He failed on the first attempt.

“The road test I did fine on,” says the resident of Caledonia, Ontario, referring to actions like steering and backing. His challenge was with new questions linked to pre-trip inspections. “I was extremely nervous,” Robitaille adds. This despite the fact that he personally completed a 200-hour training program, well above the mandated minimum introduced on July 1. But with a little extra studying he passed the test on his second attempt. Now he is looking to secure his first job behind the wheel.

Robitaille can take comfort in knowing he wasn’t alone. Exact figures have yet to be compiled by the Ontario Ministry of Transportation, but training schools across the province have reported higher-than-usual failure rates in the face of new tests at Ontario’s DriveTest centers.

Written tests now include 30 questions, up from 20 that existed earlier in the year, and are more specifically geared toward related licence classes. The directions of road tests are also more prescriptive than ever before, specifying the number of tasks and subtasks that licence candidates need to demonstrate, so there’s less room for interpretation by evaluators. In a bid to break away from circle checks that some trainees were memorizing, the ministry has also introduced randomly generated questions about pre-trip inspections. When presented with a component, those being tested must explain the minor and major defects that can arise, as well as what they would do in each case.

It’s been a learning process for trainees and trainers alike.

“When procedures change, there’s obviously going to be some growing pains,” says Matt Richardson, sales and operations manager at KRTS Transportation Specialists, where Robitaille completed his training. “It’s got to do with the examiners getting used to a new way and protocol of testing.”

New backing tests align more with daycabs than highway tractors, says Yvette Lagrois, of Ontario Truck Training Academy.

Yvette Lagrois of Ontario Truck Training Academy, headquartered in Oshawa, is among those who believes there is still room to improve the new test procedures themselves, particularly when it comes to the layout of backing exercises. “Previously the cones were further back,” she says, suggesting that today’s layouts for 90-degree turns align more with day cabs than highway tractors.

While schools have insights that could help address issues like that, she says the exact test changes came as a surprise. “We should have had at least some sort of meetings with those who are providing the training,” she says. “I’m sure there’s some political reason why we didn’t get it.”

But Lagrois also believes the new training standards have helped to force out schools with questionable training practices. “They’re looking for different business models,” she says of those operations, many of which had no dedicated training facilities. In some cases that might mean shifting training businesses to focus on DZ licences, which allow a driver to operate a truck or vehicle combination weighing more than 11,000 kilograms if the towed vehicle weighs less than 4,600 kilograms. That licence class is not included in the new mandatory training regime. “These people who were in the business for training were also freight operators,” she adds. “Those will probably move back into being owner-operators. They’ll have to figure out how to make money.”

Looking for loopholes

It hasn’t stopped some private career colleges from looking for shortcuts in the new training path, as they search for ways to attract lucrative students who can represent thousands of dollars in tuition.

In the weeks following the rollout of mandatory training, the Ontario Ministry of Advanced Education and Skills Development issued a blunt memo on news that some schools might not be complying with their approved training programs and conditions – specifically when it came to upgrading BZ or DZ licence holders to an AZ licence, or offering hourly lessons. (The holder of a B licence can drive a school bus that seats more than 24 people, while the Z endorsement indicates the licence holder can operate a vehicle with air brakes.)

“Any AZ training which does not adhere to the MELT standard does not provide the student with the ability to challenge the AZ road test,” the memo stressed, threatening potential fines of up to $250,000 for corporations as well as $50,000 fines and one-year prison terms for individuals.

Approved schools must now use an online portal to identify students who have met the new training requirements, before the individuals are allowed to take the road test. Prior to July, anyone could be tested.

Schools that don’t comply with the new rules could have programs revoked, requiring refunds for students, wrote Terry Tretter, manager – compliance and enforcement unit at the Ministry of Advanced Education and Skills Development’s Private Career Colleges Branch. Ads promoting unapproved licence upgrading programs and other “non-vocational AZ programs” could run afoul of the province’s Consumer Protection Act, too, which has similar fines and includes maximum two-year prison terms for individuals.

Advanced standing

Like private career colleges that support other industries, these schools and trainers can issue “advanced standing” -- and that counts toward the mandated 103.5 hours, depending on a trainee’s previous experience or demonstrated skills. Each school must have its related policy assessed by someone recognized as a qualified third party, and approved by the ministry’s superintendent.

“The application submitted by a PCC (Private Career College) is reviewed separately by the adult education experts and sector subject matter experts,” explains Ministry of Advanced Education and Skills Development spokeswoman Ingrid Anderson. “The advanced standing policy may include such factors as the documented types of training received, the number of years of driving experience, and other relevant qualifications that would make an individual eligible for advanced-standing status.”

The emphasis on “may” is ours. Each school can propose its own standards.

“It’s not something that’s new. The schools, or some of them, have been doing it for some period of time,” says David Bradley, the retiring Chief Executive Officer of the Ontario Trucking Association, and now interim Chief Executive Officer of Trucking HR Canada – the organization that established National Occupational Standards, which helped define minimum training outcomes.

The concept can also make sense depending on an individual’s background, he says, referring to DZ drivers with many years of experience, or people who grew up around farm machinery. “Ultimately what you would want is a situation that provides for advanced standing, but is subject to enough oversight that it precludes the irresponsible people from taking advantage of the situation.”

The lack of common tests to confirm advance standing concerns Naeem Cheema, the owner of Pine Valley Driving Academy in Etobicoke, especially since individual policies are ultimately approved by ministry personnel who are not necessarily experts in trucking.

Cheema says limited controls around advanced standings are a loophole to close.

In the weeks after the 103.5-hour minimum was introduced, he says he heard from potential students who were promised they could be trained for just $2,000, covering all the material in a fraction of the hours. “These are not too many hours,” he says of the 103.5-hour limit. “So what? Make them know more.”

If he had his way, the 103.5 hours would be the bare minimum. Long-term drivers may still lack formal training in factors like Schedule 1 inspection standards and Electronic Logging Devices, he says as an example. “MELT, the way it’s laid out, is beautiful.”

“Maybe we need to make them enter the number of training hours they had behind the wheel,” suggests Private Motor Truck Council of Canada president Mike Millian, referring to the information that schools provide about trainees with advance standing. Someone who has worked for 20 years as a DZ driver is not going to require the same amount of training to secure an AZ licence, he says. But even then, he believes there is room for more training than they had in the past.

“You shouldn’t be able to go any lower than half (the 103.5 hours),” Millian says. “They’re still pulling a trailer.”

Regardless, the advanced standing option doesn’t apply to carriers who train and upgrade employees under a Driver Certification Program.

 “Arguably it should. Part of what we were trying to accomplish is harmonize (Driver Certification Program) with the (Private Career Colleges) program, and I don’t get any sense that there’s a desire to abandon advanced standing on the (Private Career Colleges) side of things,” Bradley says.

“At the end of the day, when we went into this thing with MELT, we said we wanted to take back our industry from the training schools,” he adds. “The benefits still far outweigh the issues. It’s a work in progress.”

Source of article click here : Today's Trucking

Geoff Wood, senior vice president of policy for the Canadian Trucking Alliance (CTA), explained during a presentation here at TMW and PeopleNet's 2017 in.sight user conference and exposition that Canada’s version of the U.S. ELD mandate – which will be “99.8% in line” with the rule promulgated by the Federal Motor Carrier Safety Administration (FMCSA) – is entitled “Gazette I” and a draft should be published sometime this fall by the Canadian Council of Motor Transport Administrators (CCMTA).

He expects that draft to be quickly approved, as the technical standards have been in development for six years now, with a final rule – dubbed “Gazette II” – likely to be issued by the end of 2017.

If published as expected, the deadline for compliance with Canada’s ELD mandate would be by December of 2019, with those using automatic onboard recording devices (AOBRDs) getting until 2021 to make the switch.

“We don’t expect a lot of surprise over this rule, partly because we’ve taken a lot of time to develop it,” Wood said. “We also needed more buy-in from the provincial governments as our federal rules work a little bit differently compared to here in the states.”

The rules of who is and who is not covered under Canada’s ELD mandate will mirror those in the U.S., he noted. Federally-regulated motor vehicles operating vehicles over 10,000 lbs. (some 4,500 kilograms in Canada) where the driver currently must maintain a paper logbook are covered. Exemptions are for truck rentals under 30 days and for drivers who stay within a 160 kilometer (99.14 mile) radius of home base – though those “short-range” drivers must still comply with hours of service (HOS) rules.

Fleets operating under what are known as “federal HOS permits” are exempted as well, such as those serving in the oil fields and hauling dry or liquid fertilizer for farming.

“They can switch to using ELDs if they want to; they are just not being made mandatory for them,” Wood pointed out, though they must still use paper logbooks as well, like they do today.

There are a few differences, however, between Canada’s soon-to-be proposed ELD mandate and the one on the books in the U.S., he added. Some of those are:

• In Canada’s case, the technical standards ELD’s will be required to meet will only be referenced in its mandate; by contrast those standards and embedded within the U.S. mandate.
• ELDs in Canada will be required on commercial vehicles back to the 1995 model year, as opposed to the 2000 model year cut off in the U.S. If that wasn’t done, Woods said some 65,000 to 70,000 trucks “would not be captured” by the ELD rule.
• There is a “deferral of off duty” option in the Canadian HOS rules that the U.S. does not have.
• In terms of personal use, the device must measure 75 kilometers (some 46.6 miles) within 24 hours. If 75 kilometers of personal conveyance is exceeded within 24 hours, the ELD automatically changes status from “personal conveyance” to “drive status.”

However, Wood stressed that those differences aside, Canada’s ELD mandate will closely track what’s been established in the U.S.

“The long and short of it is, if you buy and use and U.S.-compliant device, you will have no issues in Canada,” he said.

Source of article click here : American Trucker

Fatal Thursdays. It sounds like the title of a horror film. In many ways, it is a nightmare scenario on our roadways that re-occurs week after week. In the trucking industry, Thursdays are one of the deadliest days of the week for new and experienced drivers of 18-wheelers.

Has this startling statistic been brought to light to scare new prospects from the trucking industry and to give drivers a bad reputation? On the contrary, as truck drivers, you deserve to know all the information that’s available to keep you safer and alive while on the road.

The biggest crash factors

Whether you’re starting out in the industry or have been behind the wheel for decades, the road can be a fascinating and challenging place to work. More often than not, when sharing the highway with other motorists, you may have a “now I’ve seen everything” moment. Some motorists are terrible drivers and are hazardous to everyone on the road.

As a driver, you may have made (or will make) a few mistakes of your own. Driver errors are a leading contributor to crashes, but can be avoided. Ditching bad habits like tailgating or driving too fast can save your life.

You’ve learned everything you need to know how to drive safely, use that knowledge each and every time you get behind the wheel of your rig. Taking time to follow all protocol from your company and paying extra attention in an unfamiliar area will not only keep you safer but will allow you to keep your job and commercial license.

Why Thursday?

According to the Insurance Institute for Highway Safety, truck accidents are more likely to occur during the week, rather than the weekends, because more trucks are hauling freight. While some truckers are behind the wheel on the weekends, crashes that occur on a Friday or Saturday typically involve standard auto drivers who are distracted or intoxicated.

Depending on a steady income and a clean driving record, truckers rarely take the risk of driving while intoxicated. So why Fatal Thursdays? For the typical Monday through Friday truck driver, there’s a greater risk of feeling fatigued, and the ability to stay alert or react quickly are less likely.

Fighting off fatigue

Preventing fatigue can be tricky sometimes but as a trucker, it’s essential that you know how to combat nodding off behind the wheel, regardless of the day of the week. Sitting long hours on the road can make you feel like you’re on auto-pilot. Recognizing the signs of fatigue are the first step in avoiding a preventable, fatal accident.

Yes, deadlines are important but stop pushing yourself. If you need to take a small break, take one. Drink water, do some stretches, close your eyes at a rest stop for 20 minutes. Self-care is essential if you plan on making trucking a lifelong career.

Don’tignore mechanical problems

In addition to driver errors and drowsiness, mechanical errors also play a big role in crashes involving a truck. Even though you may not be a mechanic, you need to understand the basics of your truck. Your rig is a hardworking machine and puts on many miles and hours a week so it’s only natural that the tires and brakes will wear down.

Work for a company that values your safety and will take the time to examine and fix your truck. If something doesn’t sound or feel right while you’re behind the wheel, you’re putting your life and many others at risk.

Where are roads the deadliest?

If Thursdays are the deadliest, where are the deadliest roads, and can they be avoided? More than half of fatal accidents involving a truck occur on major roads other than interstates or highways and about one-third occur on interstates and freeways.

Unfortunately, as a trucker, it’s difficult to avoid either type of road. Minimal maintenance and rural roads are never a good idea (and should be avoided as much as possible). They can slow down your time and may put you at greater risk for getting lost or having a hard time maneuvering your large truck.

In Indiana, the most numerous crashes from 2011-15 occurred in and around the Indianapolis area. Within this region, 57 trucking accidents occurred, with a total of 59 fatalities.

Fatal Thursdays don’t have to continue to affect the trucking community. By improving company rules that focus on the safety of the drivers and improving training and continued education, this dismal day can become a thing of the past.

Source of article click here : The Herald Tribune

Life is not without risks. It’s why we buy insurance and buckle our seat belts.

It’s why, for the first time ever, the Mackinac Bridge will be completely closed to vehicle traffic for this year’s Labor Day Bridge Walk. In past years, car and truck traffic was shifted onto the southbound lanes while walks used the other half of the bridge.

This year, following the advice from the Michigan State Police and U.S. Department of Homeland Security, the bridge authority will bar regular traffic from the bridge from 6:30 a.m. to noon. Simply put, too many cars and trucks have plowed into crowds of pedestrians in recent years.

But police and the Mackinac Bridge Authority are not the only people responsible for keeping the thousands of walkers safe on Labor Day. The participants themselves have responsibilities as well. Walker are advised to wear closed-toe shoes, apply sunscreen and avoid horseplay on the bridge — and to make sure they are physically capable of a five-mile walk.

Likewise, numerous authorities are working together to mitigate and minimize the risks of participating in the Port Huron Float Down on Sunday afternoon. Also for the first time, marine and law enforcement officials from both sides of the St. Clair River are coordinating their efforts to get everyone to the end of the float and out of the river safely.

It’s a smart move and one that all of us appreciate.

Like bridge walkers, though, Float Down participants also have a role in keeping themselves safe while enjoying Sunday’s event. There could be a record turnout this year following the worldwide attention that last year’s escape to Canada received. There will not be rescuers to mind every single Float Down participant.

Participant safety begins with being aware of your physical capabilities. It is longer, farther and more difficult than it looks. It is not safe for children.

Wear a personal floatation device and bring a suitable paddle to keep your float on course. You’re going to be out in the sun for several hours, which means you’ll need sunscreen, clothing to protect your skin and probably water and food. Avoid alcohol.

Carry identification, preferably sealed inside a waterproof bag, in case you need to explain yourself to Canadian customs. Obey the law and respect private property.

Have fun.

Source of article click here : The Times Herald

Crime Stoppers is appealing for help identifying three suspects wanted for a break-in at the Swarovski Canada Limited warehouse in Markham March 30.

They gained entry to the warehouse, on Gough Road, through an adjacent unit, according to a news release. Once inside, they ransacked several rooms and stole several watches and crystal items. The suspects fled in a Budget rental truck and a silver sedan.

Anyone with information about the suspects is asked to call Crime Stoppers at 1-800-222-TIPS (8477). You can also leave an anonymous tip online at 1800222tips.com, or text your tip to CRIMES (274637) starting with the word YORK. 

If the information you provide helps solve the case, you may be eligible for cash reward of up to $2,000.

Source of article click here : YorkRegion

TORONTO, ON -- Ontario is preparing to tighten the requirements to renew Class D licences, bringing medicals and knowledge and vision tests in line with other commercial classes, the Ontario Trucking Association reports. The changes would be effective July 1, 2018.

Formal notice is expected to be issued to licence holders by the end of August.

Class D licence holders up to 80 years old will now be subject to a Class D knowledge test and vision test every five years, when they renew their licences. Air brake knowledge tests for a Z endorsement will occur at the same time. Drivers 65 to 79 years old, with three demerit points or an at-fault collision on their record, will have to take a road test as well.

Medical reports will have to be submitted every five years for those under 46, three years for those 46-64, and annually for those 65 and older. Forms will be mailed to licence holders 90 days in advance of the due date.

Regina-area farmers and truck drivers are frustrated with a new overpass that was supposed to make crossing the Trans-Canada Highway easier, but has instead made it more difficult.

The Balgonie overpass has been open to the public for less than a week as part of the Regina Bypass Project, but has already faced criticism over the width of the lanes, which are too narrow for farm equipment.

Farmer Ryan Leibel was initially excited for the new overpass as trying to cross the highway has always been difficult with his heavy farm equipment. But he says the new overpass hasn’t solved the problem.

“I tried to take the maiden voyage across and try it out,” Leibel told CTV Regina. “I realized quickly it wasn’t quite wide enough.”

The overpass itself is wide enough for both farm equipment and trucks, but the access lanes are only 4.5 metres wide. Leibel’s tractor is nearly 5.5 metres wide.

Leibel came away from the overpass with scuff marks on his tractor tires from scraping the curbs on the road. Tire marks from other large vehicles can also be seen on curbs approaching the overpass.

Other motorists like Clint Walker, who uses the overpass, are frustrated with the miscalculation made for the access lanes and what it might mean for the just-opened overpass.

“I think it’s absolutely horrible,” said Walker. “A complete waste of money and will not work.”

Saskatchewan highway officials are expected to come out to the Balgonie overpass next week and to assess the situation and determine whether they will have to change the design.

Source of article click here : CTV NEWS