BrummiOnline.com

Truckstop Canada Forum Classifieds Gallery Driver Tools Entertainment Advertise Press Contact Us Link to Us


Navigation

· Home
· Stories Archive
· Surveys
· Top 10


Classifieds

Visit our online Classifieds for Trucks, Cars, Accessories, and more!

Click Here!



Satellite Maps

Click for larger image
CA and U.S.A
Google maps



Truckstop Guide

Canada

» Fifth Wheel
» Pilot/Flying J
» Husky
» Roadking

USA

» Pilot/Flying J
» Petro
» Speedway
» TA Travel Center
» Iowa 80
» AMBEST
» LOVES








IP


Latest Forum Threads



Truckstop Canada is the Information Center and Portal for the Trucking Industry, Trucker Forum, Photo Gallery and Live Chat: Trucking News

Search on This Topic:   
[ Go to Home | Select a New Topic ]


MoDOT warns drivers to be ready for major weekend I-70 shutdown
Trucking News

The Missouri Department of Transportation (MoDOT) is expecting major traffic delays when they close portions of I-70 in Kansas City for construction this weekend.

According to MoDOT, both directions of I-70 will be shut down in Kansas City as of 10 p.m. on Friday, February 21, until 5 a.m. on Monday, February 24.

MoDOT says that I-70 west will be closed between Route 291/I-470 and I-435 while eastbound I-70 will be closed at I-435.


🚧 I-70 ALERT!!! 🚧 After further consideration of traffic impacts, MoDOT Kansas City has CHANGED several details regarding the CLOSURE of I-70 in Kansas City, MO beginning at 10 p.m. on Friday, 2/21, until approximately 5 a.m. on Monday, 2/24. Westbound I-70 will be CLOSED between Route 291/I-470 and I-435. Eastbound I-70 will be CLOSED at I-435. FULL DETAILS here: www.modot.org/node/17846


MoDOT recommends I-470 as an alternative route for both eastbound and westbound I-70 drivers.

For more information on the closure from MoDOT, please click here.

The interstate closure is expected to have major impacts on traffic in the area.

The interstate closure will allow for the demolition of aging I-435 bridges over I-70.

For the latest information on the Kansas City I-70 closure, you can click here to follow MoDOT KC on Twitter.

Source of this article and other great articles

(Read More... | Score: 0)




Michelin raising consumer tire prices in U.S., Canada on March 16
Trucking News

GREENVILLE, S.C. — Michelin North America Inc. is raising prices on selected Michelin-, BFGoodrich- and Uniroyal-brand passenger and light truck tires by up to 7% in the U.S. and 5% in Canada, effective March 16.

The price changes may vary across specific products within each brand portfolio, Micheiln said, without elaborating on its reasons for raising prices.

Details will be presented directly to dealers, with additional questions addressed directly through account managers, the company said.

Michelin raised prices on passenger/light truck tires twice in 2019 in the U.S. and Canada by up to 5 percent — on Sept. 1 and Jan. 1.

It also raised prices Dec. 1 by up to 4.9% for Michelin- and BFGoodrich-brand truck tires and Michelin Retread Technologies and Oliver-brand retread products in the U.S. and Canada, and on July 1 on Uniroyal-brand commercial tires and "select" Michelin-brand off-highway products by as much as 6%.

Michelin is the second tire maker to announce price increases recently. Sumitomo Rubber North America Inc. is planning to raise prices on select Falken-brand tire lines by up to 5%, effective March 1.

Source of this article and other great articles

(Read More... | Score: 0)




Auto Expert Says Tesla Semi Is “Pointless,” Seems To Miss The Point
Trucking News

Markus Lienkamp is the chair of Automotive Engineering at the Technical University of Munich. It seems that would make him a full blown auto expert (hence the title). Lienkamp told Business Insider that, “The battery for a Tesla Semi must have a capacity of about 1,000 kWh per 100 kilometers, about 130 kWh.” He adds that “this is technically not easily feasible and it’s also pointless both economically and ecologically.” This was in response to a study conducted by Transport & Environment, which is a consortium of European environmental organizations. The study compared the energy consumption of classic diesel trucks with the energy consumption of electric trucks on long-haul journeys, as well as the technical, regulatory, and financial viability of battery-electric long-haul trucks.

Tesla, Daimler, Renault, and Volvo are all working on large electric trucks. Tesla aims to put its Semi into production this year, with Elon Musk recently noting on a shareholder conference call that a main holdup has simply been battery supply.

The longest-range Tesla Semi will go a distance of 800 kilometers (500 miles) on a single charge, and will be able to accelerate from 0 to 100 in just 20 seconds with 40 tons in tow. The battery can gain 640 kilometers (400 miles) of range in a 30 minute charge. A shorter-range Tesla Semi is expected to have a base price of $150,000, while a longer-range one is supposed to start at $180,000. The former is expected to have around 500 kilometers (300 miles) of range on a full charge.

The authors of the Transport & Environment study write that the success of battery-electric trucks in the EU is technically feasible. This is due to “improvements to battery density, the efficiency of electric power trains and improvements to aerodynamics and tire rolling resistance.”

Another expert from the Laboratory for Commercial Vehicle Technology at the Dresden University of Applied Sciences, Martin Wittmer, disagreed. He says, “Battery-powered trucks are realistic for distribution, the post office or refuse collection, but today’s lithium-ion batteries are too heavy and too expensive for transporting goods over long distances, and after just two to three years, their storage capacity will already be in significant decline.”

What isn’t noted in the article by Business Insider is that these experts did not mention Tesla’s leadership in lithium-ion batteries or the fact that Tesla is working on a million-mile battery. Tesla, along with physicists from Canada’s Dalhousie University, were recently granted a patent for new lithium-ion battery tech using advanced battery chemistry. The title of the patent refers to adjustments to the battery cell chemistry for Tesla products that will increase the battery’s performance and longevity while also saving costs.

Experts who are a bit pessimistic about electric trucks perhaps do not take into account the successes with battery technology Tesla has had. They seem to see Tesla as just another automaker. To them, the Tesla Semi could just be another flashy toy for a few companies to show off to customers. In reality, many trucking customers have indicated it could be a game changer for the trucking world.

Imagine what the success of Tesla Semi could mean not just for other automakers dabbling in EVs, but for the automotive industry as a whole. Perhaps rescue vehicles and buses could benefit with the type of battery tech Tesla is developing.

Source of this article and other great articles

(Read More... | Score: 0)




Canadian judge OKs Celadon’s sale of Hyndman HQ, terminal
Trucking News

Court orders pave the way for bankrupt Celadon to move forward with existing deals to sell two Canadian properties of Hyndman Transport for a combined C$16.25 million — with a portion set aside for former truck drivers and other personnel.
The former headquarters of Celadon Group's Hyndman Transport in Canada

The former Ontario headquarters of Celadon Group's Hyndman Transport is set to be sold for C$12 million

A Canadian judge approved the sale of the former headquarters and a terminal of bankrupt Celadon Group’s Hyndman Transport on Wednesday.

Ontario Superior Court Judge Glenn Hainey cleared the way for U.S.-based Celadon to proceed with existing deals to sell Hyndman’s Ayr, Ontario, headquarters for C$12 million and its Winnipeg terminal for C$4.25 million.

Hainey approved the sales on the recommendation of Hyndman’s court-appointed receiver, KSV Kofman, which is overseeing the liquidation of the defunct trucking company’s assets. In January, the judge ordered Celadon not to proceed with any asset sales after the company began taking steps to liquidate Hyndman assets without Canadian court approval.

KSV plans to set aside about C$900,000 from Hyndman assets to pay claims to former Hyndman Transport personnel, mostly truck drivers. The bulk of the funds will ultimately be paid to Celadon’s creditors in accordance with its U.S. Chapter 11 proceedings.

The intervention of a Canadian court in January came in response to a petition by a lawyer representing more than 200 former Hyndman personnel seeking about C$2 million in unpaid compensation. Toronto labor lawyer Andrew Hatnay alleged that Celadon was liquidating its Canadian assets while avoiding its obligations to its former Hyndman personnel.

Hainey also agreed to have Hatnay and his law firm designated as the legal representation for former Hyndman personnel. The judge also ordered that about C$77,000 be set aside from Hyndman assets to pay legal fees.

The firm had taken on the case without payment and will continue to represent the former personnel as the liquidation proceeds.

Hatnay told FreightWaves that the representation order is a “step forward” for former employees but declined to comment on the asset sales.

Celadon abruptly closed Hyndman in December after it filed for Chapter 11 bankruptcy protection in the U.S. The company took no steps to formalize the trucking company’s closure in Canada, which left about 400 former Hyndman personnel unable to apply for government benefits.

(Read More... | Score: 0)




Blockades could lead to spike in demand for trucking
Trucking News
CN Rail

The CN rail yard in Winnipeg, Man.


TORONTO, Ont. – The partial shutdown of one of the country’s biggest railway freight networks could lead to a surge in demand for trucking services, according to the Retail Council of Canada.

CN Rail has halted services across Eastern Canada and laid off 450 employees due to blockades by indigenous protesters.

As the suspension of services continues, trucks could soon be transporting a larger share of goods from manufacturing facilities to stores or distribution centers directly, said RCC spokesman Karl Littler.

But Littler is also skeptical whether the trucking industry can meet such a sharp spike in demand because of various rules governing the service, and the rampant driver shortage.

“While it is beneficial for the trucking industry, I am not sure whether there will be enough supply,” he told Today’s Trucking.

The rail disruption began early last week when people protesting against a planned gas pipeline in B.C. set up blockades at Tyendinaga Mohawk Territory near Belleville, Ont., and in New Hazelton, B.C.

The protest has since spread to other areas, and cross-border bridges are also being targeted.

CN Rail, which operates 30,000 kilometres of rail across Canada and the U.S., has said shipments of food, coal and propane have been affected by the blockades.

Among fleets preparing for increased demand is Bison Transport.

“As you can imagine, we are very busy trying to service the needs of our customers as well as those who are switching from rail to road as a result of the blockades,” said Norm Sneyd, vice-president of business development at Bison.

“We are working very closely with shippers, in order to get their product to market.  However, it has put added stress on our network and we are doing everything in our power to meet the needs of the market.”

At a carrier warehouse in Quebec, employees were reporting a shortage of containers and chassis as well, hitting shipments of perishable goods.

Some shippers who have been depending on CN Rail to move freight are already turning to trucks to deliver their goods.

“This is where you realize that the truck can always save the day because of its flexibility and its ability to respond quickly to needs,” said Marc Cadieux, CEO of Quebec Trucking Association.

On Wednesday, the Canadian Federation of Independent Business (CFIB) issued an open letter to Prime Minister Justin Trudeau voicing deep concern about the blockades.

“CFIB urges the federal government to work with the provinces and with law enforcement agencies to ensure rail service is immediately resumed,” it said.

“Canada’s reputation as a dependable place to do business is at stake if a speedy resolution is not reached.”

The call came a day after Trudeau asked Canadians to be patient as his government seeks a negotiated end to the blockades.

CN Rail has called the disruption the largest in its modern history.

Source of this article and other great articles

(Read More... | Score: 0)




CTA to be Part of the National Task Force Reviewing Commercial Insurance
Trucking News

Commercial insurance is a popular topic among those in the trucking industry and other commercial sectors in the economy. In response to the increasing attention pertaining to commercial insurance, the Insurance Bureau of Canada (IBC) has formed the National Commercial Insurance Task Force, with the Canadian Trucking Alliance (CTA) being a key member.

The Task Force will begin meetings this month in Alberta and travelling across the rest of the country in the Winter-Spring of 2020. The IBC Task Force has a mandate to:

  • Educate and inform consumers, governments and stakeholders on the factors contributing to the current availability and affordability challenges with commercial insurance;
  • Learn from different industry partners, consumers and stakeholders about their experiences related to challenges around insurance availability and affordability;
  • Develop a report with recommendations that aim to improve insurance availability and affordability for industry partners, consumers and stakeholders.

“The Canadian Trucking Alliance (CTA) thanks and applauds IBC for taking leadership on this issue and establishing this process,” said CTA President Stephen Laskowski. “This is an opportunity to explore with the insurance industry what changes the membership would like to see in the area of commercial insurance.”

In preparation for this process, CTA has begun surveying its membership on potential areas for improvement they would like to see in commercial insurance.

“Early responses highlighted by members include issues related to insurance fraud, trucking sector specific issues, insurance personnel training, and length of claim process,” said CTA’s Senior VP Policy Geoff Wood. “Members will have an opportunity to be engaged in this process through CTA staff, or in some cases more directly by attending regional meetings of the Task Force. Either way we encourage the membership to get involved.”

To learn more about this important initiative, please click here.

Source of this article and other great articles

(Read More... | Score: 0)




‘Extreme’ language emerging in trucking contracts
Trucking News

TORONTO, Ont. – Contracts define responsibilities in any business relationship. But Rui Fernandes is seeing a growing number of documents using “extreme” language that favors shippers.

“They’re trying to transfer all liability to the other side, whether it’s the carrier or another vendor,” said the Fernandes Hearn partner, during the firm’s annual conference in Toronto.

“The verdicts can exceed insurance coverage or even the amount of the company, especially in the U.S.”

The troublesome contract language can come in many forms: An exclusion of liability; limitation of liability; indemnification clauses; insurance clauses; a lack of any need to salvage cargo after a collision; on-time performance clauses and penalties. And when the examples are particularly extreme, he advises clients not to sign the documents.

Review shipper-carrier contracts

The trend has him cautioning fleets to take a closer look at all their contracts.

References to “full indemnity”, for example, transfer all liability for damage to the motor carrier, even when an incident results from the shipper’s negligence. Damage that’s linked to inadequate packaging is an example of that, he said.

While more than 34 states have passed “anti-indemnification” language that nullifies such contract clauses, there is no such protection in Canada.

“It might breach an insurance policy you have,” he said.

Rather than seeing phrases like “the carrier shall hold and save harmless and shall indemnify the shipper for any and all damages”, he’d rather see “the carrier shall hold and save harmless and shall indemnify the shippers from any losses or damages arising from the negligence of the carrier.”

“Some of the clauses will say you are responsible for any consequential damages, loss of profits, loss of good will. Essentially, all costs,” Fernandes said. “If you agree to it, it’s hard to anticipate what those consequential losses will be.”

In a business relationship like that, judges can differ when deciding whether a carrier is limited to paying $2 per pound or $250,000 for the full value of the load. Insurance extension clauses also require a fleet’s insurer to cover everything.

“No subrogation” clauses, meanwhile, limit the ability to chase after a shipper’s affiliates and subcontractors who may have actually been responsible for the damage.

Defining jurisdictions can make a difference of its own. “If you don’t have a clause that says the law of Ontario applies or law of Canada applies, then you’re leaving things to chance,” Fernandes said. “What law has the closest and most-real connection to the facts?”

The details matter. Thirty years ago, the preamble of many contracts included an array of statements of facts, each identified with its own “whereas”. Those disappeared as courts pushed for plain language in contracts. But they have returned because the statements clearly identify intentions, he said.

“You’ve given the court a grounding … The contract can be properly interpreted if there’s an issue.”

Arbitration as a solution

One positive change that he’s seen has come in the form of an increase in arbitration clauses that offer an alternative to pricy litigation.

The court system is expensive and slow, Fernandes said, referring to cases that can drag on for years. Each step introduces an extra cost. A filing fee and serving fee can be $1,000; the claim of defence 43,500; examinations for discovery $10,000; mediation $5,000; pre-trial work is $5,000; and the trial itself $15,000.

An arbitrator might cost $4,000 per day along with another $3,500 for the lawyer. “But the average case, even for multi-million cases, is no more than five days,” he said. “It’s confidential. It’s speedy.”

The awards can also be enforced anywhere in the world. Those who draft the clauses simply need to define what Act applies, where the arbitration will take place. The latter point can be particularly important if a shipper defines a jurisdiction known for large verdicts against businesses.

“For commercial you should be using arbitration in all contracts,” he said.

Source of this article and other great articles

(Read More... | Score: 0)




What are the most profitable trucking jobs in 2020?
Trucking News


Trucking can be a lucrative career. Drivers can make upwards of $60,000 a year, depending on their load type, mileage, licensing and experience. Whether you’re interested in joining the industry or are experienced and looking for new work, you probably want to know what the best driving jobs are.

Many of the highest-paying trucking jobs involve moving dangerous or difficult loads or navigating riskier terrain. Generally speaking, the more skill required to do a job, the higher it will pay. If you have the right experience and certifications, there are many valuable opportunities in the trucking business.

Here are nine of the highest-paying jobs in trucking you may consider.

1. Ice road trucking

Ice road truckers can earn between $30,000 and $40,000 in just three months, making them some of the highest-paid drivers there are. However, this impressive salary comes at a cost. Ice road trucking can be a dangerous job.

These truckers drive across frozen roads in northern Canada to deliver goods to miners in winter. Given the danger of these roads, the drivers who navigate them must be highly qualified. Different shipping companies have varied qualifications, but most truckers who apply for these positions don’t get the job.

If you do have the right qualifications and get hired, ice road trucking, although seasonal, can be notably lucrative.

2. Hazmat hauling

Another more dangerous but profitable trucking job is hazmat hauling. Hazmat trucking involves transporting hazardous materials such as gases, flammable liquids or corrosive substances. These volatile loads require extra care to deliver safely, so drivers are compensated well.

If this is what you want to do, you’ll need hazmat endorsement on top of your CDL. This requires an application and passing a test, but many companies will pay for you to get certified since these drivers are in demand.

3. Tanker hauling

Liquids don’t have to be hazardous for you to get paid well for shipping them. While some tanker drivers do haul dangerous liquids, some deliver things like water or milk. A significant amount of any fluid can be difficult to transport, which is why tanker truckers earn $60,000 a year on average.

To drive a tanker truck, you’ll need one of two certifications: an N endorsement or an X endorsement. An N endorsement qualifies you to drive loads of 1,000 gallons or more. An X endorsement includes an N endorsement and a hazmat certification.

4. Oversized load hauling

Another trucking job requiring additional certifications is oversized load hauling. These truckers deal with extra large loads, such as shipping heavy construction equipment or even small houses. Unsurprisingly, pulling these enormous payloads requires a high level of skill, which is why oversized load truckers get competitive pay.
Oversized load truckers make an average of more than $54,000 a year, and can even make six figures with the right experience, company and drive time.

5. Luxury car hauling

It stands to reason that the more expensive your cargo, the more it pays to deliver it. This is undoubtedly the case with luxury cars, as truckers transporting them can earn $100,000 annually under the right circumstances.
Hauling expensive cars is an understandably meticulous job. While you don’t need any certifications to perform this job, you do need to have demonstrable skills. Companies will likely not hire you for this kind of trucking unless you have an impressive driving record.

6. Team driving

To shorten shipping times, many companies hire drivers in pairs. In team driving, one person takes the wheel while the other sleeps, allowing them to travel longer distances in shorter periods. These positions often pay more than solo jobs due to the higher mileage.

Team driving jobs are widely available and offer competitive pay, but may not be ideal for everyone. The long stretches away from home may be unappealing. If you don’t get along well with your partner, it can be an unnecessarily stressful job.

If you don’t mind being in close quarters with others or being on the road a lot, team driving can be a profitable career.

7. Owner-operator jobs

Although most truckers work directly for a larger trucking company, this isn’t the only way to make a living as a driver. Owner-operators own their trucks and trailers, instead of using equipment belonging to the company, and can either operate independently or lease to another company. This independence comes with higher expenses, but could also pay more.

Most owner-operators have been in the trucking business for several years before becoming independent. Owning your equipment means having to pay maintenance costs out of pocket, which may be an unattractive prospect to some drivers.

If you can handle the initial expenses, becoming an owner-operator can pay enough that maintenance becomes less of an issue.

8. Private fleets

Many businesses use shipping services offered by trucking companies, but some large corporations hire their own drivers. Because they don’t have to pay shipping companies, these private fleets can often afford to pay their drivers a higher salary.

Not only are these jobs lucrative, but they’re also readily available. Walmart employs more truck drivers than any other company, with more than 8,000 truckers on its payroll. Private fleets often expect more out of their drivers, such as a cleaner driving record, but offer tempting pay.

9. Mining industry trucking

Mining companies require talented drivers to take material such as coal safely out of the mines and up to the surface. Sudden movements or bumps could potentially lead to a collapse, so these jobs can be risky. Because of this, mining truck jobs tend to pay well, often falling just behind ice road truckers in terms of compensation for specific tasks.

Find the best driving job for you

Most of the best-paying trucking jobs involve danger or more challenging work. If you’re willing to take on the challenges, there are plenty of profitable positions available.


(Read More... | Score: 0)




Driver Inc. consequences ‘significant’, says transportation lawyer
Trucking News

TORONTO, Ont. – An Ontario-based transportation lawyer is warning carriers to “proceed with extreme caution” if they are using the ‘Driver Inc.’ business model – a structure that attempts to classify employed drivers as independent contractors.

“The consequences to the carrier of engaging Driver Inc. are significant,” said Carole McAfee Wallace of Toronto-based Fernandes Hearn, during a presentation at the firm’s annual conference in Toronto.

Drivers working under this business model are under the misconception that the structure will leave more money in their pockets, she said. “They’re not a corporation with the expenses as write-offs.” Instead, the Canada Revenue Agency would define them as personal service businesses and will tax accordingly

It has admittedly left carriers in an uncomfortable position, McAfee Wallace said, noting that some operations feel they are “held hostage” as valuable recruits ask for the pay structure. Meanwhile, the “less-honorable” carriers among them are using the business model to avoid paying employee benefits or vacation pay.

Employment and Social Development Canada (ESDC), responding to questions raised by the Ontario Trucking Association, has confirmed the Driver Inc. personnel are in fact employees, McAfee Wallace stressed. And in the case of federally regulated carriers they will be entitled to all benefits established under the Canada Labour Code.

The observations come as the federal government is preparing to roll out fines and other enforcement initiatives to act on those who run afoul of the rules. Targeted carrier inspections are also planned.

Source of this article and other great articles

(Read More... | Score: 0)




Drivers not slowing down and moving over, putting others at risk
Trucking News

WorkSafeBC clearly promotes a worker’s right to refuse unsafe work, be it on a worksite or along our highways.

The Workers Compensation Act and the Occupational Health and Safety Act defines what needs to happen if this right is invoked.

On top of this, Canada has the Motor Vehicle Act, to be enforced by the police in any given area.

Under this act there is a law, known as Slow Down, Move Over, which states drivers must reduce their travelling speed, to 70 km/h if the posted speed is more than 80 km/h, for all vehicles stopped alongside the road that have flashing red, blue or yellow lights.

I say posted speed because most drivers add at least 10 km/h to the posted speed.

Drivers are also required to change lanes if safe to do so.

So why is it a tow truck driver was recently seriously injured in Malakwa one night after being struck by a vehicle traveling on a four-lane highway in a snowstorm?

I need to share my humble conclusions of driver mentality driving through our mountains.

You are in too much of a hurry and our highway is not a racetrack.

It is your responsibility to watch for any warning lights of roadside workers.

Under the law, you are required to slow down to 70-km/h.

I suggest in a snowstorm, or when passing through the mountains, that you slow down some more — there is no law against it.

Forget your phone and drive defensively if you are in a mountains snowstorm.

Even our local police complain our Slow Down, Move Over law is not respected. There is not enough manpower to sit at every roadside worksite.

This law came into effect in 2009 and was ratified in 2015. The time for education is over.

Roadside workers, tow truck drivers, service providers, be it phone, hydro or road construction and maintenance — refuse unsafe work.

Demand traffic control at your job site. Do nothing until proper controls are in place to keep you, your equipment and other road users from harm.

It’s the law.

Pass the cost of proper traffic control services to your client.

Proper use of traffic control services in this instance would have given more than a kilometre of warning, reduced traveling speed and shifted oncoming traffic safely into the other lane and provide a buffer vehicle.

Accidents are preventable.

Source of this article and other great articles

(Read More... | Score: 0)




Cops warn of theft ring at I-80 rest areas
Trucking News

The Illinois Department of Transportation and the State Police are warning drivers of thieves targeting truckers at two rest areas on Interstate 80.

A statement from IDOT said “a theft ring that has impacted the westbound Three Rivers Rest Area on I-80 near Minooka for an extended period. It is now impacting the eastbound rest area as well.”

IDOT adds thieves are opening cab doors while truckers are sleeping and stealing their wallets. At the eastbound rest area, thieves are breaking into the cargo areas, according to IDOT.
“We urge truck operators to use extra caution, lock all doors and secure their loads,” said the statement from IDOT

(Read More... | Score: 0)




NOx emissions rules to tap into Canadian research
Trucking News


Previous Canadian research into fuel efficiency has focused on factors such as aerodynamics.

OTTAWA, Ont. – Canada largely adopts vehicle emissions standards established in the U.S., but a future round of rules from the U.S. Environmental Protection Agency (EPA) will be drawing on some decidedly Canadian research.

About a year ago, Environment and Climate Change Canada (ECCC) performed tests on a medium-duty vehicle that had “an engine equipped with novel technology to reduce air-pollutant emissions”, an ECCC spokeswoman confirms. The related results are being cited as the U.S. EPA advances emissions standards under its Cleaner Trucks Initiative.

Details of what the “novel technology” included have not been released.

The upcoming round of standards to come through the EPA is expected to place a particular focus on NOx – particularly under low-load conditions when the vehicles are idling, moving slowly, or in stop-and-go traffic.

“EPA expects this study will inform our baseline engine performance for medium-heavy duty engines,” the U.S. regulator said when recently unveiling an Advanced Notice of Proposed Rule.

The full-vehicle testing by ECC’s Science and Technology Branch was completed at its emissions research lab in Ottawa, and developed by both agencies.

What the tests included

“The laboratory measurements were conducted using a chassis dynamometer to simulate the loads that the vehicle would experience over the road, and a full emissions sampling and analysis system to quantify the emission rates of various air pollutants,” an ECCC spokeswoman confirmed in a written response for trucknews.com.

“In addition, on-road measurements using a portable emissions measurement system (PEMS) was performed to acquire real world emissions data for comparison to the laboratory results. During all of these experiments, the exhaust emission rates of various pollutants were determined along with fuel consumption rates, exhaust temperatures, and other engine operating parameters.”

The results are still being analyzed.

This isn’t the first interaction between the two agencies, of course. The U.S. EPA and ECCC collaborate under a framework known as the Canada – United States Air Quality Agreement, aligning regulatory standards and compliance programs alike.

This particular project also involved Transport Canada’s ecoTechnology for Vehicles program, which evaluates different technologies for codes, standards and regulations. Collectively, they’re testing engines and aftertreatment systems in a “Canadian context”, the spokeswoman said.

Additionally, emission measurement methods are being assessed and compared, including on-board sensors, standard laboratory devices, and portable emission measurement systems. ECCC is also working with the National Research Council of Canada to investigate air pollutant emissions during certain operating conditions which are especially important to Canada such as cold weather starting and extended engine idling.”

Source of this article and other great articles


(Read More... | Score: 0)




Truck driver forced into the ditch by highway snowplow, says company
Trucking News

A transport truck driver was forced off the highway by a snowplow, says the company's fleet manager.

Dooley's Trucking fleet manager Mike Cooper says one of the company's drivers had just left the Fogo Island ferry terminal on Wednesday night when he met a snowplow driver near Stoneville on Route 335.

The incident occurred on Wednesday night near Stoneville after the driver left the Fogo Island Ferry terminal.

"[He] was driving in from Fogo Island, like you do every day, and met a Highways plow coming back towards Farewell. Due to, obviously, weather road conditions he was over a long ways, and our driver had no choice but to go into the ditch," said Cooper.

Staying on the road would have meant risking hitting another vehicle, said Cooper.

"The only option he had at that point was to veer off the roadway," he said. 

"You have a choice. You either hit another vehicle, or you just go in the ditch. And that's what the driver chose to do.… That's not something you want to see coming at you, a big heavy truck like that."

Identity of snowplow operator unknown

Cooper said the driver is unhurt, but the snowplow operator didn't stop at the scene.

A government official told him Thursday the incident is under investigation.

"Obviously, there's two sides to every story, so we need to find out from his point of view as well what happened," he said. "Nobody's seen him. We have no report of him returning."

 

Cooper said there were witnesses to the incident who back up their driver's story.

"I spoke to one driver that was following our truck and he basically reiterated what our driver told us."

In an emailed statement, the Department of Transportation and Works said it is aware of the incident and is "reviewing operations and investigating the matter."

Source of this article and other great articles

 

(Read More... | Score: 0)




No Word on When Trucking Will See Hours-of-Service Changes
Trucking News
Mike Millian, president of Canada’s Private Motor Truck Council; Joe DeLorenzo, FMCSA Acting Associate Administrator for Enforcement; Terry Wirachowsky, director of CVSA’s roadside inspection program, and Mike Ahart, vice president of regulatory affairs for Omnitracs, share a laugh during a panel on current and future regulations during the Omnitracs Outlook 2020 user conference in Las Vegas. - Photo: Jim Beach

Mike Millian, president of Canada’s Private Motor Truck Council; Joe DeLorenzo, FMCSA Acting Associate Administrator for Enforcement; Terry Wirachowsky, director of CVSA’s roadside inspection program, and Mike Ahart, vice president of regulatory affairs for Omnitracs, share a laugh during a panel on current and future regulations during the Omnitracs Outlook 2020 user conference in Las Vegas.


When asked what types of changes the industry might expect in hours-of-service rules, Joe DeLorenzo demurred. “All I can say is, I can’t get into where we are with time frame.” DeLorenzo, the Federal Motor Carrier Safety Administration’s acting associate administrator for enforcement, said the agency was working through the many comments it had received, which he described as “helpful.”

But he said as far as when such changes are actually put into place is unclear. “The way the rulemaking process works at this point, we plow through the comments and then make a determination of what changes there will be,” he explained. “The goal with this rule is to provide some flexibility. I think we are well on the way to doing that.” A panelist for a Feb. 17 session at the Omnitracs Outlook 2020 meeting in Las Vegas, DeLorenzo noted that he feels the process is moving rather quickly.

Mile Millian, president of the Private Motor Truck Council of Canada, said that from the Canadian perspective, flexibility was a key, within limits. Also participating on the panel was Terry Wirachowsky, director of the Commercial Vehicle Safety Alliance’s roadside inspection program. She said she thought changes to the mandatory 30-minute rest period would be helpful and provide some flexibility. As is, the rule is “problematic,” she said, and difficult to enforce at roadside.

DeLorenzo added that he thought “a rule that makes everybody a little unhappy is probably the best,” and compared developing HOS to threading a needle. “Our goal is to provide flexibility while maintaining safety. But the agency has to understand that traffic and infrastructure are much different than they were when the rule was first developed.”

As what the agency has seen since the ELD mandate, DeLorenzo said that when the rule went into effect, HOS daily and weekly limit violations went down. But after dipping at the same time, false log violations have ticked back up, primarily he thinks because roadside inspectors are learning what to watch for.

He said it would probably be another year before the roadside inspectors in each state are really up to speed with ELD reporting and what kinds of things to look for. “When it comes to data transfer, the best way is through the web service, DeLorenzo added. “Not sure why they did the email transfer the way they did it.”

In Canada, the ELD mandate doesn’t take effect for another 16 months, but unlike as there was in the U.S., there will no grandfathered period for truckers currently using automatic onboard recorder data recorders.

That’s not a bad thing, Wirachowsky said. The two-year grandfathering period in the U.S. created problems for roadside inspectors because often neither the inspector nor the driver was sure which type of device was in the truck. In addition, in Canada AOBDRs are not as widely used.

The panel also discussed the impact of the federal drug and alcohol clearinghouse rule and the impact of legalized marijuana on the industry in terms of driver retention and the driver shortage. DeLorenzo said that while states may legalize marijuana use, the FMCSA and the federal government as a whole still consider a positive test for marijuana to be a disqualification. In Canada, marijuana is legal throughout the country, but still prohibited for drivers. Millian noted that there is no mandatory drug testing in Canada, but that his association supports testing.

As for what might be on the regulatory horizon, DeLorenzo said, “You’ve seen over the last few years is that things are changing quickly, and I don’t think that will change.” And the speed of technological change will also have an impact of future rulemaking. He added that he didn’t think the agency had “come to grips” with distracted driving, but that could change as a new transportation authorization bill makes its way through congress. “That’s when many changes come about,” he said, with the authorization bills often including congressional mandates for FMCSA to create rules to address certain issues.

As Wirachowsky noted, the industry itself often comes up with technologies that eventually find their way into the rule books. She cited AOBDRs as an example, with many fleets deploying those technologies well before rules were created around them. “It’s easier for governments to make rules when 60% to 70% of the industry is already doing it,” she said.

Source of this article and other great articles

(Read More... | Score: 0)




International Roadcheck in May to Focus on Driver Requirements
Trucking News

The Commercial Vehicle Safety Alliance’s (CVSA) International Roadcheck 2020 will take place May 5-7.

International Roadcheck is a three-day enforcement initiative, over a 72-hour period, in which commercial motor vehicle inspectors in jurisdictions throughout North America will conduct inspections on commercial motor vehicles and drivers.

Each year, International Roadcheck places special emphasis on a category of violations. This year’s focus is on the driver requirements category of a roadside inspection.

“With last year’s federal electronic logging device (ELD)  full-compliance mandate in the U.S., the Alliance decided that this year’s International Roadcheck would be the perfect opportunity to revisit all aspects of roadside inspection driver requirements,” said CVSA President Sgt. John Samis with the Delaware State Police.

During International Roadcheck, CVSA-certified inspectors primarily conduct the North American Standard Level 1 Inspection, a 37-step procedure that includes two main inspection categories: an examination of driver operating requirements and vehicle mechanical fitness. A third category, hazardous materials/dangerous goods, may also be part of a Level I Inspection. Depending on weather conditions, available resources or other factors, inspectors may opt to conduct the Level II Walk-Around Driver/Vehicle Inspection, Level III Driver/Credential/Administrative Inspection or Level V Vehicle-Only Inspection.

The vehicle inspection includes checking critical vehicle inspection items such as: brake systems, cargo securement, coupling devices, driveline/driveshaft components, driver’s seat (missing), exhaust systems, frames, fuel systems, lighting devices, steering mechanisms, suspensions, tires, van and open-top trailer bodies, wheels, rims and hubs, and windshield wipers.

If no critical vehicle inspection item violations are found during a Level I or Level V Inspection, a CVSA decal will be applied to the vehicle, indicating that the vehicle successfully passed a decal-eligible inspection conducted by a CVSA-certified inspector. However, if a required rear impact guard is inspected during a Level I or Level V Inspection and violations are present, a CVSA decal will not be issued.

If an inspector does identify critical vehicle inspection item violations, he or she may render the vehicle out of service if the condition meets the North American Standard Out-of-Service Criteria. This means the vehicle cannot be operated until the vehicle violation(s) are corrected. A driver can also be placed out of service for driver credential-related issues or driver conditions, such as fatigue or impairment.

In the past, International Roadcheck usually took place during the first week of June. However, this year, International Roadcheck was moved up by one month, from June to May, when the weather may be more favorable for many jurisdictions.

Source of this article and other great articles

(Read More... | Score: 0)




Driver critically injured in Highway 1 collision near Salmon Arm
Trucking News

A driver sustained serious injuries in a collision on Highway 1 west of Salmon Arm.

The collision occurred between Sunnybrae Canoe Point Road and Ford Road around 10:40 a.m. on Friday, Feb. 7. RCMP report a transport truck entered the highway to proceed eastbound when a westbound vehicle with two occupants collided with the driver’s side of the trailer.

The driver of the westbound vehicle sustained critical injuries and was airlifted to hospital. Neither the passenger nor the truck driver were injured.

Following the collision, the highway remained closed in both directions for about two hours as emergency services personnel worked at accident scene.

The collision remains under investigation by Trans Canada East Traffic Services (Revelstoke), and anyone with related information who has not spoken with police is asked to call TCETS at 250-344-2221 and quote file 2020-567.

Source of this article and other great articles
(Read More... | Score: 0)




ATA warns of potential disruptions after DHS cross-border decision
Trucking News


Drivers no longer able to register for expedited travel through the border in New York.

Backups and slowdowns for trucks moving between New York state and Canada could soon result from a decision by the Trump administration to no longer enroll or renew New York-licensed drivers in its Free and Secure Trade (FAST) program, according to the American Trucking Associations.

Initiated after 9/11, FAST allows expedited processing for commercial drivers who have completed the necessary background checks and is open to truck drivers from the United States, Canada and Mexico. It is one of four Trusted Traveler Programs (TTPs) meant to speed cross-border movement among the three countries.

However, under a decision by the U.S. Department of Homeland Security (DHS), residents of New York state are no longer eligible to enroll or renew their registrations TPPs, including FAST. The decision, issued on Wednesday, is in response to a law enacted last year in the state allowing individuals to obtain driver’s licenses regardless of their immigration status.

According to a letter from DHS Acting Secretary Chad Wolf to the New York State Department of Motor Vehicles (DMV), because the New York law prevents DHS from accessing the state’s DMV records to determine if a TTP applicant is eligible, “New York residents will no longer be eligible to enroll or re-enroll in [Customs and Border Patrol’s] Trusted Traveler Programs,” Wolf asserted.

According to DHS, almost 30,000 commercial truck drivers are enrolled in the FAST program at four New York-Canada ports of entry.

“While the immediate impact of this change is unclear, the longer it remains in place, the more the potential for issues at the border and our level of concern will increase,” the ATA said in a statement to FreightWaves.

“Commercial clearance programs like FAST are designed to make border crossings more efficient, and disruption to that will change traffic patterns at ports of entry, which may increase delays and congestion at the border. If drivers are prevented or dissuaded from using FAST lanes it will create delays and force CBP to compensate in order to keep traffic moving.”

Democrats in Congress pushed back against DHS as well, contending that the department was using invalid concerns about security to retaliate against New York state’s immigration policies.

“To be clear, applicants already submit their passport, proof of residence, and fingerprints – and submit to a background check and interview. A driver’s license is not even required to apply,” said Rep. Bennie Thompson, D-Miss., Chairman of the Homeland Security Committee, in a statement.

“Trusted Traveler programs exist to improve security and travel efficiency, and barring access for millions of Americans will only undermine those goals. Congress needs to respond to this abuse of power — we will not stand by while this Administration repeatedly plays politics with our homeland security.”

Source of this article and other great articles

(Read More... | Score: 0)




Trump’s ‘new NAFTA’ deal seen as a positive for cross-border trucking activity
Trucking News
vehicles at border crossing

USCMA, which replaces the 1994 North American Free Trade Agreement, is expected to spur investment in Mexico and help bolster cross-border freight movement.

Out with the old, and in with the new.

The 25-year-old North American Free Trade Agreement has been scrapped and replaced with an updated trade pact between the U.S. and North American neighbors Canada and Mexico. Congress ratified the pact and President Donald Trump signed it into law late last month.

Simply dubbed the United States-Mexico-Canada Agreement (USMCA), the deal is largely seen as a positive for U.S. truckers and for cross-border freight movement — in large part by ending the lingering uncertainty surrounding trade with North American trade partners Canada and Mexico since negotiations began in 2017.

“Perhaps one of the most important things with USMCA is we’re going to avoid irrational tariff activity that could significantly disrupt freight movement at both borders,” says Kenny Vieth, president and senior analyst at ACT Research. The deal “makes tweaks to the existing paradigm,” rather than opting for a “whole new way of doing business,” he says.

In 2018, the most recent year for cross-border freight data, trucks moved $772 billion in goods between the U.S. and Canada and Mexico, according to the Bureau of Transportation Statistics. That cross-border truck freight movement only stands to benefit from the new deal, says Bob Costello, chief economist at the American Trucking Associations.

“It’s not going to add freight volume overnight,” says Costello, “but in the long-run it will not only add to freight volume in North America, it will help keep freight here.”

One of the chief accomplishments of USMCA, says Costello, is updating NAFTA to prevent the trade pact from going stale. “My concern prior to USMCA was, if we don’t have a modern trade agreement with our two largest trade partners, you could see some of that production leaving North America and going other places,” such as southeast Asia, he says. “If that were to happen, you would not get the truck freight movement across the border like we’re getting today.”

Additionally, the lingering trade dispute between the U.S. and China has spurred greater investment in manufacturing in Mexico, says Jason Seidl, managing director of airfreight and surface transportation at investment firm Cowen Inc. The USMCA deal will spur even more investment in Mexico, says Seidl, likely creating more cross-border freight activity.

Lastly, the USMCA deal retains the cross-border program instituted by NAFTA that allows Mexican-domiciled carriers to obtain operating authority in the U.S., which allows them to operate outside of the commercial border zone.

Though the deal includes provisions to allow the U.S. DOT to cap the number of Mexican carriers who receive authority or put a moratorium on granting authority to Mexican carriers, the annex only allows U.S. regulators to do so if they “determine that limitations are required to address material harm or the threat of material harm to U.S. suppliers, operators, or drivers,” according to the annex text.

The Office of the U.S. Trade Representative (USTR) says no such material harm or threat of harm exists currently.

USMCSA retains the prohibition on Mexican carriers hauling freight between points in the United States. All loads must be cross-border loads.

The pact awaits approval by the Canadian government but has been ratified by Mexico and the U.S.

Source of this article and other great articles

(Read More... | Score: 0)




Altruck wins top International Truck honor
Trucking News

KITCHENER, Ont. — Altruck International Truck Centres has won the International Truck Presidential Award.

The award, introduced in 2018, honors the top International dealerships that achieve the highest level of performance in a number of benchmarks, including customer satisfaction.

“This award is the highest honor an International dealer principal can achieve from the company,” said Mark Belisle, senior vice-president of distribution at Navistar.

He said Altruck is one of only 14 dealerships in the U.S. and Canada, which has earned this recognition in 2019.

“This award is a great honor for everyone at Altruck because it recognizes all the hard work and professionalism we bring to customers in the Ontario area,” said Ryan Kirby, dealer principal.

“Everyone at Altruck is dedicated to providing an outstanding customer experience.”

Altruck, a division of Kirby International Trucks, is a full-service International dealership serving customers in six locations across Ontario.

Source of this article and other great articles

(Read More... | Score: 0)




5 Canadian Fleets Named TCA 20 ‘Best Fleets to Drive For’
Trucking News

OTA/CTA members Bison Transport, Challenger Motor Freight and Transpro Freight were named part of the 2020 Best Fleets to Drive For by the Truckload Carriers Association, in partnership with CarriersEdge.

The Best Fleets contest is based on driver surveys and interviews conducted by CarriersEdge and seeks to recognize for-hire trucking companies that provide the best workplace experience for drivers. To be considered for the program, fleets must operate at least 10 trucks and be nominated by one of their company drivers or owner-operators. The carriers were then evaluated on various categories, including compensation, benefits, performance management, professional development, advancement opportunities and more.

The other Canadian carriers to make the list were Fortigo Freight Services and Wellington Motor Freight.

Two overall winners — in small and large fleet categories — will be named during TCA’s annual convention March 1-3 in Orlando, Florida.

The full list of the 20 Best Fleets to Drive For are:

  • American Central Transport — Kansas City, Missouri (No. 247 on the CCJ Top 250)
  • America’s Service Line — Green Bay, Wisconsin
  • Bison Transport — Winnipeg, Manitoba
  • Boyle Transportation — Billerica, Massachusetts
  • Central Oregon Truck Company — Redmond, Oregon
  • Challenger — Cambridge, Ontario
  • — Etobicoke, Ontario
  • Fremont Contract Carriers — Fremont, Nebraska
  • FTC Transportation — Oklahoma City, Oklahoma
  • Garner Trucking — Findlay, Ohio
  • Grand Island Express — Grand Island, Nebraska
  • Halvor Lines — Superior, Wisconsin
  • Load One Transportation & Logistics — Taylor, Michigan
  • Motor Carrier Service — Northwood, Ohio
  • Nussbaum Transportation Services — Hudson, Illinois
  • Prime Inc. — Springfield, Missouri
  • Thomas E. Keller Trucking — Defiance, Ohio
  • TLD Logistics Services — Knoxville, Tennessee
  • Transpro Freight Systems Limited — Milton, Ontario
  • Wellington Motor Freight — Aberfoyle, Ontario
(Read More... | Score: 0)




Big Story of Today

There isn't a Biggest Story for Today, yet.


Old Articles

Thursday, February 06
· Illinois officials warn drivers about 10 month interstate closure
· Refrigerated carrier to close for good by end of month
· Trucker in hospital after being shot in his truck in Mayerthorpe, Alta.
· Testing of e-documents for dangerous goods shipments underway
· Penner International To Keep On Trucking Under New Leadership
· Annual private fleet survey open for input
Wednesday, January 29
· Watch for autonomous trucks being tested in Texas, NM
· Annual Roadcheck inspection May 5-7; focus on drivers
· Canadian truck driver who shares last name with Iranian general says he can'
· Ford recalling nearly 90,000 pickup trucks in Canada over tailgate issue

Older Articles


Information


(USA) State-by-State Idling Regulations



Google





Facebook and Twitter


TruckstopCanada.ca on Facebook
TSCA on Facebook

TruckstopCanada.ca Twitterfeed
TSCA on Twitter



 


©2005-2016 | www.truckstopcanada.ca | All Rights Reserved.
All articles posted are credited with publisher's website and sources.

Powered by ExpediterWorld.com®


 

Our Keywords:
Driver, Drivers, AZ Driver, AZ Drivers, Class A, Class A, Class AZ, Class AZ, CDL, Driving School, Driving Schools, Trucking School, Trucking Schools, Truck Driver Training, Training, Newbie, New Driver, Learning, South West Ontario, SW Ontario, Southern Ontario, Information, Research, Air Brake, Diesel, Freightliner, Volvo, Mack, Pete, Peterbuilt, International, Sterling, Truck Driving Forum, Truck Driving Forums, Company Information, Question, Questions, Answer, Answers, Questions and Answers, Questions & Answers, Canadian Truck, Canadian Truckers, Canadian Truck Stops, Trucking Canada, Kitchener, Tractor, Trailer, Tractor Trailer, Van, Vans, Flatbed, Flatdeck, Refrigerated, Refer, Reffer, Regional, Local, Regional Trucking Jobs, Local Trucking Jobs, Linehaul, Driving Jobs, Transport Drivers, Transports, Transportation, Truckstop, Semis, Trucks, Heavy Hauling, Trailer, Long Haul, Hours of Service, Regulations, Truck Shows, Transport, Driving, chatroom, Live Chat, Highways , 18 wheelers, Truck photographs, dumpsters, wreckers, roadside cafes, truckers rest areas, logistics, distribution, truckstop news, big rigs, Chat, Photo gallery, airfreight, trucknet, driver jobs, recruitment, insurance, owner operator