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US Navy to lease high-speed transport to Bay Ferries Professional Mariner / March 24, 2016 The Office of the Secretary of the Navy has approved an enhanced use lease of a high-speed transport vessel to Bay Ferries Ltd. today. HST 2, owned by Military Sealift Command, is to be leased to Bay Ferries Ltd., a Canadian company, to operate ferry service between Portland, Maine, and Yarmouth, Nova Scotia under the name “The Cat”. The lease is for a period between June 2016 to October 2017 with two one-year options after the first two years. At the end of the lease HST 2 will return to the U.S. The U.S. Navy found HST 2 to be a non-excess, but underused, property and found an opportunity to lease the vessel which will benefit the U.S. Navy. For example, Bay Ferries Ltd. will pay for all repairs necessary for HST 2 to obtain its U.S. Coast Guard certificate of inspection. Additionally, while the vessel is leased to a Canadian company, the U.S Navy requires that HST 2 remains U.S. flagged, crewed by U.S. citizens, maintains a U.S. Coast Guard certificate of inspection, and all work bringing HST 2 into class will be conducted in U.S. shipyards. HST 2 is one of two high-speed transports that were designed and built by Austal USA as commercial passenger vessels for Hawaii Superferry and were named M/V Huakai and M/V Alakai. HST 2 (ex-USNS Puerto Rico, ex-M/V Alakai) was transferred to the U.S. Navy from the Maritime Administration in January 2012 and has remained under caretaker status in Philadelphia, Pa. HST 1, owned by Military Sealift Command as USNS Guam and previously known as M/V Huakai, supported humanitarian relief operations in Haiti during Operation Unified Response in 2010. HST 1 is scheduled to enter a shipyard this year to accomplish mission-required modifications to bring the vessel in class and is expected to support the III Marine Expeditionary Force mission in the Western Pacific beginning in fiscal year 2017.

The Chronicle Herald / March 24, 2016 The announcement of the new high-speed ferry service between Yarmouth and Portland, Maine, now expected to restart in mid-June, is not the cat’s meow to some. No commercial trucks will be allowed on board, said Bay Ferries president and CEO Mark MacDonald at a briefing in Halifax. “It’s disappointing,” said Nathan Blades of Sable Fish Packers of Shelburne, who is also president of the Nova Scotia Fish Packers Association. “That link has traditionally been considered a valuable one for the seafood industry and getting fresh fish to U.S. markets is extremely important to securing that market. It’s a slap in the face to Nova Scotia business.” The prospect of allowing commercial trucks on board the new ferry was dumped early on in the Bay Ferries’ negotiations with Portland city officials, said MacDonald. He said Portland’s council was not prepared to permit commercial trucks to use the service because they didn’t want them coming through and parking in the downtown core. There were additional aspects regarding border surveillance they didn’t want to consider either. Blades was also a founding member of the Bay of Fundy Marine Transportation Association, which was formed by various local industry representatives such as fishing and tourism operators to lobby keeping the Digby-St John service. “Portland’s downtown is more tourist-oriented now, so they probably don’t want to upset their tourists,” he said. “But I don’t understand how a few commercial trucks crossing once a day can cause too much upset. Motor coaches are just as big but they will allow those.” But Blades thinks the province has missed the boat on the 2016 tourism season. “Those companies plan a year out, so it’s conceivable many of the tour-bus companies have bailed on the Portland to Yarmouth run.” “I don’t understand why they would deliberately take away a revenue stream. Had they allowed commercial trucks it would have given our members another option to get fresh seafood more quickly into the U.S. market,” he said. But he’s glad they at least have the Digby to St. John run. Blades estimates that using the Fundy Rose from Digby cuts their journey by six hours each way. He says companies using that service still get turned away because the Fundy Rose has less commercial truck capacity than its predecessor, the Princess of Acadia. “So they still end up driving around through the province and into New Brunswick.” The service was maxed out during the lobster season in December-January, he said. Jean Marc Picard, executive director of the Atlantic Provinces Trucking Association, didn’t think the decision would affect many of their general freight members. Picard said the Nova Star’s crossing times didn’t coincide with delivery schedules for many. “So for them it was just as good to go around rather than wait five hours to board the vessel,” said Blades. “They’ve just continued to do that. They didn’t give the Nova Star enough time to build.” The high-speed ferry is a 2007-built Alakai owned by the United States Navy, so the company has a charter agreement for at least two years, with the possibility of two one-year extensions.

Trailer/Body Builders / March 26, 2016 Spartan Motors and Isuzu North America have signed a new agreement under which Spartan will assemble Class-6 Isuzu F-Series medium trucks in America from CKD (completely knocked down) kits. Spartan (http://www.spartanmotors.com/) is known as a custom chassis, emergency vehicle and fire apparatus manufacturer. The company also owns the Utilimaster brand of walk-in vans and commercial bodies. On April 19, at Spartan's headquarters in Charlotte, Michigan, the company and Isuzu will hold a groundbreaking ceremony to recognize this new contract. Spartan has assembled Class 3-5 Isuzu N-Series (http://www.isuzucv.com/en/nseries/index) light trucks since 2011. In May 2011, Spartan announced the start of production of Isuzu gasoline-powered N-Series trucks. Since then, the 20,000th N-Series gas truck rolled off of Spartan's assembly line in April 2015. The new F-Series (http://www.isuzucv.com/en/fseries/index) medium truck production marks an expansion of Isuzu's product offering into Class 6 on-highway commercial trucks. Though available in a wide range of models, only the FTR will be sold in the US market (http://www.isuzu.com.au/truck-range/f-series/ / http://www.isuzu.co.jp/world/product/f_series/lineup.html). Spartan has invested heavily in a state-of-the-art manufacturing facility which has a flexible production line that can be easily reconfigured to accommodate the assembly of multiple product lines. This approach allows Spartan to quickly scale up production to meet its customers' expedited delivery needs or scale down to accommodate changing business cycles. To support production of the new Isuzu vehicle, a new plant will be added to the Spartan portfolio and Charlotte campus. Spartan worked closely with both the city of Charlotte and the Michigan Economic Development Corporation (MEDC) to create and formalize plans for this new plant. The facility will be 85,000 square-feet and will be dedicated solely to production of Isuzu products. In addition to producing Isuzu-badged F-Series trucks, Spartan will also produce the upcoming Chevrolet-badged version of the Isuzu N-Series (http://www.bigmacktrucks.com/topic/40483-d%C3%A9j%C3%A0-vu-gm-to-source-medium-duty-trucks-from-isuzu/#comment-293445). The six Class 3-5 N-Series based Chevrolet models are designated 3500, 3500HD, 4500, 4500HD, 5500, and 5500HD. A General Motors’ sourced 6.0L V-8 gasoline engine and 6-speed automatic transmission, or Isuzu-sourced 3.0L and 5.2L turbodiesel engines, will be available, depending on the model.

Most Americans don't know about International Harvester's ACCO, but it is the stuff that legends are made of. http://www.bigmacktrucks.com/topic/36017-the-legendary-acco-%E2%80%93-designed-and-built-by-australians/#comment-248844 Adding to that, the TranStar 4670 was stunning and massive in appearance. http://www.bigmacktrucks.com/topic/30957-those-magnificent-aussie-international-transtar-4670s/#comment-182917

Thank you Tim. It's a pleasure. Sharing the news brings about greater awareness, and a lot of healthy discussion.

From Sweden to Africa and China, and then back home again. Another Scania at age 40 is just getting broken in.

Paul, the Freightliner Argosy is produced in Cleveland, North Carolina. http://www.freightliner.com.au/trucks/argosy They are then shipped SKD (semi-knocked down) to other global regions including South Africa, Australia and New Zealand. The stunning Freightliner Argosy II COE shares the same cab as the Century Class, Columbia and Coronado (the Argosy variant is 305mm wider). Of the US market brands, Freightliner has made the biggest effort to offer both left and right-hand drive trucks (http://www.freightliner.com.au/). Ironically, although they're built in the U.S., Americans operators haven't been able to buy one since 2006 (Wal-Mart has purchased glider kits in Canada - http://www.bigmacktrucks.com/topic/34233-wal-mart-to-expand-test-use-of-supercube-concept-in-canada/ ). Production is all right-hand drive now, however Freightliner still has the ability to build left-hand drive (LHD service cabs and glider kits remain available). The Argosy is a blast to drive, truly designed in the American spirit of COEs. Production of the International 9800i COE ended at Springfield, Ohio on March 31, 1999 (the last year for US sales), and was shifted to the leased Agrale plant in Brazil. From 2002 to 2010, Navistar suspended Brazilian production and built the global market 9800i in Minnesota. Production then returned to the Agrale facility in Brazil, and then shifted in 2012 to Navistar's self-owned Canoas plant in Brazil to reduce costs. The 9800i, born out of the U.S. market 9700 axle-back COE that, in addition to the 9600 axle-forward, was originally launched in 1981, is old school. BUT, it still efficiently gets the job done! http://www.internationalcaminhoes.com.br/trucks/9800i.html Of course the spectacular Kenworth K200 is produced in Oz, at Bayswater (Victoria). http://www.kenworth.com.au/trucks/k200/ FYI - The last production year for the breathtakiing Peterbilt Model 362 was 2005. Paccar sold many 352s and 362s in South Africa. So we can say that three American heavy COEs remain in production, and one (Argosy) is still assembled there in North Carolina (where the locals love to point out, "“If God is not a Tar Heel, then why is the sky Carolina Blue?").

Thank you Jim !

New F series: Isuzu launches idle-stop engine system Trucks.com.au / March 26, 2016 The advantages of smaller truck engines include lower weight and therefore lower cost to build, and less fuel use. Isuzu’s new four cylinder 4HK1 uses less fuel again because for the first time in an Isuzu in Australia, trucks powered by it will have the idle-stop system (ISS). When idling at a set of lights, in heavy traffic or during a pickup/delivery, the engine will cut out but quickly fire up again once you put your foot on the accelerator. There is ISS for both manual and auto transmissions. Research by Isuzu in Australia has determined a strong justification for ISS, showing that a sample of medium-duty trucks spent literally half their time idling. Isuzu says Japanese figures show a 7 per cent overall fuel saving in the new 4HK1 compared with previous four cylinder engines. Australian fuel trials will start soon. But while fuel consumption might be "crowned king" as Isuzu puts it, what about the longevity of an engine that’s working harder for similar outputs to a bigger bore? Over a brief rev range the 4HK1 actually puts out slightly more torque than the six cylinder alternative, the 6HK1. Isuzu acknowledges that the average 4HK1 probably won’t last as long as the six cylinder option before it needs a rebuild –, mind you at a minimum of well over 500,000km. But the company says the vast majority of trucks will take 10 or even 15 years to clock up that many kilometres and by then will probably be onto their third or fourth owner. Isuzu says there are several advantages of the four cylinder engine including less fuel use; at least 130kg less weight; higher payload; longer body and lower purchase price.

Land Line Magazine / March 25, 2016 Since the highway bill was under consideration this past year, driver compensation has become a new, and intense, battleground in Congress. At the core of the issue is the decision on intrastate driver pay in California handed down by the U.S. Court of Appeals for the 9th Circuit that ruled in favor of non-driving time compensation for truck drivers. California doubled down on its intention that any employee in the state compensated on a piece rate (for truckers, pay by the mile) standard be compensated for all rest breaks and “non-productive” time under the employer’s control. A new law stating such went into effect Jan. 1. Large motor carriers are lobbying Congress intensely to try to insert legislative language into a bill that would circumvent the 9th Circuit rulings and prohibit states like California from mandating compensation for rest breaks and traditionally “nonproductive” and thereby non-compensated time for intrastate drivers. Currently, the language attempting to remove states’ ability to mandate has been inserted into aviation bills in both the Senate and the House. The aviation industry, much as trucking has a highway bill, has multiyear funding and a policy-directing aviation bill. The Senate Commerce, Science, and Transportation Committee marked up and approved their version of the bill via voice vote on Wednesday, March 16. Senate Commerce Chairman John Thune said he hopes to bring the bill up for Senate floor consideration in April. The Senate bill is S2658, The Federal Aviation Administration Reauthorization Act of 2016. The House version, HR4441, the Aviation Innovation, Reform and Reauthorization Act of 2016 was introduced in the House Feb. 3, and assigned to the House Transportation and Infrastructure Subcommittee on Aviation. After the Feb. 11 markup, the subcommittee voted 32-26; the bill awaits consideration on the House floor. Enter Rep. Peter DeFazio, D-Ore. On Monday, March 21, he lashed out at the continuing attempts by large motor carriers to hamper living wages for truck drivers and specifically at Section 611 in the AIRR Act. He presented a statement in opposition to Section 611 to the Congressional Record. “Congress should be looking at ways to help the men and women in the trucking industry to earn living wages, not passing laws that further put the squeeze on drivers as they fight gridlock to deliver loads,” he wrote. DeFazio’s statement detailed how the 9th Circuit ruling and the subsequent California law that went into effect Jan. 1 affects intrastate truck driver pay in California. “The (9th Circuit) case was not a case that affected drivers moving goods from coast to coast. It was a case involving local appliance delivery drivers who never left California,” DeFazio wrote in his statement. “The trucking companies supporting Section 611 argue that a driver would have to pull off the road at inconvenient times or in potentially unsafe situations to take a break. That is simply not true. In fact, case law has specifically established that employers do not have to require employees to take a break. They simply must permit it by relieving employees of duties or pay employees for the time.” In a move that could surprise some, the Department of Transportation even got involved in the 9th Circuit case. According to DeFazio, the DOT filed an amicus brief in this case in support of the drivers, “marking the first time the federal government has taken a position on intrastate pre-emption.” He said the DOT argued that there is a presumption against pre-empting states from exerting control over certain regulatory realms and that “labor laws are a clear area of traditional state control.” Finally, DeFazio said that the DOT also noted that the federal regulations requiring mandatory 30-minute rest breaks do not extend to intrastate drivers. He explained with that context in mind if Section 611 of the AIRR Act were implemented, intrastate drivers would not receive any rest break protection under federal or state law. The new California law requires that motor carriers running intrastate drivers must separately track and compensate for the meal and rest breaks and any “nonproductive” time that is under the control of the motor carrier – such as detention time. “Section 611 has no place in a Federal Aviation Administration reauthorization bill. This is a trucking issue. Last year, the Conference Committee on the FAST Act … rejected this identical language. I strongly opposed this provision in the FAST Act and continue to strongly oppose it in this bill,” DeFazio wrote in his statement. “If the intent is really to solve an interstate commerce problem, this language completely – and purposefully – misses the mark. It is an expansive hacking away at the ability of a state to promote healthy working conditions for truck drivers.”

Commercial Motor TV - sponsored by DAF Trucks / March 25, 2016

Ford Trucks (Turkey) / March 10, 2016 The making of the video - http://blog.ford.com.tr/yollarin-hikayesi-her-yukte-birlikte-reklam-filmimizde/

Fleet Owner / March 25, 2016 Most fleet drivers are leaving hundreds, perhaps thousands of dollars in tax deductions on the table because they've been given wrong information by their companies. While owner-operators are usually savvy about taking deductions – and lowering their tax bill – most fleet drivers believe they're not entitled to similar tax-cutting deductions. "That's a costly mistake," says Jim O'Donnell, CEO and Founder of Trucker Tax Service. "Most fleet drivers do not realize that they’re entitled to pretty much everything that an owner operator is entitled to. The only difference is that the owner-operator is going to have some major expenses," he says. One of the main problems is confusion over per diem payments. "Many drivers have been told by their companies that it’s not worthwhile for them to get an itemized tax return done, because they don’t qualify for enough deductions. If they get paid per diem, they’re told to do a standard deduction and they'll be fine. It’s absolutely wrong." O'Donnell explains: "There’s two different classifications of per diem. There’s a per diem that a driver receives as a portion of his or her income, and there’s a per diem that they’re entitled to as a daily deduction for every night that they spend on the road. Let's say a driver is paid 35 cents a mile. Ten cents of that can be paid in what’s called per diem. It flows through to their paycheck. If a driver covers 450 miles a day, that comes out to $45 a day. Let's say a driver is out 300 nights a year, that per diem is $13,500 in annual income that never gets reported. The company just writes it off as an expense. Well, that $13,500 never gets reported and the driver is told don’t do it; just do a standard return." He continues: "With 300 nights on the road – and I realize that's an aggressive number - a driver would qualify for $14,000 in per diem deductions. So now, he’s already offset the $13,500. He already has an additional $500 in standard deductions that’s he’s entitled to and he hasn’t started to account for everything else that he’s entitled to deduct." O'Donnell admits that this can be confusing for drivers, which is why he encourages them to seek professional tax preparation from a company that understands trucking. He says, however, that many drivers are reluctant to pay a preparer several hundred dollars for their services because they don't believe it will be cost effective. He counters: "First of all, if a fleet driver just has a W-2, our rate is only $270 to start with. If you’re an owner-operator, it does jump up to $465, but it’s a much more complicated tax return. Drivers can easily make back that $270 with the deductions that we’re going to find for them. Their cell phone deduction alone – their phone bill could easily be $1,000 a year – would more than cover the cost." O'Donnell stresses the importance of never throwing out a receipt. "The big items like satellite radio, a GPS or CB radio were probably paid for by a credit card, so you'll have a record, but keep a receipt for all cash payments like laundry, small batteries and showers. The only receipt you can ever throw away is if it’s 100 percent for food, because we’re going to capture that with the per diem [See List of Deductions]." The general rule is if you’ve purchased something to go on the road with you or if you purchased it while on the road, most likely, it’s a deduction that you’re entitled to. He concludes: "Drivers have never been educated on the fact that they are at the same level, in the eyes of the IRS, as an owner-operator or lease operator, in what they get to deduct while on the road. Anything they buy, like linens for the sleeper, pillow, whatever… I don’t care if they’ve purchased an air freshener. It's deductible."

Transport Topics / March 25, 2016 Paccar Inc. has decided to set aside $945 million for costs related to a wide-ranging European truck price-fixing investigation. The Bellevue, Washington-based company said in a Securities and Exchange Commission filing that it will include a charge for those costs in its first-quarter earnings relating to the activities of its DAF Truck N.V. unit in Europe. Because the investigation is ongoing, the time when that money is paid is uncertain at this time, Chief Financial Officer Bob Christensen told Transport Topics. The company is cooperating with the investigation. “Paccar is in excellent financial condition,” Christensen said. The company has generated an average of $1.8 billion in cash from operations over the past 10 years, including a record of $2.5 billion last year. Paccar is committed to continuing to invest in its business and that DAF has the funds available to pay those expenses. The European Commission five years ago began an investigation of all commercial vehicle makers under its jurisdiction. Eighteen months ago, the regulatory agency issued a statement that said it could seek significant fines against the manufacturers. “Based on recent developments, the Company will record a charge of 850 million euros,” the SEC filing said. “The Company will continue to evaluate the amount of the charge pending final resolution of the proceeding. The charge is not tax deductible. DAF Trucks N.V. has sufficient liquidity to fund a payment in the amount of the charge.” Volvo AB and Daimler AG also have set aside funds because of the investigations. Volkswagen AG’s MAN division said in its 2015 annual report that it is cooperating with authorities but hasn’t yet taken provisions.

Green Car Congress / March 26,. 2016 Clean diesel grants aimed at cleaning up old diesel engines have greatly improved public health by cutting harmful pollution that causes premature deaths, asthma attacks, and missed school and workdays, according to a new report by the US Environmental Protection Agency (EPA). Since its start in 2008, the Diesel Emission Reduction Act (DERA) program has significantly improved air quality for communities across the country by retrofitting and replacing older diesel engines. From 2009 to 2013, EPA awarded $520 million to retrofit or replace 58,800 engines in vehicles, vessels, locomotives or other pieces of equipment. EPA estimates that these projects will reduce emissions by 312,500 tons of NOx and 12,000 tons of PM2.5 over the lifetime of the affected engines. As a result of these pollution reductions, EPA estimates a total present value of up to $11 billion in monetized health benefits over the lifetime of the affected engines, which include up to 1,700 fewer premature deaths associated with the emission reductions achieved over this same period. These clean diesel projects also are estimated to reduce 18,900 tons of hydrocarbon (HC) and 58,700 tons of carbon monoxide (CO) over the lifetime of the affected engines. The program has also saved 450 million gallons of fuel and prevented 4.8 million tons of carbon dioxide (CO2) emissions—equivalent to the annual CO2 emissions from more than 900,000 cars. EPA estimates that clean diesel funding generates up to $13 of public health benefit for every $1 spent on diesel projects. Operating throughout our transportation infrastructure today, 10.3 million older diesel engines—the nation’s “legacy fleet,” built before 2008—need to be replaced or repowered to reduce air pollutants. While some of these will be retired over time, many will remain in use, polluting America’s air for the next 20 years. DERA grants and rebates are gradually replacing legacy engines with cleaner diesel engines. Priority is given to fleets in regions with disproportionate amounts of diesel pollution, such as those near ports and rail yards. This third report to Congress presents the final results from the American Recovery and Reinvestment Act of 2009, and covers fiscal years 2009-2011. It also estimates the impacts from grants funded in fiscal years 2011-2013. Additional report highlights include: - Environmental benefits: 18,900 tons of hydrocarbon prevented; 4,836,100 tons of CO2 prevented; 450 million gallons of fuel saved. - Public health benefits: up to $12.6 billion in monetized health benefits; up to 1,700 fewer premature deaths; although not quantified in the report, NOx and PM reductions also prevent asthma attacks, sick days, and emergency room visits. - Program Accomplishments: 642 grants funded; $570 million funds awarded; 73,000 vehicles or engines retrofitted or replaced; 81% of projects targeted to areas with air quality challenges; 3:1 leveraging of funds from non-federal sources.

No. The truckmakers, particularly in North America, are trying more then ever to decontent the trucks where the prospective buyer either won't notice or care. Where we're accustomed to six-cylinder engines in the 210-230hp range in Class 5 and 6 trucks, the truck (engine) makers now have the ability to create a four-cylinder at the same rating that will more-or-less live, and they'll realize significant savings. They gotten the NVH* levels down to where most customers won't complain. (I myself want a six-cylinder for 180hp and higher, for smoothness and engine life) * NVH - noise, vibration and harshness

Butt out: TWU tells ATA not to get involved in minimum rates debate Owner/Driver / March 24, 2016 A push within the ranks of the Australian Trucking Association (ATA) for the group to have a say on minimum rates has a hit a wall in the form the Transport Workers Union (TWU). The union, which is a member of the ATA, believes the association should have no say on the matter and instead devote its time and energy to securing enforceable 30-day payment terms for transport operators. ATA member the Australian Livestock and Rural Transporters Association (ALRTA) wants the ATA involved on minimum rates, and the group is due to vote on March 30 if it will take a position and demand the scheme be delayed. The issue is a sensitive one for the ATA because it does not involve itself in industrial relations matters. The ALRTA considers minimum rates a safety issue, but the TWU thinks otherwise. "The ATA is not an organisation tasked to deal with industrial relations," the TWU says. "What we have asked, however, is for the ATA to support the payment by clients to transport operators within 30 days. This is vital in order to stop the squeeze on the transport supply chain by major clients at the top so that transport work can be carried out fairly, safely and efficiently. Our request for support on this is part of the push to make the clients at the top accountable." The ATA’s current position is that it does not get involved in minimum rates or any matters relating to the work of the Road Safety Remuneration Tribunal (RSRT). "The ATA council has agreed that the ATA should not involve itself in RSRT issues relating to employee remuneration or conditions. With the support of council, the ATA is able to make submissions or appear before the RSRT on other matters," ATA CEO Chris Melham says. He adds that the ATA has already taken steps to encourage faster payment terms and has more plans in future to address the issue. Melham says the association supports the non-binding motion Australia’s Senate passed calling for businesses to settle accounts within 30 days. "ATA government relations and policy manager Bill McKinley discussed payment terms when he gave evidence before the Senate Rural and Regional Affairs and Transport Committee on August 14, 2015," Melham says. "And the ATA website now includes a special section dedicated to trucking industry contracts." Melham says the ATA is now developing a contract checklist to provide trucking operators with guidance on how to address problems in contracts, such as making sure they comply with the RSRT’s orders and Heavy Vehicle National Law requirements. The checklist will also cover unfair terms, liability for losses, and payment terms. The checklist is due to be a main feature of the ATA’s annual conference, Trucking Australia. "The full version of the contract checklist will be available exclusively to members of ATA member associations and Trucking Australia 2016 delegates," Melham says. The ATA is due to hold a meeting on March 30 to decide its stance toward the RSRT and minimum rates.

Owner/Driver / March 25, 2016 Linfox has scolded owner-drivers and their supporters for the way they treated members of the Road Safety Remuneration Tribunal (RSRT) during a recent hearing, labelling their behaviour "appalling". One of the nation’s largest trucking operators has come to the defence of the RSRT, which during a March 15 hearing in Brisbane on applications to vary the impending minimum rates scheme came under heavy criticism from those in attendance. At various stages the tribunal had run-ins with individuals and at one point threatened to boot everyone out of the hearing room for clapping. Owner-driver Sean Hester warned the RSRT it risked sending businesses broke and then labelled it "a goddamn farce", Tracey Zimmerman chided RSRT president Jennifer Acton for being "rude" and Rocky’s Own Transport CEO Bryan Smith interrupted proceedings to voice his concerns. Other attendees cheered and clapped in support of Hester and Zimmerman. While Linfox has not singled out any one person or incident for criticism, it claims in a submission lodged with the RSRT that some of behaviour was out of line. "The behaviour of various parties who appeared before the Tribunal on Tuesday 15 March 2016 was, at times, appalling and Linfox wishes to distance itself from any of those parties," Linfox’s legal representative Maurice Baroni writes. Some in the trucking industry believe they have been denied a voice in the debate on minimum payments for owner-drivers, but Linfox has expressed support for how the RSRT has operated. "Linfox also submits the the Tribunal has given every opportunity for interested parties to make submissions and/or bring evidence to the various conferences and hearings that the Tribunal has held in relation to this matter over a significantly long period of time," Baroni writes. Linfox is a big-name backer of minimum pay rates, but it believes the regime should be delayed and the rates phased in. However, it says the tribunal should decide on a revised date and whether transitional measures should be included. "Linfox has always maintained and supported the making of a road safety remuneration order which would, amongst other things, deal with rates of remuneration for contractors, that being the phrase used in the [Road Safety Remuneration] Act," Baroni writes. "Linfox’s position in that respect has not changed and moreover it continues to support the Tribunal."

Truck News / March 24, 2016 Rarely does a month go by in which Brent Edmonson doesn’t receive an unsolicited e-mail or phone call offering him a job as a truck and coach technician. “I keep getting e-mails, phone calls, hits on LinkedIn non-stop from people I don’t even know,” he says. “I ask, ‘How the heck did you get my number?’ and they’ve gone through five or six people to get it, just to see if I want to go work for them. Quite often, they say ‘What will it take to get you here?’ They’re not even saying what they pay, they’re saying ‘Name your price and we’ll see what we can do’.” Such is the demand for experienced truck and coach technicians. Edmonson, at 36 years of age, is younger than most of his peers and engaged with the industry through social media. He works for independent shop Transaxle Service Centre in Aberfoyle, Ont. and sees first-hand how demand for technicians like him is outpacing the arrival of new talent into the industry. “Every shop is swamped,” he says. “We’re run off our feet. It’s been non-stop, go-go-go. The work keeps piling up. Half of the guys in our shop are over 50 and we’re realizing, in five, 10, 15 years, when all the baby-boomers have retired, we’re going to be in trouble.” Employers are realizing that, too. Some are randomly calling up technicians and trying to poach them from the competition with sweet offers of more money and better benefits. Others are taking a longer view and developing talent from scratch. Bison Transport falls into the latter category, and it’s a point of pride for Jeremy Gough, the Calgary-based director of fleet maintenance, who is responsible for overseeing Bison’s national maintenance operations. “You can hire for today, but you need to create for tomorrow,” Gough says. “We always want to be very strategic about not only recruiting for our place, but to recruit people into the industry.” This means reaching out to high schools, technical schools and other post-secondary institutions wherever Bison has terminals. Bison participates in job fairs and offers scholarships for students. It seeks out ex-military servicemen and women who are transitioning back into civilian life. Gough looks for potential recruits that exhibit a good attitude above all else. “Hire for attitude, train for skill,” he says. Other attributes he looks for are the ambition to carve a career path and a hunger for continuous learning. While developing a technician from scratch is generally more costly than hiring a seasoned technician, Gough said it’s also more rewarding. “There needs to be a consistent, well thought out process to bringing those entry-level people in and setting them up for success,” he says. “It might take a little longer than your highly skilled technician that already has his licence and has been through that, but the rewards that come out of there from creating an entire team are greater. It’s like being a hockey coach. Someone may not be the best right winger but if you consistently give them opportunities and new challenges and support them, you’re going to make them better.” Ed Roeder, LCL director, transport maintenance with Loblaws Canada, when speaking at the 2015 PIT Group conference, said maintenance managers have a responsibility to cultivate talent. “Apprenticeship is expensive, it can be frustrating as hell, but I do encourage you if you manage fleets or even manage a third party, to hire an apprentice because if we don’t hire them, train and give back, the shortage is going to kill this industry,” he warned. The right mix The constant challenge when mixing apprentices with seasoned technicians is to achieve the right balance, but Bison’s Gough said there’s no perfect ratio because when talent becomes available, you must always be willing to recruit. “If you see somebody that’s full of talent, you can’t stop recruiting,” he says. Attracting young technicians is just part of the battle. Retaining them is equally important, especially when the investment has been made in helping them become licensed and they begin receiving those phone calls with alluring promises of more money. This is where developing a positive corporate culture rich with opportunities for further learning and continuous engagement pays off, says Gough. “It’s very tough to leave family,” he says. “We do a lot of things outside the box.” Bison offers flexible work shifts, has gyms available at most of its facilities, recognizes achievements through awards programs and banquets and celebrates its culture through events such as barbecues. Gough said providing technicians with the opportunity to bring forward new ideas and suggestions is just as important, when it comes to retention. “Treat them as an owner,” he advises. “Their voice is always heard when they see a new opportunity. We empower them to elevate our business.” Edmonson agrees such initiatives are important, as are common perks like boot and tool allowances. However, he also offers suggestions on how those could be improved. Edmonson says he has spent $75,000 on tools since he entered the trade 15 years ago – roughly $5,000 per year – and that investment benefits his employer as well. “I can’t stand borrowing other peoples’ tools and having more, I’m able to work quicker, easier and more efficiently,” he points out. So, why don’t employers do more to assist technicians with the purchase of tools, he wonders, including ensuring they actually use their tool allowances for the intended purposes? “Some places, once a year will give you a cheque for $1,000 and call that a tool or a boot allowance,” he says. “Well, a couple hundred bucks is deducted right away for taxes. Why doesn’t the owner go out to the Snap-on tool truck and give every guy a thousand bucks? And then you know it’s actually going towards tools and a guy isn’t going to buy a big screen TV to put in his man cave. You’re basically reinvesting in the company because you know those tools are going to be bought and will be in the shop.” Edmonson also agrees the workplace environment is important. Technicians don’t want to work in a dingy, rundown shop, he reasons. And flexible working hours are important if employers want to hang on to technicians as their lives evolve. Edmonson says flexible working hours are one of the reasons he has remained at Transaxle despite frequent offers to go elsewhere. When he began his career he regularly put in 60-70 hours a week. Now, with a young child at home, he has scaled back his working hours to 40 or 50 per week – straight days – so he can spend more time with his family. He also relishes the opportunity to do side jobs, repairing trucks for friends and family, something that many employers won’t tolerate. “At dealers, you’re often asked to sign a contract saying you will not work elsewhere,” he says. “I won’t stand for that.” Edmonson enjoys working at an independent service shop because of the regular hours, the accessibility of the owners and the ability to work outside a major city. “Everybody calls you by your name. You put your name on the work order, not a mechanic’s number that’s four or five digits long,” he says. But he acknowledges training opportunities are sometimes too few when you are working for a smaller, independent organization. “If you’re not working in a dealership environment, training opportunities are few and far between,” he claims. “Everybody wants to be continually trained. The technology is changing so fast now. You don’t want a truck rolling in the door with something you’ve never seen before. It’s going to be pretty intimidating, to say the least.” Failing to provide adequate ongoing training, when truck technology is evolving so rapidly, will leave technicians in the lurch and unable to effectively do their jobs, according to Loblaws’ Roeder. “If the truck can’t do its work, it’s no good to anybody and if we can’t fix it, that’s an even bigger challenge,” he said. “It’s no offense to the technicians – it’s about training. Training, and patience on an employer’s part to allow these people to get better at what they do and to understand the products that are out there.” Second career Samantha Sharpe, a first-year diesel mechanic apprentice with Nova Truck Centres in Dartmouth, N.S., says companies looking to proactively develop new talent should seek out future technicians who are looking for a second career. And she speaks from experience. Sharpe earned a diploma in early childhood education, a field she worked in for about six years before seeking something that would be more rewarding. She enrolled at a local college part-time and was paired with Nova Truck Centres, which hired her full-time just four shifts into her work term there. Now, she’s working towards obtaining her red seal certification, a Canada-wide program that requires 8,000 hours of work experience and four blocks of classroom instruction, each lasting six to eight weeks. Sharpe says she joined Nova Truck Centres because it was the most visible among employers in working with local colleges. “As far as I was concerned, Nova Truck Centres was the only truck centre that was looking (for apprentices),” she says. “If you’re not already into the trucking or car industry, you have no idea these places exist.” Sharpe is now active in promoting the trade to others – male or female. “It’s an interesting job in general, not just for a female,” she says. “I really don’t like to be treated any differently than anybody else.” She says to attract more young people into the trade, employers need to do a better job with outreach to students and educating them about the opportunities that exist. Edmonson agrees, but adds they should take it even further and seek out potential recruits where they spend their recreational time. “Not only should they go into high schools to approach kids, but when trying to find truck and coach technicians, go to where you think future technicians may be,” he suggests. “Go to the truck show, the local drag strip, the race track, where gearheads tend to congregate during their leisure time. Set up a booth there. Get them interested. That way it’s not a blanket approach like going to a high school where only 1-2% of the kids will be interested.” And once you find these potential recruits, don’t forget to mention that it’s an extremely rewarding career – and the rewards come in many forms, it’s not all about the money. When asked about the most rewarding aspects of their career, young technicians turn surprisingly sentimental. For Sharpe, it’s about contributing to the success of the company she works for and its customers. She cites “Growing clientele,” as the most rewarding aspect of the job. “Helping people,” she adds. “Sometimes they’ll come back and they specifically ask for you to work on their truck, which is nice. Knowing that when I pass a truck on the highway, that it was one I worked on.” Edmonson agrees. “I couldn’t be happier,” he says of his career choice. “I’m always learning. Everything is constantly changing and to me, it’s a necessary job. Freight has to move. People have to eat. Food has to get from the farmer’s field to the supermarket to your kitchen and if the truck stops, everything grinds to a halt. Watching that truck go down the road loaded after you did a ton of work on it, knowing everything is working as it should be, is one of the most satisfying things.”

Scania Group Press Release / March 24, 2016

Heavy Duty Trucking / March 24, 2016 Another indication that the federal government may indeed regulate truck trailers— and tractor glider kits, too— under the Phase 2 GHG/MPG mandate came in the form of a “Notice of Data Availability” on the proposed rule jointly issued by the Department of Transportation and the Environmental Protection Agency. Directed at those choosing to provide comment on the proposed rule, the agencies said that new “data and memoranda” has been placed in the Phase 2 rulemaking’s public docket. The updated information touches on a range of elements of the proposal, including the “applicability of emission standards and certification responsibilities for trailers, glider vehicles, and glider kits.” In a separate development, EPA has produced a “draft memorandum” that affirms its authority to regulate manufacturers of trailers and of glider kits concerning GHG (Greenhouse Gas) emission limits, according to a recent Transport Topics news story. Back in February, Utility Trailer Manufacturing stated that it, along with an industry association, had argued in their public comments on the GHG rule that the Clean Air Act limits the EPA to regulating powered vehicles, not trailers. “EPA overstepped its authority because trailers are not motorized vehicles,” said Jeff Bennett, Utility’s vice president for engineering and product development, during a Feb. 15 webinar. “And there’s no legal basis for regulating trailers.” Bennett also contended that EPA and NHTSA have greatly overestimated average highway speeds for trailers. The agencies claim in the Phase 2 proposals that trailers cruise at 65 mph for 86% of the time; and at 55 mph for 9% of the time and 5% at other speeds. But data given to Utility by three major fleets show that traffic congestion, delays at loading docks, and time parked in yards and terminals limit average speeds to much lower levels, according to Bennett. The federal proposal calls for setting CO2 limits for 2021- to 2027-model trucks and tractors and 2018- to 2027-model-year trailers as entire vehicles – but also would set separate engine fuel-efficiency standards for light-, medium-, and heavy-duty vehicles. The new standards would regulate trailers for the first time and would make glider kits be subject to GHG limits. As proposed, the rule would require, starting in 2018, that engines used in glider kits meet the same standards as new vehicles. Comments on the proposed Phase 2 GHG/MPG rule are due on or before April 1. Comments, identified by Docket ID No. EPA–HQ– OAR–2014–0827 (for EPA’s docket) and NHTSA–2014–0132 (for NHTSA’s docket) may be submitted by one of the following methods: - Online via www.regulations.gov. Follow the on-line instructions for submitting comments. - Email to a-and-r-docket@epa.gov. - Mail to EPA: Air and Radiation Docket and Information Center, Environmental Protection Agency, Mailcode: 28221T, 1200 Pennsylvania Ave. NW., Washington, DC 20460. NHTSA: Docket Management Facility, M–30, U.S. Department of Transportation, West Building, Ground Floor, Rm. W12–140, 1200 New Jersey Avenue SE., Washington, DC 20590. - Hand Delivery to EPA: EPA Docket Center, EPA WJC West Building, Room 3334, 1301 Constitution Ave. NW., Washington, DC 20460. NHTSA: West Building, Ground Floor, Rm. W12–140, 1200 New Jersey Avenue SE., Washington, DC 20590.

HGVUK / March 23, 2016 In response to the challenge to reduce risk and afford greater protection to vulnerable road users, Scania – the UK’s market-leading eight-wheel tipper supplier – has worked with its industry-partners and academic research bodies to develop a new standard for tippers operating within our city centres. Equipped with a lightweight Wilcox body, the vehicle has been specified for applications where it is anticipated that 90-95 percent of the vehicle’s driving-time will be on the public highway. The first public showing of the truck was at the CLOCS Exhibition staged at ExCel London on 23 March 2016. Designated the Scania Urban Tipper, the vehicle encompasses a raft of safety-enhancing features: 8×2*6 configuration Breaking away from the 8×4 norm, the 8×2*6 configuration provides a highly manoeuvrable chassis with three steering axles. 410 horsepower Euro 6 engine Requiring only Selective Catalytic Reduction (SCR) to meet the Euro 6 [EPA2010] exhaust emissions standard [no EGR], Scania’s 410 horsepower unit has broken fuel-efficiency records in independent trials conducted throughout Europe. Fully-automated gear-selection Two-pedal Scania 12-speed Opticruise automated manual transmission (AMT) enhances safety in operation by reducing stress and fatigue on the driver. Full air-suspension Enables the chassis height to be lowered when driving in urban areas, thereby also lowering the driver’s eyeline for better direct vision. Suspension can be raised to increase ground clearance when working on more demanding terrain. Passenger vision door Developed specifically for the UK market, the large glass panel provides the driver with a direct line-of-sight to the front nearside of the vehicle. Active safety features The Scania Urban Tipper features a range of proven safety features including Advanced Emergency Braking (AEB), Lane Departure Warning (LDW), Electronic Stability Program (ESP) and a Camera Monitor System by leading safety solutions provider, Brigade Electronics plc. Photo gallery - http://www.hgvuk.com/scania-enhances-road-safety-in-city-centres/