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Lack of training to blame
B.C.'s Transportation Ministry is reviewing the Class 1 training program
Trucks have been crashing into overpasses on B.C.'s highways with surprising regularity.
semi-truck driving south on Highway 1 in Langley collided Tuesday into
the Glover Road overpass, causing a two-hour lane closure.
In Dec. 2017, a truck slammed into the 152 Street overpass on Highway 99, affecting nearby businesses. In July 2017, a pedestrian overpass in Burnaby collapsed after being hit by a dump truck.
There's no standard for training truck drivers, says the head of the B.C. Trucking Association.
the individual who was driving didn't understand the dimensions or the
structure of the load and how it related to the infrastructure around
them," CEO Dave Earle said about Tuesday's collision.
trained drivers are ill-equipped for navigating perilous highways,
causing accidents that snarl traffic, drain resources and require costly
"When things go wrong, they go very wrong," Earle said.
Some training courses don't 'cut it'
a semi-truck requires a Class 1 licence, which involves holding a Class
5 or 6 licence, passing a knowledge and road test, completing air-brake
training and undergoing a driver record screening.
To prepare for the tests, drivers can go through an array of driving schools that offer different curricula.
The most rigorous programs offer a blend of theory and up to 100 hours of on-road training.
"In other circumstances, the individual goes through a two- or
three-day course, writes the knowledge test, passes the road test and
they're on the road the following week," Earle said.
"That's just not going to cut it."
ICBC increasing retest waiting times
That's assuming the driver passes their road test the first time.
Jan.1, 2015 and June 12, 2018, the average pass rate for Class 1 road
tests was roughly 53 per cent, according to ICBC data.
As of June 25, ICBC is increasing its Class 1 retest waiting times.
who fail their road test the first time will wait two weeks, instead of
one week, before retesting. Those who fail the test twice or more must
wait 30 days instead of 14 days.
The change is meant to encourage drivers to better prepare and to free up appointments, said ICBC spokeswoman Lindsay Olsen.
Earle said most drivers don't have access to trucks to practice. And
there's no requirement for the individual to practice more, he said.
Class 1 training program under review
Transportation Ministry is reviewing the Class 1 training program, which
it says is consistent with all Canadian jurisdictions except Ontario.
Ontario implemented a new commercial driving training program in 2017 that mandates at least 103.5 hours of instruction.
B.C. will review the recommendations before deciding on improvements.
Transportation Ministry said overpass collisions are uncommon given the
hundreds of oversize loads that move across the Lower Mainland every
It said collisions happen when drivers don't secure an oversize permit or fail to follow prescribed routes.
Source of article click here : CBC NEWS
1 dead as truck and semi collide on bridge near Brooks
Highway 36 near Range Road 160 reopened about 5 p.m. Saturday
Highway 36 south of Brooks, Alta., was closed for several hours after a fatal crash near the hamlet of Scandia.
At around 4:30 a.m., RCMP say a semi-trailer collided with a pickup truck on the bridge crossing the Bow River.
One person was declared dead and another was transported to hospital with minor injuries.
truck leaked diesel fuel into the river, which delayed the reopening of
the highway, as fire departments worked to block the river flow with
booms. It is not known exactly how many litres of diesel leaked into the
Highway 36 near Range Road 160 was closed for
several hours while the truck and trailer were cleared from the bridge,
which was expected to reopen about 5 p.m.
RCMP are investigating the cause of the collision.
Source of article click here : CBC NEWS
Prime Trucking failed to protect female driver from sexual harassment, federal a
Springfield-based Prime Trucking, Inc., one of the nation's largest trucking companies, is being sued by a federal agency.
failed to take adequate steps to prevent a female truck driver from
being sexually harassed, said a news release from the U.S. Equal
Employment Opportunity Commission, which filed a lawsuit in federal
A request for comment left with Prime was not returned by press time.
lawsuit alleges that Prime continued to let independent contractor
driver Eric Weekley drive with its employees after knowing he had
sexually harassed a female trainee driver — without warning the
employees about his past harassment.
stopped using Weekley as a trainer after the company found out that he
sexually harassed at least one female driver trainee, the lawsuit says.
Weekley continued to work as a contractor for Prime and his overall pay
was unchanged, the EEOC says. He became a co-driver with another female
Prime employee, Melinda Huerta, in October 2016.
The trucking company did not warn Huerta about
Weekley's past conduct or tell Weekley that he must not harass Huerta,
the EEOC says.
Weekley continually talked about sex
in graphic and violent terms during the six weeks that Huerta and
Weekley were co-drivers, and he told her she would lose her job and
commercial driver's license if she reported his behavior, the EEOC
The lawsuit includes specific comments
that Weekley allegedly made to Huerta, which started as soon as they
were on the road together.
Weekley showed Huerta
pictures he had surreptitiously taken of another woman in his truck as
she was climbing into the top bunk, the lawsuit says.
He allegedly repeatedly made explicit comments about wanting sex, such as: "I could f*** your brains out."
Huerta repeatedly told Weekley that his sexual comments were not welcome, according to court documents.
allegedly told Huerta that he had been arrested for rape and was under
investigation for the death of his wife. He also said he had been caught
with a gun in his truck, the lawsuit says.
The lawsuit says Weekley tried to control Huerta by refusing to give her time to take care of personal needs or shower.
weeks, Huerta was afraid to report Weekley to Prime, the suit says,
because she feared for her safety and was worried that she would be
After Huerta reported Weekley's harassment to Prime, she was not immediately placed on another truck, the lawsuit says.
"missed significant work and lost income" before she was placed on
another truck and her position was "downgrad(ed)," the EEOC alleges.
employs more than 2,000 people, the release said. It provides
truck-freight services to customers in Mexico, the United States and
James R. Neely Jr., director of the EEOC’s St. Louis District, invoked the #MeToo movement in a statement about the lawsuit.
harassment in the workplace is not new, but in this age of #MeToo, no
company can bury its head in the sand and pretend it isn’t happening,"
Neely said in a statement. "Employers must take steps to protect their
workers from this sort of inexcusable misconduct.”
G. Baran, regional attorney for the EEOC's St. Louis District said all
employers have an obligation to take steps to prevent sexual harassment
in the workplace.
"When employers fail to take
those steps, they fail all their workers and enable a cycle of abuse and
sexual harassment to continue," Baran said.
EEOC is asking for the court to order Prime to institute policies and
programs that provide equal employment opportunities for female workers.
It's also asking for Prime to provide Huerta back pay and benefits with
interest, compensation for losses related to emotional distress and
punitive damages for its conduct.
EEOC says it filed its lawsuit after Prime and the federal agency
failed to reach a resolution through a conciliation process.
Source of article click here : News-Leader
New carrier connected to Humboldt incident being carefully monitored
CALGARY, Alta. – One of the drivers and trucks from the carrier
involved in the Humboldt Broncos bus collision is operating under a new
numbered company, according to Alberta Transportation.
Though the lone driver currently employed by the numbered company is
not the individual who was involved in the incident that claimed the
lives of 16 people and injured 13, Alberta Transportation is keeping a
close eye on the carrier.
“Alberta Transportation did its due diligence by immediately
suspending the numbered company’s Safety Fitness Certificate (SFC) until
the company could demonstrate it was in full compliance with all
commercial transportation safety legislation,” read a statement released
by Alberta Transportation. “Once the carrier demonstrated that it was
in compliance Alberta Transportation had no legal grounds to maintain
the suspension and the suspension was lifted on June 1.”
Conditions have been attached to the SFC of the numbered company, and
a follow-up audit will be conducted over the next three months.
Graeme McElheran, director of communications for Alberta Transportation, told Truck West
it is important to understand that the suspension of Adesh Deol
Trucking, the company involved in the Humboldt Broncos bus collision,
applies to the carrier’s SFC, not to any individual involved with the
company or its assets.
“While the carrier’s SFC remains suspended,” said McElheran, “there
is nothing stopping any of the people involved with the company from
seeking employment elsewhere.”
However, if a carrier’s SFC is downgraded to unsatisfactory, all
owners, directors, and stakeholder of the company are prohibited from
applying for a new SFC for a period of six months. And if the SFC is
suspended, and the owners, directors, and stakeholders attempt to
operate another company, Alberta Transportation will investigate their
roles with the new carrier.
“They might work for another carrier, but if they are found to have
executive or management roles, Alberta Transportation may suspend,
downgrade, or apply conditions to the carrier’s SFC,” said McElheran.
The Alberta government will be monitoring the new numbered carrier’s
profile on a regular basis over the next three months to see if any
events are added by authorities when conducting inspections and roadside
enforcement to ensure compliance.
Taking all matters of road safety seriously, McElheran said Alberta
Transportation is in process of reviewing driver training polices.
“Alberta Transportation has been reviewing several of its policies
and regulations for commercial carriers as a matter of due diligence to
address concerns and enhance road safety,” he said. “These reviews
include mandatory driver training, enhanced pre-entry requirements for
new companies, and the safety of intersections across Alberta.
“Like millions of Canadians and people around the world, we were
deeply saddened by the tragedy in Saskatchewan involving the Humboldt
Broncos, and we extend our condolences to the families and friends of
the victims of this heartbreaking incident.”
Source of article click here : Truck News
Ontario truck blitz results improving
NIAGARA FALLS, Ont. – “If a proper pre-trip is done, 90% of the stuff I find doing roadside inspections should be caught.”
That was the blunt message delivered by Const. Pat Martin, an officer
with the Ontario Police Commercial Vehicle Committee (OPCVC), who was
speaking June 14 at the Private Motor Truck Council of Canada’s annual
conference. He was joined by Staff Sgt. Mike Hinsperger of the same
organization to discuss road safety and inspection blitzes.
Last year, said Hinsperger, the police agencies making up the OPCVC
conducted blitzes that included 1,837 commercial vehicle inspections,
resulting in 1,574 charges and a startling 40% out-of-service rate.
However, Hinsperger noted these are targeted inspections, so the high
OOS rate doesn’t mean as much as the better rates resulting from
Officers Pat Martin (left) and Mike Hinsperger gave PMTC delegates a talk on road safety.
“I have to throw a grain of salt in there,” he said of the results.
“The type of enforcement we are doing is very subjective. When our
officers see three trucks going down the road and one is a brand new
Peterbilt and the other is a 1991 International Binder with parts
falling off it, which one do you think we’re going to bring in for
inspection? Yes, it’s a high out-of-service rate, however that
out-of-service rate represents those vehicles we brought in for
The good news is, 2018 results have improved so far, after about 12 years of consistently high OOS rates.
“The 2018 results we’ve been seeing have been vastly improved over
what we have seen in the past,” Hinsperger said, noting they’ve been in
the 22-28% OOS range at the blitzes conducted this year. “Hopefully
we’ll see that trend continue.”
The most common defects found at these blitzes tend to be brakes that
are out of adjustment, as well as load securement. Other issues that
come up include: defective steering; unsafe trailers; cracked frames;
defective tires; loose wheel fasteners; expired inspection reports; and
false logbooks. But many of the mechanical items should be discovered
during a proper pre-trip inspection, the officers noted.
“Loose wheel fasteners consistently come up,” said Hinsperger.
“Drivers should be doing a thorough inspection of the vehicle before the
vehicle goes on the road. How preventable is a loose wheel fastener?
I’d say very.”
After highlighting a number of commercial vehicle violations Martin
and Hinsperger have encountered in the field, the session moved to a
question and answer format. PMTC delegates had plenty of questions about
distracted driving, which Hinsperger said is now the number one cause
He said there were nearly 65,000 crashes on Ontario’s 400-series highways in 2017, with most of them involving distraction.
“Distracted driving has surpassed impaired driving as the number one cause of collisions,” said Hinsperger.
“From what I see every day, it is a huge problem,” Martin agreed.
While the Highway Traffic Act doesn’t specifically address distracted
driving, the enforcement officers pointed out careless driving charges
can be laid if a driver is distracted. And it doesn’t have to be by a
“Say a person lost control drinking coffee or tuning the radio or
reaching to pet a dog. Is that distracted driving? It’s called careless
driving and that is the investigation avenue we will take,” Hinsperger
Drivers can help roadside interactions with enforcement officers go more smoothly by being organized.
“The biggest thing for me is documents,” said Martin. “Are they in a
nice folder? If a guy is looking under his seat for his pre-trip, that’s
a big indicator for me that maybe I upgrade to a Level 2 or Level 1
inspection. If everything is in order, off he goes.”
Hinsperger urged fleets to make it easier for drivers to do their
pre-trip inspections, by taking advantage of available tools such as
pushrod stroke indicators, which make their jobs easier.
“Let’s make the job as easy as possible for the drivers,” he said.
“It’s going to improve the safety of your trucks. Put things like
tattletales on the pushrods so a driver can recognize quickly if it’s
coming out of adjustment.”
Source of article click here : Truck News
Afternoon Coffee: Trumps Hints at Separate Trade Deals with Canada and Mexico
With a renegotiation of the North American Free Trade Agreement by
the end of this year off the table, President Trump has signaled that he
now would prefer to negotiate separate bilateral deals
with Canada and Mexico rather than continue a three-country discussion,
the New York Times reports. The two countries have opposed the idea as
cumbersome and unnecessary.
Uber Freight has announced a new offering
that provides motor carriers with multiple trucks to more efficiently
manage operations and increase productivity, according to SupplyChain
24/7. Called Fleet Mode, the tool allows “carriers and their dispatchers
to find, book, and reassign the best loads for their team,” Uber wrote
in a blog post.
Riskmethods Intregrates with IntegrityNext
Supply chain risk monitoring provider riskmethods announced Tuesday it had added new sustainability and compliance features through an integration with IntegrityNext,
according to a press release. The add-on helps companies to adhere to
international standards such as UN Global Compact, OECD, ISO, GRI and more.
“The Risk Intelligence Add-on based on IntegrityNext allows us to
extend our risk coverage within the area of sustainability and
compliance with risk indicators such as anti-bribery, environmental
protection, human rights and labor, health and safety, quality
management, conflict minerals and cyber security,” said Heiko Schwarz,
founder and managing director of riskmethods. “We’re also excited about
the real-time social media monitoring capability of IntegrityNext, which
monitors public opinion and sentiment of supply chain actors, a
critical reputational risk to companies.”
And finally, a trade update: Mexico has hit back
against the Trump administration’s steel and aluminum tariffs with its
own set of duties on a variety of products, Reuters reports. Mexico’s
list included a 20% tariff on U.S. pork legs and shoulders, apples and
potatoes, as well as 20%–25% duties on types of cheeses and bourbon.
Source of article click here : Spend Matters
Titanium increases driver pay for a second time
BOLTON, Ont. – A second round of pay increases is coming to Titanium Trucking Services.
The company announced it will be increasing its rates for its
cross-border company drivers. The increase comes after owner-operator
rates were bumped Jan. 1.
Cross-border company drivers will now be making 60 cents/ mile for
flatbed, or $28/ hour for flatbed hourly, and 56 cents/ mile for van
mileage, and $25/ hour for van hourly.
The owner-operator rates were increased to 70% of revenue for van owners and 75% of revenue for flatbed owners in January.
Titanium COO Marilyn Daniel says the ability to attract strong
drivers affects the level of customer service the company is able to
“We recognize that our drivers are the backbone of our company,” said
Daniel. “We are able to deliver excellent customer service as a result
of our reliable, efficient and well qualified driver group. We are able
to attract and retain the best drivers because of our professional
culture of equity and respect.”
As part of its existing compensation package, Titanium offers a bonus
plan for safety and maintenance performance objectives and is the only
Canadian trucking company that offers a share purchase plan for all of
Source of article click here : Truck News
Daimler to open automated truck research center
Trucks demonstrated an autonomous truck in 2015, and says such tech has
a future in helping address the growing shortage of longhaul drivers.
Just not for awhile.
PORTLAND, Ore. – Daimler Trucks will create an Automated Truck
Research and Development Center at its North American headquarters in
Portland, Ore. – focusing on automated driving technology and its affect
on society and customers alike.
The new center builds on the company’s established research and
development presence, and will be at Swan Island, where a full-scale
truck wind tunnel can already be found. The High Desert Proving Grounds
are also nearby in Madras, Ore.
North American engineers will tap into company resources from other
Daimler locations in Stuttgart, Germany and Bangalore, India, leveraging
experience from other divisions including work on passenger cars,
Daimler Trucks says. Research and development on automated trucks will
also be expanded in Germany.
The new center is part of Daimler plans to invest more than $3.8
billion (CDN) in research and development during 2018 and 2019, and $758
billion earmarked for e-mobility, connectivity and automated commercial
“This center of excellence is part of our global innovation network
and supports the Daimler Trucks ethos of rigorously testing new
technologies, ensuring systems are developed safely and functionality is
fully validated before it is released to customers,” said Sven Ennerst,
head of truck product engineering, global procurement, and Daimler
While Daimler Trucks says it doesn’t expect series-produced
driverless trucks in the near future, it sees the technology as an
eventual way to help keep up with freight demands and a dropping number
of longhaul drivers.
The center will focus on all aspects of development, testing and
validation around software, sensors, machine learning, and simulation,
as well as adapting base vehicle platforms.
“We are again aiming for a fully integrated, proven Daimler solution
that will provide the best tool for our customers’ needs,” said Roger
Nielsen, president and CEO of Daimler Trucks North America. “We can
accomplish this with a combination of vehicle road testing over millions
of miles around the globe and advanced simulation. The global
collaboration that takes place among research and development teams at
Daimler extends to vans, buses and passenger cars, and each advancement
is a building block for the future of automated vehicles.”
The announcement builds on several innovations around autonomous vehicles. The Freightliner Inspiration Truck was
the first autonomous commercial truck to drive a U.S. public highway,
during demonstrations in 2015. Today’s Detroit Assurance 4.0 safety
systems, meanwhile, are expected to be the foundation for increasingly
The company has also demonstrated platooning –
electronically paired trucks that tightly follow each other in the name
of improving aerodynamics. Using tools such as radar and camera
sensors, vehicle-to-vehicle communications, and Advanced Driver
Assistance Systems braking, trucks are kept in the center of their
lanes, while vehicles to the rear respond in less than 3/10 second to
braking by the lead truck.
Source of article click here : Today's Trucking
Pilot programs aim to increase gateway efficiencies for truck drivers
VANCOUVER, B.C. – A pair of pilot programs will move forward to help
productivity outcomes for the drayage sector and improve gateway
Following collaboration between the Vancouver Fraser Port Authority,
Transport Canada, the B.C. Ministry of Transportation and
Infrastructure, and the Office of the B.C. Container Trucking
Commissioner (OBCCTC), the programs were effective June 1 and will run
to Dec. 31.
The programs include the normalization of truck reservation fees at
$35 for all appointments at GCT Deltaport and GCT Vanterm, as well as
pre-gate operational efficiencies for truckers at GCT Deltaport.
The normalized truck reservation fee pilot program is aimed at
increasing productivity within a driver’s operating hours, providing
operational autonomy to trucking companies, improving capacity
utilization, and mitigating barriers for increased double-ended
Container truck drivers will also no longer be required to enter
their appointment number when arriving at the GCT Deltaport vehicle
access control system gate for the duration of the pilot program, as the
practice has been identified as redundant.
“Reduced idling and truck trips on lower mainland roads translate to
reduced road congestion and lower overall emissions in the Vancouver
Gateway,” said Peter Xotta, vice-president of planning and operations at
the Vancouver Fraser Port Authority. “Our joint efforts will go a long
way to supporting livability in our region.”
B.C. Trucking Association (BCTA) president and CEO Dave Earle said he is eager to hear feedback on the pilot programs.
“Our goal is to advance the stability and efficiency of the drayage
sector,” said Earle. “We will be closely examining data from the trials
to inform improved outcomes for our members.”
“Our truck reservation and extended night gate program maximizes the
use of the existing port infrastructure,” added Eric Waltz, president of
GCT Canada. “By piloting this next iteration in our reservation system,
we are responding to the drayage community’s request to increase
operational flexibility, and seek to eliminate bunching at the start of
night gate shifts caused previously by the differentiated rates.”
Trucking HR Canada launches new report on recruiting Indigenous People
OTTAWA, Ont. – Trucking HR Canada has launched its new report Indigenous Recruitment & Retention: A Roadmap for Canada’s Trucking and Logistics Industry, to support industry employers in their efforts to better attract and retain Indigenous employees.
The number of Indigenous workers in the trucking and logistics
industry continues to remain well below the average for the Canadian
workforce, Trucking HR Canada says. Yet, they represent a significant
untapped labor pool. Employers in the trucking and logistics industry,
as well as other like-minded industries in Canada, have achieved
important business benefits by successfully hiring Indigenous peoples.
Their experience shows that success will come from being intentionally
inclusive in their recruitment and retention practices.
Trucking HR Canada engaged with Indigenous communities and
interviewed trucking and logistics employers to better understand their
perspective on the industry and the opportunities and barriers that
exist for recruitment and retention.
The report highlights the findings from the interviews as well as
practical steps to support more diverse recruitment and retention
efforts. The report provides a roadmap for community outreach,
recruitment and hiring, orientation and onboarding and a section on
available training resources.
“Indigenous peoples are the fastest growing demographic in Canada. In
light of the current labor shortages industry employers are facing,
implementing innovative recruitment and retention initiatives to reach
out to these communities is not only the right thing to do, it is a
business imperative,” said Angela Splinter, CEO of Trucking HR Canada.
At a time where the driver shortage is top-of-mind for all trucking
and logistics employers, this practical resource can support those
interested in attracting, recruiting, and retaining workers from largely
untapped labour pools.
To download your free copy of the Indigenous Recruitment & Retention Roadmap, click here.
Source of article click here : Truck News
25-tonne concrete slab falls off truck, blocks lanes on Highway 10
2 out of 3 lanes are blocked, causing traffic jams on the highway and on the Champlain Bridge
A slab of concrete weighing 25 tonnes fell off an 18-wheeler
truck and onto Highway 10 heading toward Montreal Monday morning,
blocking two of three lanes.
Transports Québec says it happened
near exit 9, for the Bell Sports Complex and the CN train line. Crews
are on site to remove the piece of concrete.
Transports Québec and Quebec provincial police are looking into how the cargo became untied from the truck carrying it.
Québec said the slab was to be used in the construction of the new
Champlain Bridge. The work site for the new bridge is not far from where
the incident occurred.
There is a significant amount of traffic on the highway and the Champlain Bridge as a result.
Source of article click here : CBC NEWS
Police hunt for fatal hit and run suspect, release footage of pickup truck fleei
Toronto police have released surveillance footage of a pickup
truck involved in a fatal hit and run in the city's west end that left a
50-year-old woman dead.
Police were called to the scene in the
Briar Hill Avenue and Dufferin Street area at 3 p.m. Monday, when a
Dodge Ram pickup truck travelling northbound struck the woman, leaving
her lying in her the roadway.
Police earlier said a witness described the driver as a male in his 30s, wearing a construction vest.
a news release Tuesday, police say the driver of the vehicle stopped
his truck briefly and approached the woman. After a brief conversation,
the driver got back into the truck and fled at what police say was a
"high rate of speed" through a residential area.
Video footage shows a grey four-door truck fleeing from the scene after stopping for just
The woman was rushed to hospital with life-threatening injuries and died shortly afterward.
are now asking for the public's help in tracking down the driver and
the vehicle. They say the pickup may have sustained damage to the front
Police want body shops or parts suppliers contacted for repairs to contact investigators.
with security camera footage from the time of the incident on Stayner
Avenue, Locksley Avenue, Risa Boulevard, Times Road an Briar Hill
Avenue, is requested to contact police, along with anyone with dash-cam
footage from Dufferin Street between 2:45 p.m. to 3 p.m.
Source of article click here : CBC NEWS
Ontario Trucking Association says low barriers to enter industry puts safety at
Joint safety blitz between MTO and OPP called 'Operation Corridor' began Wednesday
"Operation Corridor" began today on the province's major trucking routes.
The president of the Ontario Trucking Association supports this
week's joint MTO-OPP safety blitz on trucks, but thinks stricter
regulations are required to truly improve road safety.
'Operation Corridor' safety blitz began with a statement from OPP that
there have been 25 fatal collisions involving transport trucks this year
— a 25 per cent increase from last year.
In total, 3,047 truck-related collisions have been reported in 2018.
driving behaviours and moving violations alone account for a large
number of transport truck-related crashes every year," said OPP Deputy
Commissioner Brad Blair.
"When other dangerous habits are thrown
into the mix such as failure to adhere to vehicle maintenance,
inspection and hours of service regulations as well as unsecured loads,
it then becomes a question of when, not if more lives will be lost in
serious transport truck collisions."
In an interview with Afternoon Drive host Chris dela
Torre, Ontario Trucking Association President Stephen Laskowski said
while enforcement blitzes "have their place," there are larger concerns
which need to be addressed.
"Is it too easy to enter our industry?
I think increasingly participants in our industry [and] the enforcement
community are saying probably the answer is 'yes,'" he said. "So if we
can make sure that companies ... understand the need for compliance, the
cost of compliance, how to manage compliance, that will assist in terms
of producing better safety results on the road."
Source of article click here : CBC NEWS
Riding in the ultra-efficient Starship truck
RAPHINE, Va. – Like something out of a sci-fi movie, the
AirFlow Starship initiative has produced a futuristic-looking rig that’s
been in the making for several years.
Beginning with a simple drawing by former driver and owner of AirFlow
Truck Company Robert Sliwa, the Starship, which is a joint venture
between AirFlow and Shell Rotella, has been tearing up the road for a
while now, and I recently had the chance to ride in the fuel-efficient
truck during the Shell Rotella SuperRig Roadshow at White’s Travel
Center in Virginia.
For those who haven’t yet heard of or seen the Starship, here is a
general breakdown of the truck: it employs an aerodynamic design to
minimize wind resistance (giving the truck its futuristic look), has an
active grill cooling system, low viscosity, used full synthetic Shell
lubricants, boasts an ultra-low RPM transmission (never surpassing
1,250), a 6×2 axle ratio configuration for lower weight, friction, and
better fuel efficiency, low roll resistant, single wide-base tires,
roof-mounted solar panels, predictive cruise control, regenerative
braking, and relies heavily on driver behavior for peak performance.
“If you put the wrong driver in this truck, they won’t get as good of fuel mileage,” Sliwa said during our ride along June 14.
This past May, the Starship made a cross-country trip from San Diego,
Calif., to Jacksonville, Fla., in an effort to showcase what the truck
is capable of, which Sliwa said is comparable to any big rig out there.
“Both Shell and I wanted to prove that this a real-world truck that
stops at truck stops just like everybody else,” said Sliwa. “I have to
do an ELD like everybody else…it’s a real-world truck that hauls
The truck was fully loaded during the trip, with a total gross
vehicle weight of 80,000 lbs., while the Starship’s freight ton
efficiency was measured by an on-board telematics system.
Riding in the Starship is like riding in many other tractor-trailer
combinations. With an automated manual transmission, shifting gears was
smooth and efficient, even while accelerating up to speed to enter the
The air conditioning cooling the cab was powered by the 5,000 watt
solar panel configuration on the roof, charging a 48 volt battery bank
on the tractor.
Sliwa said he started building trucks back in 1983, a time when
anything out of the ordinary in the trucking industry was not as
accepted as it is today.
He said his first truck seemed to get about 95% negative reactions from those who saw it.
The next truck, the BulletTruck, which he started in 2009 and
completed in 2012, was more accepted by the industry, but still there
were reservations by many.
“We took that truck from coast to coast and everywhere else hauling
real freight. Some guys really hated it and some guys really loved it,”
Sliwa said, adding that there was about a 50/50 split between the two
Sliwa said now with the Starship, some people still ask whether the
truck is an electric vehicle or some other alternative fuel offering,
even when he’s at a truck stop pumping diesel to power the truck’s
Cummins X15 engine.
“This truck seems to be about a 90-95% positive reaction,” he said.
Sliwa said historically trucking is a very conservative industry and
takes baby steps when it comes to change, and over the past five years
progression has been glacial. He said several OEMs know that the
Starship’s design is what is needed to help save fuel and put out a more
efficient truck, but fear of the unknown and potential challenges
selling a product like the Starship steers them away from the design.
Rolling down the highway at around 60 mph, I asked Sliwa how the
truck performs in adverse weather conditions as seen in Canada and the
Having driven through a snow storm in Nebraska, Sliwa said the
experience was no different than if he were driving any other truck, and
took the same precautions as the other drivers had.
He also drove in 75-mph cross winds north of Salt Lake City, Utah, and unlike some assumptions, the truck was sturdy.
“A lot of people contend that the truck will be less stable or tend
to blow over with full trailer skirts, but it’s really the reverse,” he
said. “If you didn’t have skirts and the wind was blowing 75 mph, it’s
only going to hit the top of the trailer and blow it over. When you have
the full skirts, it pushed it sideways.”
He also said the skirts eliminate splash and spray, an advantage for both the truck driver and others on the road around them.
The Starship does not have any traditional mirrors, which Sliwa said
can get dirty in adverse weather. The driver instead relies on a mirror
eye system, using cameras around the truck, which have their own boat
tails to help reduce any debris from inhibiting the view.
The cab was extremely roomy, with the bed having been removed and replaced with seats for the ride along.
No testing has been done on the Starship yet, even after its journey
from California to Florida. Sliwa said testing will come, but that is
the second phase of the Starship initiative.
All in all, other than the look of the truck, it rode much the same
as several other trucks I’ve been in. I did not get the chance to drive
the Starship, which of course means I am missing out on what driving the
truck would really be like when it comes to power, torque, and
But as Sliwa pointed out, trucks like the Starship represent the
future, and if the industry is going to embrace a more fuel efficient
vehicle, it just might catch on soon.
Source of article click here : Truck News
Highway 401 is a bad neighbour to rural municipalities, say mayors
investigate an accident on Highway 401 just east of Prescott Ontario
Tuesday Nov 28, 2017. A Quebec trucker was arrested early Tuesday
morning hours after two people were killed in a five-vehicle crash late
Monday on Highway 401. Four people were also taken to hospital after the
crash at about 10:30 p.m. Monday between Prescott and Highway 416, one
of them by air ambulance with life-threatening injuries. Tony Caldwell
A day after a bus crash near
Prescott sent dozens to hospital, mayors of rural municipalities
bordering the 401 say highway emergencies are costing their taxpayers
and exposing their residents to danger.
A 54-year-old passenger on the bus loaded with Chinese tourists died
of his injuries, Ontario Provincial Police said Tuesday morning. Other
victims remained in hospital with life-threatening injuries.
Mayors said their hearts go out to the victims and their families.
But at the same time, the incident has reignited questions of the strain
critical incidents place on the municipalities along the 401 corridor.
Among the costs they must shoulder with no or only partial
compensation from the province: road repairs due to heavy use while
traffic is being detoured from the 401 while a collision scene is
cleared and investigated.
Brett Todd, mayor of Prescott and vice-president of the Eastern
Ontario Mayors’ Caucus, says that whenever there is a detour from the
401, whether it's construction or a collision, the town's main street
becomes a "wall-to-wall traffic jam."
That places residents at risk, not only of injuries, but also because
firefighters and paramedics can't respond to calls in a timely manner,
he said. "When the 401 is closed, I don't sleep at night."
Mayors have been calling for 401 expansion for years without a serious response from the government, he said.
"It's really not a partisan issue here. We're all united in the fact
that we need to expand the 401. We just need to get Queen's Park to
listen to us."
Detours cause significant pressure on county roads used as detours,
said Ian McLeod, the mayor of South Glengarry and warden of Stormont,
Dundas and Glengarry.
Upper-tier roads, typically two-lane paved county roads constructed
to a higher standard, are designated as detour roads. "But anyone with a
GPS tries to find the quickest way back onto the highway," he said.
"We have trucks going on roads that are not designed for that. And
the substrate gets damaged. If we submit the costs to the province, we
won't get any compensation."
Rural municipalities are also called upon to provide service to calls
on Highway 401, whether it's a serious accident or a motorist whose
engine has overheated, he said.
About half of the calls are not compensated by the province, said
McLeod, who estimates the cost to his municipality is between $20,000 to
$30,000 a year. Calls for paramedics to the highway also take those
services away from taxpayers who have paid for those services, he said.
There is even the occasional case where a 401 crash ends up costing a
municipality money. In one example, a vehicle left the highway, went
through a fence and ended up on a municipal road, says McLeod. There was
no compensation from the province.
On another occasion, a fire truck on its way to a call in inclement
weather was involved into an collision and flipped into a ditch. The
fire truck was a writeoff and it cost $350,000 to replace it. A
volunteer firefighter on the truck has still not returned to work. The
province's response was to go to the municipality's insurer, said
A spokeswoman for the Ministry of Transport said the province
supports the funding of municipal roads and bridges in smaller
municipalities through programs such as the Ontario Community
Infrastructure Fund, which provides municipalities with a total of up to
$200 million a year to invest in infrastructure. The fund also
provides up to $100 million a year on application-based funding.
Municipalities are reimbursed for the cost of providing emergency
fire and rescue services on provincial highways owned by the ministry,
but the province does not pay for emergency services on municipal roads
as a result of detours. Municipalities can bill drivers directly for
emergency services, she said.
In March 2017, a 30-vehicle crash near Mallorytown east of Kingston
killed the driver of a tractor trailer and sent 29 people to hospital,
including 13 first responders who underwent decontamination after
hydrofluoric acid spilled at the scene. The 401 was closed for 30 hours.
Volunteer firefighters with the township of Leeds and the Thousand
Islands responded to the call. The municipality had to spend more than
$250,000 the replace breathing equipment and bunker gear because it was
contaminated, said Mayor Joe Baptista. The municipality was eventually
compensated, but only because it was a provincially significant
incident, he said.
Baptista said the firefighters were well prepared for the incident.
Although the municipality has fewer than 10,000 residents, it has its
own training centre.
"We are at the heart of three major transportation corridors. We have
rail, we have the 401 and we have the St. Lawrence River," said
Baptista. "The law of averages means eventually you'll have to deal with
a major incident."
In the wake of the spill, then-transportation minister Steven Del
Duca agreed to work with representatives of the Eastern Ontario
Wardens’ Caucus and the mayors’ caucus to improve the safety of
transporting hazardous goods.
Robin Jones, warden of the United Counties of Leeds and Grenville,
said the working group succeeded in getting stakeholders together,
including the province, Transport Canada and the Ontario Trucking
The group came to a consensus about seven recommendations, including a
study of high-risk factors that contribute to distracted and aggressive
driving and the potential for standardized training for drivers who
transport hazardous goods.
"The way of moving forward is to continue to build consensus and ways
to make the highway safer," said Jones. "I think it's doable. This
working group was unprecedented in the number of stakeholders that came
What would the parties do if they won?
• In their platform, the Progressive Conservatives say they will
"actively explore potential for high-speed rail and highway projects
including the potential of widening to six lanes Highway 401 to the 416
between Toronto and Ottawa."
• The NDP's platform commits to restoring and increasing the Ontario
municipal partnership fund, which is the main transfer to
municipalities. The NDP says this would allow communities to make
locally focused decisions on how best to improve roads in their
communities. The NDP would also bring winter road maintenance back into
• The Liberals say their platform increases annual funding to the
Connecting Links program by $30 million year. The program supports the
rehabilitation or reconstruction of municipal roads or bridges that
connect two ends of a provincial highway through a community.
Source of article click here : thewhig
Tremcar West now ABSA certified in Edmonton
EDMONTON, Alta. – Tremcar West’s Edmonton location has been certified
by the ABSA, the pressure equipment safety authority, to repair and
perform alterations on pressure vessels, as well as modifications on
Salvatore Tanzi has been appointed as Tremcar West’s propane
supervisor. Coming from Westcan Bulk, Tanzi has more than 26 years of
experience in the industry.
“We are dedicated to being a full tank service and parts facility,”
said John Sadoway, general manager for Tremcar West in Edmonton. “With
our experience in testing and servicing liquid tank trailers and trucks,
it was only natural to diversify our services to include pressure
vessel certification and repair. Mr. Tanzi’s knowledge and
professionalism is a great addition to our Tremcar West team.”
It can happen without warning – a previously unseen hazard makes itself known with tragic results.
For one Woodstock, Ont. driver, that happened when a routine
unloading turned deadly April 30. The 47-year-old was moving granite
countertops out of his truck at a Kitchener supply store when disaster
struck and he was crushed.
Details of how the incident came to pass are being closely guarded by
authorities until an Ontario Ministry of Labour investigation can be
completed, but the incident is hardly an isolated one.
For all the advertising governments do to promote safe practices in
the workplace, statistics on workplace safety can be difficult to
interpret. No national statistics exist, and those kept and curated by
provincial organizations vary.
five-year injury rate in British Columbia. The red line represents the
overall provincal workforce, while the blue line is the “general
trucking” catagory. Graphic provided by WorkSafe BC.
WorkSafe BC, the provincial workplace insurer for British Columbia,
keeps statistics by industry, but drivers can be classed in several
different occupational groups, and not every stat is available by those
individual groups. Ontario’s data sets often don’t include occupations
or industry subsectors at all, according to Ministry of Labour sources.
What is clear is that, when compared to the broader workforce, those
in the trucking industry face disproportionately high injury rates —
even after accounting for motor vehicle collisions.
According to data collected by WorkSafe BC, the injury rate for those
in the transportation sector is double the provincial average. The rate
for both groups has remained steady over the past five years, with just
2.2% of the province’s overall workforce facing injuries on the job.
But 4.4% of those in transportation experience on-the-job injuries each
In 2016, 1% of those classified as “general trucking” workers – those
not operating specialized equipment like log haulers or fuel tankers –
suffered serious injuries. That’s more than three times the 0.3% serious
injury rate of the overall BC workforce.
While the numbers may not seem like a lot, WorkSafe BC paid out more
than $94 million in claims to trucking industry workers in 2016. Nearly
$32.7 million of it went to those in the “general trucking” sector,
which also doesn’t include those employed as mechanics, warehouse
employees, or dock workers.
More than 1,000 short- or long-term disability claims (known as time
lost claims) were made in 2016. To be classified as one of these claims,
the injured worker must be off work for 10 or more days, requiring a
longer period to recover. This number includes fatalities.
These numbers don’t include other direct or hidden costs to
businesses associated with injuries, says WorkSafe BC spokesman Mark
When an injury happens, drivers and fleets know they’ll immediately
see costs associated with lost time and productivity, health expenses,
administration expenses, damages to property and equipment, and
replacement wages, but with each injury there is the potential for even
greater costs down the line.
The long-term costs of accidents are often the most expensive and can
be harder to measure. They range from an increase in insurance
premiums, to downtime associated with investigations, to the effect on a
fleet’s reputation, employee morale and retention. Not to mention the
impact on the injured themselves.
In the five years between 2013 and 2017, about 18 drivers were killed
during B.C. incidents not related to a motor vehicle crash. Of those
deaths, six were related to asbestos exposure and six were due to
complications from other long-term injuries sustained while working.
One unnamed driver died in 2014, two years after he was injured on
the job. His eventual death was the result of an accidental drug
overdose from opioids used to treat injuries obtained in a 2012
accident, highlighting some of the hidden consequences of workplace
While it’s easy to focus on the more serious injuries in the
workplace, smaller injuries can be just as costly as the big ones.
Between 2013 and 2017, WorkSafe BC recorded 5,521 serious and fatal
injuries – including those injured or killed as the result of a motor
vehicle crash – while it recorded more than 4,900 claims for smaller
Strains and sprains made up the majority of those claims, with a
total of 3,348. Those claims alone totaled nearly $70 million over five
years. Fractures came next, with 689 reported to the tune of more than
Some workplace accidents may be seen as just one of the costs of doing business, but does it have to be that way?
In that same five-year period, WorkSafe BC conducted more than 2,100
inspections on businesses classified under the general trucking banner.
Of those inspections, just 25% of inspected companies did not receive
some kind of warning, order, or follow-up for violations.
Most of these orders aren’t considered major violations. Just eight received warning letters or administrative penalties.
The most-issued citation was for not complying with a regulation that
requires employers to have the equipment and supplies to immediately
and adequately address first aid issues when they happen, and failing to
take the appropriate action. Eighty-five employers faced that.
In an Ontario Ministry of Labour blitz conducted in February 2011,
there were 1,089 workplaces inspected and 3,233 orders issued – an
average of three per workplace. Just 84 of those were serious enough to
warrant a “stop work” order.
The most frequently issued orders in that inspection were for failing
to maintain equipment and facilities in good condition, or not taking
reasonable precautions to protect the health and safety of workers.
Ministry analysts said the majority of these violations happened
during loading and unloading on docks, when safe practices weren’t
observed, including failing to ensure vehicles were stopped and properly
“This indicated shipping and receiving areas and related equipment
may not be regularly inspected and maintained by the employer,” the
ministry report said.
Trucks and trailers need to be immobilized before loading or
unloading begins to prevent them from moving in any direction –
including against the dock, which could lead to injuries or deaths due
to falls, or being pinned if the truck does move.
Of the 15 workers who died while working in a shipping and receiving
area from 2000-2010, most were pinned by a vehicle that moved when it
wasn’t supposed to. In these cases, being pinned between a truck and
dock, a truck and trailer, or two forklifts proved tragic.
Workers also died after being struck by falling or improperly secured items during the loading and unloading process.
Citations during the blitz were also frequently issued for failing to
provide workers with information, instruction and supervision to
protect their health and safety.
Training in material handling is key for all workers when it comes to
loading and unloading, according to the Ontario Ministry of Labour.
It’s something that may reduce the chance for catastrophes like the one
Source of article click here : Today's Trucking
Class 8 orders remain strong in May: FTR
BLOOMINGTON, Ind. – Preliminary North American Class 8 orders
for May were strong according to analysts at FTR Transportation
The forecasting company reports preliminary North American orders
sitting at 35,200 units last month, falling slightly below the six-month
average of 40,000 units per month – volumes never before seen in the
Although the numbers were lower than they have been, orders still
exceeded expectations as fleets try to keep up with huge freight
North American Class 8 orders for the past twelve months have now totaled 386,000 units.
FTR vice president of commercial vehicles Don Ake says the capacity crunch is the tightest the industry has ever seen.
“Long-time veterans in this industry are saying this is the best
freight market they have ever seen. Fleets cannot add capacity fast
enough and as long as the economy and manufacturing are going great,
this capacity crisis will continue.”
Ake indicated a shortage of truck parts has been holding up
deliveries, exacerbating the situation and leading fleets to grab every
available build slot in an attempt to get more trucks before the end of
Delivery dates for orders are starting to spill over into the early months of 2019.
“It is a red-hot market.”
Source of article click here : Truck News
Two new container port programs test trucking efficiency
pilot programs launched this month at Vancouver and Delta container
ports aim to increase trucking productivity and efficiency.
As of June 1, truck appointments with Global Container
Terminals Canada (GCT Canada) will be $35 at all hours, down from $50.
The program will run at GCT Deltaport and GCT Vanterm until December 31,
In Delta, container truck operators will no longer be
required to enter an appointment number upon arrival at the vehicle
access gate. The change eliminates a redundant step in the arrival
process and will speed up truck turn times, which GCT Canada says are
already at industry-leading lows.
“By piloting this next iteration in our reservation
system, we are responding to the drayage community’s request to increase
operational flexibility, and seek to eliminate bunching at the start of
night gate shifts caused previously by the differentiated rates,”
stated GCT Canada president Eric Waltz in a news release.
Both pilot programs follow extensive consultation with a
number of stakeholders to help improve gateway efficiency, and boost
productivity in drayage – the transport of goods over a short distance.
Source of article click here : Business Vancouver
'Disaster after disaster': Expert calls for Malahat highway alternativ
A fuel truck lies on its side with airbags deployed near
Goldstream Provincial Park after a crash on the Trans-Canada Highway
VICTORIA — Thursday’s crash on the Trans-Canada Highway at Goldstream
Provincial Park is another example of how the highway and its
approaches are inadequate, says the vice-chairman of the Capital
Regional District Traffic Safety Commission.
“I don’t know if
everyone in town realizes every drop of gasoline, diesel and
home-heating oil that comes into this region comes in a fuel tanker over
the Malahat,” said Chris Foord. “And if that doesn’t raise alarm bells
in everybody’s head, I would say there’s something wrong.”
The solution is a new highway that perhaps runs through part of Goldstream park and the watershed reserve lands, he said.
Foord said the status quo is not working. “What we have here is a recipe for disaster after disaster waiting to happen.”
said efforts to improve the current highway with centre dividers and
other measures amount to using “Band-Aids” on the problem.
Foord allowed that a new highway would mean trees coming down.
“None of my environmental friends have been able to show me which tree in Goldstream park is worth somebody’s life,” he said.
lengthy highway shutdown on Thursday, caused by a fuel truck and a van
colliding, once again raised the issue of how long roads should be shut
down for such crashes. Foord said police are bound to do as thorough an
investigation as possible. Crews also had to deal with potential fuel
spills and pump furnace oil from the toppled truck.
that the highway shutdown affected people in many ways. “I think of
parents trying to get kids home from school, there are people trying to
get home from medical appointments, there are people probably missing
A 2015 report from the Ministry of Transportation,
Crashes and Highway Closures: Why the Delay, pointed out that highway
crashes have varying levels of severity and are all unique.
sites are potential crime scenes where possible negligent or criminal
actions led to someone’s life being altered in the blink of an eye,” the
report said, in reference to the RCMP’s role. “The RCMP has a legal and
ethical responsibility to thoroughly investigate every vehicle crash to
ensure the causes are determined, fault is identified, charges are laid
(if appropriate) and that all evidence is accurately documented.”
site has to be secured, victims cared for and extensive physical
observation carried out, the report said. The work includes obtaining a
detailed photographic record and doing a close examination of the road
surface for hundreds of metres.
The Malahat was closed from about
11 a.m. Thursday to 12:30 a.m. Friday in both directions just south of
Finlayson Arm Road, blocking a road used by 25,000 motorists a day — the
only time-efficient route to travel between Victoria and up-Island.
A truck carrying home-furnace fuel and gasoline collided with a courier van, seriously injuring the van driver.
Source of article click here : Vancouver Sun
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