Class 8 solution for customers demanding a lighter yet rugged work truck.

Introduced for the first time during the 2013 National Truck Equipment Association (NTEA) Work Truck Show in Indianapo-lis, the MHD 4x2, of-fered in a heavy-duty or medium-duty con-figuration, is the latest version of the MACK Granite MHD launched in 2011. The MHD 4x2 is available now for or-

der.“The MHD 4x2 of-

fers a great option for customers needing a truck tough enough to manage their daily op-erations, but in a light-er weight configuration to increase their ROI,” said Curtis Dorwart, Mack vocational mar-keting product man-ager.

Equipped with a Cummins ISL9 345 horsepower engine with a maximum torque rating of 1,150 lb.-ft., the MHD 4x2 provides the power, durability and reliability that cus-tomers equate with a Mack truck.

A clean back-of-cab design helps the MHD 4x2 accommodate a wide variety of body options, including those required for util-ity, dump and munici-pal applications. The short bumper-to-tire distance offers front-end swing clearance and superior wheel cut – key for navigating tight turns in munici-palities and construc-tion sites.

The galvanized steel cab of the MHD 4x2 is mounted on airbags and shocks so the driv-er stays comfortable during the workday. The MACK Cornerstone chassis, built of high-strength steel alloy for a stronger, lighter frame, is offered in four frame rail thick-nesses ranging from 7 mm to 11.1 mm. b

Introducing The MACK Granite MHD 4x2

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2005 Sterling Acterra T/A Picker Truck, Cat C7 eng, 8LL trans, air ride, 16,000 front 40,000 rears, 18 ft deck, only 78,000 kms and 2900 hrs, c/w Terex 2057 picker 10 ton capacity, truck and picker certified, in very nice condition units are from a major realignment, REDUCED $59,900.

2005 STERLING ACTERRA T/A PICKER TRUCK


CORPORATE ASSET DISPOSALS LTD.780-986-7547 or Cell 780-919-8714

2004 Sterling Acterra S/A Picker Truck, 16,000 front and 23,000 rear, only 156,000 kms Mercedes eng, 8 LL trans, air ride, 18 ft deck c/w Terex 2057 10 ton Picker, 4 out riggers, picker and truck certified, excellent condition work ready, from a major realignment, Reduced $49,900.

2004 STERLING ACTERRA S/A PICKER TRUCK


CALL613-548-8497 or [email protected]

2009 Western Star 4900SA, c/w Tadano TM-1882 18 ton crane, certified with new cable in June 2012, equipped with wetline package, 85K kms, 20K fronts, 40K rears. $149,900.

2009 WESTERN STAR 4900SA CRANE TRUCK

$149,900

GO TRANSPORT LTD.604-525-0800 or [email protected]

We are parting out a 1999 Freightliner FLD 120, N-14 Select Plus Cummins 450, Brand New Transmission, 13 Spd, 40,000 lbs Rears, Aluminum Wheels, Dual Stacks, etc.

1999 FREIGHTLINER FLD 120

Best Offers

Contractors, this Shop Truck is complete and ready to go to your work-site or out to the bush tomorrow. 1989 International S1700 single axle w 10:00x22.5 steering tires, 11:00x22.5 Dayton Driving axles. DT 466 Diesel engine, 5 speed transmission w/ 2speed rear axle Box is 20’ x 8’4” wide x 8’4” high, power tail-gate. Comes with the following: Miller Trailblazer 301G 660 hours, new battery, new fuel pump, AC/DC welder 10,000 watt generator c/w welding leads, Arcair K2000 air-arc, Millermatic welding helmet Emglo Compressor w/Honda 8.0 hp engine Parker 2” hose press Model 80C-080 with upgraded Caterpillar pump, 7 sets of dies and collars, some hydraulic hose, fittings etc First-Aid equipment includes basket Stretcher, blankets, collars, splints, BC Level 1 First Aid kit Spill kits include 3 x 20 litre pail spill kits and one large barrel spill kit Parts kits include: Profastners 4 drawer kit with cot-ter pins, screws etc; 2 x electrical kits; o-ring kit; shrink tube kit; Metal shelving units, 8 compartment bolt bin, 50 compartment parts cabinet with hydraulic fittings etc Steel work bench 7’ long with Oregon chain breaker and repair tool Come-along, Gray bench tool box w/tools, oxy-acetylene cart with torch, gauges, hose Truck is located in Williams Lake and has not been used since or left the yard since May 2006. Offered at $22,500 OBO.

1989 INTERNATIONAL S1700

$22,500 OBO


2008 Kenworth T800B, 550 ISX, 18 Spd, 20 x 46 Axles, 304,000 Miles, Loaded. $89,500.

2008 KENWORTH T800B

$89,500


2007 Sterling L8500, 4,000 US Gallon Water Tank, Front, Rear, Side Spray, 44,000 Miles, 18,000 Front Axle, As New. $69,500.

2007 STERLING L8500

$69,500


2007 Western Star 4900SA, 550 Cat, 18 Spd, 14 x 69 Axles, 46" Bunk, 482,000 Miles, Loaded Tri. $84,500.

2007 WESTERN STAR 4900SA

$84,500


2010 Kenworth T800B, 525 ISX, 18 Spd, 14 x 46 Axles, 36" Aero Cab, 200,000 Miles, Loaded. $104,500.

2010 KENWORTH T800B

$104,500

FALCON EQUIPMENT604-888-5066 · www.falconequip.com

2013 Western Star 4700 Snow & Ice Truck, c/w Henderson 16'6" Mark E Dump Body, 11' Reversible Plow, 11' Underbody Scraper, all powered by Certified Power's Freedom 2.2 Electro-Hydraulic Control System – for plow, scraper and hoist. $199,640.

2013 WESTERN STAR 4700 SNOW & ICE TRUCK

$199,640

DEL EQUIPMENT604-941-6241 or [email protected]

2007 Freightliner M2-106, Mercedes-Benz Diesel Engine, Standard, 155,000 km, Effer 310-6S Rear Mount Knuckle boom crane w/Scanreco wireless remote control, 24' Wood deck, Kinshoffer pallet attachment, winch, 360° stability chart. $179,900

2007 FREIGHTLINER M2-106

$179,900


2012 International TerraStar Snow & Ice Truck, c/w Hiab Multilift XR5S 11,000 lb Hooklift, 9' Henderson Plow, 11' Henderson Mark III Dump Body with Spreader. Including Henderson's Bumper-to-Bumper Electric Charge Control System – Clean Power Series. $109,000.

2012 INTERNATIONAL TERRASTAR SNOW & ICE TRUCK

$109,000


2012 Freightliner M2-106 with 2011 Hiab 144 E-5 CLX, Cab-Mounted Crane, Fully Extended Lifts 1,366 lbs at 49'2", c/w 20' Custom-Built Working Deck & Toolbox – GVW of 33,000 lbs. $134,000.

2012 FREIGHTLINER M2-106K & '11 HIAB 144 E-5 CLX

$134,000

KIM'S CONTRACTING LTD.TOLL FREE 1-866-474-2785

1997 Western Star 4864F Snow Plow Truck, N14 Cummins, 435 hp, Jake, 13 Spd Trans., 44 Rockwell Rears, Spring Suspension, 10' Wilmac 2 Way Front Plow, Underbody Plow, Tenco 14' Combination Sand Dump Box, Tow Hitch, Good Rubber, 444,000 km. $27,500, delivery available.

1997 WESTERN STAR 4864F SNOW PLOW TRUCK

$27,500

GREATWEST KENWORTHCall Danny 403-478-0357 or 1-888-253-7555

Overstocked on new 2013 Kenworth T800s. Cummins ISX15, 18 spd, 14.6K front axle, S40s rear axle, 38" sleeper, drop axle. Available with drop axle removed, s/n 958187. $119,900.

2013 KENWORTH T800

$119,900

CALL RICK250-883-3645

2007 Raja Tag Trailer, Custom Built For HD Equipment, Charcoal Gray, O/O Like New. Heavy Duty Air Ride Susp., 255/70R22.5 Bridge Stone Tires, Alcoas, Heavy Fir Decking, Air Ramps, Dual Landing Gear, Insp. Good Till May. Nicest Tag Trailer On The Coast. Located In Shawnigan Lake, BC.

2007 RAJA TAG TRAILER

$34,500

SOUTH ISLAND AGGREGATESRick: 250-883-3645

2006 Langfab Dump Bodies, High Lift Tail Gates, Air Tarp, Hardox Floor Outside Hoist, Excellent Condition. Both Units In The Lower Mainland. $10,000 OBO Each + HST.

2006 LANGFAB DUMP BODIES

$10,000 each

SOUTH ISLAND AGGREGATESCall Rick 250-883-3645

2006 Midland 4 axle end dump w/current certified inspec-tion, great working condition. 2006 Cross Country 4 axle end dump w/high lift tail gate, great working condition. Located on Vancouver Island, BC. $42,000 each + tax OBO.

2006 MIDLAND 4 AXLE END DUMP

$42,000 each

TRANS PACIFIC TRAILER250-868-2178

Tilt deck and beavertail style. ABS brakes, LED lights, low pro tires. #1 in quality and engineering, designed for your heavy loads, tandem and tridem. Call for further info on stock and orders.

TRAIL KING NEW 2013 TRI AXLE TRAILERS


2012 F-550 XLT, 6.7L Diesel, 4X4, 11ft Mechanics Aluminum service body, VMAC VR 70 Air compressor, Autocrane 5005EH, Sliding telescopic roof.

2012 F-550 XLT


2012 Mitsubishi Fuso FE-180, diesel 4P10(T5) dual over-head cam engine, automatic transimission, 4x2 SL-145 Swaploader, 12ft long x 4ft high wall bin.

2012 MITSUBISHI FUSO FE-180


2012 GM 3500 SRW, gas, 2 wheel drive, 12ft long Unicell CW (City Wide) body. Payload of up to 3,500lbs and a capacity of up to 500 cubic feet!

2012 GM 3500 SRW


2012 GMC 3500, Single rear wheel, gas, 2 wheel drive, Unicell Aerocell SRW.

2012 GMC 3500


2012 Chevy 3500 16 ft Cube Van, dual rear wheel, 79 in inside height, aluminum walk ramp,translucent ceiling, 3/8" plywood lining with 2 rows of tie bars, walk through door.

2012 CHEVY 3500 16' CUBE VAN


We stock Autocrane cranes! We have Econo-tons, 3203EHs, 4004EHs and 5005EHs in stock ready for immediate delivery.

AUTOCRANE CRANES!

$Price


S/S 9' dump body, 24" alum. back pack with S/S doors, Cirus “Black-Tip” dual joystick controller for hoist & plow functions, E-Z Spread 3 chan elect. spreader controller, Compact tank/valve encl., 4 yard3 Swenson 9' MDV S/S sander, Arctic 9' hyd. plow with galvanized frame.

2012 F-550 XL 4X4 PLOW TRUCK


2012 GM 3500 Servicell, gas, single rear wheel, fiberglass body, 6 compartments, horizontal compartment acces-sible from inside, translucent ceiling, rear barn doors, ladder rack with removable rear access ladder, tow hitch, walk-thru door.

2012 GM 3500 SERVICELL

MANAC WESTERN604-888-4188

New Manac Walking Floor, 53 foot, Tridem Intraax air ride, Keith floor system, smooth side aluminum panels, 22.5 on aluminum wheels. Call for details.

NEW MANAC WALKING FLOOR


IN STOCK: 2014 Cross Country Tridem Tilt, Tridem, air tilt, air ramps, fir floor, toolbox, two speed landing gear, adjustable pintle hitch, 235/75R17.5 radials, call for further information.

IN STOCK 2014 CROSS COUNTRY TRIDEM TILT


2006 Trail King Tridem Live Bottom, Tridem air ride, 11R22.5 on aluminum wheels, 3/8 x 36” 2 ply continuous belt, electric tarp, 2 speed landing gear, Aluminum sheeting non insulated, Aubern gearbox, LED lights, low mileage unit.

2006 TRAIL KING TRIDEM LIVE BOTTOM


N STOCK NOW New 2014 Cross Country Quad Wagon, Intraax, 25000 lbs axles, Duralight/Centrifuse, Hardox body, 8” hoist, 11R22.5 on aluminum, electric flip tarp, grease banks, aluminum bumper/light bar, checker plate package.

NEW 2014 CROSS COUNTRY QUAD WAGON

ARW TRUCKSCALL CALVIN 1-888-843-6111

2011 Peterbilt 348, Paccar PX-8 300 hp, Allison 300, 20 & 40s, 256" WB, c/w 20' deck, Elliott 1870F 18 ton crane, 70' reach.

2011 PETERBILT 348

Cummins announced on Monday, Dec. 10, the production of the 2 mil-lionth pickup engine for Chrysler Group LLC at its Columbus MidRange En-gine Plant (CMEP). The 2012 6.7L in-line 6-cylin-der High-Output Cummins Turbo Diesel produces 350 hp and 800 lb-ft of torque, and powers Ram 2500 and 3500 heavy-duty pickup trucks. It is also available in Ram 3500/4500/5500 chassis cabs.

“Today we get the op-portunity to hang another banner in the plant,” said Wayne Ripberger, Gen-

eral Manager – Pickup and Light Commercial Vehicle Engine Operations. “This milestone build is a sig-nificant achievement for us, and one that we are all very proud of. At Cum-mins, we take great pride in each and every engine we build – whether it’s the first or the 2 millionth.”

The first Cummins Tur-bo Diesel engine was pro-duced for Chrysler in 1988 at the Rocky Mount Engine Plant in Rocky Mount, N.C. The 5.9L 12V engine produced 160 hp and 400 lb-ft of torque, and started the Cummins and Chrysler

partnership.“We’ve come a long

way since 1988,” said Mike Cockell, Ram HD Brand Manager. “We’ve made great improvements to the entire package, but there is one thing that has re-mained constant: proven Cummins power.”

This historic engine will be one of the last MY2012 engines produced at CMEP before production is changed over to the new 2013 6.7L engine. To com-memorate this milestone, the engine will be built with a special-edition red breather cover and valve cover.

“We’re proud of our heritage with Cummins, and we’re also excited about the 2013 Cummins Turbo Diesel-powered Ram trucks. We hope to be back here in a couple years cel-ebrating the 2.5 millionth engine,” said Cockell. b

Cummins Builds 2 Millionth Pickup Engine For Chrysler

The Chrysler and Cum-mins relationship started over 30 years ago, and there’s one important ar-tifact that reminds us how far these two companies have come together: the first development truck. The truck was part of the initial fleet of six vehicles that were built to test the viability of a Cummins in-line 6-cylinder diesel engine in a Dodge Ram pickup.

Truck D001 is a 2-wheel-drive standard-cab long-bed 1985 Dodge Ram D350 Prospector. It started life with a V8 gas engine, but a 12-valve rotary-pumped in-line 6 was swapped in for the

initial testing. Other than a simple mockup engine that was used to check space claim under the hood, this was the first Cummins 5.9 in a Ram truck. Once the program was approved, the actual test vehicles were assem-bled.

Troy Simonsen, a pioneer in the automo-tive diesel industry, recalled the first Cum-mins-powered Dodge Ram test mule: “I was on hand to test-drive the first prototype Dodge/Cummins die-sel pickup, a 2-wheel drive, automatic three-speed. Cummins had set up a test run with

comparable Chevy and Ford diesel pickups. It was a thrill to see the Dodge/Cummins out-perform both of them with ease.” Cummins went into production in 1989 with the 5.9L for Chrysler, and the rest is history. Truck D001 is the truck that started it all.

Unlike today’s proto-type vehicles, which are often scrapped, Truck D001 has continued to perform. For more than 20 years, the truck has been used as a parts run-ner among facilities and as a shop vehicle for the Cummins Technical Cen-ter (CTC). It’s spent most of its time on the high-ways and interstates in and around Columbus, Ind. The burgundy-and-white paint is faded, the interior is worn and the bed is a little beaten up, but the truck runs as well today as it did in 1985. b

D001: The First Development Truck

We’re working on our next issue!

April 12, 2013 · 5:00 pmAD DEADLINE:

HUGE BUSINESS OPPORTUNITY!Central Interior Charter Bus Company

• BC & Alberta Licenced• Excellent Equipment• Steady Contracts• Turn-key Operation

• Ready to Expand• Shop, Equipment

& Parts Included• Motivated Seller!

Contact Ed Davidson - [email protected]

250.318.8870

OWNER RETIRING!


PUGET SOUND TRUCK SALES

NOBODY BEATS OUR QUALITY! NOBODY!

253-863-7646HEAVY SPEC

CREW CARRIER

6X6 WINCH TRUCK

BRIDGE INSPECTOR

4X4 4X4

FLEET FUELER

HEAVY SPEC 4X4

DECK WINCH

2006 Sterling, C13-430hp, jakes, 10spd, Lockers, air ride, 261K miles, 2007 Traileze 48’ x 102”, hyd. Front ramp, winch , double drop, load gauge, air ride-NICE PACKAGE!

DELIVERY UNITROLL OFF

(2) 2004 Freightliner FL112 6x6, C12- 380hp,18 spd, HEAVY SPECS, LOCKERS, Chalmer susp, AC, 11 yard dump, HI Liftgate, EX Utility Co Trucks VERY LOW MILES.

4X4 SERVICE TRUCK

COMBO JET RODDER

2006 Ford F550 4x4. Powerstroke diesel,automatic, 17,950# gvwr, 12’ fl atbed, LOW MILES!! Other fl atbeds available.

2005 F450 4x4 service truck, Powerstrokediesel, auto, Limited slip axle, 9’ Knaphiede service body, material rack,LOW MILES- OTHER service trucks available.

98 Ford F800 5.9L Cummins, std. trans, airride suspension, 8 + person carrier, AC- CALL FOR DETAILS.

2000 Sterling LT9513, Cat 3406E-375hp, 10speed with deep reduction, 62K# gvwr, walking beams, double frame, trailer tow package, LOW MILES- EX CITY unit.

1980 Mack WS786, 285hp engine, dynatardbrake, 10 speed, 52K# gvwr, walking beams, 22.5’ fl atbed, 5,000# liftgate, 30,000# winch, EX Utility company unit- VERY LOW MILES!

(1) 92 Intl 4900 & (87) Intl S1900, dieseleng & std trans, PS, AB, Fleet fuel trucks, 1,000 gal. non spec diesel & 500 gal DOT spec alum. Gas tank, duel pump systems, Oil & Antifreeze tanks, EX Utility Co unit with LOW Miles!

(1) 92 Intl 4800 4x4, diesel, automatic,dual cmpt & fuel system, & (3) 4x2 with single compt, pump, meter & hosereel,- Stainless steel tanks, EX GOVT low mileage units.

2004 Ford F550 diesel & 2000 Ford F550, V10, auto,17,500# gvwr, PS, PB, AC, 11’ Phenix enclosed service body, 76” int. height, Duct ventilation, Air conditioning, 6KV generator, PTO with hydraulic tools.

(11) 2006 Ford F550 4x4, Powerstroke, auto, 2,200# crane, air compressor, Miller welder, (3) lube tanks, grease keg,waste oil system, LOW Miles!

(2) 2000 Intl S2574, ISM-288hp, jakes, 4x4,13 speed, Locker diff, dbl frame, tow package, 5 yard dump, LOW MILES- EX GOVT unit.

2000 Ford F450 4x4, CREWCAB, V10, automatic, AC, 9’ Contractors dump box, laydown sides, Boss V style plow, EX GOVT truck with 45K miles.

2001 Sterling Acterra, ISC260hp, 9 speedtrans, 35K# gvwr,- AC, CC, 5 yard dump, plow hitch, tow package, EX CITY LOWMILEAGE.

97 Freightliner FLD120, 3406E-390hp, jakes,15 spd, 52K# gvwr, walking beams, AC, 10 yard dump, tow package, EX GOVT unit- LOW MILES

91 Intl S2674, L10-9spd, Heavy spec, Texoma330-15. V8 gas engine, pole setter, take up winch, LOW Hours!

94 Freightliner FL80, 5.9L-230hp turbodiesel, Auto trans, Terex 92-47 digger derrick, 35,200# gvwr, 47’ sheaveheight, 21,440# capacity, pole claws, line body, capstan drive/ winch, EX GOVT unit.

1985 Mack RM686s 6x6, ECS 350, engine brake,15 speed, 2 spd t/c, Gearmatic 44 winch, 1100’ of 3/4” cable, 11020# rated,fl atbed, LOW MILES.

1999 Intl S2574, M11-370, jakes, auto trans, heavy spec, Vactor 2110 PD unit, 1,500 gallon water, 80 gpm @ 2500psi,Loaded with options, ONLY 26K miles!!

1997 Volvo Series 60-430hp, 13 speed, Heavy spec, Vaccon combo jet/vac unit, 10 yard, JD aux. diesel, 1,000 gal. freshwater, HYDRO EXC. Package, 50 gpm @ 3K psi, EX GOVT unit.

1985 Autocar Constructor, 6V92T-350hp,jakes, auto trans, DFM Bridgemaster underbridge inspection unit, 2 turrets,telescopic third boom, EX State unit .

1999 Peterbilt 357, ISM 305hp, 9 speed,55,000# gvwr, Chalmers Suspension, continuous chain rolloff, 60K# rated, 22’rails, Rolloff rebuilt 10/11.

1992 Ford L9000, N14-330 hp, 10 speed deepreduction, 18K#, 40K# rear, walking beams, 4000 gallon water system with Aux. powered pump, LOW MILES.

FUEL TRUCKS

4X4 PLOW 6X6

PRESSURE DIGGER HYDRO EXC

WATER TRUCK

Web: www.pugetsoundtrucksales.comE-mail: [email protected] or [email protected]

www.oceantrailer.com

COQUITLAMToll Free: 1-800-891-8858

DELTAPhone: 1-866-980-3718

CALGARYToll Free: 1-877-720-7171

EDMONTONToll Free: 1-800-610-1019

WINNIPEGToll Free: 1-866-397-5524

Visit our list of used trailer inventory: www.supplypost.com/ocean

Utility Tridem & Tandem Reefers and New Tridem

Dry Vans In Stock

New Felling Tridem Tilt Trailer, 25 ton,

Low Profile Deck Height

*Tag Trailers Also Available*

New All Steel Tridem, Flats & Steps.

Call For Great Pricing!

COMING SPRING 2013:New 45 Acre yard/head offi ce at 9076 River Rd., Delta BC. Featuring a 70,000 sq. ft

state of the art facility, 20 service bays, indoor wash bay. We look forward to serving you at our new location!

Truck Post Apr 2013

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