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Over 6,000 Cascadias recalled for brake light issue
A brake light issue on certain Freightliner Cascadia tractors has prompted Daimler Trucks North America to recall more than 6,000 units to fix the problem.
Daimler’s recall affects 6,326 model year 2017-2018 Cascadia tractors
in which the brake lights may remain on after the brake pedal is
released. Trucks included in the recall were manufactured between June
8, 2016, and June 30, 2017.
Daimler has yet to develop a remedy for the recall, but it will begin
notifying affected truck owners on Dec. 17, according to documents from
the National Highway Traffic Safety Administration.
Owners of affected trucks can contact DTNA customer service at 1-800-547-0712 with recall number FL-799. NHTSA’s recall number is 18V-742.
Source of article click here : Truckers News
American trucker treats busload of Canadian veterans to dinner
An American trucker passing through Ottawa treated a busload of Canadian veterans to dinner to honour their service.
The gesture happened on September 11 at Robbie’s Spaghetti House, where
17 veterans from the Perley and Rideau Veterans Health Centre were
enjoying a night out.
Trucker John Meiring was at the same restaurant when he noticed the
group, who arrived in a bus with “Vets on Wheels” on the front. He had
an idea, so he approached their table
“He said, ‘I want to pay for the meals for all the veterans.’ I said,
‘Are you kidding?’” recalled Phil Lepage, a veteran of the Korean War,
to CTV Ottawa’s Joel Haslam.
Meiring told CTV Ottawa that the idea came from a personal place. His
son serves in Afghanistan with the U.S. military, and he wanted to show
the veterans that he appreciated all that they’ve done -- no matter
which country they served.
“It put a smile on everybody’s face. It’s going to be one of my
greatest memories of my life,” Meiring said. “It warmed my heart
immensely that I could do this for them.”
He added that he likes to think of how “badass” the veterans were in
their heyday, and that the free dinner was the least he could do to pay
“A lot have made the ultimate sacrifice and never came home. I want people to think about that,” Meiring said.
Staff at the facility said the act of kindness is something they won’t soon forget.
“I think every outing we go on, we’ll always be thinking about our
night at Robbie’s and a truck driver from Ohio,” said Robyn Orazietti
with the health centre.
Source of article click here : CTV NEWS
Bus association steps up efforts on human trafficking
A memorandum of understanding was signed this week in Windsor which
hopefully will assist in curbing the volume of human trafficking
occurring across Canada.
Doug Switzer, left, of Ontario Motor Coach Association and keynote
speaker Annie Sovcik, converse during a luncheon held at Caesars
Windsor November 12, 2018. The luncheon was part of the Ontario Motor
Coach Association Annual Conference and Marketplace.
A memorandum of understanding was signed this week in Windsor which
is designed to help curb the volume of human trafficking occurring
The agreement was signed at Caesars Windsor Monday
during an meeting between the Ontario Motor Coach Association (OMCA) and
Colorado-based advocacy group Busing on the Lookout.
They can provide an extra set of eyes and report things or raise a red flag
The new partnership will provide OMCA bus companies, their drivers
and bus station employees with education and information on potential
human trafficking situations from Busing on the Lookout, including what
to look out for while on the job.
“If they see something — even if
they are not sure what it is, but looks suspicious — the information
will help them take action,” said Doug Switzer, president of Ontario
Motor Coach Association.
“A hotline number will be available and help them assess on whether
police should be called. This is a serious issue and being in
transportation we have the opportunity to do something good to combat
n both Canada and the United States, it’s estimated that thousands of
women are victims of human trafficking each year. According to
Statistics Canada, 75 per cent of victims are under 25, and one in four
are minor children.
The anti-trafficking program was initially
launched about 10 years ago with truck driving groups across the U.S. An
it has proven successful, said Annie Sovcik, program director for
Busing on the Lookout which was rolled out earlier this year in the U.S.
has been extraordinary success in the trucking industry with the
recovery of hundreds of victims of human trafficking,” she said. “We
started looking at who else was on the road and in a critical position
to see things.
“The busing industry came to mind — not just the
drivers, but the mechanics, ticket sellers and staff in the terminals.
They can provide an extra set of eyes and report things or raise a red
flag. This program gives them to the tools to report effectively.”
The 24-hour hotline is not yet in operation on this side of the border,
but is expected to be rolled out by the Canadian Centre to end human
trafficking in early spring of next year, Sovcik said.
Source of article click here : Windsor Star
Driver cited after truck hits roof of I-93 tunnel, snarling morning traffic
State Police on Thursday cited the Canadian driver of a
tractor-trailer that slammed into the roof of the Thomas P. “Tip”
O’Neill tunnel in Boston, snarling traffic during the morning commute
and damaging at least two other vehicles.
occurred around 6:30 a.m. on the southbound side of the tunnel, and
State Police said the truck driver, a 59-year-old man from Ontario,
Canada, was cited for “overheight and overwidth [of the] truck. No other
violations for driver or vehicle.”
Remarkably, no one was hurt in the crash. The driver works for Snap Trucking in Iroquois, Ontario, officials said.
Locked in a Tesla patent suit, Nikola nabs $210M at $1.1B valuation for hydrogen
Nikola, the hydrogen trucking startup currently suing Tesla for patent infringement (those are the actual names, sorry spirit of real Nikola Tesla), today announced that it has raised $210 million in its Series C round of funding. The company had previously announced in August that it had raised $100 million of the round; now it has closed it out.
The company has confirmed to us that the round was done at a $1.1 billion valuation.
a short note announcing the news, Nikola described it as
“oversubscribed” after racking up $12 billion in pre-orders, with $380
million of those specifically for its newest model, called the Tre European designed for the Europe market.
Pending regulation in Europe that aims to reduce diesel emissions from heavy-duty vehicles — which produce one-quarter of all CO2 emissions
in Europe — are leading transport companies and others to search for
viable alternatives, and this has partly fuelled interest in the
company, it seems.
Nikola said that the cost per-mile for its Tre
truck is also expected to be 10-20 percent less than diesels. “Once the
Nikola Tre arrives in Europe, diesel will finally be on its way out, ”
said CEO Trevor Milton in a statement. Ultimately, Nikola aims to sell
trucks in the US, Europe, Canada and Australia.
That rush for more
efficient and eco-friendly trucking vehicles is also in part behind the
lawsuit with Tesla. Nikola claims that Tesla has stolen its designs for
its truck from its Nikola One and is winning business through market
“Tesla’s design has caused confusion among customers,”
the company wrote in its suit. “The confusion has diverted sales from
Nikola to Tesla. Further, any problems with the Tesla Semi will be
attributed to the Nikola One, causing harm to the Nikola brand.” But in
the meantime, Tesla has secured its own patents for its trucking design. Nikola would not comment on the case today, as it is still ongoing.
investors in Nikola include the strategics Nel Hydrogen, a Norwegian
company that is also helping it build filling stations; and Wabco, an
automotive OEM, and Nikola has said that it is not releasing the names
of any other investors at the moment.
Source of article click here : techcrunch
Semi truck tips over, spills scrap steel on Nanaimo highway onramp
A semi truck tipped over and spilled a load of scrap steel along the side of the Duke Point Highway onramp
Accident closes Duke Point Highway onramp northbound
A semi tractor trailer tipped over and spilled a load of scrap steel along the side of the Duke Point Highway onramp in Nanaimo.
Access from the Trans Canada Highway northbound to Duke Point will be
shut down for the next two hours as crews clear up after a semi truck
crash. The 22-wheel truck was turning right, from the Trans Canada
Highway onto the Duke Point Highway, when it tipped over off the left
shoulder of the onramp and ended up on its side.
The driver was not injured in the crash.
Cranberry Volunteer Fire Department, Nanaimo RCMP and B.C. Ambulance
Service personnel were called to the scene at about 4:25 p.m.
Source of article click here : Alberni Valley News
Truck driver killed in fiery crash on Highway 1 in Surrey
Highway was closed westbound for hours early Tuesday
A driver is dead after a fiery truck crash on Highway 1 overnight in Surrey, B.C.
driver lost control of a large commercial truck and crashed in the
median near the 176 Street overpass just after 3 a.m. PT Tuesday,
according to Surrey RCMP.
The truck burst into flames,
sending a thick cloud of smoke into the air. The cloud could be seen as
far as the 200 Street exit into Langley.
The highway was closed westbound at Exit 53 as RCMP
investigated the crash, and drivers were asked to avoid the area as much
as possible and exit Highway 1 at 200 Street.
Two lanes were re-opened around 9 a.m., but the two left-hand lanes remain closed.
An RCMP statement said traffic will be affected for an "undetermined" time.
Source of article click here : CBC NEWS
Brake Safety Week: Nearly 5,000 Out-of-Service Violations
Nearly 5,000 commercial vehicles were put out of service for critical
brake problems during this year’s Brake Safety Week, held Sept. 16-22.
During the event, coordinated by the Commercial Vehicle Safety Alliance,
consisted of more than 35,000 commercial motor vehicles inspections.
Law enforcement personnel in 57 jurisdictions throughout Canada and
the United States conducted the inspections after brake violations were
found to be the top vehicle out-of-service violation during CVSA's International Roadcheck
72-hour enforcement initiative in June. According to the Federal Motor
Carrier Safety Administration’s data snapshot as of Sept. 28, out of
2.38 million total inspections, 1.04 million were cited for
brake-related violations in federal fiscal 2018.
Brake Safety Week data also captured antilock braking systems
violations, indicating how well ABS are maintained in accordance with
federal regulations. In total, the event found that:
- Of the 26,143 air-braked power units that required ABS, 8.3% (2,176) had ABS violations;
- Of the 17,857 trailers that required ABS; 12.5% (2,224) had ABS violations; and
- Of the 5,354 hydraulic-braked trucks that required ABS, 4.4% (234) had ABS violations.
CVSA said Brake Safety Week deployed several strategies to help make highways safer:
Prevention – Since the dates of Brake Safety Week
are announced well in advance, it gives motor carriers and drivers ample
opportunity to ensure their vehicles are proactively checked and
properly maintained and to correct any issues found. Everyone wants the
vehicles that are inspected to pass inspection. A vehicle that passes
inspection increases overall safety.
Education – Brake Safety Week is an opportunity for
law enforcement personnel to educate drivers and motor carriers on the
inspection procedure with a focus on the vehicle’s mechanical
components, especially the brake systems. Education and awareness are
key in prompting preventive action to ensure each commercial motor
vehicle is safe and roadworthy.
Action – Inspectors who identified commercial motor
vehicles with critical brake issues during the inspection process were
able to remove those dangerous vehicles from the roadways. If a vehicle
has brake-related critical inspection items, it's law enforcement's duty
and responsibility to place that vehicle out of service, safeguarding
Brake Safety Week is part of CVSA's Operation Airbrake Program in
partnership with FMCSA and the Canadian Council of Motor Transport
Source of article click here : Truckinginfo
Nikola Motor unveils a new hydrogen semi truck designed for Europe
Nikola Motor has started taking reservations for Tre, the startup’s first hydrogen-electric truck built for the European market.
Motor, which less than a year ago announced plans to build a $1 billion
hydrogen-electric semi truck factory in a suburb of Phoenix, said
it’s in the preliminary planning stages to identify the proper location
for its European manufacturing facility.
European testing is projected to begin in Norway around 2020, the company said.
Tre — it means three in Norwegian — is still years away from
production. CEO Trevor Milton said production will begin around the same
time as its U.S. version between 2022 and 2023.
But it illustrates Nikola’s global aspirations.
U.S. and Europe have different trucking regulations. Nikola had to
design a different model to meet those regulations before it consider
trying to break into Europe.
Tre will be built with redundant braking, redundant steering, redundant
800V dc batteries and a redundant 120 kW hydrogen fuel cell, all
necessary for true level 5 autonomy, Milton said in a statement. Level 5
is the highest level autonomy, a designation in which the vehicle
handles all driving under all conditions.
Nikola TRE will come will come in 500 to 1,000 horsepower versions. The
truck will be able to travel 500 to 1,200 kilometers, depending on
options a customer chooses.
to have more than 700 hydrogen fueling stations across the U.S. and
Canada by 2028. The company said Monday it’s working Nel Hydrogen of
Oslo to provide hydrogen stations for the U.S. market.
Nel will be used to secure resources for Nikola’s European growth strategy, according to Nikola CFO Kim Brady.
2028, Nikola plans to have a network of more than 700 hydrogen stations
across the USA and Canada. Each station will be capable of 2,000 to
8,000 kgs of daily hydrogen production. Nikola’s European stations are
planned to come online around 2022 and are projected to cover most of
the European market by 2030.
The company will display a prototype display of the Nikola TRE during the Nikola World event April 16 and April 17 in Phoenix
For truckers, sitting at the border means lost money
Affairs Minister Chrystia Freeland takes a tour of trucking company
Bison Transport’s headquarters in Winnipeg last month.
A couple of weeks ago, Foreign Affairs
Minister Chrystia Freeland took a tour of trucking company Bison
Transport’s headquarters in Winnipeg. With media cameras flashing and
yellow safety vest donned, she checked out a truck driving simulator and
sat down with a few drivers to get their take on the reality of hauling
freight in North America and across country borders.
visit came just weeks after Ms. Freeland’s Canadian negotiation team
finished months of intense talks with the United States and Mexico to
deliver a trade deal to replace the nearly 25-year-old North American
free-trade agreement. The rejigged framework pact, called the United
States-Mexico-Canada Agreement (USMCA), prompted President Donald Trump
to quickly jump on Twitter the next day to herald it as a “wonderful new
But will it be so wonderful for the Canadian trucking industry and what will the impact be?
too early to tell, says Lak Shoan, director of policy and industry
awareness programs at the Canadian Trucking Alliance in Toronto. The
nitty-gritty language of the USMCA is still coming together and won’t be
expected to be completed until the end of this month. And the three
countries have yet to ratify the deal.
still trying to unravel exactly how this is going to impact everyone in
the longer term,” he says, mentioning that trucking leaders are working
with government negotiators to figure out how some of the finer details
of the deal will be ironed out. After all, the deal “really came
together quite quickly there at the end so it will probably be a few
more months and phone calls before we fully understand how this will
impact us at a micro and a macro level.”
the deal’s language right is vital for Canada’s logistics industry, as
more than US$544-billion in freight was moved between the three North
American countries in 2016 – two-thirds of it rumbling down the roads in
trucks. The Ambassador Bridge alone, which links Windsor, Ont., and
Detroit, and is considered the busiest trade crossing between Canada and
the United States, sees about 7,000 trucks traverse it each day.
Shoan says he hopes some border processing improvements that could be
embedded in the deal might help to mitigate the growing driver shortage
the industry is facing. No one likes sitting in traffic at the border,
but for drivers, time is money.
“Drivers get frustrated when they’re not moving,” he explains.
now. As of 2017, all Canadian trucks entering the United States must
use electronic logging devices that keep track of time on the road down
to the minute. (Trucks in Canada will be required to use them by the end
of 2019, too, Mr. Lak says.) Under Canadian regulations, drivers aren’t
allowed to be behind the wheel and driving for more than 13 hours a day
in this country. In the United States, that number drops to 11 hours.
The stipulations are meant to fight driver fatigue and deter some
time-pressed drivers from driving longer than is safe.
major delays at border crossings can mean quickly running out of
drivable hours and force drivers to park their trucks. For those who are
paid by the hour or kilometre, that lost time means lost money – and
one more hurdle for companies needing to recruit and retain drivers.
While governments have been coming up
with ways to move goods across borders faster by creating electronic
data tracking systems and creating dedicated lanes for commercial
vehicles, trucking companies are also trying to keep things moving on
their end without taxing much-needed drivers unnecessarily.
Pitzel, director of safety and driver development at Bison, says the
company now has a dedicated team of about 20 employees who work on
customs issues to ease the burden. And instead of phoning brokers to
grease the wheels as happened in the past, updates arrive in the office
“We have invested an
awful lot of computer techie time to make sure that we have these
updates flowing through to our driver to make it seamless,” says Mr.
Pitzel, who explains that a driver then gets a notification when a
shipment has cleared and he or she can then cross the border quickly.
is also the FAST (Free and Secure Trade) card system, a Nexus-like
program for truck drivers that expedites crossings. The driver passes
the FAST card to the officer, it’s scanned and all the information on
the product, equipment and driver appears. Today, more trucking
companies are investing in FAST cards, especially for drivers willing to
do numerous runs into the United States, not always an easy sell.
But the FAST system isn’t perfect.
unfortunate part is we don’t have enough of those fast lanes and it’s
not being done at every border crossing across the network,” Mr. Pitzel
says. That means drivers, even those holding cards, can get stuck in
long lines of traffic before they ever hit those coveted designated
at least for the Windsor and Detroit crossing, changing is coming. The
new Gordie Howe International Bridge will be opening in 2024 and will be
making commercial traffic a priority. The six-lane, 2.5-km bridge –
which could be expanded to eight lanes – will give vehicles a seamless
highway-to-bridge link. No more slow and congested municipal roads.
What’s more, there will be more dedicated lanes for trucks, as well as
technology to keep shipments moving.
no matter how many infrastructure and technology changes go live as the
new North American trade deal rolls out in the coming years, Mr. Pitzel
says the real challenge for the trucking industry will lie in its
flexibility to deal with how customers are affected, whether they’re in
dairy, automotive or other goods.
are going to be industries that will create extra volumes and others
that might reduce volumes or areas where their products go,” he says.
“We, as an industry, have to be able to react to that.”
Source of article click here : the Globe and Mail
Canada: Employment Law And The Emerging Notion Of The Dependent Contractor
Employers are generally familiar with the distinction between an
employee and an independent contractor. A third category of worker,
known as the “dependent contractor”, is beginning to be more widely
recognized by Canadian courts.
A dependent contractor falls between an employee and an independent
contractor. A dependent contractor is typically found to be a
contractor that is economically dependent on its principal. A written
agreement setting out how the parties wish to label and identify their
working relationship is not determinative of the matter, as the courts
will look behind the label to determine the true nature of the working
relationship. The primary factor the courts will consider in
determining whether a contractor is dependent is whether the contractor
is working predominantly for one principal.
If the working relationship between a contractor and the principal is
found to be dependent, the principal must provide the dependent
contractor with reasonable notice of termination, similar to an
employer/employee relationship, although the amount of notice may be
different depending on the circumstances.
In Khan v. All-Can Express Ltd., (2014 BCSC 1429), for
example, the Supreme Court of British Columbia found the existence of a
dependent contractor relationship where Khan, an owner-operator of his
own truck, entered into a contract whereby he worked nearly exclusive
for the Defendant courier company. Although Khan signed a contract
providing that he was an independent contractor responsible for the
maintenance of his truck, and that he was required to hire a replacement
driver when he was not available, the court found he was a dependent
contractor because Khan had a nearly exclusive, long term (5 year),
indefinite relationship with the courier company, had to wear it’s
uniform, and was required to follow its policies and procedures.
More recently, in 2016, the Ontario Court of Appeal confirmed that
determining the “status” of the worker is essential in determining an
employer’s obligations upon termination. The dependent contractor status
was recently affirmed by the Court in Keenan (c.o.b. Keenan Cabinetry) v. Canac Kitchens, a Division of Kohler Ltd (“Canac”) 2016 ONCA 79.
Lawrence Keenan was the principal of Keenan Cabinetry and worked for
Canac for 32 years installing kitchen cabinets. Keenan’s wife, Marilyn
also worked for Canac as a foreperson for 25 years. During their early
years, the Keenans were listed as employees of Canac, but in 1987 Canac
informed the Keenan’s they would be independent contractors rather than
employees. The Keenans subsequently signed a document setting out that
they were subcontractors of Canac. Between 1987 and 2007, the Keenans
worked almost exclusively for Canac, wore shirts with company logos and
carried Canac business cards. In 2007 business slowed down and the
Keenans began doing some minor for one of Canac’s competitor’s to
supplement their earnings.
The Ontario court found the Keenans were dependent contractors of
Canac because other than some occasional minor work, they worked almost
exclusively for Canac. Although the Keenans owned some of their own
tools, they effectively worked out of Canac’s business premises and were
Canac’s employees or exclusive contractors to the outside world.
Actions seeking damages on behalf of dependent contractors have also been successful in Alberta in Drew Oliphant Professional Corp. v. Harrison (2011 ABQB 216), Weber v. Coco Homes Inc. (2013 ABQB) and most recently in Nova Scotia in Shaham v. Airline Employee Travel Consulting Inc. (2018 NSSM 18).
Although the legal concept of dependent contractors has yet to be
formally recognized in other Canadian courts besides Alberta, British
Columbia, Ontario, and Nova Scotia, their recognition in the remaining
provinces is likely inevitable and can be applied to an employer
retroactively so long as the claim is commenced within the provinces’
applicable limitation period.
Source of article click here : McKercher
Diesel Slips 2.1 Cents to $3.317 a Gallon Amid Oil’s Steep Drop
The U.S. average retail price of diesel dropped 2.1 cents
to $3.317 a gallon Nov. 13 as the price of West Texas Intermediate crude
oil fell to an 11-month low. Investors see demand softening, supplies
building and potential global tensions.
It was the fourth consecutive weekly decline in the price of diesel.
Still, trucking’s main fuel costs 40.2 cents a gallon more
than it did a year ago, when the price was $2.915, the Department of
Energy said a day after the Veterans Day holiday.
Average prices fell in all regions of the country, and by the most in California — 2.8 cents a gallon to $4.04.
The national average price for regular gasoline plunged
6.7 cents to $2.686 a gallon, DOE’s Energy Information Administration
said. The average is 9.4 cents higher than it was a year ago.
West Texas Intermediate crude futures on the New York
Mercantile Exchange closed at $55.23 per barrel Nov. 12 compared with
$62.85 on Nov. 5.
Meanwhile, one small fleet operator posted online that his
fuel-efficient truck, at one point, actually made the cost of fuel free
on a recent run.
He went 495 miles, fueled up for $140.04 and got 10.31 miles per gallon.
“Twenty-nine cents to run per mile and the surcharge pays
40. Not only is fuel cost-free, I made 11 cents a mile back, that’s
where the easy money is kids,” Jamie Hagen wrote.
He owns Stratford, S.D.-based Hell Bent Xpress, which
operates three trucks and food-grade tankers to haul vegetable oils,
milk, molasses, fructose, corn syrup, tallow and similar commodities.
“That was a particularly hot day and it was virtually
windless as I headed south down Interstate 29 from Wahpeton, N.D., to
Sioux City, Iowa, where I fueled. I was actually loaded for 90% of those
miles. Talk about a best-case scenario,” Hagen told Transport Topics.
His truck is a 2016 Mack Pinnacle outfitted with the Super
Econodyne MP8 engine set to 445HP. It has a single overdrive mDrive
transmission and a 2.67 ratio single rear end with tag axle chaser, he
“We run all over the U.S. and Canada. The bulk of our
miles is Midwest though, as most of our shippers are there. Just out,
then back to get another one. I’m typically loaded on average 72% of all
miles. With bulk that means I’m 80,000 pounds or empty — no light loads
as it were,” he said.
His latest average fuel mileage over 90 days is 8.63.
For 30 days, it’s 8.33 mpg.
“Since it’s been getting colder out, the mileage has started declining, which is common for winter,” Hagen said.
In the meantime, OPEC, in its latest monthly report on
conditions in the oil market, noted 2019 prospects point to higher
supply growth than global requirements, which could have “repercussions”
for global oil demand and lead to “widening the gap between supply and
demand” next year.
OPEC Secretary General Mohammad Barkindo said Nov. 12 that
the resurgence of non-OPEC supply was beginning to look “alarming,”
Bloomberg News reported.
He added that he saw the need for the group and its allies
to agree on a cut of 1 million barrels a day when the cartel meets next
month. While no decision to reduce supply was taken over the weekend,
this month’s report will add to the chorus of views within the group,
pushing for new cuts.
Saudi Arabia, the world’s biggest crude exporter, also
unveiled a plan to reduce its own shipments by about 500,000 barrels a
day next month.
Oil’s unprecedented decline deepened as investors fled a
market hammered by swelling excess supplies, a darkening demand outlook
and President Donald Trump’s Twitter critique of the world’s biggest
crude exporter, according to Bloomberg.
Trump admonished Saudi Arabia for planning to curb output and lamented prices that settled below $56 a barrel.
Source of article click here : Transport Topics
Yukon trucking company worried about impacts of carbon tax
'There are no electric tractors that can go up the Alaska Highway,' says Pacific Northwest owner
A freight company in the Yukon says it's worried about the
impact of the carbon tax because it doesn't have details on how the
rebates will work.
The tax comes into effect on July 1, 2019 in Yukon.
King, president and owner of Pacific Northwest, says his company makes
30 trips a week into the territory, primarily from Edmonton, and four
weekly trips between Whitehorse and Dawson City.
King says it's what he doesn't know about the carbon tax that makes him nervous.
hasn't been a whole lot laid out to us on what it's going to look
like," he said. "We kinda know how much, but don't know what the rebates
are going to be at all, who gets them, how much they get, anything like
99.9 per cent of the things in the Yukon are trucked up here. So everything is going to be more expensive.
- Sheldon King, president of Pacific Northwest
estimates he'll use about 3.5 million litres of diesel fuel next year,
and roughly calculates the carbon tax will cost the company about
$147,000 in the first year. The carbon tax is set to increase in
He says those costs will have to be passed on to the consumer.
much everything that comes to the Yukon, the food that you eat at
restaurants, that you pick up at the grocery store — 99.9 per cent of
the things in the Yukon are trucked up here. So everything is going to
be more expensive." What about exemptions?
King says he's
met with his MLA, Richard Mostyn, and Yukon Premier Sandy Silver to
express his concerns, but says he didn't come away with answers. One of
his big questions is why some industries, such as aviation and placer
mining, have been given exemptions.
"Air North flies to Mayo and to Dawson City and they haul freight. They don't have to charge their customers carbon tax.
haul to those two places as well, as do other trucking companies in
Whitehorse — we're going to have to charge our customers the carbon tax.
That doesn't seem fair to us."
Silver has assured placer miners that they will be rebated "100
per cent" on the costs they incur operating equipment used to work
King says the transportation industry is also dependent on equipment that uses fossil fuels.
are no electric tractors that can go up the Alaska Highway 1,989
kilometres from Edmonton, there's nothing invented like that."
Premier working with chamber of commerce
King says he asked Silver how other industries qualified for exemptions. He says he didn't get an answer.
concerns were raised in the Yukon Legislature on Thursday. Silver said
the exceptions for other industries came from the federal government.
Yukon Party Leader Stacey Hassard pressed Silver for details.
"How will these rebates work for trucking companies? Will it be dollar for dollar, the same as the placer industry?"
Silver said he is addressing the concerns of the transportation industry.
are happy to be working with the [Yukon] chamber of commerce when it
comes to how we will rebate the money that is collected, back to these
Silver has said he has explained "the lion's share" of
the carbon tax details but has also said he is still waiting for the
federal government to give him more specifics.
Source of article click here : CBC NEWS
Quebec trucker sentenced to 6 years in prison for 401 crash that killed 4
Mohinder Singh Saini, 76, 'failed to take responsibility' and denied he did anything wrong, judge said
A judge has sentenced a Quebec truck driver to six years in
prison for his role in a 2015 multi-vehicle crash that killed four
people and injured 11 others in Whitby, Ont., saying the convicted
dangerous driver "failed to take responsibility."
Singh Saini, 76, was found guilty of four counts of dangerous driving
causing death and nine counts of dangerous driving causing bodily harm.
The collision happened three years ago in a construction zone on Highway 401, east of Lake Ridge Road.
Saini was driving a fully-loaded commercial transport truck that failed to slow down entering a construction zone.
was travelling almost 105 km/h when he rammed into the back of a
vehicle, according to court documents. A domino effect followed,
creating a 21 vehicle pileup.
Three transport trucks sustained
significant damage and other vehicles, some carrying children, were
struck, a police report said.
Three people, including a 12-year-old boy, died at the scene. A 10-year-old boy was pronounced dead in hospital two days later.
identified the victims as a Pickering couple — Carl Laws,
67, and Jacqueline Laws, 63, — and the two boys as Jesus
Alberto Duran-Florez, 12, and Cuauhtemoc Duran-Florez, 10. The brothers
were visiting Canada with their family from Mexico when they died.
The heartbreak of all the victims is a tragedy almost beyond comprehension.
- Justice Bryan Shaughnessy
Eleven other people were injured in the crash, some severely.
heartbreak of all the victims is a tragedy almost beyond
comprehension," Ontario Superior Court Justice Bryan Shaughnessy said in
his sentencing at an Oshawa court late Friday afternoon. 'A departure of care,' judge says
The dangerous driving sentence stipulates that Saini will be banned from driving for 10 years once released from custody.
doesn't take responsibility for the [crash] and even put the blame on
another truck driver," Shaughnessy said when delivering his decision,
also noting the driver contradicted himself in court and repeatedly
denied that he did anything wrong.
Throughout the trial, the judge claimed, Saini said: "The [crash] could have happened to anyone."
As Saini approached the stopped vehicles on Canada's busiest
highway, the judge said, he ignored numerous signs, flashing lights and
other warnings telling drivers to slow down.
"He failed to apply
the brakes and observe traffic stop signs," Shaughnessy said, pointing
out that traffic was reduced to a single westbound lane, from three, at
the time. Saini plowed into the back of a Ford Fiesta more than one
kilometre into the construction zone.
He stated: "It was a departure of care expected from a reasonable person."
Shaughnessy explained in his decision that the sentence must
send a message to others — an argument that was put forward by the Crown
when they asked that Saini be sentenced to seven years.
never been convicted of a criminal offence until he was found guilty on
Sept. 18 and didn't have any prior driving infractions, according to
Source of article click here : CBC NEWS
Driver Shortage, Poor Roads Creates Headaches For Manitoba Trucking Industry
E2 Trucking Owner Evan Erlandson
There are many challenges facing Manitoba's cross-border trucking industry.
Evan Erlandson, owner of E2 Trucking near Altona, spoke about the
topic earlier this month at the Fields on Wheels Conference held in
He notes his company does most of its driving in the U.S., simply because U.S. roads are better to drive on.
"The state of a lot of our secondary highways is such that it
certainly influenced our decision to spend more time in the States than
in Manitoba or the other Prairie provinces, simply from a repair and
maintenance perspective. That cost for us is certainly lower because
we're spending most of our time and miles on the south side of the
A shortage of drivers and changing regulations were also highlighted
by Erlandson as some of the challenges currently facing the industry.
Source of article click here : Pembina Valley
Hunter under fire for displaying deer carcass on back of truck
A hunter has come under fire for the way he transported his kill on the back of his truck.
A picture circulating on social media, which shows a deer carcass
hanging off the rear of the vehicle, has sparked outrage among some in
Julia Rempel, who commented on the Facebook post, told CTV Saskatoon she found it “disrespectful.”
“Usually it’s in the back of a truck, not on display for everyone to see,” she said.
“Good for you, I’m glad your family isn’t going to be hungry tonight.”
The post has had lots of reaction. While some don’t see any fault, others called it distasteful.
A conservation officer said that while it was not common practice it
was not illegal, and he reminded hunters to be considerate.
“There are those that are opposed to hunting and this could just add fuel to the fire,” Rich Hildebrand said.
The picture also shows a quad bike taking up most of the room in the
back of the truck and Rempel suggested taking two trips for it and the
“Hunting is necessary to keep the population of deer down, I think it’s
a big part of Saskatchewan culture, but there’s a better way to take
your prize home,” she said.
Source of article click here :CTV News
GUELPH, Ont. — For some, the road to success is a winding one. For others, it’s one that’s straight and narrow.
Flash Freight Systems’ road falls closer to the latter.
The business was started in 1998 as a part of Spruce Brook Farms – a
supplier of agricultural commodities and ingredients. In 2004, the
Gerber family, who had been in the transportation industry for years,
purchased Flash Freight.
In 2004, Flash Freight had 13 trucks and 18 trailers. Today, co-owners David, Geoff, and Tony, have 53 trucks and 120 trailers.
“Not ridiculous, rapid growth,” Tony Gerber said of Flash Freight.
“But consistent, sustainable growth, which has really become kind of our
Flash Freight, unsurprisingly, is still tied to its roots, and hauls
agricultural products across the continental U.S., as well as Canada. It
also hauls pet food and pet supplies as well as office furniture.
“It took us 10 years to tweak that mix, but we are happy with where
we’ve landed,” Gerber said. “It’s a freight mix that has eliminated
seasonality for us, which is good all around.”
As far as drivers go, Gerber said all Flash Freight drivers are company drivers, and are paid as employees, not contractors.
“We are not fans of the Driver Inc. model at all,” he adds.
Most of Flash Freight’s drivers have been with the company for almost
a decade and its turnover rate is lower than 20%. And this is for a
variety of reasons, according to Gerber.
“I think overall, why our drivers stay, is the same reason why our
customer turnover is low as well,” he said. “It’s our focus on
accountability, integrity and service.
Our pay package is extremely competitive. We offer a good mix of
miles and home time, which is one of the holy grails in trucking. Our
goal is to ensure our drivers utilize the maximum amount of hours
available and can still have resets at home with their family. We are
not a trucking company that expects our drivers to be out for three to
four weeks at a time.”
The other thing Gerber hears often from drivers is that they
appreciate the honesty that Flash Freight expresses throughout a
driver’s tenure with the company.
“We always do what we say we’re going to do,” he said. “And there’s
no change from recruitment to qualification, to the first trip, to the
10th year. There’s not a lot of smoke and mirrors here. We are pretty
realistic about the negative things that happen in the industry.”
The company also makes sure its drivers have a pain-free experience when crossing the U.S.-Canada border.
“We are on the national carriers list for a number of brokers, and we
work hard to make sure we are proactive in making sure by the time the
driver reaches the border, the shipment has already cleared,” he said.
“We don’t ask the driver to handle any clearances themselves.”
As for its success, the company wouldn’t be where it is today, Gerber
says, if it wasn’t for Flash Freight’s people, and their “commitment to
our vision of service excellence.”
“And it’s not just our drivers I’m talking about,” he said. “It’s our
operations staff, administrative staff, and warehouse staff, too.”
He recalls one time when a customer, a large food distributor, ran
into some problems in 2008. The company was switching warehouse
facilities and ran a few days behind schedule.
“At this point, we were using almost 25 trucks per day for them,” he
said. “And as soon as we heard about the problem, our operations staff
left the office, moved their computers and desks to the customer’s
warehouse and spent the next week and a half making sure there were no
barriers to communication or barriers to keep our drivers moving.
Ultimately, our people knew there was a problem, jumped in and said ‘We
won’t leave until it’s fixed.’”
But its not all rosy at Flash Freight. It still has challenges, like
every other carrier out there. For Flash Freight, Gerber says the
biggest challenge it deals with today in the industry is low barriers to
“There’s far too many shortcuts for compliance,” he said. “And far
too many shortcuts for building sustainable business models – and
pricing can be impacted by companies that take those shortcuts.”
He also said that while the company isn’t feeling the full effect of the driver shortage yet, he is starting to see the impact.
“With our low turnover rate, we don’t feel the shortage quite as
acutely,” he said. “What we’re seeing now is a lower availability of
higher quality drivers. We used to be fully seated and today we’re not.
And of course, we’re not looking at a large number of trucks parked up
against the fence, but we can tell there’s a shift. And I think it’s
mainly to do with the demographic of typical drivers, who are all
starting to retire now.”
In the future, Gerber said his one hope, which normally raises a few eyebrows, is to “not be on the Top 100 list.”
“Because truthfully, I believe one of the things that I think has
helped us build our success is the fact that we are genuinely a small
family business,” he explained.
“So, my hope for the future is to have that same, consistent, solid
growth, organically. And to get it more in a manner that enables us to
deliver a higher quality of life for our employees, rather than growth
for the sake of growth.”
Source of article click here : Truck News
Trucker says he was assaulted by ex-boss in Burnside after pay complaint
Ronald Walker claims he was beaten up by his former employer after
filing a complaint against the company with
Employment and Social
Development Canada’s labour program.
Ronald Walker was hoping to get paid but instead he says his old boss assaulted him.
“I said, ‘Hey, when are you guys going to pay me?’” recalled Walker.
“He pushed me right in the chest with both fists and I went through two
doorways, into the bathroom and landed on the shower. He kept at it for a
good two to three minutes before he eventually stopped.”
Until a couple of weeks ago, Walker had been planning to testify
against Rian Saarloos, operations manager of Sky Freightlines, in an
assault trial stemming from the July 25 incident at the Petro Pass Truck
Stop in Burnside. Walker said he was shocked to get a call from the
Crown attorney’s office in Halifax two weeks ago informing him that the
trial scheduled for Tuesday at Dartmouth provincial court had been
cancelled and an assault conviction against Saarloos was out of the
“They got a hold of me and said we’ve given him a peace bond,” said
Walker. “I said, ‘What do you mean? No, no, no!’ It was the first time I
heard from them since the incident. They never told me anything.”
The plea bargain was made official in Dartmouth provincial court on
Tuesday. Saarloos, the son of former Halifax Regional Police officer
Rudi Saarloos Sr., agreed to abide to the peace bond and in exchange the
Crown agreed to dismiss the assault charge as well as another mischief
charge in connection with the July incident. The peace bond requires
Saarloos to stay away from Walker for a 12 month period, but it is not
an admission of guilt under the law.
Halifax Regional Police had conducted the investigation and laid the
charges against Saarloos. The Chronicle Herald asked Saarloos and his
lawyer about the incident and the plea bargain but neither would
comment. Sky Freightlines is owned by Rian Saarloos’s brother Rodi
The Herald also spoke to an employee at the Burnside truck stop where
the alleged assault occurred, who said surveillance cameras captured
Saarloos pushing Walker. The woman, who spoke on the condition of
anonymity, said she didn’t witness the assault but saw the footage,
which was turned over to Halifax Regional Police. The bathroom of the
truck stop where Walker said part of the assault occurred is not camera
monitored, said the woman.
Walker, who’s since found work with another trucking company, says
he’s still waiting on money owed to him for two long-haul contracts he’d
done for the Dartmouth-based company in April and July. He’s since
filed a complaint against the company with Employment and Social
Development Canada’s labour program, seeking payment of wages, overtime
and holiday and vacation pay.
In fact, the alleged assault happened nine days after he filed the complaint on July 16, he said.
The Chronicle Herald obtained a copy of the letter issued by the
federal government agency to the company on Oct. 5 requesting he pay the
outstanding debt or contest the allegations in writing by Oct. 22.
“I feel like now Saarloos thinks he can beat someone up for
complaining about the company and he doesn’t have to worry about it,”
Walker also says that two months after the alleged assault he was threatened by both Saarloos brothers.
The first incident involved Rian and unfolded just outside the
Sackville Public Library on Sept. 24, said Walker. He said he was
walking to the library when he encountered Rian in his black Dodge Ram
truck. Rian had the passenger’s side window down and extended his arm at
Walker, making a shooting motion. Walker called 911 and reported the
incident. But he said no one from the RCMP followed up with him to get
Two days later he said he was tailed by Rian’s brother while driving
along Hammonds Plains Road. Again, he said, he called 911 before
locating a police car. He said he was able to get the attention of the
officer before Rodi left the scene.
Walker said he reported both incidents to the Crown attorney’s office in Halifax but never received a follow up call.
Walker said he was so furious after learning of Saarloos’s plea deal
that he demanded to speak to Paul Carver, chief Crown attorney for the
Halifax region. That conversation happened last Thursday when Carver
repeated the bad news.
“I told him, ‘You have to be kidding me,’” recalled Walker. “I’m sickened by this.”
Senior Crown attorney Rick Hartlen said he couldn’t talk about the
plea bargain or the case but said it’s not uncommon for the Crown to
resolve common assaults and less serious mischief charges through a
“But we don’t publicly divulge the particulars of any circumstance
short of the matter either going to a preliminary inquiry, or trial or
some other evidentiary hearing,” said Hartlen. “Sometimes it takes an
impartial arbitrator to decide what should happen before it gets to
trial or a formal hearing. Ultimately, it’s the judge’s decision but
before that it’s ours.”
The Chronicle Herald made repeated attempts to reach Saarloos before
the provincial court appearance for comment but he did not respond.
Meanwhile, Walker says he still fears for his safety.
“This is a man that has threatened me while he’s ordered to stay away
from me,” said Walker. “He’s not going to respect this peace bond.”
Source of article click here : The Chronicle Herald
Will The New NAFTA Prevent Mexican Trucks From Entering The U.S.?
A long-running dispute might be reignited in the near future thanks
to the trade deal reached between the U.S., Mexico and Canada.
Officially called the United States-Mexico-Canada agreement, the deal is
supposed to replace the North American Free Trade Agreement. Assuming
the deal is ratified, the three countries should be able to get back to
more normal trade relationships soon.
While most of the deal is an update to NAFTA, there is one paragraph that could disrupt cross-border trade via truck.
Annex II of the agreement includes a Land Transportation section that states:
“Notwithstanding Annex I-US-8, the United States reserves the right
to adopt or maintain limitations on grants of authority for persons of
Mexico to provide cross-border long-haul truck services in the territory
of the United States outside the border commercial zones if the United
States determines that limitations are required to address material harm
or the threat of material harm to U.S. suppliers, operators, or
drivers. The United States may only adopt such limitations on existing
grants of authority if it determines that a change in circumstances
warrants the limitation and if the limitation is required to address
material harm. The Parties shall meet no later than five years after the
entry into force of this agreement to exchange views on the operation
of this entry.”
There is also no reciprocal language for U.S. trucks entering Mexico.
While this doesn’t implicitly state that the U.S. would halt the
current cross-border trucking program, which allows approved
Mexican-based carriers to operate outside the current commercialized
zone along the border, it does seem to suggest that the U.S. could end
the controversial program if it chooses.
That would be a win for the Teamsters and other anti-Mexican trucking
groups. There is speculation that once the agreement is formally
approved, the Teamsters may make a renewed push to get Mexican trucks
off U.S. roads for good.
The Owner-Operators Independent Drivers Association is supportive of
the language in the paragraph. OOIDA spokesperson Norita Taylor stated,
“We support the current annex language and will watch to see if it
Reports out of Mexico are that the Cámara Nacional del Autotransporte
de Carga, the Mexican equivalent of the American Trucking Associations,
is lobbying the incoming government of president-elect Andrés Manuel
López Obrador to ensure that the status quo remains for Mexican trucks.
Lopez Obrador takes office on Dec. 1. The U.S. and Mexico want to get
the deal officially approved before then.
Under current rules, authorized Mexican trucks are allowed to travel
into the heart of the United States to move loads. They then must
immediately leave the U.S., although they can reload at their
destination point. The ability of Mexican trucks to operate in a
commercialization zone along the border remains unaffected.
If the new deal ultimately results in a cancellation of the long-haul
Mexican truck program, it could cause disruptions in the supply chain,
in part because of the complex process of moving cross-border freight,
and in part because both the U.S. and Mexico are facing a lack of
The ability of Mexican-domiciled motor carriers traveling on U.S.
highways has been a long-debated and legislated affair. Back in 2007,
the U.S. sought to solve a technical violation of NAFTA by allowing
Mexican carriers to operate on U.S. roadways under the Cross-Border
Trucking Demonstration project. At that time, and still to this day,
Mexican trucks can operate anywhere within a 25-mile border zone, but
they can’t leave that area.
The introduction of the demonstration project sought to correct what
many said was a violation of free trade under terms of NAFTA. The U.S.
lost a court battle over it and the demonstration pilot was the result.
It was heavily criticized by those who claimed that Mexican carriers
were unsafe, drivers were not qualified, and they would take U.S. truck
At the conclusion of the three-year project, which ended in 2014,
Congress declined to fund a permanent program, effectively ending the
ability of Mexican trucks to haul goods much inside the border regions.
Mexico retaliated with a $6 billion and over $2 billion in tariffs on
U.S. goods, mostly agricultural products.
Eventually, the two countries reached a settlement that allowed
approved Mexican carriers to operate in the U.S. assuming their vehicles
and drivers met all U.S. regulations, including driver drug testing, as
of 2015. The vehicles were even required to have electronic logging
devices installed before they were mandated for U.S. carriers.
For more information, read the full story at Freight Waves.
Manitoulin acquires Express Havre St-Pierre
TORONTO, Ont. — Manitoulin Transport has acquired Express Havre St-Pierre (EHSP) of Quebec.
The acquisition builds out Manitoulin’s coverage in Central and
Eastern Quebec, particularly in the province’s rural areas, the company
said in a release.
Express Havre St-Pierre provides truckload (TL) and
less-than-truckload (LTL), dangerous goods, temperature controlled, and
white glove services, for a wide variety of industrial and commercial
customers. Headquartered in Havre-St-Pierre, the company has terminals
in Quebec City, Varennes, Baie-Comeau, Sept-Îles, and Chicoutimi, and
also in Labrador City, Nfld.
“Express Havre St-Pierre has stood the test of time and built a solid
name for itself as a well-run, customer-centric business,” said Jeff
King, president, Manitoulin Transport. “Having served the Quebec
marketplace for more than forty years, their knowledge of its
communities, roads, and the unique needs of its industries, is second to
none. This depth of experience, combined with their broad range of
equipment and process-oriented operations have been key to EHSP
providing consistent, quality service for many years.”
“We look forward to combining our knowledge and experience with
Manitoulin’s,” said Félix Bélanger, general manager, Express Havre
St-Pierre. “We believe our customers will be delighted with their easy
access to Manitoulin’s various transportation and logistics services and
“This acquisition demonstrates Manitoulin’s commitment to ensuring
strong coverage in Quebec,” said Gord Smith, chief executive officer,
Manitoulin Group of Companies. “Further, it is another example of our
commitment to building out our coverage across Canada. Businesses in
rural and remote communities need reliable transportation and logistics
services just as much as those in cities. We are delighted that through
the acquisition of EHSP, Manitoulin can provide enhanced coverage to our
customers, with immediate effect.”
EHSP will operate as a stand-alone entity with the current management team remaining in place.
Source of article click here : Truck News
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