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Ontario has made good on a promise to toughen the process of
obtaining a commercial driver’s licence. In late June, it announced
mandatory entry-level training (MELT) and for the first time will
require new drivers to undergo a fairly rigorous training program before
obtaining their A/Z licence.
More than 100 hours will be required before drivers will be able to
take the test to obtain their commercial licence. The new standard
should eliminate licence mills and bring a heightened level of
professionalism to the industry. A/Z licence-holders should arrive at a
carrier’s door for a road test properly trained to succeed. Training
should not and will not end there, but at least carriers will know
drivers have received sufficient training on basic driving skills.
This is a huge step forward for the trucking industry. It also opens
the door to potentially, someday, having truck driving recognized as a
skilled trade. In recent comments at the Ontario Trucking Association
(OTA) Council Summit, president and CEO David Bradley said the trucking
industry has itself to blame for its inability to become recognized as a
“When I drive down the highway and I see a trailer with a sticker on
it advertising for truck drivers and saying ‘No education required,’
that is not indicative of a skilled, or even semi-skilled occupation,”
he said. “We don’t have any compulsory training required. You can walk
in off the street and take a Class A test…that is not indicative of a
skilled occupation. The fact we don’t have a formal ongoing lifetime
training program is not indicative of a skilled occupation.”
All that will change with the implementation of mandatory entry-level
training. You can’t overstate how significant this new standard is. Not
everyone will be happy with the implementation of MELT. Some
stakeholders will quibble over details, such as the allowance of
automated transmissions. But remember – it’s better than what we had,
which was no standard at all. Training schools that are incapable of
training to the new standard will disappear. Speaking at the Private
Motor Truck Council of Canada’s annual conference in June,
transportation lawyer Heather Devine mentioned her firm has already
heard from training providers who are unhappy with the new requirements.
They will now need to invest in the personnel and equipment to train
to the standard or go away. Good riddance to them if they’re unwilling
or incapable of doing so. Yes, the cost of training will increase as a
result of the new standard. But trucking is a career that can provide a
very attractive income. As with other professions, one must make an
investment before they’re able to do the job. Professional hairstylists
in Ontario are required to undergo 480 hours of training and often
apprentice for three years before servicing their own clients. It is not
unreasonable to require prospective commercial drivers to invest in a
quality training program before they’re permitted to work in this
Yes, MELT may initially result in fewer A/Z licences being issued at a
time when the industry is starved for drivers. But what good were all
those unemployable A/Z licence-holders, anyways, the ones who lacked
basic driving skills because they were sold a bill of goods and told all
they needed was a commercial licence to land a job behind the wheel?
MELT may not be perfect, but it’s a lot better than what we had.
BCTA touts planned Hwy. 13 improvements at Aldergrove/Lynden border crossing
LANGLEY, B.C. – The British Columbia Trucking Association
(BCTA) is applauding the provincial government’s announcement that
approximately $25.5 million will be allocated to widen Hwy. 13 to
support border enhancements at the Aldergrove/Lynden crossing.
The upgrades will include widening Hwy. 13 southbound from one to
three lanes to accommodate a separate Nexus and truck lane, as well as
adding a northbound truck-climbing lane. A new two-lane east-west
connection will also be added at 3B Ave., extending from Hwy. 13 to
Though the effort to support the new commercial facility was
commended, the BCTA remains hopeful there will be some additional
expansion of Hwy. 13 between 8th Ave. and the Trans-Canada.
The announced upgrades are expected to provide mobility benefits,
such as reduced wait and idle times at the border and less overall
delays on the corridor.
The BCTA said it led efforts to keep the Aldergrove/Lynden crossing
open to commercial traffic when the Canadian Border Services Agency had
considered closing it in 2008, and that the commercial facility is the
result of that advocacy.
Currently in the design phase, construction is expected to begin once
the B.C. government has awarded the construction contract following
tender in the spring of 2017.
UPS says that Canada’s online shopping segment grew 17% in 2015.
MISSISSAUGA, ON — As Canada emerges as one of the world’s Top 5
online shoppers, UPS says it’s time for U.S. shippers to reach ground
customers in the Maritimes and Quebec one day sooner at no additional
News of the faster service comes as UPS reorganizes its Canadian
shipping routes so that customers in P.E.I., Nova Scotia, New Brunswick
and Quebec receive their U.S. shipments within one to six business days
on average. UPS will enhance its ground network between Chicago and the
majority of Quebec and the Maritime Provinces, the company says.
“Many retailers in the U.S. can now get their items to consumers in
Quebec one day earlier and without extra costs,” said Bill Seward, UPS
U.S. International president, “Businesses across the Midwest and Western
U.S. in all industries can better serve the needs of their Canadian
customers by getting their ground shipments delivered one day faster.”
Six million parcels are shipped from the U.S. into Canada each year, according to UPS.
Sensors being installed to stop trucks from hitting Plus 15s and bridges
Similar warning system already in place on lower deck of Centre Street Bridge
The city plans to install infrared sensors under seven bridges
and Plus 15s in the downtown core to stop trucks and other large
vehicles from crashing into them.
"As an overheight vehicle approaches, the infrared light will
take note of that and there will be a screen, either on the Plus 15 or
the bridge, that will flash and tell the vehicle they are overheight and
to either stop or if they can still turn off, to take an alternate
route," said city spokesperson Tara Norton-Merrin.
"When trucks get stuck under our bridges or Plus 15s, we
haven't had a lot of really serious incidents that have damaged the
structures, it's more about the safety of the drivers in the vehicle and
the time it takes to get these vehicles unstuck and the traffic
A similar warning system is already in place on the lower deck
of the Centre Street Bridge, which Norton-Merrin said has been
successful in reducing the number of crashes there.
Plus 15s were hit three times and bridges 15 times in 2015 —
with the lower deck of the Centre Street Bridge accounting for 10 of
those, said Norton-Merrin. By comparison, previous years saw the lower
deck hit up to four times a month.
"Our cost estimate savings since putting in that detection unit… is about $300,000 a year," said Norton-Merrin.
Costs for installation and maintenance of the sensors over the next three years are estimated to be $150,000.
Work will begin soon to install sensors under seven Plus 15s and bridges in the downtown core. (Mike Spenrath/CBC)
Truck driver Jasvar Singh said the sensors will save him from
having to stop his truck and get out to make sure he can fit under a
"It's better than hitting a bridge," he said.
"It's tough at night. I normally stop the truck and take a look and if it's too low, don't go through."
Fellow driver Anthony Castillo said the sensors will help newer drivers.
"You have to know how long you are, how heavy you are, your height and everything," he said.
"It's all in how you were trained, and a lot of common sense
comes into play. It will help a lot, especially for people who might
haul different kinds of load and might not know [the vehicle's height]
off the top of their head."
A request for proposals has been issued by the city, calling for the work to be completed by the end of the year.
WOODSTOCK, NB – Ayr Motor Express, which had actively promoted the value of Temporary Foreign Workers to address regional driver shortages, has been blocked from the program designed for that very thing.
The federal government revoked the fleet’s Labor Market Impact
Assessment (LMIA) in July, citing “false, misleading or inaccurate
information in the context of the request for that assessment,”
according to Employment and Social Development Canada.
Regulators say the fleet had not covered the drivers’ transportation
costs or provided written agreements about wage deductions, both of
which are required under the program.
Ayr Motor Express has responded by asking for a judicial review.
The LMIAs are needed to prove that labor needs cannot be addressed
locally. But few drivers are hired under the program designed to address
short-term needs. As of the first quarter of this year, 237 truck
driving jobs were open to Temporary Foreign Workers across Canada. The
figure does not reflect those who were employed by individuals.
“At this time, Ayr Motor Express is unable to obtain a positive LMIA
for the purpose of hiring truck drivers. Any change to this status will
be updated on this page as well as our social media sites,” reads a
statement on a company website that outlines requirements for Temporary
Company president Joe Keenan said he was unable to comment further,
noting it was a “matter with the legal folks and the courts.”
Ayr Motor Express was founded in 1990. The company reports on its website that it has 275 drivers and 55 owner-operators.
A trucking company is offering a $10,000 reward for the return of about
$150,000 of maple syrup that was stolen from a holding facility in
Police say the sticky-fingered thieves made off with the precious
commodity overnight on Sunday, using a transport truck to haul the
About three-quarters of the world’s syrup comes from Quebec. It’s worth about 25 times the price of oil.
The 20,000 litre-batch of maple syrup was supposed to be shipped to
Japan last Thursday, but Mexuscan Transport had been forced to store the
shipment at the holding facility due to a delay.
Police recovered the trailer in the west Montreal borough of Saint Laurent, but the maple syrup was gone.
Alfred Monaco, vice-president of the trucking company Mexuscan, says
he's offering a $10,000 reward for the return of the maple syrup because
trucking insurance doesn't cover the full cost of the theft. He said
his policy has a $50,000 deductible.
Although the theft could prove costly for Mexuscan, it's not the
sweetest heist ever pulled off in Quebec. That distinction belongs to
the massive maple syrup heist of 2011-2012, in which 2.7 million litres
of the stuff were stolen from a warehouse in Quebec. The syrup was
estimated to be worth $18 million.
More than a dozen individuals were later arrested in the case.
Customers trying to reach Hwy 3 businesses have had to run a gauntlet of orange cones and detour signs this summer.
has been a little more difficult for our customers to get to us,” said
Stuart Emich, manager of Pellicci Ace Hardware store on Hwy 3. “It has
been inconvenient, but the construction guys have been good about
keeping part of it open so people can still get to us.”
engineer Kevin Schorzman said the Minnesota Department of
Transportation project is about 60 percent complete, much of it
“The unfortunate thing about projects like this is
it’s going to look like nothing much is being done until they do that
final mill and overlay,” he said.
Already completed is the storm sewer work, sidewalk ramps and paving of the roundabout at the 194th Street intersection.
Next week, construction workers will focus on the frontage roads, but
work on the bike trail and new signals at Ash and Elm Street
intersections won’t be happening until the middle of September.
The final step, chewing up the old asphalt and laying new road, should happen in late September, Schorzman said.
Summer of 2017
ahead to the summer of 2017, construction focus will switch to Hwy. 50
between Hwy. 3 and Hwy. 52. The highway serves as an east-west route
between Farmington, Hampton, New Trier and Miesville.
Besides milling and overlaying the road, there will be two significant additions.
turn lanes will be installed, one of them at the Fountain Valley Golf
Club east of the Hwy. 3 intersection. It’s something owner Carole Olson
says has been a long time coming.
“We requested one about 20 years
ago and they’re finally getting around to it,” she said. “Hwy. 50 is
very, very dangerous. So many of my golfers have come in saying ‘boy, I
just about got rear ended!’ It is needed.”
Turn lanes will also be added to Blaine Ave., Albatross Circle, Beaumont Ave., and Berring Ave.
The other modification will change how Canada Avenue (Hwy. 81) and 240th Street East enter the highway.
Because Hwy 50 reaches speeds of 55 mph, getting on and off the road can be tricky.
Both of these intersections require the driver to merge with oncoming traffic.
Canada Avenue, the two connecting roads will be eliminated. A single
new road will be installed that forces drivers entering Hwy. 50 to come
to a stop before turning left or right.
“It forces the driver to stop and make a decision,” Schorzman said.
A similar change will be made south of Hampton at 240th.
Eilen owns Eilen & Sons Trucking, located between the two curves.
He lost his son Jake in a single-car accident in 2008 on that road. He
says in his 20 years at that address, he’s seen more accidents at the
“It’s a bad deal,” he said of how the road
merges onto Hwy. 50. “When they come around the corner, it’s kind of a
CSX enhances US-Canada service with door-to-door offering
Shippers can now tap a new door-to-door intermodal rail service connecting the U.S. and eastern Canada, after CSX Transportation beefed up service to its one of its newest terminals outside of Montreal.
new service should be particularly attractive to shippers moving goods
from the U.S. Southeast into Canada, as capacity in connecting trucking
lanes has remained tight due to the ongoing trade imbalance between the
two North American Free Trade Agreement partners.
CSX’s Salaberry-de-Valleyfield terminal,
which opened last summer, is the first of its kind to offer north-south
service to intermodal shippers out of Montreal, railway spokeswoman
Melanie Cost told JOC.com Tuesday. The terminal allows shippers to bypass longer reroutes
through the Great Lakes via Toronto and Chicago with lanes connecting
Montreal along the U.S. East Coast to Florida, northwest Ohio — home of a
major CSX hub — and St. Louis.
The new service at
Valleyfield includes third morning availability to and from Chicago,
fourth morning availability to and from Atlanta and sixth morning
availability into Florida. But, Cost pointed out, CSX connections to
other major Class I railroads will offer access to West Coast
destinations, as well.
The door-to-door transit times
compare favorably with CSX’s traditional intermodal transit times from
the facility. Intermodal transit times from the Valleyfield terminal to
Florida terminals in Jacksonville, Winter Haven and Miami are as low as
seven days; as low as six days to St. Louis; and three days to North
The new service should prove an asset
to shippers looking for additional capacity on northbound U.S.-Canada
lanes, where truck capacity has been tight. Over the long-term,
cross-border truck traffic with Canada has been inching up after falling
In the first quarter of 2016, however, cross-border
traffic was up 3.27 percent year-over-year, according to the U.S. Bureau
of Transportation Statistics.
Between 2014 and 2015,
U.S.-Canada truck traffic declined 0.19 percent, or roughly 11,188
tractor-trailers, according to the U.S. Bureau of Transportation
Those gains have been lopsided, however. While a
strong U.S. dollar and weak Canadian loonie has encouraged exports to
the U.S., northbound shipments have been harder to find. In 2015 alone,
52,899 more trucks traveled from Canada into the U.S. than in the
US issues Phase 2 of Greenhouse Gas emissions rules
changes will be implemented in three stages through 2027, which is the
target year for improving tractor fuel efficiency and cutting CO2
emissions, both by 25%.
WASHINGTON, DC — U.S. regulators today issued a Phase 2 final rule
governing greenhouse gas emissions and fuel economy for medium- and
heavy-duty trucks, with the Environmental Protection Agency (EPA)
calling the rule a more “technology-forcing approach” than its Phase 1
Jointly developed by the EPA and the Department of Transportation’s
National Highway Traffic Safety Administration (NHTSA), Phase 2 of the
proposed U.S. standards aim to lower trucking’s CO2 emissions by about 1
billion metric tons, cut fuel costs by $170 billion, and reduce oil use
by up to 1.8 billion barrels over the lifetime of the vehicles under
the program, all by 2027.
The changes will be implemented in three stages through 2027, which
is the target year for improving tractor fuel efficiency and cutting CO2
emissions, both by 25%. Trailers are also part of the Phase 2 focus,
with the EPA expecting the industry to find fuel and emissions
improvement somewhere between 3% to 9% by 2027.
The EPA states that tractor efficiencies will primarily be found
through technologies around the engine, transmission, driveline,
aerodynamics, tire-rolling resistance and idle performance. For
trailers, the agency says the industry should be considering low-rolling
resistance tires and tire pressure systems for most trailers, plus
weight reduction and aerodynamic improvements such as side and rear
fairings and gap closing devices.
The EPA notes that most of these technological enhancements currently have a low adoption rate in the industry.
Glen Kedzie, American Trucking Associations vice president and
counsel for energy and the environment, responded that “while the
potential for real cost savings and environmental benefits under this
rule are there – fleets will ultimately determine the success or failure
of this rule based on their comfort level purchasing these new
The U.S. Truck and Engine Manufacturers Association (EMA) responded
to the Phase 2 rule by calling it a "significantly more ambitious and
complex regulatory program with increasingly challenging and more
stringent requirements" than Phase 1. The association announced that
it's currently reviewing the Phase 2 rule to determine if it aligns with
manufacturers’ efforts and customer needs. "If not," states EMA
president Jed Mandel, "the Phase 2 program would impose enormous costs
on our customers, constrain customer choice, and, as a result, impose
significant challenges to its successful implementation.”
EPA estimates that Phase 2 could cost the industry more than $25 billion in upfront costs to buy more fuel-efficient vehicles.
The ATA says it hopes the 10-year phase-in period for the
newly-approved regulations will not be “unduly disruptive” to fleets and
“ATA developed and adopted a set of 15 guiding principles to serve as
our major parameters for inclusion in the final rule," announced Glen
Kedzie ATA vice president and counsel for energy and the environment.
"We are pleased that our concerns such as adequate lead-time for
technology development, national harmonization of standards, and
flexibility for manufacturers have been heard and included in the final
rule,” added Kedzie.
The ATA also noted that while today's fuel prices are more than 50%
lower than 2008 levels, fuel is still one of the top two operating
expenses for most trucking companies. Despite fuel savings from
technological enhancements, the EPA estimates that Phase 2 could cost
the industry more than $25 billion in upfront costs to buy more
Registration open for Toronto Trucking Association’s 2017 convention
TORONTO, Ont. — Registration is now open for the Toronto Trucking Association’s 2017 Annual Convention.
The 2017 Annual Convention is set to take place in Aruba from
February 11-18, 2017. Attendees will be staying the Riu Palace Antillas
Hotel — a 24 hour all-inclusive resort located in Palm Beach. It is an
adults-only hotel with a golf course nearby.
If you are interested in attending or require more information, please email email@example.com.
P.E.I. truck driver charged following U.S. accident
The Seafood Express truck was turning into an authorized
vehicle turnout, say Maine State Police. (Maine State Police via
The P.E.I. driver of a Seafood Express truck has been charged in
connection with a highway accident in Maine that caused serious injuries
to another driver.
The accident happened about 6 p.m. Tuesday.
Maine State Police say the truck driver was attempting to turn around
using an authorized vehicle turnout, meant for police and state
Department of Transportation vehicles, on the highway near Hampden.
The accident caused serious injuries to the driver of the SUV. (Maine State Police via Facebook)
An SUV behind the tractor trailer swerved to avoid the slowing truck,
lost control, and crashed. The driver suffered serious injuries and is
in critical condition.
The driver of the Seafood Express truck was charged with aggravated
driving to endanger. He is scheduled to appear in court in Bangor on
Officials remind Americans to "Leave Your Guns at Home."
NIAGARA FALLS, ONT. — Although the tourist season is winding down,
the Canada Border Services Agency has an urgent message for Americans
heading to their country.
Leave your handguns or other firearms at home.
CBSA sent that message as it launched a firearms awareness campaign on
Wednesday at the Rainbow Bridge. The ultimate goal of the campaign is to
educate U.S. visitors about the stark difference between Canada and
American gun laws.
goal is to bring awareness of our laws relating to firearms to visitors
to Canada," Rick Comerford, CBSA regional director general, Southern
Ontario Region, said. "Firearms and weapons are high-risk commodities
and their interdiction is a CBSA enforcement priority."
customs officials have seen a spike in the number of guns being brought
to the border by Americans this summer and over the past five years.
2015, 74 firearms were seized at Niagara district border crossings
compared to 29 in 2011. Fort Erie district had 41 weapons seized in 2015
compared to 29 five years ago.
Officials said it's not clear why more firearms are being seized, but it could be due to more U.S. travelers coming into Canada.
should be left at home when visiting Canada," Comerford said. "Unless
they are being declared for a legitimate purpose."
firearms seized by the CBSA at land border ports of entry to Ontario,
like the three major Western New York bridges, were described by
Canadian law enforcement officials as "personal firearms belonging to
travelers arriving from the United States."
By law, visitors to
Canada who do not declare firearms when they attempt to cross the
border, face the seizure of their guns, criminal prosecution and
deportation from Canada.
CBSA officials stressed that if you have
a gun when you reach the border, it be declared to customs inspectors
in the primary inspection line.
At that point, visitors should
expect the CBSA officer will, for security and safety reasons,
immediately take possession of the weapon. It will not, however, be
will then have the option of exporting their firearm, under CBSA
supervision, back to the U.S. They may also choose to abandon the
firearm to Canadian authorities.
Visitors to Canada cannot, under any circumstances, import prohibited firearms, prohibited devices or prohibited weapons.
The Niagara Falls, Ont., Review contributed to this report.
BY THE NUMBERS
• 74 — Number of firearms seized at Niagara area bridges in 2015 compared to 29 in 2011.
Canada’s trucking industry is
speeding towards a driver shortage more rapidly than previously
thought. The shortage is already being felt in Northern Ontario, and
industry groups are working to combat the shortage, pressuring
government for support.
A June study by the Canadian Trucking
Alliance (CTA) called Understanding the Truck Driver Supply and
Demand Gap suggested that there will be a shortage of 34,000 drivers
by 2024. A study in 2011 had predicted a shortage of only 33,000 in
The Ontario Trucking Association’s
(OTA) president, David Bradley, said the shortage will hit Northern
Ontario especially hard.
“Northern Ontario is almost entirely
dependent on trucking for any of the consumer goods, for business
inputs into the production processes, and also for shipping,” said
Bradley. “Given that high level of dependence on trucking, it’s
important to the Northern Ontario economy that we have enough truck
drivers to service the need.”
Bradley said the type of trucking being
done in the North – long distances over two-lane highways – is
also the kind that appeals least to drivers.
“The kinds of truck traffic that
moves in Northern Ontario, a lot of it falls into the full truckload
marketplace where distances are great,” said Bradley. “The
shortage is felt most acutely in the full truckload, long distance
workplace.” Bradley said that making the industry more appealing
to new drivers is one of their biggest challenges.
The shortage is largely due to what the
report is calling a “demographic cliff.” Older drivers are
retiring, and there don’t seem to be young people stepping up to
take their places.
“We’ve been facing this for the
last five or six years,” said John McKevitt, vice-president of
operations at McKevitt Trucking, based out of Thunder Bay. “The
drivers are getting older, more are retiring and there are not enough
Recruiting younger drivers is at the
forefront of the industry’s strategy to combat the shortage. One
way this is happening is through Mandatory Entry Level Training
(MELT), introduced by Ontario in June, and coming into effect July
2017. At that point, drivers who wish to obtain a Class A licence
will have to complete MELT.
“Now in Ontario you can basically
walk in off the street and take the Class A licence test, that’s
not what we want, we’ve been concerned for many years about the
lack of competency,” said Bradley.
While imposing more requirements for
new truck drivers may seem counterintuitive, Bradley said that MELT
is a step towards making truck driving a more serious and desirable
“One of the reasons we’re having
difficulty attracting young people into the business is that the
occupation of tractor-trailer driver is deemed both officially and
perception wise as an unskilled occupation,” said Bradley. “As a
result, to some extent the occupation becomes a job of last resort,
people who are looking to get into the trade say it’s not a skilled
occupation or a trade, so they’re going to go somewhere else.”
While the province has helped with the
introduction of MELT, McKevitt and Bradley said they would like to
see more help from the government. “The government has to wake up
and realize that the industry needs help,” said McKevitt.
Along with recruiting young people in
general, the OTA and highway carriers like McKevitt are also trying
to target women to join the industry.
“Women are a growing part of the
labour force, it’s something therefore that we need to tap into,
there’s no doubt we are and continue to be a male dominated sector
because being away from home often is not particularly attractive to
female workers,” said Bradley.
McKevitt said his company is adapting
to employee needs and expectations to try and improve the appeal of
working as a truck driver.
“Driving is a
different type of a lifestyle. Our guys average five days out at a
time, so we’ve had to do things like reduce our radius,” said
McKevitt. “We’re talking to people and doing the best that we
OTA says provincial talks in works for smart lift axles
MISSISSAUGA, ON — The Ontario Trucking Association (OTA) reports that
smart lift axles for semi-trailers may be on the horizon now that
formal discussions with the province appear to be around the corner.
While the technology has been available for more than a decade, it
remains at odds with Ontario Regulation 413/05: Vehicle weights and
dimensions – for Safe, Productive and Infrastructure-Friendly Vehicles.
As the OTA has made recent headway on other weights and dimensions
issues, it feels the timing may be right to revisit smart lift axles,
which monitor the load on a trailer’s suspension and automatically
raises and lowers the lift axel independent of driver input, which can
increase fuel economy and lower greenhouse gas (GHG) emissions.
“Late last week, the Ontario Ministry of Transportation (MTO)
confirmed their intention to start more formal discussions with OTA to
move the issue forward and determine the most effective way to address
this new technology in legislation and regulation,” OTA stated in an Aug. 22 announcement.
“Working with manufacturers and carrier members interested in smart
lift axle technology, we can create regulatory conditions that will
satisfy MTO and create an opportunity for Ontario carriers to use this
GHG-reducing technology,” announced Geoff Wood, OTA vice president of
operations and safety, in a statement.
Mullen Group Ltd. (MTL) Given “Sector Perform” Rating at AltaCorp Capital
Mullen Group Ltd. (TSE:MTL)‘s stock had its “sector
perform” rating restated by AltaCorp Capital in a research report issued
to clients and investors on Monday.
Shares of Mullen Group (TSE:MTL)
traded down 1.29% during midday trading on Monday, hitting $16.09. The
company had a trading volume of 17,588 shares. Mullen Group has a 52
week low of $13.02 and a 52 week high of $19.50. The firm’s 50 day
moving average is $15.17 and its 200 day moving average is $14.56. The
company has a market capitalization of $1.67 billion and a P/E ratio of
MTL has been the subject of several other research reports.
Scotiabank dropped their price objective on Mullen Group from C$17.00 to
C$15.50 and set an “outperform” rating for the company in a research
note on Friday, April 22nd. Royal Bank Of Canada lifted their price
objective on Mullen Group from C$14.00 to C$19.00 and gave the company
an “outperform” rating in a research note on Wednesday, May 18th.
Raymond James Financial Inc. lifted their price objective on Mullen
Group from C$16.00 to C$16.25 in a research note on Thursday, July 21st.
National Bank Financial raised Mullen Group from a “sector perform
market weight” rating to an “outperform market weight” rating in a
research note on Tuesday, May 17th. Finally, CIBC lifted their price
objective on Mullen Group from C$15.00 to C$16.50 and gave the company a
“sector perform” rating in a research note on Wednesday, May 18th. Two
analysts have rated the stock with a hold rating and five have assigned a
buy rating to the company’s stock. Mullen Group presently has a
consensus rating of “Buy” and a consensus price target of C$17.16.
Mullen Group Ltd. is a supplier of trucking and logistics services in
Canada. The Company provides a range of specialized transportation and
related services to the oil and natural gas industry in western Canada.
The Company operates in two segments: Trucking/Logistics and Oilfield
Services. Its Trucking/Logistics segment offers a range of truckload
freight services to customers in Canada and the United States.
stand next to a fuel tanker that burst into flames on autoroute 40
during rush hour after colliding with at least two other vehicles
Tuesday, August 9, 2016 in Montreal. THE CANADIAN PRESS/Paul Chiasson
Last weeks’ chain-reaction crash that caused a tanker truck carrying
oil to explode in a fireball during rush hour in the centre of Montreal
has renewed debate about transporting dangerous goods — oil in
Just like the Lac-Megantic tragedy, this incident focuses our attention on an often unnoticed danger in our midst.
Citizens and policymakers are wondering why two fuel trucks were even
on the elevated expressway in a densely populated city at 4 p.m. on a
Tuesday. Dangerous goods are everywhere on our roads — 70 per cent of
hazardous materials are moved by truck.
Long-distance shipments of oil by rail have surged in the absence of
sufficient pipeline capacity. The amount of oil being hauled by tanker
trucks remains comparatively low, at 2.6 per cent, but it is rising
And trucks are needed to get oil to where it needs to be at both the
starting point and the destination. Whether travelling long or short
distances, oil trucks come into close proximity with people, cars and
infrastructure. They also result in more numerous accidents and spills
than other shipping methods, though they tend to be less serious.
Forbes contributor James Conca wrote a 2014 article titled Pick Your
Poison that looked at whether pipelines, trains, trucks or boats were
the safest way to move oil. His conclusion: the answer depends on what
yardstick you’re using: “Truck worse than train worse than pipeline
worse than boat. But that’s only for human death and property
destruction. For the normalized amount of oil spilled, it’s truck worse
than pipeline worse than rail worse than boat. Different yet again is
for environmental impact (dominated by impact to aquatic habitat), where
it’s boat worse than pipeline worse than truck worse than rail.”
Quebec Transport Minister Jacques Daoust is talking about new limits
on the transport of volatile substances through Montreal, but it is
tricky to implement. While there is little reason a long-haul rig
carrying crude should be crossing through the heart of Montreal at the
busiest time of day, this truck was making a local delivery. Gas
stations and other businesses in the core require replenishing by
tankers with volatile cargo. Montreal’s east-end refinery also requires
truck deliveries. The trucking association and oil and gas industries
warn new restrictions could result in higher costs.
Like it or not, Canada is dependent on oil for the foreseeable
future. And like it or not, stricter regulations are needed to mitigate
the risks of oil distribution. It’s unfortunate it takes another lost
life to bring this calculus into sharper relief.
Bendix unveils fix for recalled trailer spring brake valves
OH – Bendix has unveiled a no-cost permanent remedy to repair Bendix
SR-5 trailer spring brake valves included in a voluntary safety recall
Vehicle owners can work through Original Equipment Manufacturers or
an authorized Bendix parts outlet to obtain the related repair kit,
depending on how each manufacturer elects to administer the recall.
Bendix Commercial Vehicle Systems notified the National Highway
Traffic Safety Administration on May 10 about the recall for the valves
that are both sold outright and included in Antilock Braking System
(ABS) kits for trailers.
The recall covers about 200,000 Bendix SR-5 trailer spring brake
valves produced between January 1, 2014 and March 4, 2016, including
those sold in Canada.
“Under a combination of a unique set of circumstances, it is possible
(though not probable) for an internal leakage to develop in the SR-5
unit, resulting in slow-to-apply spring brakes when parking the trailer.
The leak is heard or observed at the supply (red) gladhand when
uncoupled from the tractor – or, if coupled, from the exhaust of the
park control valve,” Bendix reports.
Bendix and Original Equipment Manufacturers will issue instructions
in the coming weeks. More information can be obtained by calling Bendix
at 877-345-9526, or emailing SRFcampaign@bendix.com.
BLOOMINGTON, Ind. — FTR reported today that final July trailer
orders came in below expectations at 9,500 units — down 20% from June
and down 55% year over year.
Dry van orders were particularly weak, with other trailer segments
experiencing noticeable order declines as well. Orders have totaled
260,000 units over the past 12 months. Backlogs dropped 9% and are now
21% lower than a year ago. Trailer build was also down for the month,
down 7% (per day) from June.
Don Ake, FTR vice-president of commercial vehicles, said: “July is
typically the weakest order month of the year, still the orders were
lower than expected. Freight has been slow to recover from the
manufacturing dip and fleets do not need as many trailers as they once
forecast. Many second-half orders are being cancelled or moved to 2017.
This is similar to what happened previously in the Class 8 market.
“Van backlogs remain viable and there are no significant economic
factors driving down the market. The trailer market is highly cyclical
and July appears to be the beginning of the decline. Production usually
drops somewhat in July due to increased vacation days, so it will be
interesting how much the August build numbers recover, if any.”
Roadrunner to handle Sameday's U.S. shipments; Sameday to reciprocate in eastern Canada.
Asset-light carrier Roadrunner Transportation Systems Inc. said today
it has agreed with Canadian-based carrier Sameday Worldwide to handle
Roadrunner's less-than-truckload (LTL) shipments in eastern Canada while
Roadrunner will carry Sameday's shipments across its U.S. network.
Mississauga, Ontario-based Sameday operates out of 32 terminals in
Canada. As part of the agreement, Sameday will assist Roadrunner with
cross-border management services.
"Our new relationship will strengthen the capabilities of both
organizations as it expands Roadrunner's coverage of eastern Canada and
will increase our efficiency in cross-border shipments," said Grant
Crawford, president of Cudahy, Wis.-based Roadrunner's LTL operation, in
As an "asset-light" provider, Roadrunner doesn't own its assets but
effectively controls them in support of its operations. It generates
about twice the revenue from truckload services it does from LTL.