Wal-Mart to expand test use of supercube concept in Canada

[kscarbel2]

Today's Trucking / December 6, 2013

MISSISSAUGA, ON — If you could pack 30 to 40 percent more into your trailer, would you? Walmart would. They’re moving ahead with their supercube trailer project, launched in 2012, because they found it lived up to its expectations: it lowers both greenhouse gas emissions and costs.

Special permit in hand, Walmart went ahead and tested its pilot project, a 60-foot, 6-inch-long drop-deck semitrailer pulled by a cabover tractor with a drome box, and found it reduced transportation costs by 24 percent and GHG emissions by 14 percent.

Now Walmart plans to expand its supercube fleet.

“Based on the early success of our pilot project, we hope to begin adding additional supercube trucks to the fleet as early as next spring,” says Michael Buna, senior transportation manager at Walmart Canada.

“We have confirmed that this truck will allow us to deliver the same merchandise using fewer trucks, in less time. This means faster delivery of merchandise to stores, less fuel, lower emissions and lower maintenance costs,” says Andy Ellis, executive vice president, supply chain and logistics at Walmart Canada.

When Ellis revealed the supercube trailer design last year, he unpacked a trailer-full of mixed emotions: some excitement, some concern, some confusion.

“Anything new in the transportation industry is going to cause some degree of inquiry, but getting the supercubes out on the road and getting the public opinion and getting the opinion of the industry is an important part of the process,” Ellis says. “Whether it’s a new truck, product, whatever— the important part is where people are going to see it, touch it, feel it and give us the feedback.”

At the time the supercube was revealed, contributing editor Jim Park said it reminded him of a concept vehicle he drove in the late ‘90s – a three-axle 60-foot semitrailer with a Freightliner Argosy COE tractor.

“It was a handful, especially in tight turns, even with a steerable third axle,” Park said.
But in the last year, Walmart completed 100 deliveries with the new trailer and found reception to be positive.

“The original idea was to design a truck that handled and behaved exactly like one with a 53-foot trailer and utilize the space available to deliver more freight to our stores,” Ellis explains. “The feedback we’ve had from our driver is that it handles exactly like a regular truck.”

One common complaint with COEs is that the driver sits directly on top of the engine and its vibrations, but Ellis says none of the drivers who’ve driven the truck complained about that.

Until they were phased out, Walmart almost exclusively used International COE tractors.

They’re currently using a Freightliner Argosy tractor for the supercube pilot project, but say they’re considering other alternatives as well. In the meantime, they’re relying on available used COE tractors and working with various manufacturers to make new COE tractors available in North America – but they aren’t naming any names.

Nor are they talking engines, except to say that the Argosy presently in use has been re-powered with a 2009 diesel, presumably a Detroit. We understand, without confirmation from Walmart, that natural gas power is a strong consideration for future supercube trucks.

If all continues to go well with the pilot project, you’ll see the Walmart Supercubes in all regions across Canada over the next five years, and maybe even in the States – that’s something Walmart is considering.

Supercube Specs:

• Trailer length: 60-foot, 6-inches
• Inside trailer height: 126 inches on the lowest deck, 100 inches on the upper deck
• Interior space: 5,100 cubic feet (53-foot trailer is 3,900 cubic feet)
• 62-inch kingpin setting
• Drome box: 7-foot-long, can carry four skids
• LED lights mounted in the trailer
• End-to-end aerodynamic skirts

.

[vision386]

Just what we need! bigger trailers! if they catch on with Wal-Mart,pretty soon we'll all be pulling them!...................................Mark

[kscarbel]

Materials, Management & Distribution / December 5, 2013

MISSISSAUGA, Ontario—The supercube project has been a complete success. That’s the opinion of Walmart Canada senior executives in charge of developing the 60ft 6in drop-deck trailer and the flat-nosed tractor with a cargo-carrying drome box.

“We’re obviously very pleased with the overall concept. What started with a very simple idea has turned into something very, very physical that has a presence,” said Andy Ellis, executive vice-president, supply chain and logistics.

“So far, the results it has given us are very pleasing and very beneficial to the business and beyond, to the environment.”

Officially unveiled in November 2012, four supercubes were put on Ontario’s roads for a one-year pilot project run under the auspices of the provincial Ministry of Transportation (MTO). Four permits were issued by the government with the requirement that data about the tractor trailers be collected and submitted to the MTO for evaluation.

“The data we share is very similar to the LCV (long combination vehicle) process,” said Michael Buna, senior transportation manager. “We just share our origin and destination points and the frequencies every month.”

According to Walmart, the MTO has used that data to broaden the scope of what types of longer trailers will be allowed on the province’s roads.

“The government has modified the permit conditions to allow for different types of equipment to be run,” said Buna.

“What the government has done is look at the 60ft-6in length of a trailer and looked at straight-decks, drop-decks, tri-axles, reefer units, and they’ve opened it up to allow for different types of equipment to be run. So the government has done the due diligence to prove there are many different types of equipment you can run in this model.”

Reefers being on the approved list is a change that that excites Ellis, especially since it is a signal the MTO is getting ready to issue more permits and expand the scope of the pilot program.

“We’ve met all of the criteria the government asked of us within the pilot. We are obviously working with the government to extend the pilot and put more trucks on the road and encourage other retailers or other haulers to do the same,” said Ellis.

“We have four permits at the moment, we’re talking to the government about how we can get more, and we’re looking at those changes to the regulations around the permit, around the different types of equipment,” said Ellis.

“It would be ideal if we get a reefer, because if you look at the type of business a reefer supports, it’s fresh food. It’s all about freshness and quality and being agile and getting fresher product to the stores. So the more efficient we can be in getting product to the stores, the better for the customers. Absolutely, reefers will be where we want to go.”

It’s not just reefers that interest Walmart. The company wants to add more of the non-refrigerated supercubes to its fleet.

“If we get more permits, then we can potentially put more trucks on the road. I know we certainly have enough stores where we can run these trucks profitably and reduce costs. We can run them to many, many destinations,” said Ellis.

“I’m not sure what the total allocation of permits is from the MTO. I know we’ve got some of them. We’ve probably got more than anybody else. What we’re trying to influence and work with the government on is releasing those permits to us or to other carriers so that we can get more of this kind of truck on the road and start saving freight costs.”

According to Walmart, the supercubes have resulted in both financial and environmental savings. The retailer says it has experienced a 24 percent reduction in the cost to deliver merchandise from its DC in Mississauga, Ontario to its test store in Belleville, Ontario.

Ellis said that’s due to using less fuel to deliver more goods, while making fewer trips.

He added that although they are carrying bigger, and therefore heavier loads, the fuel economy figures prove the supercubes are more efficient than standard tractor trailers.

“You would have to burn a whole lot more fuel to offset the 44 percent more freight on the back of the truck. So a heavier truck will burn more fuel, but when you’ve got 44 percent more freight on the back of it, then you’d have to go a long way before it becomes inefficient,” he explained.

“One of the reasons for doing this is we never, ever weigh-out with the type of product we carry. Our trucks are never anywhere near the weight limit of a standard tractor-trailer unit, so it’s not as though we are putting the truck under any more strain than it is designed to be used for. It’s just making optimum use of the cube on the behind it. You’re not making the truck work any harder than its capability.”

The company has also calculated it has achieved a 14 percent reduction in greenhouse gas (GHG) emissions.

Walmart has also found its delivery times reduced by five percent, although Buna admits it takes a little longer to off-load the longer trailers.

“It’s just common sense. It’s a seven-foot longer truck. It has more product on it, so it is going to take you a little longer just to get the product off. It all depends on how it’s loaded, whether it’s 15 minutes or two hours depends on whether it’s hand-balmed or palletized freight.”

Those figures were calculated from the data collected during the first phase of Walmart’s pilot project, which involved 100 trips with the average distance per trip of 200km, and the supercube filled to capacity.

Besides wanting to put more trucks on the road in Ontario, Walmart is hoping to get the supercubes on the highways in other provinces.

“From this stage onwards we need to be very proactive with other governments and try to get them on board with allowing us to run these trucks in provinces elsewhere. Wherever we can use these trucks we will use them but we are tied with regulation at the moment,” said Ellis.

Head office in the US has been watching the supercube project closely, but at this point, there seems to be no way to use the trucks south of the border.

“As I understand it, there is no permit in the US that allows you to run a 60ft trailer anywhere. So until they get a permit, they’re not allowed to put them on the road,” said Ellis.

Although Ellis is happy with the supercube, and in particular with how quickly the project went from an idea on the drawing board to a truck on the road—about nine months—he said the design, research and development work is far from over.

“We know when we built this first batch of trucks, we put some engineering in there that we can probably remove at this stage,” he said.

“We could take out some of the cost of building the original trailers because they were new. They were first of a kind. They were very much experimental, so we built some cost into it we could possibly remove. So we’re looking into that.

“We’ll look at how do you take weight out of the trailer? Because obviously the weight of the trailer reduces the payload on the back of it. One of the things I’m pushing the team to do is look at how we can lighten the trailer so we can put more weight on the back of it. Because when you start going long distances you may get to the point when weight becomes a factor in what you can put on the back of a trailer. We want to optimize that as well.”

Innovative Trailer Design in Mississauga, Ontario built the trailer and has been Walmart’s partner in the project, Ellis mentioned that now other manufacturers have taken an interest in the supercube concept.

“We have multiple trailer providers that are submitting proposals to build 60ft 6in trailers, where in the past it was limited. As industry starts coming on board, it’s going to drive down the cost of these big units.”

As for the tractor portion of the unit, Ellis said he is looking at all the options available to acquire flat-nosed trucks, including buying them used, importing them from Europe and encouraging manufacturers to start producing that style again for the North American market.

“The availability of the flat-nosed tractor units is limited as well. It’s not as though you can just magic these units out of the air,” he said.

“From my point of view the flat-nose is an efficient way of putting trucks on the road. They’re as safe as any truck on the road and they’re just as powerful.”

While the original design has a cargo box on the back of the truck, Ellis says that isn’t the only configuration possible.

“We have the ability to use the unit with a sleeper cab on it. We do have stores with longer distances where we can utilize that.”

Ellis said the trucks have become a huge hit with the general public, thanks in part to media attention. And they usually get noticed and draw a reaction.

“It’s got quite a reputation which is great because that’s what we wanted. We wanted to change the industry with it. That’s all positive,” he said.

UPDATE

MM&D asked the Ontario Ministry of Transportation to provide an update on the permit situation.

According to Bob Nichols, a spokesperson for the MTO, “On September 2013, MTO expanded the trial to include the use of a dock height semi-trailer in addition to the previously accepted drop deck semi-trailer.”

He added that “the Trial Conditions set-out that after a period of 18 months from the commencement of operations, MTO will evaluate the performance of the extended semi-trailers, compare their operation to the current 16.20m (53ft) trailers in use, and evaluate their potential impact on the trucking industry. The evaluation will also consider the potential impact of the extended semi-trailer on Ontario’s trucking industry, including market and operational issues related to the new technology. The evaluation will include, but would not be limited by the following parameters:

• Analysis of collisions, including a comparison with other tractor semi-trailers using the same routes used by the extended semi-trailer during the trial operations.
• Detailed analysis of the type and characteristics of the collisions involving the extended semi-trailers.
• Analysis of the comments/reactions received from other road users, the general public and municipalities.
• Analysis of the potential reduction in truck trips, fuel savings and environmental impact.
• Analysis of the potential impact of the extended semi-trailer to the trucking industry, in general, and to particular market segments of the industry, including competitive issues.
• Impact and easiness of using the current loading/unloading facilities at shippers’ facilities.

“Finally, MTO will consult with participating carriers and other industry stakeholders in undertaking the evaluation. Based on the results of the evaluation, MTO will determine whether to and how to proceed with a further measured roll out of extended semi-trailer operations, which could include an increase in number of permits and/or number of carriers.”

[kscarbel]

Just what we need! bigger trailers! if they catch on with Wal-Mart,pretty soon we'll all be pulling them!...................................Mark

This is no different from the dromedaries that Pacific Intermountain Express (P-I-E) used to operate successfully in the United States.

[BrianDzimitrowiczJr]

from my standpoint I hope it doesn't come to the states. I work for Walmart Distribution center in the receiving dept. I'm not a big fan of the idea of a drop deck trailer for me to unload. all that extra space in the front will be just more freight I will have to handle by hand instead of using my lift considering about 25% of the trailers we unload come in on our own trucks. however I do like the idea of more cases on a trailer because it makes it easier for me to make my production rates.

[bbigrig]

That truck is a joke.....

I see it all the time........hauling 53' trailers. Not the special 60'

None of the Wal-mart stores here in Canada are set up to unload the trailer or dromedary box.

Most Wal-mart's are in very tight shopping centers in Ontario, Canada that have issues getting access to a daycab truck and 53' trailer on a good day.

The truck itself has caused quite a stir up here as it was billed as environment friendly, only to find out it has a pre-2002 emissions Series 60 for power. The trucking press up here tore this idea apart.

The Freightliner Argosy is a Glider kit which Canada as of Jan 1 2014, no longer allows to be built up without the current model years emission systems equipped on the glider kit. (2014 glider must have 2014 emissions on its powerplant) DAMMIT!

The company that hauls most of the loads for Wal-Mart in Ontario (Trans- Logistics) a Mostly Mack fleet, are using 53' doubles on the longer intraprovincial hauls anyways.
Most of this idea was the trailer manufacturing company and the trucking company IFS sponsoring the idea. (IFS operated the truck not Wal-Mart) The Major carrier Trans- logistics didn't seem to take part. I do recall Freightliner trying this idea with a longer trailer years ago based on the Argosy chassis with a sleeper. It too was using a 60' trailer. May have been with Scneider National??? The truck was kind of orange.

A strong user of tractors with drome boxes up here is Manitoulan Transport. They did purchase some Argosy Glider kits before the new glider rules deadline. They also bought the FL112 (the newer DD13 powered conventional not sure of exact model #) They decided to stay with the conventional/drom box trucks and apply for special MTO permits.

We here in Ontario are just waiting for this idea to fade away like many others.

[kscarbel]

The trucking press up here tore this idea apart.

Both of these articles are from the Canadian media, and I didn't perceive they were tearing this idea apart.

The fact that this test truck is a glider kit is well known. http://www.truckinginfo.com/blog/trailer-talk/story/2012/11/super-cube-rig-for-walmart-canada-might-raise-some-issues.aspx

Reinventing the Argosy

This COE power unit, meanwhile, might pose an exhaust emissions problem. It was assembled by a dealer from a glider kit made by Freightliner in North Carolina. Gliders are new trucks with used or rebuilt powertrains, and the engine usually doesn't meet current emissions limits. This is legally OK if the glider replaces a wrecked truck or tractor, but in Canada it might not be if it's built for an entirely new purpose.

A COE was needed to squeeze the maximum cube into Ontario's 75.5-foot overall length limit for tractor/semitrailer combos. If a conventional-cab tractor were used, the drom box would not fit and the rig would not be so productive, even if it stayed within the overall limit.

Freightliner is the only North American manufacturer that still makes a Class 8 high COE*, though primarily for export. That's why an Argosy glider, which the builder also offers, was used here.

*Of course this isn't exactly true. Both Navistar and Paccar still produce COEs, the 9800i and the Kenworth K200.

[bbigrig]

Do some research on when the truck was unveiled......those write ups were the reason for most of the changes to the units since there roll out.

The companies that do the most business with Wal-Mart are the ones that don't seem to be taking part in the testing. (most likely due to very little in the rate increase dept.) The ones that are involved are the hungry companies putting drivers in the trucks at very little rate increases then the drivers in non test trucks.

The nature of Wal-Mart's deliveries in Ontario are drop and switches at the stores and between warehouses.

The test unit set up and lack of test units in use make it difficult to move the freight efficiently without the delay of loading and unloading as a complete unit. Imagine the truck and trailer would have to sit and be loaded and unloaded as a unit, how would Wal-Mart justify an investment like this truck sitting idle for more then 4 hours per day. Canadian dock workers are some of the slowest in the world. Wal-Mart is famous for not wanting to pay waiting time in Canada. As you were stating in another thread earlier in the month, like in Europe where truck and trailer would remain as a unit isn't cost effective in the current freight delivery models used. Add up all the time a power unit is sitting being loaded and unloaded over a year. The delay time cost far outways the extra freight hauled percentage. The test trailer is specific to the tractor which makes it useless to any other road tractor due to its kingpin setting.

Unless the industry in Canada is going to adopt to the changes that have been introduced on these Wal-Mart units it will be another epic fail. The LCV or double 53' trailers are much more versatile as they can be hauled together to a destination and broken down to deliver. Those units can be hauled anywhere in North America as single units and linked together without having to have a special tractor to haul them. Time will tell.

[jaysm35a2]

But he copied and pasted the info... that means something lol. No harm intended.

So will the "expert drivers " at CR England be using those also? They seem to sure haul all the Wal mart crap around here in CO. I agree , an idea to fade away. And I don't seem them catching on in the US if Canada wont do it.

[kscarbel]

At the very least, to increase haulage efficiency in America, the government needs to raise tractor-trailer GCWs to at least 40 metric tons (88,000lb), and allow 44 tons (97,000lb) with "road friendly" air suspension and tri-axle trailers (along the lines of Europe).

[57 bcr]

....I don't think P-I-E pulled 60 1/2 foot trailers......just sayin'

[bbigrig]

That piece of crap half shack is for store deliveries. Twin 53's do the warehouse to warehouse movements in Ontario.

Wal-Mart cubes out before it grosses out on store deliveries. Dead issue.

49,500kg's (108,000lbs) are allowed on tridem (3 axle trailer bogie) axles at 72" spread here in Ontario already

[kscarbel]

....I don't think P-I-E pulled 60 1/2 foot trailers......just sayin'

For comparison then and now, overall sixty feet in length, despite having much less horsepower than what is used today.

http://www.1-87vehicles.org/photo434/fl8664_drom_pie.php

A Wal-mart prototype with a longer drome box and shorter trailer (53 foot) would be intriguing.

[jaysm35a2]

And skilled drivers that are paid highly to drive them too.

[57 bcr]

60' overall and 60.5' trailer length are 2 different things. Intriguing? Ask the guy that gets to pilot this contraption for what I'm sure will be a BIG wage.....not! And where does said individual get to rest his weary head? In the drom?....................I rest my case!

[jaysm35a2]

No sense talking about it, wont happen. I agree, case rested lol

[james j neiweem]

Bring back the MH

[DVDASA]

I was just thinking Walmart needed more room for a few pallets of Charmin the other night...... hope they can figure this out before they go out of business with freight issues.