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It does not matter if you are driving OTR or local Truck deliveries,  Trustop Canada is your Home Online. Truckstop Canada's  Forum provides a place where Truck Drivers can come in for information or discuss Trucking News, Truck Photos, Trucker Classifieds, Trucker Jokes. We would be honored to welcome you as a Member in our professional Trucker Forum.



Great Lakes Trucks Club’s Antique and Classic Truck Show
Trucking News
  • Date: June 29, 2018 to June 30, 2018
  • Location: Clifford Rotary Park, Clifford, Ontario
  • Website: http://bit.ly/2Gzm7bA
 SHOW INFORMATION

Rotary Park – Allan St. & Brown St. – Clifford, Ontario

PRICING

  • General Admission: $5.00

  • Truck Entry: $25.00

  • BBQ Dinner: $15.00


  • Camping with classic truck: $25.00

  • Camping without classic truck: $50.00

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Ont. police lay nearly 700 charges against truckers during 24-hour blitz
Trucking News
OPP

Ontario Provincial Police said the crash happened Saturday at approximately 5:30 p.m. on Highway 17 west of Vermillion Bay.

ORILLIA, Ont. - Provincial police say they laid nearly 700 charges against transport truck drivers during a day-long blitz on Ontario's roads last week.

Police partnered with the Ministry of Transportation and stopped a total of 1,692 trucks over the 24-hour period on June 13 and 14.

They say that of the 697 charges they laid, 226 were for speeding and 176 were for defective equipment.

Officers also laid 28 charges for distracted driving.

Other charges included failing to wear a seatbelt, making an unsafe lane change and carrying an insecure load.

Police say they took 63 trucks out of service as a result of the blitz.

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Women show truck driving skills during Masstown competition
Trucking News
Amanda Loomer was among those competing at the Atlantic Driving Championships in Masstown on Saturday.

Amanda Loomer was among those competing at the Atlantic Driving Championships in Masstown on Saturday.

MASSTOWN, N.S. - When Amanda Loomer climbs behind the wheel of her massive 18-wheeler, the first thing she feels is power.

Not simply the physical power of such a big vehicle, but also the empowering feeling of being a woman breaking the gender barrier in a male-dominated trucking industry.

Loomer kept breaking barriers at the Atlantic Driving Championships in Masstown Saturday, steering her semi around tight bends and through a path lined with obstacle posts as her team mates cheered her on. The competition was organized by the Atlantic Provinces Trucking Association.

“You have to be a strong-willed person and not take things to heart, because otherwise you will not succeed. You have to prove that you can do things that other people can’t – so be strong,” said Loomer to any female considering a trucking career. “Just because you’re a woman doesn’t mean you can’t.”

As a driver for Armour Transportation Services, Loomer and her female colleagues feel they can do the job more safely and efficiently than some male drivers. They also say women drivers are easier on the vehicles and other equipment they use while hauling goods.

Loomer, from Dartmouth, does pickups and deliveries in Atlantic Canada, typically within New Brunswick. Her company is based in Moncton.

Her colleague Amy Herring, from Prince Edward Island, first took up her job in trucking five years ago to prove a point to the naysayers – and the championships were her first ever competition.

 “I was told I would never be able to do it,” she said. “I’ve driven all over the United States and Canada.”

As a highway driver, Herring roamed as far afield as California, Florida and British Columbia in her previous trucking.

She later joined Armour Transportation Services as it allowed her to work closer to home.

While maintaining a big truck is not always easy, the drivers are helped by company mechanics who inspect the vehicles and make repairs as needed.

Drivers themselves must check over their vehicles every day in accordance with safety regulations.

“You learn your own truck and what feels different and should be checked,” said Herring.

The Atlantic Driving Championships tested competitive teams from different trucking companies in three areas. These included a timed practical skill driving exam that tests drivers’ ability to safely manoeuvre their vehicle in everyday driving scenarios, a pre-trip inspection that tests equipment knowledge and a written exam.

The 50-question exam tests drivers’ general knowledge of the trucking industry, safe driving habits and how to transport dangerous goods.

“It showcases what these drivers do every day on a stage; they’re the best of the professional drivers that choose to compete here today,” said competition track master Kenny MacDonald.

Source of article click here : Truro Daily News

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Custom Truck Sales expands in Estevan
Trucking News

ESTEVAN, Sask. – Custom Truck Sales has relocated its Estevan, Sask., facility in an effort to better service its customers.

The new nine-acre location at 201 Shand Road is situated near two major highways with high truck traffic, and offers 24-7 secure parking and room for trucks to maneuver when dropping off and picking up equipment.

The building is 40% larger than the previous facility and measures 21,700 square feet. It includes a 6,000 square foot addition for the sales office, a drivers’ lounge, 4,000 square foot parts department and 1,000 square feet of retail space. The service department boasts 15,500 square feet and 14 service bays, with a shop specifically designed for large bed trucks to truck and trailer combinations.

Custom Truck Sales, a Kenworth PremierCare dealer, is open from 7 a.m. to 6 p.m. Monday to Friday and can be reached at 306-637-2121.

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J.G. Drapeau to acquire Ontario LTL division of Mainliner Freightways
Trucking News

TORONTO, Ont. –– Polaris Transportation Group announced today that J.G. Drapeau has entered into an agreement to acquire the Ontario LTL division of Mainliner Freightways and transition into the 150,000 square foot cross-dock and warehousing facility in Etobicoke, Ont.

The acquisition is expected to be completed on July 3, 2018. 

Mainliner’s LTL fleet will continue to serve the Southwestern Ontario to Ottawa corridor and will significantly increase the Polaris/Drapeau LTL and warehousing capacity in the Ontario market. Mainliner’s LTL business boasts a blue chip customer base, dedicated team of professionals and a track record of strong performance since 1993.

Dave Cox, president of Polaris Transportation Group said: “This allows our Group of Companies to more quickly expand our already large LTL service coverage in Ontario. We have relationships with a significant number of premium shippers across North America and an acquisition like this gives us more opportunity to enhance our leadership position. With this acquisition, J.G. Drapeau more than triples in size, as our growth initiatives for that business continue to gain momentum with team members and customers.”

As PTG looks to continue to grow what is already the largest privately held Canadian cross border LTL fleet, this acquisition reinforces its growth strategy to be a premier transportation and supply chain partner for its customers. This acquisition marks the fourth acquisition in the company’s history and second in 12 months.

The Parisi family also commeneted:  “The next generation of leaders within our LTL unit will benefit from all the opportunities a large organization like Polaris Transportation Group can bring, coupled with what we believe to be an excellent cultural fit. PTG’s operational focus, with a passion around safety and well-being for employees, makes them an excellent fit for our team and long-standing customers and suppliers.”

Source of article click here : Truck News

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25-tonne concrete slab falls off truck, blocks lanes on Highway 10
Trucking News

2 out of 3 lanes are blocked, causing traffic jams on the highway and on the Champlain Bridge

A slab of concrete weighing 25 tonnes fell off an 18-wheeler truck and onto Highway 10 heading toward Montreal Monday morning, blocking two of three lanes.

Transports Québec says it happened near exit 9, for the Bell Sports Complex and the CN train line. Crews are on site to remove the piece of concrete.

Transports Québec and Quebec provincial police are looking into how the cargo became untied from the truck carrying it.

Transports Québec said the slab was to be used in the construction of the new Champlain Bridge. The work site for the new bridge is not far from where the incident occurred.

There is a significant amount of traffic on the highway and the Champlain Bridge as a result.

Source of article click here : CBC NEWS

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Police hunt for fatal hit and run suspect, release footage of pickup truck fleei
Trucking News


Toronto police have released surveillance footage of a pickup truck involved in a fatal hit and run in the city's west end that left a 50-year-old woman dead.

Police were called to the scene in the Briar Hill Avenue and Dufferin Street area at 3 p.m. Monday, when a Dodge Ram pickup truck travelling northbound struck the woman, leaving her lying in her the roadway.

Police earlier said a witness described the driver as a male in his 30s, wearing a construction vest. 

In a news release Tuesday, police say the driver of the vehicle stopped his truck briefly and approached the woman. After a brief conversation, the driver got back into the truck and fled at what police say was a "high rate of speed" through a residential area.

Video footage shows a grey four-door truck fleeing from the scene after stopping for just

The woman was rushed to hospital with life-threatening injuries and died shortly afterward.

Police are now asking for the public's help in tracking down the driver and the vehicle. They say the pickup may have sustained damage to the front area.

Police want body shops or parts suppliers contacted for repairs to contact investigators. 

Anyone with security camera footage from the time of the incident on Stayner Avenue, Locksley Avenue, Risa Boulevard, Times Road an Briar Hill Avenue, is requested to contact police, along with anyone with dash-cam footage from Dufferin Street between 2:45 p.m. to 3 p.m.

Source of article click here : CBC NEWS

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Ontario Trucking Association says low barriers to enter industry puts safety at
Trucking News

Joint safety blitz between MTO and OPP called 'Operation Corridor' began Wednesday

"Operation Corridor" began today on the province's major trucking routes.

The president of the Ontario Trucking Association supports this week's joint MTO-OPP safety blitz on trucks, but thinks stricter regulations are required to truly improve road safety.

The annual 'Operation Corridor' safety blitz began with a statement from OPP that there have been 25 fatal collisions involving transport trucks this year — a 25 per cent increase from last year.

In total, 3,047 truck-related collisions have been reported in 2018.

"Poor driving behaviours and moving violations alone account for a large number of transport truck-related crashes every year," said OPP Deputy Commissioner Brad Blair.

"When other dangerous habits are thrown into the mix such as failure to adhere to vehicle maintenance, inspection and hours of service regulations as well as unsecured loads, it then becomes a question of when, not if more lives will be lost in serious transport truck collisions."

 

In an interview with Afternoon Drive host Chris dela Torre, Ontario Trucking Association President Stephen Laskowski said while enforcement blitzes "have their place," there are larger concerns which need to be addressed.

"Is it too easy to enter our industry? I think increasingly participants in our industry [and] the enforcement community are saying probably the answer is 'yes,'" he said. "So if we can make sure that companies ... understand the need for compliance, the cost of compliance, how to manage compliance, that will assist in terms of producing better safety results on the road."

Source of article click here : CBC NEWS

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Riding in the ultra-efficient Starship truck
Trucking News

RAPHINE, Va. – Like something out of a sci-fi movie, the AirFlow Starship initiative has produced a futuristic-looking rig that’s been in the making for several years.

Beginning with a simple drawing by former driver and owner of AirFlow Truck Company Robert Sliwa, the Starship, which is a joint venture between AirFlow and Shell Rotella, has been tearing up the road for a while now, and I recently had the chance to ride in the fuel-efficient truck during the Shell Rotella SuperRig Roadshow at White’s Travel Center in Virginia.

For those who haven’t yet heard of or seen the Starship, here is a general breakdown of the truck: it employs an aerodynamic design to minimize wind resistance (giving the truck its futuristic look), has an active grill cooling system, low viscosity, used full synthetic Shell lubricants, boasts an ultra-low RPM transmission (never surpassing 1,250), a 6×2 axle ratio configuration for lower weight, friction, and better fuel efficiency, low roll resistant, single wide-base tires, roof-mounted solar panels, predictive cruise control, regenerative braking, and relies heavily on driver behavior for peak performance.

“If you put the wrong driver in this truck, they won’t get as good of fuel mileage,” Sliwa said during our ride along June 14.

This past May, the Starship made a cross-country trip from San Diego, Calif., to Jacksonville, Fla., in an effort to showcase what the truck is capable of, which Sliwa said is comparable to any big rig out there.

“Both Shell and I wanted to prove that this a real-world truck that stops at truck stops just like everybody else,” said Sliwa. “I have to do an ELD like everybody else…it’s a real-world truck that hauls real-world freight.”

The truck was fully loaded during the trip, with a total gross vehicle weight of 80,000 lbs., while the Starship’s freight ton efficiency was measured by an on-board telematics system.

Riding in the Starship is like riding in many other tractor-trailer combinations. With an automated manual transmission, shifting gears was smooth and efficient, even while accelerating up to speed to enter the highway.

The air conditioning cooling the cab was powered by the 5,000 watt solar panel configuration on the roof, charging a 48 volt battery bank on the tractor.

Sliwa said he started building trucks back in 1983, a time when anything out of the ordinary in the trucking industry was not as accepted as it is today.

He said his first truck seemed to get about 95% negative reactions from those who saw it.

The next truck, the BulletTruck, which he started in 2009 and completed in 2012, was more accepted by the industry, but still there were reservations by many.

“We took that truck from coast to coast and everywhere else hauling real freight. Some guys really hated it and some guys really loved it,” Sliwa said, adding that there was about a 50/50 split between the two sides.

Sliwa said now with the Starship, some people still ask whether the truck is an electric vehicle or some other alternative fuel offering, even when he’s at a truck stop pumping diesel to power the truck’s Cummins X15 engine.

“This truck seems to be about a 90-95% positive reaction,” he said.

Sliwa said historically trucking is a very conservative industry and takes baby steps when it comes to change, and over the past five years progression has been glacial. He said several OEMs know that the Starship’s design is what is needed to help save fuel and put out a more efficient truck, but fear of the unknown and potential challenges selling a product like the Starship steers them away from the design.

Rolling down the highway at around 60 mph, I asked Sliwa how the truck performs in adverse weather conditions as seen in Canada and the northern states.

Having driven through a snow storm in Nebraska, Sliwa said the experience was no different than if he were driving any other truck, and took the same precautions as the other drivers had.

He also drove in 75-mph cross winds north of Salt Lake City, Utah, and unlike some assumptions, the truck was sturdy.

“A lot of people contend that the truck will be less stable or tend to blow over with full trailer skirts, but it’s really the reverse,” he said. “If you didn’t have skirts and the wind was blowing 75 mph, it’s only going to hit the top of the trailer and blow it over. When you have the full skirts, it pushed it sideways.”

He also said the skirts eliminate splash and spray, an advantage for both the truck driver and others on the road around them.

The Starship does not have any traditional mirrors, which Sliwa said can get dirty in adverse weather. The driver instead relies on a mirror eye system, using cameras around the truck, which have their own boat tails to help reduce any debris from inhibiting the view.

The cab was extremely roomy, with the bed having been removed and replaced with seats for the ride along.


No testing has been done on the Starship yet, even after its journey from California to Florida. Sliwa said testing will come, but that is the second phase of the Starship initiative.

All in all, other than the look of the truck, it rode much the same as several other trucks I’ve been in. I did not get the chance to drive the Starship, which of course means I am missing out on what driving the truck would really be like when it comes to power, torque, and maneuverability.

But as Sliwa pointed out, trucks like the Starship represent the future, and if the industry is going to embrace a more fuel efficient vehicle, it just might catch on soon.

Source of article click here : Truck News


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Highway 401 is a bad neighbour to rural municipalities, say mayors
Trucking News
OPP investigate an accident on Highway 401 just east of Prescott Ontario Tuesday Nov 28, 2017. A Quebec trucker was arrested early Tuesday morning hours after two people were killed in a five-vehicle crash late Monday on Highway 401. Four people were also taken to hospital after the crash at about 10:30 p.m. Monday between Prescott and Highway 416, one of them by air ambulance with life-threatening injuries. Tony Caldwell Ottawa Citizen

OPP investigate an accident on Highway 401 just east of Prescott Ontario Tuesday Nov 28, 2017. A Quebec trucker was arrested early Tuesday morning hours after two people were killed in a five-vehicle crash late Monday on Highway 401. Four people were also taken to hospital after the crash at about 10:30 p.m. Monday between Prescott and Highway 416, one of them by air ambulance with life-threatening injuries. Tony Caldwell Ottawa Citizen

A day after a bus crash near Prescott sent dozens to hospital, mayors of rural municipalities bordering the 401 say highway emergencies are costing their taxpayers and exposing their residents to danger.

A 54-year-old passenger on the bus loaded with Chinese tourists died of his injuries, Ontario Provincial Police said Tuesday morning. Other victims remained in hospital with life-threatening injuries.

Mayors said their hearts go out to the victims and their families. But at the same time, the incident has reignited questions of the strain critical incidents place on the municipalities along the 401 corridor.

Among the costs they must shoulder with no or only partial compensation from the province: road repairs due to heavy use while traffic is being detoured from the 401 while a collision scene is cleared and investigated.

Brett Todd, mayor of Prescott and vice-president of the Eastern Ontario Mayors’ Caucus, says that whenever there is a detour from the 401, whether it's construction or a collision, the town's main street becomes a "wall-to-wall traffic jam."

That places residents at risk, not only of injuries, but also because firefighters and paramedics can't respond to calls in a timely manner, he said. "When the 401 is closed, I don't sleep at night."

Mayors have been calling for 401 expansion for years without a serious response from the government, he said.

"It's really not a partisan issue here. We're all united in the fact that we need to expand the 401. We just need to get Queen's Park to listen to us."

Detours cause significant pressure on county roads used as detours, said Ian McLeod, the mayor of South Glengarry and warden of Stormont, Dundas and Glengarry.

Upper-tier roads, typically two-lane paved county roads constructed to a higher standard, are designated as detour roads. "But anyone with a GPS tries to find the quickest way back onto the highway," he said.

"We have trucks going on roads that are not designed for that. And the substrate gets damaged. If we submit the costs to the province, we won't get any compensation."

Rural municipalities are also called upon to provide service to calls on Highway 401, whether it's a serious accident or a motorist whose engine has overheated, he said.

About half of the calls are not compensated by the province, said McLeod, who estimates the cost to his municipality is between $20,000 to $30,000 a year. Calls for paramedics to the highway also take those services away from taxpayers who have paid for those services, he said.

There is even the occasional case where a 401 crash ends up costing a municipality money. In one example, a vehicle left the highway, went through a fence and ended up on a municipal road, says McLeod. There was no compensation from the province.

On another occasion, a fire truck on its way to a call in inclement weather was involved into an collision and flipped into a ditch. The fire truck was a writeoff and it cost $350,000 to replace it. A volunteer firefighter on the truck has still not returned to work. The province's response was to go to the municipality's insurer, said McLeod.

A spokeswoman for the Ministry of Transport said the province supports the funding of municipal roads and bridges in smaller municipalities through programs such as the Ontario Community Infrastructure Fund, which provides municipalities with a total of up to $200 million a year to invest in infrastructure. The fund also provides up to $100 million a year on application-based funding.

Municipalities are reimbursed for the cost of providing emergency fire and rescue services on provincial highways owned by the ministry, but the province does not pay for emergency services on municipal roads as a result of detours. Municipalities can bill drivers directly for emergency services, she said.

In March 2017, a 30-vehicle crash near Mallorytown east of Kingston killed the driver of a tractor trailer and sent 29 people to hospital, including 13 first responders who underwent decontamination after hydrofluoric acid spilled at the scene. The 401 was closed for 30 hours.

Volunteer firefighters with the township of Leeds and the Thousand Islands responded to the call. The municipality had to spend more than $250,000 the replace breathing equipment and bunker gear because it was contaminated, said Mayor Joe Baptista. The municipality was eventually compensated, but only because it was a provincially significant incident, he said.

Baptista said the firefighters were well prepared for the incident. Although the municipality has fewer than 10,000 residents, it has its own training centre.

"We are at the heart of three major transportation corridors. We have rail, we have the 401 and we have the St. Lawrence River," said Baptista. "The law of averages means eventually you'll have to deal with a major incident."

In the wake of the spill, then-transportation minister Steven Del Duca agreed to work with representatives of the Eastern Ontario Wardens’ Caucus and the mayors’ caucus to improve the safety of transporting hazardous goods.

Robin Jones, warden of the United Counties of Leeds and Grenville, said the working group succeeded in getting stakeholders together, including the province, Transport Canada and the Ontario Trucking Association.

The group came to a consensus about seven recommendations, including a study of high-risk factors that contribute to distracted and aggressive driving and the potential for standardized training for drivers who transport hazardous goods.

"The way of moving forward is to continue to build consensus and ways to make the highway safer," said Jones. "I think it's doable. This working group was unprecedented in the number of stakeholders that came together."

What would the parties do if they won?

• In their platform, the Progressive Conservatives say they will "actively explore potential for high-speed rail and highway projects including the potential of widening to six lanes Highway 401 to the 416 between Toronto and Ottawa."

• The NDP's platform commits to restoring and increasing the Ontario municipal partnership fund, which is the main transfer to municipalities. The NDP says this would allow communities to make locally focused decisions on how best to improve roads in their communities. The NDP would also bring winter road maintenance back into public hands.

• The Liberals say their platform increases annual funding to the Connecting Links program by $30 million year. The program supports the rehabilitation or reconstruction of municipal roads or bridges that connect two ends of a provincial highway through a community.

Source of article click here : thewhig

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More updates to HoS coming say ELD analysts
Trucking News

TORONTO, Ont. – Geotab trucking experts say more changes to Hours of Service (HoS) regulations in the United States are coming.

“The only thing we can tell you with any certainty is that it will change and it is changing,” said Geotab associate VP, commercial vehicle solutions Scott Sutarik.

Sutarik and Vik Sridhar, solutions engineering manager, ELD gave an update to a packed room at the Geotab 2018 Connect conference about changes being implemented by and suggested to the Federal Motor Carrier Safety Administration (FMCSA) in the wake of mandatory electronic logging device (ELDs) coming into effect last December.

Sridhar said the ELD regulation have exposed flaws in the HoS rules, which he calls a one-size-fits-all solution that doesn’t fit everyone.

Paper logs were in 15-minute increments and allowed some perceived flexibility for drivers – even if the FMCSA has said there was never any actually flexibility in the rules – but ELDs measure a truck’s movements second-by-second once they reach a speed of eight kilometers per hour, creating problems for drivers stuck looking for parking beyond their designated hours, or those forced to conduct yard moves while mid-rest period.

Recently the FMCSA clarified regulations to allow for a wider use of personal conveyance for those reasons, in addition to allowing agricultural haulers to be exempt from HoS rules while within 150 air-miles of the source of the pick-up, as long as the product being hauled is in its original form.

Now that the rules for agricultural haulers has been solidified, they should expect a previous exemption not to be renewed on its expiry this month.

These are just examples of what Sridhar sees as a coming trend for the regulations.

“I only see that there is going to be more and more… this isn’t going away,” he said. “It’s time to update the definition of personal conveyance.”

Personal conveyance can now be used not only to look for parking, but for yard moves that may be required in the middle of the night. When drivers and fleets are trying to decide what constitutes personal conveyance, they should consider whether the action will contribute to advancing the load. If it’s not advancing the load, then it might fall within an acceptable exemption.

With lobbyists working in Washington to keep Geotab in the loop on more possible changes, part of the conference update included talking about their efforts to work with politicians to create HoS rules that better fit the industry environment.

The FMCSA is working to address petitions filed by groups like the Owner-Operator Independent Drivers Association (OOIDA), as well as looking at possible solutions like a pilot project to test split break periods.

“We anticipate that 14-hour rule is going to be changed sometimes in the future.”

The activity south of the border is being closely watched by those in the Canadian industry who are preparing for an ELD mandate that is expected to come into effect here before 2020, and possibly as early as 2019.

Sutarik expects the regulations in Canada to look close to those in the U.S. saying the two countries are pretty well aligned on the issue.

Source of article click here : Today's Trucking

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Truckers get to choose between 2 residential streets in Saint John
Trucking News

Ready Street and Harding Street West both set to be truck routes


Residents of Saint John's Harding Street West will likely see fewer trucks in the future. The city has now designated nearby Ready Street as another truck route

Saint John city councillors have agreed to steps that will take some transport truck traffic off one west side residential street and place it on another. 

Harding and Ready streets run parallel to each other — but for decades Harding has been a designated truck route for transport trucks serving industries such as Irving Paper and Moosehead Breweries.

Harding residents have long complained of shaking windows, noisy trucks and ear-piercing 'blats' from engine retarders, known as jake brakes. 

A survey in June 2015, found 267 trucks and buses used the short, one-way street over a 24-hour period.

Harding has 53 residential buildings, mostly apartment houses. 

Under what's described as a short-term plan, the city's traffic bylaw will be amended to give truckers the option to choose between either Harding or nearby Ready Street as they make their way to Highway 1. 

"Essentially, what it does is it shares some of the pain between the two streets," said Tim O'Reilly, the city's traffic engineer. 

Ready street has just 11 residential properties, a mix of apartment houses and single-family dwellings.


Coun. Blake Armstrong believes most truck traffic will now shift from Harding Street to Ready Street. (CBC)

Its east end is directly opposite Moosehead Breweries, and it is expected that trucks servicing that company are most likely to use it.

"This is excellent," said Coun. Blake Armstrong.

"We now have two options. So the  truckers will decide which one they go to. And I'm telling you most of them will probably go to Ready Street from my experience because it's easier to go down."

O'Reilly told councillors the "sustainable" long-term solution to west side traffic concerts is a major reconstruction and realignment of Simms Corner, which would give truckers a straight route to the highway via Fairville Boulevard, a commercial street with no residential properties.

You'll never get this council to ever vote to spend money on Simms Corner.- Coun. Blake Armstrong

A 2007 estimate put the price tag for that project at $7.3 million, not including engineering, land acquisition, contingency or HST costs.

Armstrong said Simms Corner works just fine the way it is, and a reconfiguration is not necessary.

"Absolutely not. You'll never get this council to ever vote to spend money on Simms Corner."

Coun. Donna Reardon said city residents should not have to pay for changes at Simms Corner.

"I would like to see that picked up by the industry that's using it and by the industry that requires all the trucks."

Councillors were also shown options for short-term changes to other city trucking routes as part of a larger strategy dubbed "Move SJ." 

They include recommendations that truck route designations be removed from both Foster Thurston Drive and Churchill Boulevard, and that transport truck activity be limited to port activity in the south central peninsula.

There's also a recommendation to prohibit the use of engine retarder brakes except in emergency situations.

Source of article click here : CBC NEWS

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Marijuana legalization coming down the pipe
Trucking News

OTTAWA, Ont. — Marijuana legalization is on the way, whether we like it or not. On June 7, after more than six hours of speeches, the Senate passed Bill C-45, the Cannabis Act, 56 to 30 with one abstention.

Since shying away from the July 1 deadline, Prime Minister Justin Trudeau has said that Canadians will still be able to spark up sometime this summer, ending a prohibition that has been in place since 1923. It is still expected to take months after the bill is finalized and becomes law before provinces and territories are ready to sell marijuana in retail stores.

As it relates to trucking, several provinces have announced plans for zero-tolerance laws while operating a vehicle, as well as increased penalties for impaired driving.

In addition, Federal Transport Minister Marc Garneau says the federal government is working to put policies in place to address marijuana impairment in the workplace as well as to analyze the scope of the problem, especially as it relates to transportation workers. Privacy issues, human rights issues that may be raised by the Charter of Rights and Freedoms, and occupational health and safety standards will also be part of the conversation.

The Canadian Trucking Alliance (CTA) claims its goal through its discussions with government is to ensure commercial drivers remain the safest operators on public roads.

“This is a complicated issue involving multiple departments and legal matters. The policy direction outlined by the minister is sound and CTA looks forward to working with Transport Canada to ensure that our industry’s concerns are taken into consideration,” said CTA president Stephen Laskowski. “CTA’s goal is to see the eventual introduction of mandatory drug and alcohol testing for commercial truck drivers in Canada.”

What complicates issues is that currently, despite having Bill C-45 passed in the Senate, there is no roadside test to determine if a driver is actually impaired, just an oral fluid test that detects if marijuana is in one’s system or not. And this is simply because there is no device out there yet to determine how much tetrahydrocannabinol (THC) is in a person’s system.

While the details of the legislation are still being ironed out, Barbara Butler, who has been helping government, industry, and labor associations deal with the workplace and alcohol and drug issue since 1989, says the news of the legislation shouldn’t be a shock to anyone in trucking. She urges fleets without a drug and alcohol policy in place to get one – and fast.

“This is not new,” she said. “Employers should have drug and alcohol policies in place already…and not just for cannabis but for every drug, mood-altering substance, and alcohol.”

Butler said these policies need to cover all employees, not just drivers, and be clear and well-communicated.

“You want to make sure your employees know their expectations by providing a clear policy around fitness for work and be very clear on what is expected in the workplace,” she said.

If you already have a plan in place, that’s great, Butler says, but make sure you are reviewing your policy on a regular basis to keep up with legislation that may be coming down the pipe.

Source of article click here : Truck News

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Alberta’s extreme conditions inspire design of Michelin’s new drive-axle tire
Trucking News

EDMONTON, Alta – Michelin North America is launching the most aggressive drive-axle tire it has ever produced this August, aiming to meet the extreme conditions of oil field and logging fleets. And the inspiration for the tire – the Michelin X Works Grip D – came from the same place where the tire was launched: Alberta.

Fleets and dealers in the Grande Prairie area were at the heart of the customer-centric process, which included in depth discussions to drive the design process followed by input on 2D- and 3D-tire prints. Coming to market with the X Works Grip D took about 20 months.

“The customers in this market (Alberta’s logging and oil field fleets and the dealers serving them) are very knowledgeable. They know exactly what they want so the path was very clear,” said Kamal Adhikari from Michelin’s Greenville, SC office.

Nor were these fleet customers and dealers shy about telling Michelin when it missed the mark as they felt it had with the previous offering for this market segment, the EX2. Dealers were losing sales and pressing Michelin to either bring back the predecessor to the EX2, the EX, or come up with a new solution.

Michelin chose the second option, explained Adhikari, who was directly involved with the new tire development process all the way to the tire launch in Edmonton’s historic Fairmont hotel June 19th.

“This is not an evolution of what we previously offered for this segment of the market. We started from a blank sheet. We started new,” Adhikari said.

In designing the X Works Grip D tire Michelin focused on three key performance attributes: traction, casing durability and uptime.

Traction was addressed through the combination of an extra-wide tread, which provides more biting edge across the ground, and improving the rubber-to-void ratio. Staggered shoulder blocks provide lateral grip to handle slippery conditions and sawtooth lugs with more than 800 serrated edges boost grip on ice and snow-packed surfaces.

“We wanted to design the tire so that every rotation brought traction,” said Adhikari.

Casing durability was addressed through four separate features, which in combination help prevent casing damage.

Stone ejectors placed around the center block to fight stone retention and drilling. They were strategically placed in the center because that’s where stones usually get trapped and then drill into the steel belts in the heart of the tire.

Shock, impact and road hazard protection through four steel belts at the crown of the tire. That’s one more belt than the next leading competitor, Adhikari pointed out. “Customers can’t see the inside of the tire and that’s an easy area to cut costs. Steel and rubber are not cheap. But it’s important to do the right thing even when customers are not looking. Four layers of steel protect against rocks that do go through.”

Sidewall protection realized through extra-thick sidewalls, which protect the tire in extreme conditions from chipping and scaling.

Co-Ex Technology for a cool-running tread rubber that reduces temperatures in the crown area and preserves the casing, increasing the ability for the tire to be retreaded.

To maximize uptime, Michelin redesigned the housing of the tread and the positioning of the shoulder blocks, allowing for a quick installation and removal of snow-chains, a reality for many of the fleets serving this segment of the market. Specifically, the X Works Grip D was designed with a large enough notch between the outer lugs to accommodate most tire chains.

“Putting on and taking off tire chains is a pain point. It’s critical to drivers. If a driver doesn’t like (how easy it is to place a chain on a tire) you’re done,” Adhikari said. “The challenge is to make the notch just big enough that the largest chain would hold and the smallest chain won’t wiggle.”

The MICHELIN X Works Grip D tire is available in the United States and Canada in 11R24.5 size and load range H. To learn more about truck tires and services, visit www.michelintruck.com

Source of article click here : Truck News

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Lack of training to blame
Trucking News

B.C.'s Transportation Ministry is reviewing the Class 1 training program

Trucks have been crashing into overpasses on B.C.'s highways with surprising regularity.

A semi-truck driving south on Highway 1 in Langley collided Tuesday into the Glover Road overpass, causing a two-hour lane closure. 

In Dec. 2017, a truck slammed into the 152 Street overpass on Highway 99, affecting nearby businesses. In July 2017, a pedestrian overpass in Burnaby collapsed after being hit by a dump truck.

What gives?

There's no standard for training truck drivers, says the head of the B.C. Trucking Association. 

"Clearly, the individual who was driving didn't understand the dimensions or the structure of the load and how it related to the infrastructure around them," CEO Dave Earle said about Tuesday's collision. 

Poorly trained drivers are ill-equipped for navigating perilous highways, causing accidents that snarl traffic, drain resources and require costly repairs.

"When things go wrong, they go very wrong," Earle said.

Some training courses don't 'cut it'

Driving a semi-truck requires a Class 1 licence, which involves holding a Class 5 or 6 licence, passing a knowledge and road test, completing air-brake training and undergoing a driver record screening. 

To prepare for the tests, drivers can go through an array of driving schools that offer different curricula.

The most rigorous programs offer a blend of theory and up to 100 hours of on-road training.

 

"In other circumstances, the individual goes through a two- or three-day course, writes the knowledge test, passes the road test and they're on the road the following week," Earle said. 

"That's just not going to cut it." 

ICBC increasing retest waiting times

That's assuming the driver passes their road test the first time. 

Between Jan.1, 2015 and June 12, 2018, the average pass rate for Class 1 road tests was roughly 53 per cent, according to ICBC data.

As of June 25, ICBC is increasing its Class 1 retest waiting times.

Drivers who fail their road test the first time will wait two weeks, instead of one week, before retesting. Those who fail the test twice or more must wait 30 days instead of 14 days. 

The change is meant to encourage drivers to better prepare and to free up appointments, said ICBC spokeswoman Lindsay Olsen. 

But Earle said most drivers don't have access to trucks to practice. And there's no requirement for the individual to practice more, he said.

 

Class 1 training program under review

B.C.'s Transportation Ministry is reviewing the Class 1 training program, which it says is consistent with all Canadian jurisdictions except Ontario.

Ontario implemented a new commercial driving training program in 2017 that mandates at least 103.5 hours of instruction. 

B.C. will review the recommendations before deciding on improvements. 

The Transportation Ministry said overpass collisions are uncommon given the hundreds of oversize loads that move across the Lower Mainland every week. 

It said collisions happen when drivers don't secure an oversize permit or fail to follow prescribed routes.

Source of article click here : CBC NEWS

 

 

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1 dead as truck and semi collide on bridge near Brooks
Trucking News

Highway 36 near Range Road 160 reopened about 5 p.m. Saturday

Highway 36 south of Brooks, Alta., was closed for several hours after a fatal crash near the hamlet of Scandia.  

At around 4:30 a.m., RCMP say a semi-trailer collided with a pickup truck on the bridge crossing the Bow River.

One person was declared dead and another was transported to hospital with minor injuries.

The truck leaked diesel fuel into the river, which delayed the reopening of the highway, as fire departments worked to block the river flow with booms. It is not known exactly how many litres of diesel leaked into the river.

Highway 36 near Range Road 160 was closed for several hours while the truck and trailer were cleared from the bridge, which was expected to reopen about 5 p.m. 

RCMP are investigating the cause of the collision.

Source of article click here : CBC NEWS
 

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Prime Trucking failed to protect female driver from sexual harassment, federal a
Trucking News


Springfield-based Prime Trucking, Inc., one of the nation's largest trucking companies, is being sued by a federal agency.

Prime failed to take adequate steps to prevent a female truck driver from being sexually harassed, said a news release from the U.S. Equal Employment Opportunity Commission, which filed a lawsuit in federal court Wednesday.

A request for comment left with Prime was not returned by press time.

The lawsuit alleges that Prime continued to let independent contractor driver Eric Weekley drive with its employees after knowing he had sexually harassed a female trainee driver — without warning the employees about his past harassment.

Prime had stopped using Weekley as a trainer after the company found out that he sexually harassed at least one female driver trainee, the lawsuit says.

However, Weekley continued to work as a contractor for Prime and his overall pay was unchanged, the EEOC says. He became a co-driver with another female Prime employee, Melinda Huerta, in October 2016.

The trucking company did not warn Huerta about Weekley's past conduct or tell Weekley that he must not harass Huerta, the EEOC says.

Weekley continually talked about sex in graphic and violent terms during the six weeks that Huerta and Weekley were co-drivers, and he told her she would lose her job and commercial driver's license if she reported his behavior, the EEOC alleges.

The lawsuit includes specific comments that Weekley allegedly made to Huerta, which started as soon as they were on the road together.

Weekley showed Huerta pictures he had surreptitiously taken of another woman in his truck as she was climbing into the top bunk, the lawsuit says.

He allegedly repeatedly made explicit comments about wanting sex, such as: "I could f*** your brains out."

Huerta repeatedly told Weekley that his sexual comments were not welcome, according to court documents.

Weekley allegedly told Huerta that he had been arrested for rape and was under investigation for the death of his wife. He also said he had been caught with a gun in his truck, the lawsuit says.

The lawsuit says Weekley tried to control Huerta by refusing to give her time to take care of personal needs or shower.

For weeks, Huerta was afraid to report Weekley to Prime, the suit says, because she feared for her safety and was worried that she would be fired.

After Huerta reported Weekley's harassment to Prime, she was not immediately placed on another truck, the lawsuit says. 

Huerta "missed significant work and lost income" before she was placed on another truck and her position was "downgrad(ed)," the EEOC alleges.

Prime employs more than 2,000 people, the release said. It provides truck-freight services to customers in Mexico, the United States and Canada.

James R. Neely Jr., director of the EEOC’s St. Louis District, invoked the #MeToo movement in a statement about the lawsuit.

“Sexual harassment in the workplace is not new, but in this age of #MeToo, no company can bury its head in the sand and pretend it isn’t happening," Neely said in a statement. "Employers must take steps to protect their workers from this sort of inexcusable misconduct.”

Andrea G. Baran, regional attorney for the EEOC's St. Louis District said all employers have an obligation to take steps to prevent sexual harassment in the workplace.

"When employers fail to take those steps, they fail all their workers and enable a cycle of abuse and sexual harassment to continue," Baran said.

The EEOC is asking for the court to order Prime to institute policies and programs that provide equal employment opportunities for female workers. It's also asking for Prime to provide Huerta back pay and benefits with interest, compensation for losses related to emotional distress and punitive damages for its conduct.

The EEOC says it filed its lawsuit after Prime and the federal agency failed to reach a resolution through a conciliation process.

Source of article click here : News-Leader

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New carrier connected to Humboldt incident being carefully monitored
Trucking News

CALGARY, Alta. – One of the drivers and trucks from the carrier involved in the Humboldt Broncos bus collision is operating under a new numbered company, according to Alberta Transportation.

Though the lone driver currently employed by the numbered company is not the individual who was involved in the incident that claimed the lives of 16 people and injured 13, Alberta Transportation is keeping a close eye on the carrier.

“Alberta Transportation did its due diligence by immediately suspending the numbered company’s Safety Fitness Certificate (SFC) until the company could demonstrate it was in full compliance with all commercial transportation safety legislation,” read a statement released by Alberta Transportation. “Once the carrier demonstrated that it was in compliance Alberta Transportation had no legal grounds to maintain the suspension and the suspension was lifted on June 1.”

Conditions have been attached to the SFC of the numbered company, and a follow-up audit will be conducted over the next three months.

Graeme McElheran, director of communications for Alberta Transportation, told Truck West it is important to understand that the suspension of Adesh Deol Trucking, the company involved in the Humboldt Broncos bus collision, applies to the carrier’s SFC, not to any individual involved with the company or its assets.

“While the carrier’s SFC remains suspended,” said McElheran, “there is nothing stopping any of the people involved with the company from seeking employment elsewhere.”

However, if a carrier’s SFC is downgraded to unsatisfactory, all owners, directors, and stakeholder of the company are prohibited from applying for a new SFC for a period of six months. And if the SFC is suspended, and the owners, directors, and stakeholders attempt to operate another company, Alberta Transportation will investigate their roles with the new carrier.

“They might work for another carrier, but if they are found to have executive or management roles, Alberta Transportation may suspend, downgrade, or apply conditions to the carrier’s SFC,” said McElheran.

The Alberta government will be monitoring the new numbered carrier’s profile on a regular basis over the next three months to see if any events are added by authorities when conducting inspections and roadside enforcement to ensure compliance.

Taking all matters of road safety seriously, McElheran said Alberta Transportation is in process of reviewing driver training polices.

“Alberta Transportation has been reviewing several of its policies and regulations for commercial carriers as a matter of due diligence to address concerns and enhance road safety,” he said. “These reviews include mandatory driver training, enhanced pre-entry requirements for new companies, and the safety of intersections across Alberta.

“Like millions of Canadians and people around the world, we were deeply saddened by the tragedy in Saskatchewan involving the Humboldt Broncos, and we extend our condolences to the families and friends of the victims of this heartbreaking incident.”

Source of article click here : Truck News

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Ontario truck blitz results improving
Trucking News

NIAGARA FALLS, Ont. – “If a proper pre-trip is done, 90% of the stuff I find doing roadside inspections should be caught.”

That was the blunt message delivered by Const. Pat Martin, an officer with the Ontario Police Commercial Vehicle Committee (OPCVC), who was speaking June 14 at the Private Motor Truck Council of Canada’s annual conference. He was joined by Staff Sgt. Mike Hinsperger of the same organization to discuss road safety and inspection blitzes.

Last year, said Hinsperger, the police agencies making up the OPCVC conducted blitzes that included 1,837 commercial vehicle inspections, resulting in 1,574 charges and a startling 40% out-of-service rate. However, Hinsperger noted these are targeted inspections, so the high OOS rate doesn’t mean as much as the better rates resulting from Roadcheck.

Officers Pat Martin (left) and Mike Hinsperger gave PMTC delegates a talk on road safety.

“I have to throw a grain of salt in there,” he said of the results. “The type of enforcement we are doing is very subjective. When our officers see three trucks going down the road and one is a brand new Peterbilt and the other is a 1991 International Binder with parts falling off it, which one do you think we’re going to bring in for inspection? Yes, it’s a high out-of-service rate, however that out-of-service rate represents those vehicles we brought in for inspection.”

The good news is, 2018 results have improved so far, after about 12 years of consistently high OOS rates.

“The 2018 results we’ve been seeing have been vastly improved over what we have seen in the past,” Hinsperger said, noting they’ve been in the 22-28% OOS range at the blitzes conducted this year. “Hopefully we’ll see that trend continue.”

The most common defects found at these blitzes tend to be brakes that are out of adjustment, as well as load securement. Other issues that come up include: defective steering; unsafe trailers; cracked frames; defective tires; loose wheel fasteners; expired inspection reports; and false logbooks. But many of the mechanical items should be discovered during a proper pre-trip inspection, the officers noted.

“Loose wheel fasteners consistently come up,” said Hinsperger. “Drivers should be doing a thorough inspection of the vehicle before the vehicle goes on the road. How preventable is a loose wheel fastener? I’d say very.”

After highlighting a number of commercial vehicle violations Martin and Hinsperger have encountered in the field, the session moved to a question and answer format. PMTC delegates had plenty of questions about distracted driving, which Hinsperger said is now the number one cause of collisions.

He said there were nearly 65,000 crashes on Ontario’s 400-series highways in 2017, with most of them involving distraction.

“Distracted driving has surpassed impaired driving as the number one cause of collisions,” said Hinsperger.

“From what I see every day, it is a huge problem,” Martin agreed.

While the Highway Traffic Act doesn’t specifically address distracted driving, the enforcement officers pointed out careless driving charges can be laid if a driver is distracted. And it doesn’t have to be by a mobile phone.

“Say a person lost control drinking coffee or tuning the radio or reaching to pet a dog. Is that distracted driving? It’s called careless driving and that is the investigation avenue we will take,” Hinsperger explained.

Drivers can help roadside interactions with enforcement officers go more smoothly by being organized.

“The biggest thing for me is documents,” said Martin. “Are they in a nice folder? If a guy is looking under his seat for his pre-trip, that’s a big indicator for me that maybe I upgrade to a Level 2 or Level 1 inspection. If everything is in order, off he goes.”

Hinsperger urged fleets to make it easier for drivers to do their pre-trip inspections, by taking advantage of available tools such as pushrod stroke indicators, which make their jobs easier.

“Let’s make the job as easy as possible for the drivers,” he said. “It’s going to improve the safety of your trucks. Put things like tattletales on the pushrods so a driver can recognize quickly if it’s coming out of adjustment.”

Source of article click here : Truck News


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Afternoon Coffee: Trumps Hints at Separate Trade Deals with Canada and Mexico
Trucking News


With a renegotiation of the North American Free Trade Agreement by the end of this year off the table, President Trump has signaled that he now would prefer to negotiate separate bilateral deals with Canada and Mexico rather than continue a three-country discussion, the New York Times reports. The two countries have opposed the idea as cumbersome and unnecessary.

Uber Freight

Uber Freight has announced a new offering that provides motor carriers with multiple trucks to more efficiently manage operations and increase productivity, according to SupplyChain 24/7. Called Fleet Mode, the tool allows “carriers and their dispatchers to find, book, and reassign the best loads for their team,” Uber wrote in a blog post.

Riskmethods Intregrates with IntegrityNext

Supply chain risk monitoring provider riskmethods announced Tuesday it had added new sustainability and compliance features through an integration with IntegrityNext, according to a press release. The add-on helps companies to adhere to international standards such as UN Global Compact, OECD, ISO, GRI and more.

“The Risk Intelligence Add-on based on IntegrityNext allows us to extend our risk coverage within the area of sustainability and compliance with risk indicators such as anti-bribery, environmental protection, human rights and labor, health and safety, quality management, conflict minerals and cyber security,” said Heiko Schwarz, founder and managing director of riskmethods. “We’re also excited about the real-time social media monitoring capability of IntegrityNext, which monitors public opinion and sentiment of supply chain actors, a critical reputational risk to companies.” 

Retaliatory Tariffs

And finally, a trade update: Mexico has hit back against the Trump administration’s steel and aluminum tariffs with its own set of duties on a variety of products, Reuters reports. Mexico’s list included a 20% tariff on U.S. pork legs and shoulders, apples and potatoes, as well as 20%–25% duties on types of cheeses and bourbon.

Source of article click here : Spend Matters

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