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


· Home
· Stories Archive
· Surveys
· Top 10


Satellite Maps

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

Truckstop Guide


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


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

Drivers Jobs


Latest Forum Threads


We welcome all professional Truck Drivers and Owner Operators to our Truckstop Community

It does not matter if you are driving OTR or local Truck deliveries,  Trustop Canada is your Home Online. Truckstop Canada's  Forum provides a place where Truck Drivers can come in for information or discuss Trucking News, Truck Photos, Trucker Classifieds, Trucker Jokes. We would be honored to welcome you as a Member in our professional Trucker Forum.

OPP arrest delivery truck driver with open bottle of liquor in the vehicle
Trucking News
59-year-old St. Clair Township man faces list of charges

A St. Clair Township delivery truck driver who was pulled over by provincial police Sunday did not have insurance or plates, but he did have an open container of liquor.

The 59-year-old was arrested after reports of a drunk driver on Bentpath Line.

Provincial police found the allegedly impaired man behind the wheel of a large Stirling delivery truck and charged him with the following offences:

  • Driving with more than 80 milligrams of alcohol in 100 millilitres of blood
  • Driving a commercial vehicle without a commercial vehicle operator's registration
  • Driving a vehicle without plates
  • Driving a vehicle without insurance
  • Driving a vehicle with an open container of liquor

 Source of article click here : CBC NEWS


(Read More... | Score: 0)

Spring truck weight restrictions start in central frost zone
Trucking News

Spring truck weight restrictions in the central frost zone will start Friday, March 16, according to the Minnesota Department of Transportation.

Winter load increases have ended and spring load restrictions are already in place in the south, southeast and metro frost zones.

Road restriction maps showing the locations of weight-restricted routes and those state highways open to maximum 10-ton axle weights are listed at Click on “seasonal load limits,” and then “spring load restrictions.” Also available is a text list of the restricted segments and exceptions to the map.

Overweight permits for more than 80,000 pound gross vehicle weight will continue and new permits will be issued if all axle and group weights are legal.

Up to full-summer overweight permits can be issued during the spring load restriction period only on interstate through movements.

Middle-range overweight permits become available within each frost zone when spring load restrictions are lifted. Full-summer overweight permits become available two to three weeks after spring load restrictions are lifted.

Ending dates for spring load restrictions are variable and based on how weather is affecting roadway strength.

For questions about the legal weight and size “heavy haul” trucking call MnDOT’s Freight and Commercial Vehicle Operations department at 651-296-6000. For enforcement questions, call the State Patrol’s Commercial Vehicle Enforcement at 651-405-6196 and select Option 3 and then Option 3.

MnDOT will report dates on its 24-hour automated message center at 1 800 723 6543 for the U.S. and Canada, and locally at 651 366 5400 for the Minneapolis/St.Paul area.

 Source of article click here : Morrison County Record

(Read More... | Score: 0)

OPP begin week-long blitz to curb distracted driving
Trucking News
TORONTO, Ont. – The Ontario Provincial Police (OPP) are once again heading out in their Class 8 truck to try to catch distracted drivers across the province.

OPP Superintendent Tony Cristilli said the police service would use every tool available to it to run a week-long blitz to help bring awareness to distracted driving.

Highway Safety Division (HSD) Staff Sgt. Kerry Schmidt posted a video to his Twitter showing the white OPP tractor ready to go out on the road moments before a Monday press conference in the Greater Toronto Area (GTA) announcing the campaign.

The OPP has two of the Class 8 tractors. Earlier this year they were unveiled as an additional tool for patrolling highways in the GTA. When they aren’t being used for enforcement, the trucks are normally used to haul police cars between divisions.

Schmidt has said in the past that using the Class 8 trucks as patrol vehicles gives officers the advantage of height, allowing them to see into the cabs of other trucks, as well as giving them a bird’s eye view on unsuspecting drivers in passenger vehicles.

While other recent blitzes have focused on commercial motor vehicles, the current enforcement initiative is not targeting any specific kind of driver, but all road users, Cristilli said.

Police will not just be looking for cell phone users behind the wheel, but for any activity, such as eating or reading, that takes a driver’s focus off the road.

The penalty for being caught driving while distracted is a $490 fine, and three demerit points for a first offence.

“In 2017, the Ontario provincial police investigated 83 motor vehicle deaths in which inattentiveness was an underlying factor,” said Cristilli. “Since 2009 – the year when Ontario’s distracted driving laws took effect – 692 people have died at the hands of inattentive drivers. Distracted driving is a danger to all road users.”

Increasing regular blitzes focusing on distracted driving are one of the methods the OPP is using in its attempt to raise awareness about the issue and bring the number of collisions caused by inattentiveness too zero.

 Source of article click here : Truck News

(Read More... | Score: 0)

Class D renewal requirements change in Ontario July 1
Trucking News

TORONTO, Ont. – Class D license holders in Ontario will have new medical and road test requirements beginning July 1, 2018.

The Ministry of Transportation released its new guidelines for medical reports and testing for Class D license holders, bringing them in line with other commercial driver licenses in the province.

Starting on July 1 Class D license holders up to age 80 will be required to complete a knowledge test and vision test every five years when renewing their driver’s licenses. Previously no knowledge and vision tests were required for drivers under the age of 65, although they’re required for other license classes.

Class D licence holders will also be required to complete a medical report every five years if they are under the age of 46, every three years from ages 46-65, and annually for drivers aged 65 and older. Under the old regulations medical and vision tests were not required for Class D licenses until drivers turned 80.

Drivers operating with their Class D licenses in the United States will see no changes to that county’s regulations and are still required to provide proof of medical certification.

Those drivers who fail to provide the proper medical documentation on time to the Ministry of Transportation could see their Class D license downgraded to a Class G license, the ministry said.

The road test requirements for the license remain unchanged, and will still only be required if drivers accumulate three demerit points or have an at-fault collision until they reach the age of 80, when a road test becomes an annual requirement.

The ministry says the new requirements bring the Class D license in line with the Canadian Council of Motor Transport Administrators (CCMTA) standards, which are the basis for the Canada/U.S. medical reciprocity agreement.

A ministry spokesperson said ensuring Class D drivers are held to the highest medical filing standards will strengthen road safety.

 Source of article click here : Truck News

(Read More... | Score: 0)

Isuzu Testing Battery-Electric Cabover
Trucking News
Photo of electric plug on NPR courtesy of Isuzu.

Isuzu Commercial Truck of America showed a battery-electric N-Series cabover at the Work Truck Show in Indianapolis that's now serving as a research vehicle to allow the manufacturer to gauge interest from fleets who would use the truck for certain applications.

The regular cab NPR has been equipped with battery technology that's still under development and would be rated as a Class 5 vehicle with a 19,500-lb. gross vehicle weight rating (GVWR). The vehicle at the show was modified by Nordresa, a Laval, Quebec, Canada company that manufactures electrified powertrains for commercial vehicles.

"Isuzu continues to develop and grow in order to support a new generation of transportation needs and address escalating customer requests for a potential electrical truck," said Shaun Skinner, president of Isuzu Commercial Truck of America and Isuzu Commercial Truck of Canada. "Commercial truck customer needs vary by market."

The company has begun discussions with its fleet customers who have requested a battery-electric cabover, Skinner said.

"By deploying this truck that utilizes an EV system engineered by one of the North American companies we are working with, and other companies with different electrical systems, we will be able to develop the right trucks for our customers’ needs," Skinner said. "There is no doubt that all-electric trucks are part of the future of commercial vehicles; they are part of our future as well."

Source of article click here : Truckinginfo

(Read More... | Score: 0)

Have you seen this truck?
Trucking News
Police say the investigation is ongoing following a hit-and-run crash Monday morning

Police are looking for this white Ford F150 crew cab with a black tonneau cover as they investigate a hit-and-run that happened Monday morning at Oxford and Quebec streets.

Police are looking for this white Ford F150 crew cab with a black tonneau cover as they investigate a hit-and-run that happened Monday morning at Oxford and Quebec streets. (Supplied photo

A woman is in hospital with serious injuries after she was hit crossing Oxford Street on Monday morning.

And police have released a picture of the truck they suspect may have been involved.

They say it's a white Ford F150 crew cab with a black tonneau cover.

Police closed a section of Oxford Street westbound from Quebec Street to Mornington Avenue following the 8 a.m. incident. The road remained closed until about 9:30 a.m. 

London police spokesperson Const. Sandasha Bough said the investigation is ongoing, with police talking to witnesses in the area. 

Pedestrian hit on Oxford

Police closed off a stretch of Oxford Street Monday morning (Kate Dubinski/ CBC News)

The woman was crossing Oxford from the northwest corner of the intersection when she was struck by a vehicle driving west on Oxford. 

The woman's injuries are serious but not life-threatening.

Source of article click here : CBC NEWS
(Read More... | Score: 0)

Truck World is coming to town
Trucking News

TORONTO, Ont. – The country’s largest truck show – Truck World – is just around the corner, and this year, organizers are promising an unrivalled experience.
Truck World is scheduled at the International Centre in Toronto from April 19-21 and so far, there are 500 exhibitors and

suppliers confirmed to attend.

This year marks the first partnered show, as Newcom Media joins forces with Deutsche Messe to bring the truck show to life. Both organizations came together in 2017 to bring the first ever North American Commercial Vehicle Show in Atlanta, Ga. For Truck World, their new partnership hopes to bring more American suppliers to Canada.

“Now that Truck World is co-owned by Newcom Media and Deutsche Messe, this new partnership will give Truck World a better and stronger exposure in the U.S. and international markets,” Thierry Quagliata, the new show manager, said.

Truck World is also growing this year as it opens the doors to five halls, expanding to 390,000 sq.-ft. of exhibit space.

Also new this year, is a number of new products being launched and featured at the show. Products being launched at this year’s show include accessories, trucks, trailers, and components.

And if you’re a member of the public curious about a job in trucking, or if you’re looking for a change within the industry, then Truck World is the place to be.

“We are going to have over 90 employers with booths at the show who are going to be seeking new truck drivers as well as other industry professionals, like truck technicians,” said Quagliata.

There is also a dedicated driver recruitment pavilion with more than 75 confirmed fleets attending.

Knowledge stops are also a new feature this year.

“The knowledge stops are information sessions we are going to have right on the show floor,” Quagliata added. “These are great for those middle management executives or those who are new to the industry and want to learn more about trucking or starting their business within the industry.”

The knowledge stops will be taking place throughout the show, and topics include: succession planning, cannabis in the workplace, how to win a pitch and more.

And Truck World is going digital, Quagliata said, replacing its usual printed show guide with a mobile app sponsored by Cummins that will help attendees navigate their way through the show with an interactive map, agenda run down, and a communication feature.

“With the new mobile app, attendees can communicate before, during, and after the show using the direct messaging feature,” he said.

Attendees can download the mobile app by searching “Truck World 2018” in their device’s app store.

Attendees can also look forward to complementary Wi-Fi at the show sponsored by Navistar.

“I hope for Truck World 2018 to be an even better show, with more for attendees to see and discover,” Quagliata said. “Between truck, trailers, parts, technology and services, I think the show will be a great and easy way for professionals in the industry to connect with their suppliers and customers, to create more business, and to learn something new.”

You can attend the show:
• Thursday, April 19 from 10 a.m. – 6 p.m.
• Friday, April 20 from 10 a.m. – 6 p.m.
• Saturday, April 21 from 9 a.m. – 5 p.m.

To register, or learn more, visit

Source of article click here : Truck News

(Read More... | Score: 0)

TTSAO announces a ‘Touch a Truck’ hiring event for adults
Trucking News

MISSISSAUGA, Ont. – The Truck Training Schools Association of Ontario (TTSAO) is trying to drive more people into the trucking industry by hosting a “touch a truck” event for adults.

The group announced the event and sought marketing ideas for it during the carrier group townhall meeting at their annual conference.

The event – to be held in Mississauga, Ont. On May 26 – will be a hiring event focused on bringing in employees to all areas of the industry, not just drivers.

Carriers and training schools will be staffing tables inside with information about getting a license and job opportunities afterwards, while outside carriers will be able to display their tractors in a show and shine.

The TTSAO says the idea for the event came from Road Knights member Guy Broderick, chairman of the TTSAO Carrier Group. The Road Knights are a group of elite truckers through the Ontario Trucking Association that go into schools to teach students about the industry and show new drivers how to behave around trucks.

Broderick feels using the same method the Road Knights program uses at high school career fairs is a good way to promote the wide-availability of jobs to adults who may be looking for a career change.

The event will feature all positions including back-office staff, operations personnel, management positions, and those at distribution centers, to name a few.

“When you take a look at all the jobs that are in our industry, and all the positions that are needed, it’s not just about drivers anymore,” Broderick said.

With a strong economy and an unemployment rate sitting at less than five percent in some areas of the country, carriers are no longer just competing against each other for employees, but are also competing against industries like red sealed trades.

The group says they are expecting for a good turnout, and hopes carriers and schools alike will take the opportunity to show job seekers that technology and different driving practices mean the industry isn’t the same as it was 20 years ago.

Broderick says there is a persistent myth that commercial drivers are on the road and away from their families for weeks at a time – fleets know the reality is quite different.

A member from Manitoulin Transport said their drivers make up just 35% of their workforce, highlighting the abundance of non-road positions available in the industry.

Discussion of ways to advertise both regional driving jobs and careers in other aspects of the industry dominated the townhall, with members brainstorming how to reach not just older members of the workforce, but younger ones as well.

Members agreed looking to the future of hiring drivers means speaking to students in high school today, as well as trying to reach driving-age employees on social media in addition to using traditional advertising avenues like the job fair.

Members hoping to snag a spot at the event will pay $400 for a 10-foot table, while non-members will pay $600. Carriers wanting to register a truck to show off to perspective employees will pay an additional $500 for a spot in the parking lot.

Registration can be done through the TTSAO.

Source of article click here : Today's Trucking

(Read More... | Score: 0)

Windsor construction group lands $50M Ambassador Bridge contract
Trucking News

A Windsor, Ont. company is cashing in on the recently approved second Ambassador Bridge span between Windsor and Detroit.

CTV News has learned TCI Titan Group has been awarded the $50-million dollar contract to build the truck customs plaza, which will be located at the foot of the existing bridge.

“As we were awarded the project, I went and looked at the history of the bridge, and being part of what I think is a very monumental and historical build," said Art Ussoletti, president of TCI Titan Group.

The Detroit International Bridge Company received a permit from Transport Canada in September, which was considered the last major hurdle standing in the way of building a new bridge between the two countries at North America’s busiest border crossing. The project is intended to replace the nearly-90-year-old Ambassador Bridge.

Very early work is already underway, with the demolition of about 100 homes on Indian Road, where the new span will ultimately be located.

The truck customs plaza is considered a necessity because all secondary truck inspections are currently conducted off-site. Both the Canada Border Services Agency and the Bridge Company believes that’s a security risk. The off-site inspection facility is located about two kilometres down Huron Church Road on Industrial Drive.

"So that eliminates that whole need to escort and transport trucks further down into the corridor," said Ussoletti.

In consultation with the CBSA, a new, 9.5-acre plaza will be built just west of the new bridge.

Stan Korosec of the Bridge Company tells CTV News aside from a lot of surface paving and eight new customs booths, TCI Titan will also construct a stand-alone border services building.

"The building will be designed so that it fits in with the nature of the west end,” said Korosec. “It’s not a steel and glass type thing being designed. So it will fit in with the nature of historic Sandwich."

Ussoletti says he's already hired additional engineers and architects with more contractors and subcontractors to follow. He adds this phase is just one example of the huge economic impact this bridge will have on the region.

"That really lays into the Bridge Company's philosophy of keeping it local and keeping it Canadian so I think that's a huge factor," Ussoletti said.

More heavy construction is expected to begin within the next 30 days.

The privately-funded Ambassador Bridge Enhancement Project is estimated to cost $1billion dollars. The Bridge Company says they want the new span open to traffic by 2020.

Source of article click here : CTV NEWS

(Read More... | Score: 0)

Tractor-trailer flips, spills fuel on Bedford Bypass
Trucking News
The truck flipped over on the ramp over Highway 101 near the exit to Lower Sackville.

The truck flipped over on the ramp over Highway 101 near the exit to Lower Sackville

A tractor-trailer overturned on the Bedford Bypass Friday afternoon, spilling a large amount of diesel fuel and blocking traffic heading into Dartmouth.

RCMP Cpl. Dal Hutchinson said they got the call at 2:18 p.m.

"Halifax Fire is on the scene now and there is a fuel leak," he told CBC News.

Inbound traffic is being diverted through Bedford.

"A lot of diesel fuel has leaked," he said.

Hutchinson said the fuel seemed to be leaking from the truck's own fuel supply, as it wasn't hauling fuel. No one was hurt.

Source of article click here : CBC NEWS

(Read More... | Score: 0)

Travel through U.S. border ports at yearslong ebb
Trucking News

Two lines of semi trucks wait to clear customs at the U.S. Border crossing at Pembina, ND, this week.

GRAND FORKS—The loonie isn't stretching its wings quite like it used to.

At least, that's part of the story told by statistics from U.S. Customs and Border Protection and backed up by observers in Grand Forks who say border crossings from Canada have ebbed over recent years as a weak Canadian dollar—known by many in the north as the loonie—has kept Manitoban visitors home.

Chris Misson, assistant area port director for the CBP, has been working on the border for the past two decades. Though he says there are other factors that influence the flow of traffic from Canada into Minnesota and North Dakota, he points to the relative strength of the currency as a strongly correlating variable.

"When the Canadian dollar is strong, car traffic seems to be up—and when it gets fairly weak, car traffic goes the same," Misson said. "Whatever year the dollar started to decline, the traffic started to decline."

The reduction in Canadian visitors, who come to the U.S. border states for recreation, shopping and business, is felt in local economies that have welcomed spending from their northern neighbors. And last fall, CBP proposed reducing hours at two of its Minnesota ports, at Lancaster and Roseau, citing lagging rates of traffic.

Despite the weakening of the loonie, commercial traffic into the U.S. held relatively steady over the four-year period between the start of fiscal year 2014 and the end of 2017.

The port in Pembina, N.D., sees the most truck traffic of all the U.S. ports of entry in the two-state region and logged a total of almost 214,220 vehicles through the most recently completed fiscal year. That's down about 14,700 from the total counted in fiscal year 2014.

The largest declines are in the number of passenger vehicles that move across the border, a statistic that might reflect the more price-conscious mindset of recreational travelers. Those drivers seem to most often enter the U.S. by way of the port in International Falls, Minn.

That port ended 2014 with more than 520,000 passenger cars making the crossing. It closed out the last full fiscal year with just about 413,500, making for a 20 percent decline over the four-year period.

Crossings in Pembina, the second-biggest port for automobiles, saw a decrease in volume of almost 25 percent over that same period, hitting just under 277,250 cars for fiscal year 2017. Traffic through Grand Portage, Minn., the third-largest port, shrank by 24 percent in that time to land at just over 235,000 vehicles.

The close ties between economic trends and cross-border travel isn't a new phenomenon, Misson says, and has been something he's noted throughout his career.

The Canadian dollar can be exchanged now for about 77 cents American. It got up above 80 cents in January but hasn't been at par with U.S. currency since 2013, which is about when traffic started falling off at ports of entry.

The reduced flow of visitors has trickled down Interstate 29 to Grand Forks, which courts both recreational and business interests from Manitoba. The province has been targeted both by local ads and, thanks in part to the strong U.S. dollar, by a statewide push to brand North Dakota as a tourist destination.

Julie Rygg is executive director of the Grand Forks Convention and Visitors Bureau, which draws funding from local hospitality taxes. As such, she has a finger well on the pulse of the local tourism scene, which has long benefitted from Canadian residents on weekend getaways.

Rygg says 2015 seems to be the year when metrics like occupancy rates started levelling off in Grand Forks, followed by a steady decline the year after.

She thinks the exchange rate has a lot to do with that.

Barry Wilfahrt, president and CEO of the local Chamber, also points to the loonie when talking about Canadian travel, adding that he believes that 80 cents to the dollar is the price point to watch.

"Whenever it gets below that mark, it has an impact on people coming down," he said. "I'd rather see it at 90 cents, or even at par."

 Source of article click here : The Jamestown Sun

(Read More... | Score: 0)

Insurers’ tips to trucking clients: how not to lose your loads
Trucking News

If you want to keep your cargo safe, it’s best to keep it moving, Insurance Bureau of Canada (IBC) warns.

Linked to the involvement of organized crime, cargo theft is described as an “epidemic” in Canada, with a total loss of $181 million in stolen cargo and equipment between 2014 and 2017.

“Any loaded trailer with cargo in it that’s sitting is at risk,” says Wayne Hummel, a cargo and auto theft investigator for IBC. “My suggestion to anybody with a load, don’t leave it sitting. If you have to leave it sitting, have some kind of security on it, especially if it’s an expensive load. They will take anything, they can sell anything. They can move anything.”

Many heists occur when trucks and trailers are parked for the night in trucking yards, Hummel says.  While unsecured yards can be “a free-for-all,” thefts can occur in secured yards, too.

Much of what gets stolen does not sit around for long.

“These loads move very quickly,” Hummel says. “We lose loads of meat on a monthly basis. Sometimes they are sold before they are stolen. Or as soon as they see it, they know where to get rid of it.”

To keep things moving, some companies use multiple drivers for the same trip. The drivers rotate or sleep in shifts so that they don’t have to park the truck over long-haul trips. “I can guarantee you, those people rarely lose loads, because they are not unattended,” Hummel says.

Another popular method of theft is to take advantage of a network of companies that bid on contracts to drive loads for clients – and then take off with the cargo.

“Fraud is becoming a bigger part of it — all the online brokerage stuff,” said Hummel. “The brokers put their loads out to be sub-brokered, and somebody will bid on that load. They end up winning the bid, they pick it up, they are a fictitious company, and your load’s just been stolen.”

One of the primary ways to combat cargo theft is to report it, Hummel says. IBC’s investigative services division has been operating the Cargo Theft Reporting program since 2014. Many occurrences of cargo crime go unreported by vendors, IBC notes, because transport companies do not want their insurance premiums to increase if they report a loss.

When cargo has been reported stolen, police have been able to recover the load with a fair degree of success, considering that organized crime rings are able to sell loads quickly, Hummel says.

In 2017, the IBC cargo unit issued 1,632 alerts of thefts to law enforcement. Of those, 445 involved cargo. The value assigned to the stolen merchandise was over $46 million. As for recoveries last year, law enforcement was able to recover 223 loads at a value of over $17 million.

Thieves aren’t discriminating about the loads they sell off, although organized criminals involved in cargo theft like to target grocery or food products. These are the easiest products to offer for resale quickly and efficiently.

That said, with non-perishable products such as brand-name products, the thieves can afford to keep the product stored somewhere and try and negotiate a better price for the load. If it’s a brand-name product, they know somebody is going to buy. “They can unload that trailer into a warehouse and they can keep that property,” Hummel says.

IBC’s Cargo Theft Reporting program is still relatively new, so it will take some time to establish enough baseline information about thefts to be able to identify whether there are any trends up or down.

 Source of article click here : Canadian Underwriter

(Read More... | Score: 0)

OTA implores government to include truck drivers in nominee pilot program
Trucking News

TORONTO, Ont. — The Ontario Trucking Association (OTA) is asking the provincial government to remember truck drivers as it reviews its stance on how it classifies certain occupations under the Ontario Immigrant Nominee Program (OINP).

Historically, Ontario has restricted the use of the OINP – which allows workers to be brought in with permanent resident status – to occupations classified in NOC skill level A, B and 0.

With truck drivers being classified as NOC ‘C’, the Ontario trucking industry has had very limited access to this program since it was founded. However, the government has launched a limited trial pilot being conducted with a few select NOC ‘C’ occupations in the construction and agriculture sectors.

The Ontario Trucking Association has written to Ontario Minister of Citizenship and Immigration, Laura Albanese, asking whether trucking could also be eventually considered since it is currently experiencing an acute driver shortage.

Since the next opportunity to change this classification does not arise until 2021, the OTA said  it is asking the government to include truck drivers as part of the ‘In-Demand Skills’ stream pilot of the OINP.

“While the industry remains committed to our longer-term goal of moving from NOC C to B, access to the OINP could play an important role for some Ontario carriers to bridge their current labour shortage,” said OTA Jonathan Blackham, director of policy and public affairs.

OTA emphasized how trucking is grappling with a shortage of professional workers unparalleled by most industries.

“Unlike other industries, such as manufacturing, truck driving is an occupation that cannot be offshored or shipped overseas. Overall, demand for trucking remains strong, with the industry’s share of the total transportation sector only growing. As well, with one of the oldest workforces in the country, the trucking industry is facing a ‘demographic tsunami,’” the letter points out.

 Source of article click here : Truck News

(Read More... | Score: 0)

Trucking Industry Stakeholders Call for Canadian Govt’s to Move Quickly on ELDs
Trucking News

TORONTO, March 08, 2018 (GLOBE NEWSWIRE) -- Teamsters Canada, the Private Motor Truck of Canada and the Canadian Trucking Alliance are calling on governments to move quickly in the implementation of the electronic logging device (ELD) mandate. The major groups representing trucking interests across Canada are asking the federal and provincial governments to all commit to a process that would see a publication of the final rule by June 2018 and the ELD rule enforced in each province by December 2019.

The three groups believe the safety benefits of ELDS cannot be delayed and that an 18-month transition will allow industry and governments to properly transition to the mandate.

The groups issued the following mutual public statement:

The majority of carriers and drivers have and will always put safety first. However, ELDs will end the supply chain encouraging and turning a blind-eye to companies and drivers breaking hours of service rules to meet shipment needs by falsifying paper log books. By forcing all companies and drivers to obey federal hours of service rules we are making Canada’s roads safer. As a result of ELDs, drivers and carriers will be more compliant with HOS regulations, contributing to reduced collisions and other negative activity associated with distracted driving. We are encouraging all levels of government to expedite this regulation through their legislative process by making it a top priority.

(Read More... | Score: 0)

Truck maker Navistar raises 2018 forecast amid strong demand
Trucking News
Navistar International Corp (NAV.N) on Thursday raised its full-year revenue and truck delivery forecasts amid strong market demand.

The truck maker said it now expects 2018 revenue in the range of $9.25 billion to $9.75 billion, compared with its previous guidance of $9 billion to $9.5 billion.

The company raised its forecast for deliveries of Class 6-8 trucks and buses in the United States and Canada to between 360,000 and 390,000 units, from 345,000 to 375,000 units.

"We expect market conditions to remain robust and we are determined to take advantage of opportunities to grow share while delivering strong margin performance," Chief Executive Troy Clarke said in a statement.

Orders for Class 8 semi-trucks in North America jumped more than 76 percent in February as trucking companies rushed to add capacity in a tight U.S. freight market, FTR, a company that tracks the industry, said on Sunday.

Navistar also said revenue in the truck business, the company’s biggest, jumped 21.8 percent to $1.25 billion in the first quarter.

NAV.NNew York Stock Exchange

The company’s total revenue rose nearly 15 percent to $1.91 billion, but missed the average analyst estimate of $1.92 billion, according to Thomson Reuters I/B/E/S.

Net loss attributable to the company widened to $73 million from $62 million. On a per-share basis, the loss was 74 cents in the quarter ended Jan. 31, compared with 76 cents in the year-ago quarter.

Source of article click here : Reuters

(Read More... | Score: 0)

Canada-U.S. Border Crossing and the ELD Mandate
Trucking News

If you’re with a Canadian trucking company operating in the U.S., you have probably heard a lot of different stories about ELD compliance for Canadian drivers. One of them: that Canadian drivers and/or trucking companies could avoid complying with the Electronic Logging Device (ELD) Mandate, which took effect December 18, 2017, as long as their trucks returned to the home bases outside the U.S. every night. And there is a bit of truth to that — but only a part.

The ELD Mandate does grant a waiver to certain trucks that return to their base each night if you comply with either of the short-haul exemptions. So, a Canadian driver that begins the day at home base, crosses into the U.S., and then returns home by the day’s end might qualify for an ELD waiver if other waiver conditions are also met.

But, realistically, the number of Canadian trucks operating in the United States that can meet those very narrow limitations every single day they’re operated is quite small. So, for all practical purposes, trucks and drivers from Canada are responsible for running ELD-compliant on U.S.

However, there’s really not much new there. Canadian commercial trucks and drivers operating in the U.S. have been required to operate by the same rules as their U.S. counterpart for decades. That includes adhering to the Hours of Service rules and now, the ELD Mandate. So, while some international trucking organizations were scrambling to meet the ELD compliance deadline, many trucks from those nations that regularly or even occasionally roll in the U.S. they were already AOBRD-compliant.

Indeed, they’re just getting ahead of the game for operating back home. Transport Canada recently targeted 2020 for implementing the Canadian version of the ELD Mandate. The transition will be less of a change than with the U.S. ELD Mandate already in place. Additionally, most Canadian trucking operations are fully compliant with U.S. trucking requirements.

Transport Canada’s regulation largely mirrors those of the U.S. Federal Motor Carrier Safety Administration. Like the U.S. version, the Canadian ELD Mandate won’t change the Hours of Service regulations, just how drive time is recorded and reported. In the proposed rule, there is a two-year window for compliance and a similar two-year grandfather period for use of existing devices (AOBRDs) through 2022 (assuming the compliance deadline will be in 2020). Canadian carriers with drivers that cross U.S. borders still need to adhere to the U.S. ELD Mandate and should expect additional guidance regarding the Canadian ELD rule later this year.

Source of article click here : Today's Trucking

(Read More... | Score: 0)

MTO allows permits for smart lift axles, longer tractors for semi-trailers
Trucking News

TORONTO, Ont. — The Ontario Trucking Association (OTA) announced today that the Ministry of Transportation (MTO) has officially formalized permit programs  for the use of smart lift-axles (SML) on semi-trailers and for the use of longer tractors (up to 6.8 metre wheel-base) pulling multi-axle semi-trailers.

The OTA has spearheaded the efforts for these initiatives for some time.  The permit process is the first step toward moving forward on regulatory developments and expedites the opportunity for carriers to address these technologies in a shorter timeframe, the OTA said.

“The OTA team approached MTO with a responsible plan and research that clearly demonstrated the benefits of these technologies. We are very happy with the outcome,” said Geoff Wood, senior v.p., Policy, Ontario Trucking Association.

Over the next four to six weeks, the team in MTO’s Carrier Safety and Enforcement Branch will be working toward introducing Special Vehicle Configuration (SVC) permit regimes for both initiatives. The SML permit regime will allow permits to be granted based on Vehicle Identification Number(s) relating to the semi-trailer or semi-trailer sets, while Long Wheelbase tractor permits will be distributed on a fleet basis, meaning a single permit can be copied and utilized throughout the fleet of tractors and semitrailers.

To move these issues forward OTA was tasked with providing extensive and credible research and analysis including development of a full business/environmental case, technical and safety analysis, review of approaches and experiences in other jurisdictions and a suggested regulatory approach for Ontario. OTA achieved this through a collaborative effort with input from its membership, in house weights and dimensions team and other industry experts.

“It is important to our membership that the Ontario weights and dimensions regime allows innovation and investment in technologies that carriers want to use, and that we can demonstrate the technologies can be responsibly introduced in the province” said Wood.

Over the course of the next few weeks, OTA will be completing an analysis of jurisdictions where SLA’s and the longer tractors are able to operate.  OTA members interested in receiving a copy of the analysis or have additional questions on these initiatives can email

Source of article click here : Truck News

(Read More... | Score: 0)

Combined Savings: LCVs vs. platooning
Trucking News

Two 5-axle tractor-trailers will burn a combined 280 liters of fuel on a 480-kilometer trip. A long combination vehicle will burn 170 liters.

TORONTO, Ont. — Pulling two trailers with just a single power unit is an efficient way of moving freight. It’s not quite two-for-the-price-of-one, but fuel and labor costs are lower on a per-trailer basis even if equipment acquisition and operating costs are similar. Greenhouse gas emissions are lower, too, and the overall safety record for long combination vehicles (LCVs) is stellar.

Platoons, which would autonomously connect a series of tractor-trailers behind one controlled by a driver, appear to offer a future competitor, and one that may ultimately prove easier to facilitate.

“Our fleet operations centre can coordinate linking opportunities, making it possible to link two trucks virtually anywhere platooning would be allowed,” says Josh Switkes, president and founder of Peloton Technology, a company currently developing truck platooning technology. “If one of your trucks is out on the road and another one is a mile ahead of it, or a truck from another fleet is a mile ahead of it, we can identify that opportunity, they can link up for the next few hundred miles and then branch off to their respective destinations.”

But what about LCVs? Trucks pulling two 53-foot trailers are now a pretty commonplace in most of Canada, even if British Columbia limits them to specific operations. They have been in service for decades in Alberta, Saskatchewan, and Manitoba, where an array of overlength combinations are allowed, including turnpike doubles. Quebec has allowed them for more than 20 years now, while Ontario, New Brunswick, and Nova Scotia have close to a decade of experience. Only P.E.I., Newfoundland, and Labrador ban them outright.

There are fewer restrictions and permit conditions in the west, which has fostered the growth of the overlength trailer programs, but it apparently hasn’t hampered safety. Crash statistics show turnpike doubles are the safest configurations on the highway. In any jurisdiction.

Perhaps that can be linked to strict rules for the operators. Ontario mandates a 90 km/h speed limit for LCVs, while the drivers need five years of experience. Western Canada requires two years of drivin2g experience, but regional safety records are similar.

“I believe the LCV’s excellent safety record stems from the stringent requirements to enter an LCV program,” says Susan Ewart, executive director of the Saskatchewan Truck Association. “The carriers and the drivers must have a good safety records to begin with. The driver training combined with their previous experiences ensures that only the best drivers and the best companies make it into the program.”

Fuel and labour

Fuel and labor costs are both significantly lower when running an LCV.

Sure, the fuel economy of an LCV is lower, but the fuel consumption compared to using two tractors to move two trailers is about 30-35% lower, according to four fleets that shared their competitive data on the condition of anonymity. The associated cost saving can be easily extrapolated from that, and this isn’t counting associated environmental benefits such as lower greenhouse gas emissions.

One LTL carrier that shared data with Today’s Trucking referred to a pair of LCV units that were compared to four standard tractor-trailer units over 171 trips that ran just over 1,100 kilometers each. They saved $53,865 in fuel.

Labor costs are lower, too, but the savings may not be as significant. The fleets report different pay scales, ranging from $4-per-hour premiums for LCV drivers, to turnpike double drivers who make premiums of 14 cents per mile.

Interestingly, each of the four LCV users who spoke with us said the configurations help cope with the general shortage of qualified drivers – but also noted a shortage of drivers willing to transition to LCVs.

Other extra costs include the travel time and mileage to a terminal location with highway access, where the double combinations can be assembled.

“I have to run about 25 kilometers in the wrong direction from our facility to get to the drop yard, as we do not have direct access to the highway,” lamented a private carrier who shared his statistics.

Granted, one of the fleets rents yard space to other operations which run LCVs. Even competitors.

Operational efficiency

If the issues were so easy to solve, you’d think the Windsor-to-Quebec corridor would be jammed with LCVs, but it’s not, and there’s a legitimate reason why. “We can’t always match the shippers’ schedules,” said the manager of an eastern Canadian truckload operation that shared fuel economy data. “Operations based on the truckload [just-in-time delivery] model don’t allow carriers to stack up trailers to haul down the road together. You leave when it’s loaded and deliver on time. We could do a lot better with LCVs if we had more leeway on the timing and more cooperation from shippers on delivery times.”

An LTL carrier claimed he did a little better. “The shipments are consolidated at our docks and shipped on as many trailers as we need. We move them as they are loaded, working within the time restrictions. We have to be mindful of the weight when loading trailers for LCV combinations as the rear trailer has to be lighter than the lead.”

Carriers operating in the west have better opportunities to consolidate their turnpike doubles on longer hauls between Winnipeg, Calgary, and Edmonton. They are typically relayed at some midway point and the trailers just keep moving. They don’t face the congestion or the local operating restrictions that exist in Ontario.

None of the carriers we spoke with offer discounts to their customers for LCV service, though. With the exception of the private and LTL carrier, they all said they bill at standard truckload rates.

“For this to work you need high volume, high frequency, and highly recurrent activity. Going forward, we’re going to need more engagement with the shipper. They will have to work with us and adjust schedules to make this work. They might not see any savings, but it might help them avoid some increases due to congestion or labor costs,” said one of them.

With the looming shortage of drivers and increasingly stringent and expensive emissions regulations headed our way, it’s ironic that more carriers and shippers have recognized the potential in moving two trailers with a single power unit. Public opposition to them has proven to be almost nil. They are recognized for their safety and environmental records. You’d think shippers would be all over that.

Platooning next?

Then there’s the potential of platooning. But is this technology a solution in search of a problem? When compared to the relative simplicity of long combination vehicles, platooning starts to look like a whole lot of effort and research money that might be better spent on other safety and productivity technologies. While many see platooning as a pathway to driverless vehicles, regulators have long lists of concerns surrounding the safety of such vehicles.

When it comes to safety, an official with a U.S. truck-safety regulatory agency recently questioned the current vehicle inspection process of certifying that a truck safe to operate in a platoon. “We are doing mark-and-measure brake inspections, but we have no way of checking the reliability of the dedicated short-range communications [DSRC] equipment on board or the adaptive cruise control systems. We are using yesterday’s technology on vehicles that we are not well prepared to inspect at roadside.”

Load management and braking/acceleration capability are also concerns. Brake performance depends heavily on both the type of brakes (disc or drum), the type of brake friction used (OEM or aftermarket), and the physical condition of the brake system. There’s talk of requiring inspections with performance-based brake testers rather than the usual mark-and-measure inspection to certify a truck as platoon-ready. Load balancing is also a concern, as brakes will perform differently when, for example, the front of a trailer is loaded heavier than the rear. It’s agreed that the heavier trucks should go in front of the platoon, but there could still be a risk for the lighter truck at the rear with poor-performing brakes.

Also on the list of concerns is driver alertness. Agencies in Canada are studying the effect of a close following distance on driver alertness in low-demand and monotonous environments. Some believe the “platooning” that falls between traditional trucks and fully autonomous models could pose more of a risk than moving immediately to driverless trucks.

“It’s counterintuitive to take drivers even partially out of the vehicle control loop, yet ask them to remain vigilant,” one researcher said.

“When you add automation like a radar- or laser-based sensor system you can dramatically reduce perception because a sensor can be much quicker than a human,” Switkes counters. “You can even more dramatically reduce reaction time because a computer is extremely fast compared to a human.”

Among other concerns is the business model. Some are questioning the wisdom of spending the research and development money on platooning when relatively few large carriers would be in a position to practically take advantage of the fuel savings. Even with formulas being developed to distribute the fuel savings among participating carriers — possibly even competitors — the savings are not much better than you’d see from a set of trailer skirts.

“In a best-case scenario, we have seen fuel savings of 13% in a two-truck platoon with a following distance of four metres,” says Brian McAuliffe, a researcher with Natural Resources Canada, specializing in aerodynamics and wind tunnel testing. “That’s obviously too close for comfort. In realistic scenarios of eight to 19 metres, we see net improvement of around 10% for the two vehicles.”

McAuliffe says his testing has found that fuel savings for LCVs average out at around 28% compared to two vehicles making the same trip.

No parking

If there’s a weak link in the chain, it’s parking. While there are numerous truck stops along most LCV designated routes, not all are accessible. Of the truck stops that can accommodate the equipment, finding designated parking for two-trailer units can be challenging. Many of the service centres located along Ontario’s highways 401 and 400 have limited designated LCV parking, but it’s often occupied by non-LCV trucks.

In New Brunswick, meanwhile, Highway 2 offers no convenient roadside pull-outs for the configurations, leaving drivers little option but to park alongside the highway at entrance and exit ramps if they need to park.

New Brunswick-based driver Peter Bond says the Department of Transportation should never have allowed LCVs on the roadways until it had developed parking solutions.

“You see [LCVs] parked at on-ramps all the time,” he says. “That’s just not safe, and the government knows that, yet they won’t enforce their own guidelines on LCVs. I understand that they have to stop somewhere, but if we can’t park them safely, they should not be out here.”

The province’s Department of Transportation officials have approached Murry’s Irving general manager Calvin Grant several times about expanding his lot in Meductic, N.B, to make room for the twin-trailer combinations. But he says it’s hard to make a business case for it.

“The LCVs can get in here, and we do accommodate them,” he says. “The problem is I don’t have room for them. I have just expanded my parking area by 50 spaces, and they, too, are full every night. I’m going to designate eight lanes for LCVs [16 parking spaces in total], but they won’t always fill up, and other drivers will park there if they see the spots empty. I won’t be able to control that.”

While Bond’s concerns are legitimate, so are Grant’s. He expects those additional parking spots to generate some revenue for his business, but LCVs, he says, don’t usually buy fuel, and the drivers don’t spend a lot of money when they stop.

In New Brunswick, it can be a long way between accessible truck stops so the Department of Transportation should be looking at providing parking, especially during winter months when road conditions can deteriorate unexpectedly, Bond says, “or at least contributing to the upkeep of some of the existing locations.”

Source of article click here : Today's Trucking

(Read More... | Score: 0)

Semi-truck rollover leaks diesel, closes southern Alberta highway
Trucking News
Driver not injured, cause unknown as investigation expected to take hours

Highway 9 was expected to be closed for several hours Sunday evening, with traffic diverted to Route 570 to the south.

Highway 9 was expected to be closed for several hours Sunday evening, with traffic diverted to Route 570 to the south.

A semi-truck rolled over and leaked diesel fuel Sunday, shutting down a southern Alberta highway for several hours, RCMP said in a news release.

RCMP were called to Highway 9 near Range Road 43, north of the town of Oyen, at about 4 p.m. Sunday.

Oyen is about 300 kilometres east of Calgary.

The truck was travelling westbound when it crashed.

"The truck was carrying liquid [nitrous oxide] tanks when it rolled," police said.

"Some of the tanks are empty, while some of the tanks are still full. The tanks have scattered across Highway 9. The truck itself is leaking diesel fuel. The cause of the rollover is unknown at this time and is still under investigation."

Nearby fire departments helped RCMP with the cleanup.

Highway 9 was expected to be closed for several hours Sunday evening, with traffic diverted south, to Route 570.

The driver of the semi wasn't injured and the cause of the crash is not yet known.

Source of article click here : CBC NEWS

(Read More... | Score: 0)

The heart-stopping moment a truck rams into a bus in Canada
Trucking News

Dramatic footage captured aboard a passenger bus in Canada shows the moment a truck skidded on icy roads and smashed into the vehicle.

The pile-up on British Columbia's Coquihalla highway injured 29 people, miraculously avoiding any deaths.

"Somebody started yelling, and I looked up and saw a semi in front. I knew we were going to make impact," said passenger Kim Derks.

Source of article click here : itv

(Read More... | Score: 0)


If you could buy a truck tomorrow ...which one would it be ?



Votes 1277

Big Story of Today

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

Old Articles

Saturday, March 03
· Peterbilt rolls out rebate programs
· Young drivers can be insured: TTSAO Panel
Wednesday, February 21
· After seeing 'something weird' in the snow, trucker embarks on unusual
· Alliance wants ELDs in ’95 and later trucks
· Tecumseh, Ont. truck driver charged in Highway 401 collision
· Toronto police put spotlight on distracted drivers in new campaign
· Saskatchewan family adorns farm fence with nearly 100 colourful bicycles
· RCMP searching for truck involved in alleged assault near Bassano
· Icy road 'like a looking glass' causes fuel truck to flip in Annapolis
· Canadian Class 8 orders up 259% y-o-y in January

Older Articles


(USA) State-by-State Idling Regulations

Service Provider

More Streaming Radio

Lo-Fi Radio

Hi-Fi Radio

Truckstop Canada proudly sponsors:

Streaming Radio

Listen for free!


Facebook and Twitter on Facebook
TSCA on Facebook Twitterfeed
TSCA on Twitter


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

Powered by®


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