“When it comes to driving a truck, a decent person paired with a decent artificial intelligence is better than the best person or the best AI,” explained Seltz-Axmacher, arguing that – for all our concerns about intelligent machines – engineers are a long way from developing AI that can replicate people’s fluid intelligence. “The tech industry doesn’t give humans enough credit, but they are really good at a lot of things that computers don’t do very well. Even mimicking the intelligence of an animal is really hard, let alone a person.”

In this case, he added, humans are better at navigating off-ramps and lane changes, but machines are better at maintaining focus during long, unimpeded stretches of roadway.

Seltz-Axmacher believes his company offers a potential solution for an industry that has suffered from a nationwide shortage of employees for more than a decade, a deficit that has led to a sharp increase in shipping costs in recent years.

As The Washington Post’s Heather Long reported last year, the shortage is being exacerbated by several factors: low unemployment, a humming economy that has created heavy demand for trucks, and younger workers steering clear of jobs they believe will be phased out by automation.

The Bureau of Labor Statistics estimates that the average age of a commercial truck driver in the U.S. is 55 years, with more than 90 percent of them male.

The truck driver shortage stood at roughly 36,500 in 2016, but was expected to surpass 50,000 by the end of 2017, according to the most recent figures from the American Trucking Associations.

“Demographics are working against the industry,” Derek Leathers, CEO of Omaha-based trucking company Werner Enterprises told NPR last year. “The trucking industry average age is about 10 years older than the average age across other comparable industries like manufacturing and construction. So as those retirements are taking place, we’re just not seeing the same level of new entrants into the industry.”

For a middle-aged tuck driver supporting a family the benefit of remotely operating a truck is obvious, according to Seltz-Axmacher: getting to leave work at the end of the day and go home and see your loved ones. The CEO says he’s met truckers who have only interacted with their children for a few days a month for more than a decade.

“Driving is difficult and it’s a hard job,” he said. noting the long hours and isolation. “But what makes it even harder is how it impacts people’s personal lives.

“I don’t know many truck drivers who have been on road for at least 10 years and don’t have a complicated family situation.”

Removing drivers from trucks will also allow the industry to remodel the vehicle’s cabins, which are designed for comfort to entice and retain drivers, but make trucks less fuel efficient, raising shipping costs, Seltz-Axmacher said.

Starsky Robotics has no shortage of competition in the trucking space. Beginning last year in nearby Georgia, Waymo – formerly known as Google’s self-driving car project – unveiled a pilot program in Atlanta using Peterbilt Class 8 trucks to carry cargo bound for Google’s data centers.

Tesla is also developing a long haul semitrailer truck that would include semiautonomous features for highway driving.

Last year, Uber announced that the ride-hailing giant was shuttering its self-driving truck program, a division that made history in 2016 by completing the world’s first autonomous truck delivery – 50,000 cans of Budweiser.

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Freightliner Manitoba Ltd, the province’s highest-volume truck dealer, has been in need of a larger, more user-friendly facility for some years now.

“We outgrew our current facility several years ago,” says Ken Talbot, the co-founder and now President of the 28-year-old company, “Our principal challenge was finding the right location.  We needed a lot of land. A rectangular piece of property with truck and trailer access. This was a pretty big wish list for Manitoba, and that is where CentrePort Canada came in.”

CentrePort Canada, located on the west side of Winnipeg, is North America’s largest inland port, offering 20,000 acres of high-quality industrial land and unique access to tri-modal transportation. The site offers easy access to Winnipeg’s James Richardson International Airport – which operates 24 hours per day, providing value to the out-of-province market. Over the past few years, the road system in the area has been considerably upgraded to improve trucking access and more efficient transportation movement.  A new water-treatment plant and grey water servicing has also been put in place within the past year. These innovations made the location very attractive to this multi-million-dollar company that stocks trucks, millions of parts and offers seven-day truck service.

Freightliner Manitoba started land preparation and construction late last year for the 78,000 square-foot dealership that plans to open its doors in 2020. The 14-acres of land allows for the building to more than double its current Logan location bringing more space for both business, staff and customers.

“Our new facility is going to change the way we are able to do business,” Talbot says. “We’re excited to offer our customers and employees more; more space, more parking and a more modern facility overall. These developments are more than just for the growing demand of our business but also bring comfort to staff and customers.”

The developments will consist of 38 service bays, a 3,971 square-foot showroom to showcase 2 semi-trucks, a well-stocked parts warehouse, 2 truck wash bays and more. The state-of-the-art facility will include innovative features such as radiant in-floor heating, LED lighting throughout and overall be an energy-efficient dealership.

The principal contractors, being Thomas Design Builders Ltd., have previously worked with Talbot to build their Transolutions Preventative Maintenance facility on Lucas Ave. Talbot says, “Thomas Design’s first project with us came in under time and under budget. This current building is also ahead of schedule.”

Freightliner Manitoba’s mission is to provide first-class, industry-leading transportation solutions to the commercial vehicle market in Manitoba, and to build value for their customers to depend on. This will only become more efficient with the new space to operate in.

“Although we are growing bigger, we won’t forget the core values we stand for such as Elite Support, unmatched customer service and work we can stand behind. Our staff and customers are all looking forward to our grand opening for business at our new location in early 2020.”

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OTTAWA, Ont. – Environment Canada will delay the rollout of greenhouse gas (GHG) emissions standards for trailers by one year, responding to a court challenge against similar rules in the U.S.

The U.S. Court of Appeals stayed the rollout of U.S. EPA Phase 2 trailer rules on Oct. 27, 2017. This means the Canadian rules – based on those proposed south of the border – would have been introduced before those in the U.S., the Canadian Trucking Alliance (CTA) reports.

News of Canada’s delay until May 2020 emerged in Environment Canada’s Interim Order Modifying the Operation of the Heavy-duty Vehicle and Engine Greenhouse Gas Emission Regulations, published in Canada Gazette Part I and available here.

Lawmakers are looking to reduce the environmental impact of trailers, requiring van trailers to be outfitted with things like aerodynamic skirts, automatic tire inflation systems, lighter-weight components, and low-rolling-resistance tires. Even flatdecks would need to be fitted with things like low-rolling-resistance tires and automatic tire inflation systems.

In the meantime, Environment Canada will review concerns from Canadian trailer makers about the economic affects of moving forward with the trailer standards before the U.S. Environmental Protection Agency (EPA) versions are in force.

“CTA appreciates Environment Canada’s commitment to fact-based policy making. This process will allow for an analysis to understand the impacts on the Canadian market without a similar rule being in place in the United States,” said CTA president Stephen Laskowski. “In the meantime, the bulk of the trucking equipment regulation and its positive impact remain in place, producing significant reductions in greenhouse gas emissions from the trucking sector.”

Emissions rules pertaining to trucks and engines are not affected by the recent announcement.

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Some 18 months after the U.S. started requiring electronic logging devices (ELDs) in commercial trucks, Canada drawn up similar plans to electronically log the service hours of commercial drivers in the Great White North.

Marc Garneau, Canada’s Minister of Transport, said on June 13 that his country is mandating the use of ELDs by federally regulated commercial truck and bus operators.

The new requirement will come into force on June 12, 2021, and will replace paper-based daily logbooks. This requirement builds on the regulatory proposal that was published in Canada Gazette, Part I on Dec. 16, 2017.

“This new requirement is the result of longstanding collaboration among all levels of government and industry partners. It also addresses a Saskatchewan Coroners Service recommendation following the tragic collision involving the Humboldt Broncos junior hockey team.

“Electronic logging devices are tamper-resistant devices that are integrated into commercial vehicle engines. They are intended to ensure that commercial drivers drive within their daily limit and accurately log their working hours. The devices track when and how long drivers have been at the wheel, and ensure they are complying with the Government of Canada’s Commercial Vehicle Drivers Hours of Service Regulations.

“Use of the devices also reduces administrative burdens, such as eliminating the need for paper daily logs and reducing the time enforcement officers need to verify regulatory compliance. Additionally, these new devices are aligned with the United States road safety regulations and will support economic growth, trade, and transportation on both sides of the border.”

“These new mandatory logging devices in commercial vehicles will improve safety for drivers and for all Canadians,” said Garneau. “Collaboration with stakeholders and partners was key to putting these regulations in place. I thank my provincial and territorial colleagues in helping to develop this technical standard and look forward to them introducing this requirement for operators within their jurisdictions. We know that fatigue increases the risks of accidents and that is why we are taking action across all modes of transportation.”  

Scott Smith, chairman of the Canadian Trucking Alliance, noted: “This regulation will help to level the playing field for compliant carriers and allow them to compete with rates that are achievable in the legal environment they operate in. It will help enforcement officers more easily verify compliance and remove those operators from the road who are not operating legally, improving road safety for all users.”

Added Mike Millian, president, Private Motor Truck Council of Canada:

“The vast majority of our companies and drivers in our industry fully comply with hours of service rules, but, undoubtedly, the implementation of tamper-proof, third-party electronic logging devices will further enhance safety and help ensure all drivers and companies hold themselves to the highest levels of compliance.”

As part of the regulatory development process, Transport Canada is committed to aligning with vehicle regulations in the U.S. to the fullest extent possible provided that it is in the best interest of Canadians.

By further aligning Canadian and U.S. logging device regulations, Canadian and U.S. operators can use the same logging device in both countries.

Transport Canada estimates that the mandatory requirement for electronic logging devices will reduce the risk of fatigue-related collisions by approximately 10%.

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Maple Leaf Motoring is a weekly rundown of developments in the world of Canadian transportation. This week: Ontario gets third transport minister in less than a year, Mullen raises capital, the federal government delays trailer emissions standards and new VR videos test rail safety knowledge.

Ontario has a new minister of transportation as part of a cabinet shakeup. Caroline Mulroney was demoted from the post of attorney general to oversee transportation in Canada’s largest province.

Premier Doug Ford announced the cabinet shuffle on June 20. Mulroney, a lawyer and daughter of former Prime Minister Brian Mulroney, became Ontario’s third transportation minister in less than a year.

The shakeup had little to do with the ministry itself. Instead it reflected widespread public outcry about the Ford government’s extensive cuts.

Mullen Group (TSX:MTL) announced on June 21 that the Alberta-based transportation and oil services firm closed a C$110 million bought-deal offering.

It carries a 5.75 percent interest rate and is due in 2026. It allows for conversion into common stock at a rate of C$14 per share.

Mullen also announced that it had increased its credit facility with the Royal Bank of Canada by C$25 million to C$150 million.

The Candian government has pushed back the implementation of new greenhouse gas emissions standards for trailers to May 2020.

Environment Canada announced the delay in its June 15 Official Gazette. It did so in response to the U.S. Environmental Protection Agency’s Phase 2 regulations being delayed by litigation by trailer manufacturers.

The Canadian regulation is designed to be harmonious with the EPA rules.

Nine of 14 vehicles searched at the 13 Ford dealerships contained meth. Six vehicles on a second rail car from the same shipment in Mexico were also found to contain meth. The police were then able to stop a similar shipment of cars as it entered Canada. Nearly 400 pounds (180 kilograms) were discovered packed into the cars, which the police estimated had a street value of $4.5 million.

It appears Ford and the rail company were exploited by “ a well-established, organized crime group,” according to police, pointing to the Sinaloa drug cartel in Mexico. Subsequent inspections of vehicles from the Hermosillo, Mexico factory have yielded no drugs. It appears to police the criminals have abandoned tire packing and vehicle shipments to distribute and smuggle drugs.

Drug smuggling is a vast, multi-billion-dollar criminal enterprise that’s a modern-day Hydra. No matter how many smuggling lanes police close, smugglers will find new ways to transport drugs. While the cartel is no longer shipping them packed in the spare tires of Ford Fusions, there’s little doubt the drugs are still flowing across borders.

Source: Ontario Provincial Police