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Lachine, Quebec-based Trans-West is
expanding its truck fleet and service to the fresh produce industry.
Logging 35 million miles per year, the 400 drivers for Lachine,
Quebec-based Trans-West specialize in hauling produce from U.S. shipping
regions in the Quebec.
“What we tell our drivers all the time is that we don’t bring just
any tomato or onion, we bring fresh produce for our grandparents, our
children and our neighbors,” said Andre Boisvert, vice-president of
technology and development for the company.
Trans-West has been named as “One of the 50 Best Managed Companies in
Canada,” by CIBC and Deloitte for the past six years, and was
recognized as the second safest carrier in North America by the
Truckload Carrier’s Association (in the 25 million-49.99 million mile
category) in 2016.
While the electronic logging device mandate in has created issues for
some independent operators in the U.S., Boisvert said Feb. 13 that
Trans-West has been able to comply with the mandate, relying on team
drivers — two drivers in one rig — to haul produce nearly nonstop.
Canada does not have the regulation.
“We managed to train everybody by Dec. 18 and we don’t have too many
problems,” he said. “We use team drivers so we are not over-logged (for
hours of service).”
With trucks running around-the-clock, the company has 25 to 30 daily
departures from Quebec to California. The 3,000 mile run takes about 2
1/2 days, with a round trip taking between 5 1/2 to 6 1/2 days.
The company operates 150 trucks and 250 refrigerated trailers, and hauls
loads from the Quebec area to the west coasts of Canada and the U.S.,
as well as Florida, then backhauls produce to Quebec and Ontario.
Boisvert said the company owns some of its own trucks, typically
running them for about three years and then selling them. In recent
years, the company has leaned more heavily on leased Kenworth T680s from
PacLease. Now with about 120 PacLease trucks, the company is adding 40
more, Boisvert said.
“Since our trucks averaged 300,000 miles a year, they were rarely
‘home,’ and we couldn’t afford breakdowns and the headache of what to do
if a truck did go down,” he said.
If there is an issue on the road, PacLease can direct the truck to
one of its locations for service, Boisvert said in the release.
The company could easily double the number of trucks except for a
driver shortage, he said Feb. 13. Finding drivers willing to be on the
road for six days at a time and with the ability to sleep while the
truck is running isn’t easy, he said. “We have the work (to double truck
numbers), we have the customers for it. It is the drivers we have a
Truck rates for produce shipments to Quebec have been strong early
this year and Boisvert said market conditions are expected to ebb and
flow with weather and volumes coming out shipping regions.
But with 40 more trucks on the way and new drivers being added,
Boisvert said the company is looking forward to a strong year and more
produce loads from the U.S
Mullen Group has acquired Canadian third party logistics provider DWS Logistics for an undisclosed sum.
DWS Logistics offers warehousing, distribution, order fulfilment, cross docking, and transloading services.
The firm takes the support of an advanced inventory management system for all the services provided to the customers.
head office in Mississauga of Ontario, DWS operates distribution
centres (DC) in the greater Toronto area and Lower Mainland of British
DWS manages more than 500,000ft² of warehousing space
with four DCs in Mississauga of Ontario, and one each DC in Delta and
Richmond of British Columbia.
The company also offers shared
warehousing service, which will help to enter markets quickly without
capital investment and economically manage volume spikes.
Group senior vice president Richard Maloney said: "The VAWD services
that DWS provides are a natural extension to our trucking/logistics
segment particularly since DWS' service focus is on the consumer
products sector which is a sector that is closely correlated to our
regional less-than-truckload operations.
“We will operate DWS as a
stand-alone Business Unit and I am pleased to advise that Greg Miller,
one of DWS' former owners, has agreed to stay on with DWS and serve as
its president and business unit leader.”
Mullen Group offers of
trucking and logistics services to its customers in Canada. The firm
provides a range of specialized transportation and related services to
the oil and natural gas industry in western Canada.
Any shift in wear metals in your oil will help to tell a story.
Regular oil sampling provides insights
into the condition of your oil and engine
Human beings aren’t much different from the trucks they drive. Like
humans, trucks can have stuff going on inside that could prove
detrimental to longevity. Since we can’t open a door and peer inside for
a look, we rely on blood tests, blood pressure checks, cholesterol, and
blood sugar tests, to name a few. Oil sampling and analysis provides a
similar level of insight into the internal condition of engines.
Oil analysis provides insight on several levels. You can verify the
condition of the oil at certain mileage intervals, which is useful when
planning extended oil drain intervals, and you can also determine wear
rates of certain engine components by looking at the metal content in
the oil sample.
“Every individual engine will have its own wear-metal signature,”
says Andre St. Jean, director of analytic services with Montreal-based
Total Canada, which produces Quartz and Rubia engine oils and
lubricants. “Different brands and models of engine will be different,
too, because they are made of different materials. What is considered
normal wear will also vary from engine to engine. It’s important to
watch for the wear, but the wear trends are equally important.”
All truck engines will wear as they work, but you need to establish
from the start what are normal wear rates. That’s why St. Jean suggests
sampling when the engine is new, and then on regular intervals as it
“You’ll want to pull a few samples early to establish a baseline,” he
says. “After that, you may not need to sample each time you drain the
oil. You can change the sampling intervals to rationalize the cost, as
long as you’re not letting it go too long between samples.”
The metal content of the sample can reveal exactly where it comes
from, such as bearings, heavy parts like the crankshaft, and even
pistons, rings, and liners. Among the advantages to knowing which parts
are wearing normally — and which exhibit accelerated wear — is
protection in a warranty claim, and even clues as to when it might be
time to sell the truck.
“Some fleets will try to run a truck out as long as possible before
getting into big repairs,” says Gloria Gonzalez, general manager of
WearCheck in Mississauga, Ontario. “Fleets want to monitor the life of
their engines, so they will know when it time to sell.”
Analysis can also reveal traces of contaminant in the oil, such as
coolant or fuel. If that material is making it into your oil, it could
also be traveling downstream into your aftertreatment system. Catching
an oil or coolant leak early can reduce the possibility of a very
expensive Diesel Particulate Filter repair or replacement.
Oil analysis is (or should be) also a critical part of any extended
oil drain interval program. Gonzalez says it’s possible to double the
typical oil change interval using some of today’s very capable synthetic
oils, but you can’t go forward with such a program on guesswork.
The oil itself doesn’t actually break down over time, but certain
necessary additives may be depleted. That can reduce its cleaning
properties or its ability to neutralize contaminants such as combustion
by-products and acidic materials.
“With the oil itself, the most important number is the TBN number,”
says Gonzalez. “That will go down over time, and you don’t want to let
it drop past the point where you’re putting the engine at risk.”
The Total Base Number – usually referred to as TBN — is a measure of
alkaline additives in the oil, which protect against corrosive
combustion by-products like soot.
Soot loading of the oil is another important measurement obtained
from regular sampling. Soot is suspended in the oil, but if you push the
drain interval too far, there could be so much soot in there that the
oil becomes abrasive.
How much can you expect to pay for such a service? As with any Return
on Investment calculation, it’s not what you pay that matters, but how
much you save. Jack Fasoli, heavy duty national key account manager at
Total Canada, says even when you include the cost of the oil analysis in
an extended interval program, the returns are very clear.
“Even if you’re using a superior quality oil, like a synthetic blend,
by extending your drain you’re saving money,” he says. “And you have
peace of mind. You can’t afford a breakdown. It’s a bit harder to
calculate, but there is value in knowing your equipment is less likely
to let you down.”
Gonzalez agrees that the value is in the protection oil analysis offers.
“Even if you’re paying between $25 and $40 per sample, it’s going to
help you keep that truck on the road,” she says. “How do you calculate
the cost of a breakdown, with repairs, towing costs, loss of customer
confidence … that can be very expensive.”
Oil analysis is a predictable cost, and it can be built into the
maintenance budget. While it won’t prevent every possible engine-related
problem, it does offer an early warning mechanism that maintenance
staff can respond to, hopefully before it’s too late.
TORONTO, Ont. — The deadline to complete a survey to
support a study of truck parking and rest areas in southern Ontario has
been extended until April 30, as analysts look to secure more
SPR Associates is gathering the information for the Ontario Ministry
of Transportation, and has so far collected 1,700 responses. But that’s
apparently not enough.
“The data is very high quality,” says study director Ted Harvey,
referring to information that’s been provided about 25 highway segments,
and about 30,000 parking and service ratings for more than 70 truck
The information will be used to determine where additional truck
parking is needed, and what amenities drivers need at truck stops.
Truck parking: Canada asks truckers to help solve problem
Results of a trucker survey and engineering proposals will help
Ontario's Ministry of Transportation figure out how to best add more
truck parking and trucker amenities along its southern highways.
Truck parking has been a
problem for years in many places in North America. “It’s coming to a
head now as some of it is driven by the electronic data logging,” said Philip Bigelow, a professor at the University of Waterloo in Ontario.
Bigelow is part of a group seeking the opinions of Canadian and U.S. truckers on truck parking that will be presented to the Ontario Ministry of Transportation
to help determine where additional truck parking is needed in the
province. They are also seeking what kind of amenities truck drivers
need and want at truck stops.
“There has been a demand for
space for years and no one is giving up room for truck parking,”
Bigelow told Fleet Owner this week. “Unfortunately the drivers are the
middle person who just sucks it up.”
The broad-based survey, which is active until Feb. 28, can be accessed at surveycentral.ca.
It takes less than 15 minutes to complete. The confidential survey is
open to both Canadian and U.S. truck drivers and is available in English
In the U.S., there is Jason’s Law,
which prioritized federal funding to address limited truck parking.
Jason’s Law is named for truck driver Jason Rivenburg, who was robbed
and fatally shot in South Carolina in 2009 after pulling off to rest at
an abandoned gas station.
“We haven’t had something
like that but the same risks are there,” Bigelow said. “But a 2010
survey found that more than half of drivers drove over their service
hours to find parking. Something that is happening in Canada is that
people are parking illegally. And illegally parked trucks can cause
This survey asks about the
shortage of parking along southern Ontario highways — and the hardships
this causes drivers: Such as lost time, lost earnings, frustration and
“The drivers lose money by
not finding parking,” Bigelow said. “If they don’t know where they are
going to park or the place is full, they are going to get a ticket and
Some of the questions are
about specific roadways in Ontario and others are more general about
truck stops, rest areas and secondary roads.
In past trucker surveys,
Bigelow said, they’ve found that drivers wany parking, security and
clean bathrooms and showers at truck stops. “Unfortunately exercise has
not been big on the list,” the professor said.
Bigelow, whose area of
research is in truck driver wellness, would like to see more exercise
facilities at truck stops. He is focused on improving the health and
behavior of truck drivers.
While drivers don’t tend to
say that is an important aspect of a truck stop, he noted that truckers
are talking more about healthy food nowadays than they did in the past.
“A number of them are saying
they would really like healthy food in truck stops as well,” Bigelow
said. “If they don’t have the right environment, they are not going to
be able to adopt the healthy behaviors.”
He cited a US National Long-Haul study
that found that truck drivers are more obese than other workers, have a
higher rate of heart disease and diabetes. “All of these chronic
diseases are higher in drivers. And it’s because of their job.”
And this all ties into
parking. Because if you can’t park, if you can’t eat healthily, and if
you can’t exercise — you are more likely to be fatigued while operating
This study, Bigelow said, is
all about the truckers having their say. “It’s like voting. If you
don’t vote, you shouldn’t be complaining.”
The study has received
support from the Ontario Trucking Association, the Private Motor Truck
Council of Canada, the Owner-Operator's Business Association of Canada
(OBAC), the Women's Trucking Federation of Canada and individual truck
drivers such as Johanne Couture of the Owner-Operator Independent
Drivers Association (OOIDA).
The overall study including
this survey, along with engineering proposals for adding more parking
and truck-related services, should be available by spring or early
summer this year, according to SPR Associates, which is managing the
TORONTO, ON — Truck sales have been gathering steam in recent months, and the year to come looks even stronger.
Navistar recently reported that it returned to profitability in 2017,
with a spike in fourth quarter revenue that was largely driven by a 31%
increase in Class 6-8 truck and bus volumes in the U.S. and Canada. The
company also expects 2018’s Class 6-8 market to reach between 345,000
and 375,000 units in Canada and the U.S.
“We think 2018 is shaping up to be one of the strongest industry
years this decade, and we’re positioned to make it a breakout year
for Navistar,” said Troy A. Clarke, chairman, president and Chief
As of November, Freightliner dominated 30% of Canada’s Class 8 sales,
although Navistar’s International brand accounted for 39% of Class 7s.
Hino topped the market share of Class 6 trucks, with just under 47%,
while Ford held on to more than 51% of the Class 5 segment.
Smart traffic signals, clearing accidents quickly and opening up
paved shoulders to vehicles during rush hour would improve congestion on
highways in the Toronto-Waterloo Region corridor — a problem that is
costing the average household $125 a year, according to a report from
the Toronto Region Board of Trade to be released Wednesday.
The report is the fourth in a series from the board that
looked at the movement of commercial goods through the Toronto-Waterloo
Region corridor, Canada's largest manufacturing and transportation hub.
One million tonnes — $3 billion worth of goods — are trucked
through the region every day, according to the board. But congestion on
the highways connecting the cities is creating delays that cost $500
million to $650 million per year in higher prices.
"What surprised me the most I guess was that for a region of
this size — Greater Toronto, Hamilton, Barrie, Kitchener-Waterloo —
which we are calling the corridor — we currently don't have a regional
strategy," said the author of the report, Natasha Apollonova, assistant
vice-president, policy, Toronto Region Board of Trade.
"I think there needs to be someone who is co-ordinating all
of this and who has the responsibility for really driving the regional
The report points out that much of the road network in the
corridor doesn't take full advantage of even existing technologies and
could benefit from emerging technologies like smart signals.
Smart signals use cameras and sensors embedded in the
pavement to respond to traffic patterns in real time, according to the
report, for example, eliminating an advance left turn signal if no cars
are waiting in line to turn left. Smart signals can allow extended green
signals for turning trucks trying to clear an intersection.
Efforts should be made to maximize the existing
infrastructure, including permitting vehicles to use paved shoulders on
the Don Valley Parkway in peak traffic; variable speed limits and rapid
accident clearance, which would help avoid long unexpected delays,
according to the report.
The report cites as an example the Ontario Provincial Police
and Halton region, which are using drones to quickly record accident
scenes, reducing the clearance process to 15 minutes from between one
and two hours.
The report also calls for smarter enforcement, including cracking down on vehicles that block traffic by making illegal turns.
It suggests moving truck traffic to Highway 407 by providing financial incentives to trucking companies.
The solution would also include improving public transit in the region, to get more passenger cars off the roads.
Trailcon to build new facilities in Calgary and Edmonton
CALGARY, Alta. – Trailcon Leasing announced today it will build new
facilities in Calgary and Edmonton to support the current and future
growth of the trailer and equipment company.
With construction set to commence this May and conclude in the second
quarter of 2019, both western Canadian facilities will measure 20,000
square feet with another 5,000 square feet available for future
“Trailcon has been growing at such a rate that we have outgrown our
existing facilities in Alberta,” said company president Al Boughton.
“The new buildings will allow our staff to continue to meet and exceed
the expectations of our expanding roster of customers.”
The facilities will feature eight trailer bays with space for three
additional, and have a fenced-in yard with truck gates to accommodate
around 120 trailers.
The use of LED lighting with motion detectors, recycled materials in
furniture and other fixtures, high levels of insulation, and polished
concrete floors for high-traffic areas will be used to reduce the
facilities’ carbon footprint.
“No detail has been overlooked in an effort to provide our staff with
an environment that is efficient, comfortable, and sustainable,” said
Nick Reid, Calgary branch manager.
“I am very excited about these upcoming moves,” added Dave Ambrock,
Edmonton branch manager. “Not only will the new surroundings benefit
staff and customers, but they will allow drivers to be treated with the
respect that they deserve, by providing them with a comfortable space to
recharge and relax.”
Trailcon has had a facility in Calgary since 2012 and in Edmonton since 2007.
Cobourg police are on the search for a stolen patriotic dump truck.
were called around 7 p.m. Thursday to probe a damaged gate at the
entrance of Blake Construction Services from its yard on Danforth St.
their investigation, police learned a dump truck was stolen sometime
between 5:45 p.m. and 7 p.m. The vehicle is described as a 2015 Red
International dump truck with large white letting on the side saying
Please keep an eye out for this dump truck that was stolen out of the
Blake yard tonight between 6-7pm!! Please contact the police if you see
it!! Rather obvious markings
Thunder Bay city officials seek input to newest proposed heavy truck route
Proposed rules would see all heavy truck traffic through the city restricted to Highways 11-17, 61
City officials in Thunder Bay are going back to the public
with their latest attempt to establish a designated route for heavy
vehicles passing through town
City administration in Thunder Bay has come out with its latest
proposal for regulating where large, heavy vehicles passing through town
can go, and officials are ready for public feedback.
The city has been attempting to establish a designated truck route for years. In 2017, a proposed set of rules was referred back to administration for further study after various concerns from businesses, members of the community and some city councillors.
The rules that are being put forward for public comment would
effectively restrict all heavy vehicles, like some dump trucks, tractor
trailers and pulp and logging trucks, to Highway 11-17 and Highway 61.
Some other in-town routes for trucks proposed last year — like a stretch
of Hodder Avenue and routes between the East End and Mission Island —
have been scrapped.
"So [the route] will follow from east of town, head through town and
then head out the Shabaqua extension, as well as Highway 61 south," said
Kayla Dixon, Thunder Bay's director of engineering and operations.
"Those will be the only routes that will be on the designated truck
If a truck needs to make a stop in Thunder Bay, Dixon said the bylaw
will mandate the vehicle stay on the designated route for as long as
possible before travelling on other city streets to reach its
destination. Additionally, she said current weight restrictions on a
number of roads will be maintained.
"You're supposed to remain on a designated truck route as long as
possible before you head to your delivery location," Dixon said.
Large vehicles would effectively be banned from Dawson Road, Oliver Road and Arthur Street W.
City staff will take feedback at a pair of public meetings in Thunder
Bay on Feb. 15. Businesses can comment at a session from 8 a.m. to 9
a.m. at the Oliver Road Recreation Centre. The meeting for the general
public runs later the same day — from 5 p.m. to 6:30 p.m., with a
presentation at 5:15 p.m. — at the Italian Cultural Centre.
"[We're] hoping to get feedback both from businesses and the public
on those routes so that hopefully we can go forward to council and
recommend this and say that the community is behind it as well," Dixon
Soaring freight rates, a shortage of big rigs and strong freight
demand combined to make January’s heavy-duty truck orders the best since
The strong economy and favorable new tax policy are encouraging motor carriers to make large fleet investment.
Manufacturers received orders for 47,200 trucks in the heaviest Class
8 weight segment last month. That’s a 116 percent increase from the
same month a year earlier and the best showing since March 2006.
“These levels were well above our already strong expectations and
continue to indicate that the equipment markets are still reacting to
the tight capacity in the truck marketplace,” said Jonathan Starks,
chief operating officer at FTR Transportation Intelligence.
Truck orders could stay quite elevated throughout the spring, Starks said.
ACT Research, another trucking industry consulting firm, had a similar estimate. ACT
said manufacturers posted orders for 48,700 Class 8 trucks in January, a
107 percent increase from the same month a year earlier.
“We were not surprised to see robust orders, given improving freight
fundamentals and other factors, such as tax reform, but reported orders
were well above even heightened expectations,” said Michael
Baudendistel, an analyst with Stifel Financial Corp.
Recent tax legislation also played a role. Trucking companies have
opened their wallets because they expect to have to have more money to
spend on new vehicles in 2018. The new tax code allows smaller,
privately held carriers to be taxed at the owner’s personal rate,
lowering their tax burden.
“Clearly, the industry is on pace for a year that should handily exceed 300,000 trucks built,” Baudendistel said.
Truck manufacturers are also projecting a rosy 2018.
is predicting a stronger North American truck market in 2018. It is
forecasting industry sales of 280,000 heavy-duty trucks for the region
“The freight environment is strong. Good economic activity and high
demand for freight, combined with a tighter transport capacity, has led
to improving freight rates,” the company said in a statement.
Spot rates are as much as 30 percent higher than a year ago, and
that’s expected to translate into more favorable longer contract rates,
according to analysts at Morgan Stanley Research.
“Freight costs in general and trucking costs in particular are likely
to see significant inflation in 2018 after 2 years of deflation,” the
investment house said in a report last week.
Daimler Trucks North America
also sees a robust truck market developing in North America in 2018,
saying that it expects “significantly higher” sales “as a result of the
ongoing market recovery apparent since the second half-year of 2017.”
the owner of the Peterbilt and Kenworth brands, sees U.S. and Canada
Class 8 truck sales for the industry reaching 235,000 to 265,000
vehicles this year. That’s up from 218,000 units in 2017.
“Truck demand is increasing due to good economic growth, increased consumer spending,
and strong commercial and residential construction, which has resulted
in record freight tonnage and high fleet capacity utilization,” Gary
Moore, Paccar’s executive vice president, said when the company ssued
its annual earnings report last week.
Navistar projects the 2018 Class 8 market will increase by about 13.5
percent compared with 2017, making it the third best year of this
Overall, Navistar estimates retail deliveries of Class 6-8 trucks and
buses in the U.S and Canada will range between 345,000 units and
“Looking ahead to 2018, we see a stronger year with growth in the
Class 8 market and steady sales in Class 6 and 7,” Troy Clarke, chief
executive of Navistar International Corp. said in a recent conference
call with investors.
He pinned the heightened expectations on a strong economy, forecasting GDP growth of 2.5 percent to 3 percent this year.
LA PRÉSENTATION, SAINT-HYACINTHE, QC – Remorques Lewis has been named one of the top 10 Talbert Manufacturing dealers for 2017.
The Quebec dealership was also given the honor of “Most Improved
Dealer of 2017” with sales that were more than double their 2016 totals.
“But that’s more than a number. It’s being with customers when they
need it, friendly and fast service and repairs, and a dedication to this
business — something we recognize in a lot of our dealers, but
Remorques has done particularly well,” said Troy Geisler, Talbert
Manufacturing vice president of sales and marketing.
Remorques Lewis is a full-service general and specialized heavy-haul trailer dealer.
The manufacturers top dealer of the year was given the honor for the
10thg year in row. Hale Trailer Brake and Wheel is based out of
Voorhees, New Jersey in the U.S.
Other dealers that made the list include Columbus Equipment Company,
of Columbus, Ohio; Coogle Truck and Trailer Sales, of Otterbein, Ind.;
Freightliner of Grand Rapids, Mich.; Leslie Equipment Company, of Cowen,
W. Va.; Lucky’s Trailer Sales of South Royalton, Vt.; Lynch Chicago, of
Bridgeview, Ill.; Martin Equipment of Illinois, Iowa, and Missouri; and
Royal Truck & Trailer Sales & Service in Michigan.
THUNDER BAY, Ont. — The lonesome highway can be a solitary
place for a truck driver, and though some crave this type of lifestyle,
having a four-legged friend to share some time with would be a welcome
The friendship may only last for a day or two, but for a group of
drivers across Canada and the U.S., the chance to help a pet reach its
new home is worth its weight in gold.
Margaret Foster, a fervent animal lover and former truck driver,
started Furry Hobos N’ Highway Heroes nearly four years ago when she was
asked about adopting a dog. She agreed, and ended up paying $120 to
have her new pet shipped from Sudbury, Ont. to her home in Kakabeka
Falls, approximately 30 kms west of Thunder Bay, Ont. About a 12-hour
drive in total, Foster said that equated to $10 an hour to transport the
She then looked into how pets are shipped across the country and
realized that other than flying, there were really no alternatives. The
cost of moving a dog from Ontario to B.C., Foster said, can cost
anywhere from $600 to more than $1,500.
“That got my interest piqued and I got hold of a buddy and we started
talking about it and I said I was going to see if I could get something
rolling,” Foster said.
And get something rolling she did.
With a current network of around 20 drivers, Foster is the ringleader
of Furry Hobos N’ Highway Heroes, an initiative that “paws it forward,”
or in other words, provides the transportation service free of charge.
Considering Foster’s level of organization, the fact that they do not ask for any compensation is saying something.
At any given time throughout the year, Foster can have multiple dogs
on the move. And the idea that it’s as simple as having one driver pick
up the dog and drop it off is nowhere near reality.
“One dog took 17 people to transport,” Foster said. “That took a lot
of arranging. Now I know why everyone used to say I should have been a
Garnishing her home with whiteboards, Foster organizes the transportation of the dogs throughout Canada and the U.S.
During the time of her interview with Truck West, Foster had several
dogs in transit, including those headed to Edmonton, Fort McMurray,
Halifax, and locations in Manitoba and Nova Scotia, to name just a few.
Furry Hobos N’ Highway Heroes will transport any dog, whether it be
stolen, sold from one owner to another, lost…it doesn’t matter. And
about 400 have been moved by the network so far.
Foster said they even moved a St. Bernard in a Peterbilt – a sight to
behold for sure. The dog was transported from London, Ont. to Calgary
for a family that was in Ontario dealing with a health issue with one of
their children and was faced with having to pay $1,500 to have their
pet flown back home to Alberta.
The motto “paws it forward” really is all about providing a service
for those who otherwise would struggle to do so for themselves.
Anyone looking to have their dog transported would first need to
contact Foster. The shipper is sent a transport form and must prove that
the dog has all of its vaccinations. Pets moving cross-border must also
complete a five-way test, which includes screening for heartworm.
How far the dog needs to travel and its final destination will
determine how many drivers Foster will have to recruit, which takes some
logistical prowess to see who is going where and when.
Foster houses are also used if the dog needs to stay in one location during its journey.
Whoever initially drops the dog off to the first driver brings food and water.
“The reason we ask for water is because dogs are used to drinking
water and if you bring their own water, they drink sooner, even if you
give them bottled water,” Foster explained.
Once the transit plan is in place, a Facebook chat is opened between
Foster, the owner of the dog, the driver(s) and foster people being used
during the move, and the person who will ultimately receive the dog.
Though she manages to get by with the drivers and foster people on
her current roster, Foster is always looking for more to join her
She understands the hurdle many company drivers could face for
allowing dogs in their cab, as many carriers simply do not approve for
Foster does, however, believe that companies that allow drivers to be
part of the effort bring a certain level of good publicity and a
positive public perception in doing so.
“It’s great free advertising and people notice it,” she said.
The majority of Foster’s drivers are based on Canada’s East Coast.
She is in need of more drivers in the Montreal area and in the west.
Drivers are mostly referred to Foster by other drivers who have been part of Furry Hobos N’ Highway Heroes.
“Because we don’t charge we have no money for publicity,” she said. “It’s all word of mouth. We are what we are.”
To contact Foster, e-mail firstname.lastname@example.org or visit her Facebook page Furry Hobos N’ Hiway Hero”s
JEAN-SUR-RICHELIEU, Que. — CH Express drivers were not alone in worries
that a U.S. mandate for Electronic Logging Devices (ELDs) might affect
how much they could make. But managers at the flatbed fleet have
responded in a bold way – by paying the long-haul drivers by the hour
rather than distances.
Serge and Marc-Andre Hubert.
“The goal was to make sure the drivers did not pay the price of the
new regulations,” says Marc-André Hubert, the fleet’s operations
manager. “We wanted to reassure them that the amount would be the same –
or even more – with the electronic log.”
“The decision is kind of our statement that we were not afraid of the
new regulation,” said president Serge Hubert. If anyone was to shoulder
the burden of added costs, it would be CH Express.
The fleet’s approach to Hours of Service doesn’t actually change. “We
are not afraid of the new rules of the game because we already impose
them,” Marc-André says. “But we understand that our drivers can have
A couple of drivers were skeptical at first, wondering where the scam was. “There is none,” he stresses.
The hourly compensation is based on the Electronic Logging Device,
calculating actual hours of work and driving down to the second rather
than using PC Miler.
“The calculation was simple,” says Marc-André. “Our drivers were paid
42 cents per mile. Based on a speed of 100 kilometers per hour and a
distance of 1,100 kilometer per day, it is $25 an hour for a senior
driver [more than two years of experience]. A junior driver [less than
two years of experience] earns $21 an hour. The hourly wage ceiling is
set at $28 per hour for drivers who have five years or more of seniority
in the company.”
On-duty activities other than driving earn a rate of $18 per hour.
There are still other bonuses to consider. Each pick-up or delivery
is paid $ 25, in addition to the hourly rate. An hour of this work, for
example, would earn a driver $43 an hour, Serge says.
“When we do [Less Than Truckload], we want the driver to be
encouraged to put the most partial loads on his trailer. We have
established our system so that it is very beneficial for the driver to
make these stops. These are bonuses to efficiency.”
Another $75 per day is paid for oversize loads, while every stop that registers a clean roadside inspection earns another $50.
“We like our carrier rating to be good, and this initiative helps us
do that. The drivers receive a bonus upon presentation of the inspection
documentation, which is included in our files. We know who went to the
inspection and how much time was spent,” Serge says.
Drivers can legally work 70 hours a week, of course, and that is
typically divided into 55 hours of driving and 15 hours on duty. CH
Express pays time and a half after 60 hours of work
Strictly from an accounting point of view, the executives expect
salary costs to rise 10-20% with the change. But recruiting, security,
and service costs are expected to drop.
“By opting for a pay per hour, we bet we do not have to worry about
recruitment and retention. We are willing to pay the price for good,
professional, courteous, and safe drivers, and I am comfortable selling
the professional service at the price it is worth. But I’m not
comfortable paying for a driver who wants to drive in an unsafe and
non-legal way,” says the CH Express president.
It’s about more than financial figures, however. They claim to have
approached the pay issue first and foremost from the human side of the
“For a long time, the pressure has been absorbed by the drivers. The
whole industry says, ‘Traffic is your problem. Waiting time is your
problem.’ Now, [these] are no longer the problems of the drivers.
Whether a truck driver is traveling at 10 kilometers per hour because of
congestion, at 70 kilometers per hour because of the weather, or at 100
kilometers per hour, it’s the same thing. The meter runs and it is
paid. This takes away frustration and ensures that the driver can
provide better service and be safer,” Serge says.
The word of the new pay structure spread quickly.
“It’s not very difficult for us to recruit now. It was … madness
when we announced our pay per hour. Drivers were applying everywhere,
even from the United States,” he adds.
“Recruitment is no longer a priority topic in the company right now.
And this allows us to focus on our strength, which is to sell
More customs facilities, in more places: Canada, U.S. plan expanded pre-clearanc
Public Safety Minister Ralph Goodale met with his U.S. counterpart Monday
A truck carrying wood goes through the customs checkpoint, Tuesday, April 25, 2017
Imagine clearing Canadian customs in Florida, Arizona, or Chicago, or
having a U.S. customs facility attached to a car plant in Ontario, with
the goal of helping people and cargo travel faster between the
The Canadian and American governments are discussing it.
They have begun talking about expanding pre-clearance — with plans to
discuss potential sites for the first-ever Canadian customs facilities
inside the U.S., and the longer-term goal of applying it to commercial
"You've got an administration on the American side and certainly on
our side, that really want to move these files," Public Safety Minister
Ralph Goodale said Monday, after his first face-to-face meeting with his
new U.S. counterpart — Homeland Security Secretary Kirstjen Nielsen.
Preclearance has a long history.
It began decades ago with U.S. border facilities in major Canadian
airports — allowing people to clear customs at home, avoid logjams in
U.S. hubs and fly directly into U.S. airports that don't have customs
The electronic Canada customs area inside the
new international terminal before its inauguration, Thursday, November
16, 2017 at the Jean-Lesage international airport in Quebec City.
(Jacques Boissinot/The Canadian Press)
A few years ago the Harper and Obama governments agreed to new rules
allowing the practice in every mode of transport — rail, cars, buses and
ships. The Trudeau Liberals approved pilot projects at rail stations in
Montreal and B.C.
Now, with the Trump administration, the countries are working on two
future phases. Goodale said he already began discussing a first phase
with Nielsen's predecessor, installing Canadian facilities inside the
"John Kelly and I had a conversation about, 'Where would we start?'
He thought Boston, his hometown. Some Canadians suggested either Fort
Lauderdale, (Fla.), or Scottsdale (Ariz.), the (places with) snowbird
traffic in the winter," Goodale said in an interview.
"Midwesterners would say Chicago. ... Or somewhere in the American
northeast," he said noting that Canadian ski resorts would appreciate
quicker access for American travellers. "There are lots of ideas."
The countries have agreed to meet this spring to develop a plan on
what regulatory changes might be required to introduce pre-clearance for
cargo beyond a pair of previous pilot projects.
Then-Homeland Security Secretary Jeh Johnson,
left, and Canadian Minister of Public Safety and Emergency Preparedness
Steven Blaney smile during a ceremony in Washington, Monday, March 16,
2015, to sign a pre-clearance agreement as part of the Beyond the Border
Initiative. (Evan Vucci/The Associated Press)
Goodale said he envisions a future where cars can have their
components screened and sealed for shipment right inside the plant.
Given that a car under construction might cross the border a half-dozen
times, he said that would avoid snags and boost productivity.
"The real prize of pre-clearance is when we could expand it from passenger to cargo," Goodale said.
He said he left the first meeting with Nielsen feeling positive.
"Really good meeting," he said. "You wonder in the first encounter:
Will there be a list of complaints or grievances? No. There's a list of
important issues we're working on together... It's a really good,
constructive, international to-do agenda."
Tallman Group wins International Truck Presidential Award
MISSISSAUGA, Ont. – Tallman Group announced today that it has received the International Truck Presidential Award.
The Presidential Award, introduced in 2017, honors the top seven per
cent of International Truck dealerships that achieve the highest level
of performance in terms of operating and financial standards, market
representation, and customer satisfaction.
“This award is the highest honor an International dealer principal
can achieve from the company,” said Mark Belisle, senior vice-president
of distribution at Navistar. “Tallman Group, is one of only 14
International dealerships in the United States and Canada who earned
recognition in 2017.
“The Presidential Award also recognizes the effort and dedication of
all the dealership’s employees. A highly skilled, professional staff is a
critical success factor for any commercial truck dealership. Kevin
Tallman, CEO, Tallman Group is clearly committed to growing his business
and being recognized by customers as the dealership of choice in their
market. I congratulate everyone at Tallman Group for their commitment to
outstanding customer service, operational excellence and representation
of the International Truck brand.”
Kevin Tallman added: “This award is great honour for everyone at
Tallman Group because it recognizes all the hard work and
professionalism we bring to customers in Ontario. Everyone at Tallman
Group is dedicated to providing an outstanding customer experience. Our
customers rely on us to keep their businesses moving and growing. For 45
years, our customers have been returning to us because they know we
deliver quality International products and services that help drive
profits to their bottom line.”
Police used a piece of lumber and a fire extinguisher to end a standoff involving a truck driver.
The event began at 9:30 p.m. Thursday when the driver of an 18-wheeler
refused to pull over at a weigh station along Highway 15 in Napierville.
SAAQ inspectors called on police for help, and Sureté du Quebec
officers pursued the truck driver to St. Jean sur Richelieu, about 20 km
Police said the truck driver struck a police car and a second vehicle,
but only came to a stop after officers placed a strip of nails across
the road and the truck's tires were blown out.
Once stopped, the driver refused to get out.
After several hours of pleading police officers took a more direct
approach -- one officer smashed one of the truck's windows with a long
wooden pole while a second discharged a fire extinguisher into the cab.
The driver stumbled out several seconds later and was arrested.
Police said the 43-year-old man was not intoxicated.
He will likely be charged with fleeing from police, dangerous driving, hit and run and assault with a weapon.
RCMP recommend staying off highways due to slippery conditions
Snowfall, wind warnings still in place for northern, southeast Sask.
A semi-truck was seen blocking the northbound lane of
traffic between Kenaston and Dundurn in this highway cam shot
Severe wind gusts and heavy snow are creating slippery conditions on
roads across the province on Tuesday and blowing snow is also reducing
"Due to today's poor weather, please don't travel unless absolutely necessary," read an RCMP news release.
"Please slow down to ensure your own safety and the safety of others,
or better yet, avoid highway travel altogether if at all possible."
As of 12:43 p.m. CST, a semi-truck had skidded off Highway 11,
blocking the northbound lane of traffic between Kenaston and Dundurn.
There was also a report of a crash on Highway 16 near Paynton which
blocked one lane of traffic.
Travel was not recommended on Highway 2 to La Ronge and several secondary highways around North Battleford.
Wind gusts of 90 km/h were expected for southeast Saskatchewan,
including Regina, Estevan, Yorkton and Moosomin. As well, between 10 to
20 centimetres of snow was expected for Meadow Lake, Prince Albert and
Environment Canada said a strong low pressure system was responsible
for the wind and snow. The snowfall is expected to taper off by late
If drivers run into reduced visibility, they're being asked to turn on their lights and maintain a safe following distance.