“Our dealer network continues to grow, allowing us to offer and support our highly differentiated products, including our compact wheeled excavators, throughout North America,” said Peter Bigwood, general manager for Mecalac North America. “It’s exciting to see how the North American market has recognized the benefits of the Mecalac method and fully embraced it.”

Mecalac’s three new dealers include:

• Columbus Equipment Company, which covers the state of Ohio. The company has more than 70 years of experience, offering heavy equipment sales, parts, service and rentals through nine branch locations.
• Further extending Mecalac’s reach in the eastern U.S., Anderson Equipment Company provides Mecalac equipment to customers in West Virginia, western Pennsylvania and most of New York state. Founded in 1935, Anderson Equipment Company offers earthmoving and mobile equipment to the construction, mining, roadbuilding and specialty material handling industries.
• Superior Sales & Service, headquartered in Plattsmouth, Nebraska, covers North America and specializes in railroad equipment. The dealer will offer Mecalac’s full line of dedicated railroad excavators primarily to Class 1 Railroads and related contractors.

Already covering Northern California, Colorado and Idaho, Global Machinery extends Mecalac’s reach in the western United States by adding Arizona and Utah. Founded in 1994, the dealer provides specialized equipment solutions for several branches of the construction industry.

EquipmentShare acquired six Trekker Tractor locations in Florida, and introduces its construction equipment sales and service operations for Mecalac machinery as Case Power & Equipment of Florida. The dealer bolsters Mecalac’s presence in the state, offering statewide coverage outside of Pensacola.

Mecalac dealers focus on three core product lines — the MCR Series of crawler skid excavators, the MWR Series of wheeled excavators, and the AS Series swing loaders.

To decarbonize transport, Volvo Trucks already today offers battery electric trucks and trucks that run on renewable fuels, such as biogas. In the second half of this decade, a third CO2-neutral option will be added to its product portfolio – fuel cell electric trucks powered by hydrogen.

“We have been developing this technology for some years now, and it feels great to see the first trucks successfully running on the test track. The combination of battery electric and fuel cell electric will enable our customers to completely eliminate CO2 exhaust emissions from their trucks, no matter transport assignments,” says Roger Alm, president of Volvo Trucks.

The fuel cell electric trucks will have an operational range comparable to many diesel trucks – up to 1,000 km – and a refueling time of less than 15 minutes. The total weight can be around 65 tons or even higher, and the two fuel cells have the capacity to generate 300 kW of electricity onboard.

Customer pilots will start in a few years from now and commercialization is planned for the latter part of this decade.

“Hydrogen-powered fuel cell electric trucks will be especially suitable for long distances and heavy, energy-demanding assignments. They could also be an option in countries where battery charging possibilities are limited,” says Alm.

Generates its own electricity

A fuel cell generates its own electricity from the hydrogen onboard instead of being charged from an external source. The only biproduct emitted is water vapor.

Fuel cells delivered by cellcentric

The fuel cells will be supplied by cellcentric – the joint venture between the Volvo Group and Daimler Truck AG. Cellcentric will build one of Europe’s largest series production facilities for fuel-cells, specially developed for heavy vehicles.

More green hydrogen needed

Fuel cell technology is still in an early phase of development and there are many benefits with the new technology, but also some challenges ahead. One of them is large-scale supply of green hydrogen. Another is the fact that refueling infrastructure for heavy vehicles is yet to be developed.

“We expect the supply of green hydrogen to increase significantly during the next couple of years, since many industries will depend on it to reduce CO2. However, we cannot wait to decarbonize transport, we are already running late. So, my clear message to all transport companies is to start the journey today with battery electric, biogas and the other options available. The fuel cell trucks will then be an important complement for longer and heavier transports in a few years from now”, says Roger Alm.

Learn more: Volvo Trucks.

The goal of the new company is to facilitate MPR’s transition from processing fibre offsite through mobile chippers in the forest to receiving cut-to-length logs that will be stored and processed onsite.

Peace River Transport (PRT) has requisitioned 17 10-axle log trucks and plans to expand to more than 40. The trucks will be operated by both company personnel and contracted owner/operators. The new company has created 34 local jobs, with more to come.

“Through this investment, not only will PRT contribute to the economy through direct career opportunities but will also open the door to potential long-term, meaningful partnerships in the region,” Mercer said in a news release.

Mercer has appointed Henry Dyck as the new general manager for Peace River Transport.

“PRT is fundamental to the success of our new Fibre Procurement Project” Roger Ashfield, Mercer Peace River managing director, said. “This Mercer establishment will not only streamline our fibre transportation but will more importantly lower our carbon footprint, creating long-term environmental enhancements. At Mercer, we are constantly evolving our processes to better protect our economy, environment, and the communities in which we operate.”

Canadian Trucking Alliance president Stephen Laskowski told CTV the impacts will be more keenly felt in sectors that have difficulties finding truck drivers who meet the new vaccine requirements. According to the CTA, 10 to 15 per cent of drivers in the industry are unvaccinated.

Read the full article by CTV News here.

Today’s news solidifies LOTS Group’s long-term commitment to delivering leading transport services to the North American market. Bellwether’s values, working methods, and aspirations for the future of transport align with LOTS’ own way of thinking. This will enable the company to extend its service offering to new and existing clients, leveraging Bellwether’s extensive experience in the region.

“LOTS is very excited to build upon its expansion into North America through the acquisition of Bellwether in South Carolina.  The management team there has established one of the most professional and successful transport operations in the US Southeast, and we are really looking forward to joining forces to accelerate the growth trajectory and creating the model for the future of transport in the US.” said Max Blatt, CEO of LOTS Group.

“I am excited for Bellwether to partner with an innovative transportation company like LOTS to accelerate our growth and improve the services we offer our customers. The Southeast U.S. forestry transport space is very large but incredibly fragmented and lacking technology and professionalization. Adding LOTS transportation knowledge and resources to our growing business fits our core mission to be a “bellwether” in the industry and puts us in great position to build a market leader in Southeast forestry transport and beyond” said Matt Moldenhauer, president of Bellwether Forest Products.

A.K. Goodwin Enterprises employs more than 25 people including John’s spouse, Crystal, and their sons, Nick and Alex.

The CWF selected Steve Gosson, owner of Gosson Enterprises Ltd. in Saint John, N.B., as this year’s forest trucking contractor of the year.

Gosson employs six full-time drivers and one part time, which keeps his three trucks on the road hauling for J.D. Irving year-round.

Peter Robichaud, executive director of the CWF, introduces both winners in the video below:

The CWF profiled all its 2021 logging and trucking contractors of the year nominees here.

Since technology for full electrification of these heavy trucks isn’t yet ready to meet contemporary operational requirements — partly due to their weight and the long distances they need to travel — FPInnovations is taking a big step in that direction to make this happen.

Drive axle powered by an electric motor hybrid trailer-truck

FPInnovations is working on a cutting-edge project to develop a hybrid tractor-trailer for use in forestry operations. The objective is to replace one of the conventional axles on forestry trailers with a drive axle powered by an electric motor. The system would be combined with a conventional tractor to create a parallel hybrid configuration.

The approximately $2.5-million hybrid tractor-trailer project falls under the umbrella of Natural Resources Canada $155 million Clean Growth Program (CGP) that invests in clean technology and R&D in the energy, mining, and forestry sectors. FPInnovations also gratefully acknowledges the financial support of the province of British Columbia through the Ministry of Forests, Lands, Natural Resource Operations and Rural Development.

The benefits are many

The hybrid system, with regenerative braking that recharges the batteries, will be compatible with log trailers and biomass trailers. There could also be major benefits for the mining sector as well as for non-Canadian markets.

Potential benefits include:

• Peak fuel savings of up to 15 per cent (lower on average), depending on application and drive cycle
• GHG reductions up to 40 tonnes per truck per year, depending on duty cycle and utilization rate
• Extra driven axle can provide almost 50 per cent more traction on slippery terrain
• Regenerative braking power can reduce brake fade and increase safety in mountainous terrain
• Significant cost savings from reduced fuel consumption, reduced haul assists, as well as from time savings due to increased operational efficiency.

The design and integration of the system is underway, trials start this fall and a report is expected by next year.

Proven collaborators and suppliers

The system is being developed in partnership with two of Canada’s leading trailer manufacturers: Deloupe and TYCROP Trailers. LTS Marine, a leading hybrid and electric powertrain supplier, is supplying the electric propulsion system and is also supporting its development and testing. The electric system’s thermal management will be optimized by components supplied by Grayson Thermal Systems. Promark Electronics will play a key role in developing and providing a prototype harness for the system. The powertrain is composed of a Meritor axle with differential lock and an electric motor from Dana TM4. For superior performance, the trailers are fitted entirely with tires provided by Michelin and chosen with their support. Hendrickson is providing a truck suspension and is also supporting its unique integration onto a forestry trailer, alongside Hendrickson trailer suspensions. Moreover, the technology’s directed end-users will also be contributing to the development and testing; these include Arrow Transportation Systems, Boisaco, and Star Express. For testing in Quebec, Mack Ste-Foy will be providing bespoke trucks specifically configured for logging operations. Before in-field testing, PMG Technologies will be supporting controlled testing at the Motor Vehicle Test Center in Blainville, Que.

For more information, you can contact Dave Waknin, senior researcher, transportation – advanced vehicle systems, at dave.waknin@fpinnovations.ca.

The funding will allow up to eight young British Columbians to receive necessary skills training to prepare for jobs as professional logging truck drivers in the Okanagan.

Participants in the program will receive 15 weeks of employability, occupational and soft skills training, including Airbrakes and Class 1 Drivers License training, to prepare them for the Class 1 license exam, Mandatory Entry Level Training and B.C. Forest Safety Council Professional Industry Driver theory and mentorship program. They will also get nine weeks of on-the-job work experience with local employers and two weeks’ follow-up support to help with their job search.

The funding for the project comes from the Project Based Labour Market Training stream fo WorkBC’s CEP.

“Offering training that meets industry needs is a key component of Okanagan College’s mission to transform lives and communities,” said Danelle Greebe, director of continuing studies and corporate training, Okanagan College. “The CEP project will propel this work forward.”

The funds have helped the community buy an additional transportation truck to support training activities, which has consequently allowed the community to expand its workforce.

“Through Natural Resources Canada’s Indigenous Forestry Initiative program, we will continue to invest and support sustainable forest management practices while providing meaningful training and employment in the forestry sector. This investment will help Kebaowek First Nation to use our traditional lands to grow a forestry business that is sustainable and profitable. This means good jobs for the members of the community,” said Kebaowek First Nation Chief Lance Haymond in a statement.

The funds will help FPInnovations retrofit two conventional forestry tractor-trailers into hybrid tractor-trailers, by equipping the two trailers with electric drive axels that will help the diesel-powered trucks. This will reduce fuel consumption and improve the trucks’ traction on challenging terrain.

The hybrid prototypes will be tested in real-world conditions in B.C. and Quebec, including on steep slopes, over long distances and challenging road conditions.

According to a government press release, transportation costs account for more than 50 per cent of forestry production costs in Canada – 30 per cent of that is from fuel costs. Hybrid solutions will help reduce greenhouse gas (GHG) emissions and fuel usage.

Simulations of the hybrid vehicles have shown fuel consumption can be reduced by up to 15 per cent, which would reduce GHG emissions by 40 tonnes per truck per year.

Other partners, including B.C.’s Ministry of Forests, Lands, Natural Resources Operations and Rural Development, TYCROP Trailers, Deloupe, LTS Marine, Arrow Transportation Systems, Boisaco, Dana TM4, Grayson Thermal Systems, Hendrickson, Mack Ste-Foy, Meritor, Michelin, PMG Technologies, Promark Electronics and Star Express are also contributing to the project. Total investment in the initiative is over $2.4 million.

To address this issue, multiple companies and organizations are testing the use of autonomous logging trucks. One such organization is the Nawiinginokiima Forest Management Corporation (NFMC), the Sustainable Forest License (SFL) holder for the Pic and White River Forest Management Units in Ontario.

The NFMC was formed in 2012, following the passing of the Ontario Forest Tenure Modernization Act in 2011, explains Carmelo Notarbartolo, general manager of the NFMC. Under the Act, the NFMC is considered a Local Forest Management Corporation.

The goal in establishing the NFMC was to provide economic support and development to the local communities, after many sawmills in the area shut down permanently in 2008 and 2009.

“There was a stop to basically any forest activities on the management area for a period of time,” Notarbartolo explains. “A working group was formed between the Ministry, the local communities, First Nations and industry to discuss a potential new tenure model to manage these areas that would try to provide local economic development opportunities while managing the forest.”

Sustainable management
Today, the NFMC is comprised of representatives from local and First Nations communities within the management area, along with representatives from local municipalities and ‘at-large’ members who provide expertise and support to the board of directors. The organization employs 13 people directly, and hires local contractors for harvesting and silviculture companies for reforestation work.

One of the NFMC’s goals is to manage the forest according to their forest management plan.

“We ensure that all of the harvesters and mills in the area are allowed to access areas based on that forest management plan and follow the rules within that plan. We supervise them from a compliance and health and safety perspective, and we allocate areas to harvest based on the forest management plan,” Notarbartolo elaborates.

The majority of the trees that are harvested are SPF, although some poplar wood is also harvested for the Columbia Forest Products poplar veneer mill in Hearst, Ont.

The SPF that is harvested goes to three nearby sawmills: White River Forest Products in White River, Ont., Lecours Lumber in Calstock, Ont., and Hornepayne Lumber in Hornepayne, Ont. Lower grade fibre also goes to the AV Terrace Bay pulp mill in Terrace Bay, Ont.

Along with ensuring that the forest is sustainably managed, the organization generates revenues from the forest that they invest in local communities through various initiatives.

Testing technology
“In addition to that, we’ve also been looking at assisting the forest industry in any way possible using our revenues to try and make them more competitive or give them access to some new technology and ideas by being a pilot project. That’s where the idea of the autonomous vehicles came from,” Notarbartolo says.

The NFMC, like other forestry companies across Canada, is worried about the lack of log truck drivers. The shortage has meant that more logs are left at the side of roads for much longer than the NFMC would like, Notarbartolo says.

“We’ve tried fixing the issue through human resources – providing training, attempting to hire individuals to fill the positions – but it seems that the new generation just isn’t interested in that type of work,” he says.

“The truckers that we have left are older. They’re close to retirement age – some are past retirement age – and we’re worried that we’ll be unable to fill the seats with younger people,” he adds.

Consequently, the NFMC began to look at other options. They learned that other countries, such as Sweden and Finland, have been testing the use of autonomous trucks in the forest industry. So, last year, the company issued a request for proposal to find a Canadian company who would consider partnering with them to test the concept.

Provectus Robotics Solutions, based in Ottawa, responded to this request. The company will be providing the software and hardware technology for a pilot project testing the use of autonomous logging trucks.

The testing will take place in three stages. In stage one and two, which will take place in the spring and summer of this year, the companies will test the technology in half-ton trucks, Notarbartolo explains.

“It’s a convoy of three vehicles, where the lead vehicle, through hardware and software, also controls the second and third vehicle in the convoy. If that is successful, then stage three would include using three full log trucks going into the bush, being loaded with roundwood and hauled to one of our local mills,” he elaborates.

In each stage of the trial, there will be drivers in the second and third trucks as a safety precaution. However, the intent is for those drivers to be hands off and allow the lead vehicle to control their trucks, Notarbartolo says.

All of the testing will be done in a closed environment on bush roads to ensure that the public is protected.

“The vehicles are going to look the same as any transport truck,” Notarbartolo adds. “They’re not going to look any different to the general public. It’s essentially buying new, current transport trucks and installing hardware and software in them that allows them to talk to each other.”

Provectus and the NFMC plan to finish the testing in 2021, with stage three scheduled to be completed in September or October. Excluding the cost of the transport trucks in stage three, the pilot project will cost $700,000, with Provectus and the NFMC sharing the costs.

Improving competitiveness
If the pilot project proves successful, the impact will be substantial. It’s likely that truck drivers would need to be trained to use the technology, although it’s not yet known what that type of training would look like.

Notarbartolo believes that other sawmills and forest management companies should look into autonomous trucks as a possible solution to the driver shortage.

“I’ve already received calls from mills outside of our management area interested in how the project turns out, and possibly even coming on site when we do stage three of the project,” he says.

Implementing this type of technology will require capital investment from mills to buy the trucks, as well as the hardware and software that will go into those vehicles.

But, Notarbartolo hopes that in the future, the industry will use not only autonomous log trucks, but also autonomous harvesters, in an effort to boost productivity and combat the labour shortage in this area as well. In fact, the NFMC might turn its attention to testing autonomous harvesting once the current pilot project is finished, he says.

When it comes to the future of the NFMC, Notarbartolo says the organization will continue to find new and creative ways to make their mills more competitive in the world market.

“Ultimately, we want to continue to provide benefits and economic development opportunities to our local communities here in northwestern Ontario,” he says. “The better the industry is around us, the better the jobs and the opportunities are for our local communities.”

The B.C. forest sector has a significant role to play in addressing climate change. The working forest captures carbon as it grows, and wood products keep that carbon locked-up for decades. New trees are planted and the renewable cycle repeats. However, forestry operations generate tailpipe emissions, including from log trucks. Electrifying the fleet is a particularly good approach in British Columbia where over 90 per cent of power in the province is generated from clean hydroelectric sources.

“We are committed to achieving carbon neutrality by 2035 and electrifying our log hauling fleet is a significant step in that direction” said Jeff Zweig, president and CEO of Mosaic Forest Management. “B.C. is a global centre of excellence in forestry, and we are proud to work with our local partner, EcoWest Driven, on this important project”.

“With our in-depth experience and knowledge of the forestry industry on Vancouver Island, we are excited to partner with Mosaic to utilize Tesla’s innovative electric semis into log haulers,” said Timber Johnson, director and co-founder of EcoWest Driven.

“We have begun the process of creating charging infrastructure and a new electric vehicle maintenance facility in Parksville, B.C., to accommodate this new demand for emission-free heavy haulers,” added Jarvis Shaver, director and co-founder of EcoWest Driven.

“Mosaic’s commitment to carbon neutrality, and these innovative actions in support of that commitment, align with our CleanBC objectives to build a cleaner and better low carbon economy for British Columbians,” said Katrine Conroy, B.C. minister of forests, lands, natural resource operations and rural development.

Actor Denis Leary hosted the event, held at the former Willow Run plant in Michigan, which is significant for being where Ford build the B-24 Liberator bomber plane during the Second World War, in a mile-long assembly line. Ford representatives and select Ford customers also helped launch the vehicle.

The Ford F-Series has been the top-selling pick-up truck in Canada for 54 years, and more recently the top-selling vehicle period for many years in both Canada and the United States. While some would take it easy when being on top, Ford chooses to do the opposite. Ford introduced the EcoBoost turbocharged engine to the line-up when V-8 powered trucks were the norm. More recently, Ford introduced an aluminum body on the F-150 at a time when steel was thought to be the only option.

“Since 1948, our hardworking F-Series customers have trusted Ford to help them get the job done,” said Jim Farley, COO, Ford. “F-150 is our flagship; it’s 100 per cent assembled in America, and we hold ourselves to the highest standard to make sure our customers can get the job done and continue to make a difference in their communities.”

Now the 2021 model is taking things a step further, with the F-150 being available with a hybrid powertrain for the first time. Playing off the EcoBoost name, the new hybrid model is named PowerBoost, and combines the 3.5 litre EcoBoost engine (mated to a 10-speed automatic transmission) with a 47-hp (35 kilowatt) electric motor, and a 1.5 kW-hr lithium-ion battery. The new hybrid model is capable of going an estimated 1,100 kilometres on one tank of fuel, and can tow at least 12,000 pounds (when properly equipped). The hybrid model is available on all trims, XL to Limited.

PowerBoost also comes with Pro Power Onboard, which turns the truck into a mobile generator, eliminating the need for a generator to be placed in the bed of the truck. The integrated on-board generator is available in three levels. A 2.4kW system with two 120V 20A outlets (with a run time of 85 hours on a full tank) is standard on the PowerBoost; a 7.2kW system with four 120V 20A outlets and a NEMA L6-20 240V 30A outlet (can run for 32 hours on a full tank) is available on PowerBoost; and a 2.0kW system with two 120V 20A outlets is available on the 2.7L and 3.5L EcoBoost and 5.0L V-8 models.

In addition to the new PowerBoost powertrain, five other engine options are available. A 3.3L V-6, 2.7L EcoBoost V-6, 3.5L EcoBoost V-6, 3.0L Power Stroke V-6 diesel, and 5.0L V-8. Horsepower and torque number will be released at a later date. All models are mated to a 10-speed automatic transmission.

With the truck being redesigned inside and out, the front end sees a new front fascia, choice of 11 grilles, three headlight options (halogen, LED, LED with bending), 13 wheel options, and the addition of active grill shutters and an active air dam. Ford says that every panel on the truck has been redesigned.

Many F-150 owners use their trucks to tow trailers. Therefore, Ford has introduced new trailer friendly features, such as trailer theft alert, which sends a message to a mobile device when the trailer is being unhooked and the truck is locked; trailer light check, which can check if the trailer lights are working through the FordPass app; and trailer reverse guidance, which shows various views along with steering wheel graphics of the trailer by using five cameras. Pro trailer backup assist is also available.

Technology is top of mind for many today and a plethora of new additions to F-150 for 2021 highlight this. For example, over-the-air updates, which allow for many updates to be done in the background, are available, while larger updates can be scheduled when the owner wants, reducing the amount of downtime needed for updating the vehicle. The new SYNC system can connect Apple CarPlay, Android Auto, and AppLink apps wirelessly. Two centre stack screen sizes – eight inches and 12 inches – are available for 2021. An available 12-inch digital gauge cluster is also added.

“We see it as our duty to deliver not just what our customers want and need, but what they might have never thought possible,” said Craig Schmatz, Ford F-150 chief engineer. “The F-150 will be tougher than ever, and with fully connected over-the-air updates, it opens up a much wider range of potential enhancements – from predictive maintenance to feature upgrades.”

Ford has spent a lot of time speaking with its customers about how they use their trucks. As a result, Ford has incorporated some unique features into the new truck. On the inside of the truck you can find lockable fold-flat rear under-seat storage with dividers; available front seats that fold flat 180 degrees; and an available flat surface in centre between seats, as the shifter folds down, and a flat cover folds over the centre. On the outside, zone lighting allows for individual exterior lights to be turned on/off; clamp pockets are built into the tailgate, as is a new work surface that includes a ruler, pencil holder, mobile phone holder, and cup holder; and the side of the tailgate now has cleats for tying down long items.

Ten new driver-assist technologies are added for 2021, including Active Drive Assist, that allows hands-free driving on Canadian and United States divided highways, by having a camera facing the driver and making sure they are focusing on the road. Intersection Assist detects oncoming traffic while the driver is doing a left turn, and will apply brakes if needed. Active Park Assist 2 is also new. Ford has also made more safety features standard on all model from XL up.

With all the changes to the Ford F-150 for 2021, the company is poised to continue to be the No. 1 selling pick-up truck for years to come. New F-150 models will be available in the fall.

What’s new for 2021:

• All-new interior and exterior
• PowerBoost hybrid model
• Clamp pockets on tailgate
• Tailgate work surface
• Max recline seats
• 11 grilles options
• 13 wheel options
• 12-inch digital gauge cluster
• 12-inch landscape centre display
• SYNC 4
• More driver assistance technology
• Lockable rear under seat storage
• Interior work surface
• Pro trailer backup assist
• Trailer reverse guidance
• Trailer light check

Mario Cywinski is the editor of Machinery and Equipment MRO magazine, a member of the Automobile Journalists Association of Canada, and a judge for Canadian Truck King Challenge.

Minister of Transport Marc Garneau announced that FPInnovations has been named the first third-party certification body for ELDs.

“FPInnovations is honoured to receive accreditation from Transport Canada and the Standards Council of Canada as a certification body of electronic logging devices. We went through a rigorous accreditation process and have demonstrated compliance with the International Organization for Standardization standard, ISO/IEC 17065. We have demonstrated our expertise in testing these devices and the validity of the results of our methodology. FPInnovations understands the importance of the electronic logging device mandate and is ready and committed to helping improve road safety in Canada by taking up the challenge of certifying these devices. FPInnovations will soon announce guidelines on how electronic logging device providers can apply for device certification,” said Glen Légère, senior director at the Fibre Supply Innovation Centre of Excellence, FPInnovations, in a statement.

Transport Canada announced in 2019 that all federally regulated commercial trucks and buses in Canada would need to be equipped with a certified ELD. According to a government press release, the organization has since been working on a plan that would allow for third-party testing and certification.

The department estimates that requiring ELDs will reduce the risk of fatigue-related accidents by 10 per cent.

The date for the coming-into-force timelines for ELDs remains June 12, 2021.

ELD Providers: Prepare for certification

Below are the steps to be followed by ELD providers to get their devices certified once FPInnovations launches its ELD certification program. ELD certification will be prioritized based on the date of execution of the certification agreement and readiness of the ELD for certification.

Step 1: Application

Ensure that your ELD is ready for certification*. Upon availability of a dedicated link for ELD Certification activities, you must send a request to the FPInnovations’ Certification Team for an application package. The team will review the completed application and pre-verification assessment prior to providing you with a certification agreement.

*IMPORTANT: the ELD certification process is not meant to debug your product.

Step 2: Evaluation and review

Once the agreement has been signed and FPInnovations receives the devices for testing, the Certification Team will proceed to evaluating your ELD according to the Canadian ELD Test Procedures. The results will be reviewed internally, and a recommendation will be made to FPInnovations’ Certification Authority based on the test results.

Step 3: Certification decision and documentation

FPInnovations’ Certification Authority will make the certification decision based on the test report and recommendation. FPInnovations will certify the ELD if it meets all requirements outlined in the technical standard by passing each step of the test procedures. FPInnovations will also provide you with the test report and give you an opportunity to appeal the decision. Once an ELD model has met all requirements, we will issue a unique identifier to the ELD model and forward this information to Transport Canada.

Step 4: Publication of certification decision

FPInnovations will include the ELD model on the list of certified ELDs, displayed on our website and issue a certificate of compliance. We will provide you with our certification mark to be used on the certified product and guidelines for using our certification mark.

Step 5: Post-certification activities

FPInnovations will inform you of any changes that affect the certification scheme and review changes to your activities that affect your certification. FPInnovations will also advise you of surveillance activities and guide you through the process and requirements.

Fleets: Make sure your equipment is compliant

Effective June 12, 2021, Transport Canada’s Commercial Vehicle Drivers Hours of Service Regulations will require that federally-regulation motor carriers and their drivers use an ELD that has been certified as compliant. The list of certified ELDs will be available for fleets to make sure their suppliers have their systems certified for use in Canada.

Thinking about an implementation plan takes time. It is not too early to begin assessing the impact the plan will have on fleets, such as the cost of labour and training. Fleets with existing electronic recording devices should ask whether their suppliers intend to have their systems certified for use in Canada and when they expect to do so.

The additional information provided by the Government includes the application of a tax on Western Red Cedar and Cypress exported from the Coast of British Columbia within 3,000 miles from British Columbia. The amount of the tax varies depending on the extent of processing applied to the lumber before it is exported.

“We are disappointed the Government has chosen to add additional regulatory burden and costs during a global pandemic to an industry that is already disproportionately impacted by the application of U.S. softwood lumber duties”, said Don Demens, president and CEO of Western.

Western is in the process of reviewing the Regulation and the additional information provided by the Government to determine its impact on our business.

The 9-axle B-train, a new more efficient log hauling truck, was accepted for implementation in British Columbia in 2017. Prior to its introduction, FPInnovations conducted formal assessments of truck stability, braking, cornering, pavement impacts, and environmental impact. In Canada, regulators use the Transportation Association of Canada (TAC) Load Equivalency Factor (LEF) formulae to assess one truck configuration against another, and to design pavement service life. FPInnovations’ recent research has developed additional LEF formulae that allows regulators, academics, and consultants to assess pavement impacts from steering axles equipped with various tire sizes.

Benefits of tire size-specific pavement impact estimates

The new LEF formulae accurately estimates damage to pavements by steering axles equipped with widebase single tires (WBST). This allows regulators to:

• Assess impacts of policies relating to weights and dimensions, specifically for tridem-drive trucks which require WBST.
• Identify and promote trucking configurations that are more road-friendly.
• Design pavement service life more accurately and plan for maintenance activities.

Impressive revelations

In B.C., the research justified a 400 kg increase in steering axle weights on the new tridem drive 9-axle B-train configuration — which is expected to grow to as much as 25 per cent of the provincial log truck population.

The increase in steering axle weight has some important benefits:

• Improvement of 9-axle B-train productivity by 0.8 per cent. The increase in productivity means higher profitability of these trucks, which can lead to a further increase in the number of trucks, and ultimately, sustainability of business. Higher productivity also reduces the cost of log transport and increases the volume of economically accessible wood (e.g., smaller diameter and more distant wood)
• Reduction in the number of 9-axle trips per year by over 3,600, further reducing traffic congestion and improving highway safety. The increase in 9-axle truck productivity will also help to address current driver shortages by eliminating the need for as many as 64 of the smaller 8-axle B-trains.
• Improvement in truck steerability under low traction conditions due to the increase in steering axle weight. This constitutes an important safety consideration on winding forest roads during the winter.
• Reduction of CO₂e emissions by 1660 tonnes (0.8 per cent) — that’s an additional tonne per year per truck.
• Better regulatory practices and fewer incidents of noncompliance due to the alignment of the 9-axle B-train’s permitted steering axle weight with the 7300 kg loading currently enjoyed by regulated tridem drive truck configurations. An improved compliance record improves the likelihood of long-term acceptance of the new configuration by regulators, truck owners, and the public. It also reduces the likelihood of punitive measures against log haulers and lessens the need (therefore costs) for program enforcement and over-site by regulators.

9-axle B-trains across Canada? One day

Photo: FPInnovations

The 9-axle B-trains are being introduced to B.C.’s highways and forest service roads on a route-by-route basis, depending on the industry’s needs. The B.C. Ministry of Transportation and Infrastructure as well as the B.C. Ministry of Forests, Lands, Natural Resource Operations and Rural Development authorize the use of 9-axle B-trains based on a formal review of bridge capacity and road fit.

Although new to B.C., 9-axle B-trains have been operating in Alberta and Saskatchewan since 2009. FPInnovations aspires to have 9-axle B-trains implemented in other Canadian provinces as well.

For more information, you can reach out to Allan Bradley at allan.bradley@fpinnovations.ca or James Sinnett at  james.sinnett@fpinnovations.ca.

CFI: What drew you to the log hauling business?

Growing up, my uncle hauled logs in Cranbrook and I can always remember milling around, watching a bit of it, but never put a whole lot of thought in it. When I was 22, an opportunity came up for me to buy a truck. I started asking around and realizing that, as a female wanting to enter the business, it wasn’t really heard of much in our area. There were one or two girls who trucked with their dads, but I was a no name coming into the industry.

But this was an opportunity. I had two very young children. My son was not quite three and my daughter was one. I thought it would be a great way to make a living. I sold a couple cows and got a down payment to buy my first used logging truck.

So that’s how I started Woodrow Trucking. That was January 2000.

CFI: What was it like entering the business back then?

At the beginning, I had asked around a bit about it, but I didn’t get a good reception or feedback on it. I had zero experience as a woman, going out to get my license. I didn’t have anybody say, “Yes, that would be great. Let’s do some training.” I never received that from anyone.

So I thought, if I wanted to get into the industry, I felt my only option at the time was to purchase my own truck. And away I go.

Woodrow is my poppa’s first name – he passed away in 1996. I thought it was fitting to have his name on my door. I see his name as I enter the truck and the last thing is see when I close the door at the end of the day and I know he’s looking after me.

CFI: What is it about the industry that you find appealing?

Highway trucking never interested me. I don’t know if logging did because I grew up in a logging family with my two uncles who trucked my entire life. And at that point my cousin was trucking too. Maybe that’s what drew me to it. I don’t know, maybe it was in my blood!

If it wasn’t for hauling logs and logging, I would probably not be a truck driver. This is what I love to do. I like the bush. I’m contracted to a logging company, Triple G Logging, and I’ve been with them for seven or eight years now. I like my crew – my whole logging crew are like family. It’s a tightknit group. I’m treated well.

It’s something different every day. You’re constantly learning. You’ve always got to be on your toes.

CFI: Were there particular people who encouraged, supported or mentored you?

My family. I wouldn’t be where I am today if it wasn’t for my family and the constant positive feedback from them.

And early in my career there was a gentleman – his name is Dennis Westad. He’s been a huge supporter and mentor. He’s the guy I call with all my questions – even the dumb ones! He’s been a log hauler for probably 40 years. He’s retired this year. When not everyone was kind to a young girl trying to start out, he was. He was my first kind advice. And I grabbed on to that and he’s been my kind advice for 20 years.

I just stumbled upon him at the mill. I can remember it as clear as day. He came up to me and I was probably two weeks in and he said, “You’re the first girl I’ve seen hauling logs. Take all the advice you can get. Take your time and it will come.” I followed that ever since.

It’s neat because my son, Spencer Stewart, also trucks now and my son’s first trucking job as an owner/operator was hauling alongside Dennis Westad. It was full circle.

It’s awesome because my children grew up in the logging truck with me. They went everywhere with me. When they got bigger I bought a truck with a sleeper so I could pack them around with me everywhere. Probably that would be frowned upon now! But it’s funny because literally my son has spent his entire life in a logging truck. He went from being a passenger to being my work buddy now. It’s great.

Tiara and her son, Spencer Stewart, are both log haulers.

CFI: Do you find there are particular challenges or hurdles for women in the industry? Any recommendations for how we can address them?

When I started, definitely. I didn’t necessarily feel welcomed. And for me I think that’s what gave me the success I have today. I had so many people not confident in me that I needed to show them that just because I’m a girl, young and inexperienced, I could learn the same as anyone else. I needed to show that I had the ability.

I don’t do things the same as men. We go about things differently because we are built differently. But I can also do the job. I throw my wrappers a little differently, I put chains on a little differently, but I still go home at the end of the day and that’s all that matters. I had to learn what works for me and my body and my limits.

I’m 20 years into it and I still get some people who don’t feel I should be out here, but it think it’s just old-school mentality. There were some who thought that it’s a man’s job. Probably 10 years ago I went down to the coast and I had a loader man who absolutely refused to load me because I’m a woman. But that was 10 years ago and I’d be very shocked if that would happen anywhere now.

Today I see more and more female log truck drivers. I think it’s becoming easier, more accepted. There are more and more female operators of machines in the bush I’ve noticed. It’s awesome to see.

CFI: What advice do you have for women interested in a career in log hauling?

Doors are going to be closed – open them up. Don’t take no for an answer.

When I went to buy my very first truck – I’ll never forget this and I kind of thank that person for this – I sat at the salesman’s desk and was talking to him and he was fidgeting with some paper. He looks at me and he goes, “Do you think you are going to be able to lift the chains?”

“I think so. I can lift a bale of hay. I think I can lift a set of chains.”

He said, “Do you think you are going to be able to throw wrappers?”

“I can throw a bale of hay. I’m pretty sure I can throw wrappers.”

And then he said, “Yeah, I don’t know. I just don’t know how girls can make out in this business.”

And I don’t know why, but that right there ignited something in me. I absolutely had to do this. But had I been anyone else, I might have listened to that and thought, “Oh my God, he’s right, what am I doing?”

So, my biggest advice is don’t let doors close in your face. If you do you’ll never accomplish something great. I’ve had a great 20-year career and I think I’ve given my children a fantastic life.

This interview has been edited for length and clarity.

Police say an inspection of the truck after the incident found brake defects in both the truck and trailer as well as load security violations.

Our @WRPS_Traffic unit attended a dangerous condition involving a commercial motor vehicle. An inspection showed brake defects in the truck/trailer & load security violations. The driver & company face a total of 10 HTA offences. More: t.co/64yw9G4BMN pic.twitter.com/UlZ7TEggrt

— Waterloo Regional Police (@WRPSToday) January 28, 2020

Const. Ashley Dietrich told Global News, “We’re reminding truckers to do a thorough inspection of the vehicle and ensure that their weight is meeting the proper codes.”

Read the full article.

But with fingers being pointed at high stumpage rates, a push for diversification of tenure, stalled projects due to razor-thin profit margins disappearing, waste penalties, and an overall acknowledgement that changes are needed at a time when government is loath to provide support during touchy negotiations with the United States, you very well might miss the forest for the trees.

‘Why was 2019 so bad?’

Some good news did come to the conference in the form of Russ Taylor’s forward look at the global market, along with an explanation for this past year. The managing director of Forest Economic Advisors-Canada, Taylor said, “The question I’ve been getting a lot this year is ‘Why was 2019 so bad?’”

He noted that average growth in global lumber demand over the past 20 years (factoring out the 2008 and 2009 recession) is about 2.2 per cent.

“In 2018 and 2019 it was only 0.9 per cent growth, so that’s why it’s bad. Because we never got going,” he said.

Russ Taylor (left), managing director of Forest Economic Advisors-Canada, takes questions after his talk on the future of the forest product market. Photo by Adam Kveton.

However, Taylor said that he expects better things for 2020, saying, “we’re projecting somewhere around two to two-and-a-half per cent [growth]. Capacity curtailments in North America especially are not going to be able to meet demand, so we expect some price spikes coming up probably this quarter, but maybe early second quarter. So, it should be promising going forward.”

But slow market growth wasn’t why B.C. in particular had such a bad go of it in 2019.

“You can get into any market if you’re competitive. If you’re a high-cost supplier, it doesn’t matter about markets, it’s all about your costs, and that’s the problem B.C. faced in 2019.” – Russ Taylor, FEA Canada

With Russia providing more and more exports to China, and spruce value in central Europe down due to wind and a rampant beetle problem, B.C.’s costs were just too high to compete due to stumpage, said Taylor.

“My simple logic is, looking at other markets as well, the stumpage rates stayed too high, no adjustments came in early enough, a squeeze play was on, so the economics are negative for the industry,” he explained. Read Taylor’s complete 2020 global lumber markets forecast here.

Stumpage – the problem?

On the other hand, B.C. Minister of Forests, Lands, Natural Resource Operations and Rural Development Doug Donaldson said during his Friday morning question-and-answer period that he wouldn’t say the stumpage system is the problem.

He said as of Oct. 1, 2019, the quarterly readjustment saw coastal stumpage decrease by 24 per cent, and that, after ensuring that lumber price data has more of an influence on stumpage rates, there’s been an average stumpage decrease from around $18 per cubic metre to $9 per cubic metre as of Jan. 1.

He added that changing to a monthly stumpage rate would introduce too much volatility, and that doing too much to change the existing system could hurt national trade agreement talks with the U.S.

“We don’t want to be seen as politically intervening in the stumpage system in any way whatsoever when we’re in sensitive negotiations and trying to get a resolution on a softwood lumber deal because the U.S. lawyers are looking for any kind of inkling of that,” he said.

B.C. forests minister Doug Donaldson speaks with the Truck Loggers Association’s immediate past president Jacqui Beban after an, at times, tense Q&A with the minister on Jan. 17 in Vancouver at the TLA’s annual conference. Photo by Adam Kveton.

But U.S. lawyers and an abysmal 2019 aren’t stopping the provincial government from making some changes with a view to long-term shifts in how the forest industry functions.

Donaldson said the government is motivated by trends between 2003 and 2017, including a 45 per cent decrease in lumber production, a 40 per cent decrease in forestry employment, 30 per cent decrease in timber harvesting, 50 per cent decrease in pulp production and a 155 per cent increase in log exports.

The last government “was focused really on shipping as many raw logs out of B.C as could be processed overseas,” he said.

Major changes included a new fee-in-lieu of manufacturing for coastal logs, and implementing waste penalties in coastal fibre recovery zones. Those reforms have seen adjustments and pauses being made by the end of 2019. But, thanks to the Western Forest Products (WFP) strike and a general lack of forestry activity on the Coast, the provincial government doesn’t have enough data to be able to tell if the changes are having the intended effect, he said.

He noted, however, that the government does not want to pile on too many consequences that the industry can’t absorb, and also acknowledged the difficulty families are having.

Donaldson said the provincial government has communicated its expectation to WFP and the United Steel Workers currently involved in the longest strike in B.C. Coastal forest history (reaching eight months) that they get back to the bargaining table and reach a deal as soon as possible.

Donaldson also referred to the $5-million trust the province has created ­– announced by B.C. Premier John Horgan the day before – for eligible coastal logging contractors to receive loans for payments on logging equipment. But some attendees at the conference suggested the funds are not enough.

Premier Horgan announced at the TLA’s 77th annual convention a $5-million fund to support contractors on the Coast affected by the United Steel Workers/Western Forest Products strike. Photo by Adam Kveton.

Making the most of timber supply

In a talk on Jan. 16, Robert Schuetz of Industrial Forestry Service Ltd. described the fibre recovery zones and waste penalties as ways to bolster the pulp and paper industry. He said he feels the government has been focused on the residuals side of the forestry industry for the last few years, noting the ongoing decline of sawmills in B.C. from 2,500 in 1955 to 344 in 1976 and 90 in 2019.

The demand for pulp logs, on the other hand, “is significant and it’s going to increase,” he said.

“When you look at the supply across all of B.C., the volume is there… There is enough volume. But is it economical? Probably not given the framework and lower cost traditionally of all of that volume,” he said.

With the residuals side of the industry at risk in a system focused on saw logs, the government’s changes are focused on recovering the considerable waste left in cut blocks to support pulp mills and others, he said.

Stew Gibson of Paper Excellence Canada suggested that penalties for leaving waste can work for the industry by eventually driving stumpage costs down and leaving profit margins. He noted that providing monetary benefits for taking costly waste out of forests could work too, but that the government is concerned that U.S. lawyers will equate that to subsidizing the industry.

In a presentation entitled “Solutions for Making the Most of Timber Supply,” Rob Stewart of Stewart Systems Inc. gave attendees a breakdown of his grinding and chipping operations. The company goes into cut blocks to process wood chips for pulping and does grinding to produce hog fuel, pellets and more.

He noted the benefits of having a contractor like him come in on a harvest, including a reduction in slash burning and waste. But a key to keeping his business viable is being part of the harvest plan from the start, allowing for roads and turnabouts that can accommodate his equipment.

Diversifying forest tenure

Larry Fedorkie with Capacity Forest Management shared the perspective of small First Nations forest tenure holders, saying that many projects have been curtailed or halted due to the small size of the tenures and increased costs.

“We need to be successful on every project. We don’t have a margin for error,” he said.

He noted a careful balance between log exports and local manufacturing is needed to keep stands economic, and, without that balance, there will be fewer logs available for local mills overall.

“We all want to see the AAC harvested … Any costs or increased penalties and taxes at a time when margins are thin or nonexistent and few people are working will not revitalize the coast.” Larry Fedorkie, Capacity Forest Management

During a panel about forest tenure diversification, B.C. First Nations Forestry Council’s Charlene Higgins agreed with Fedorkie’s assessment that small tenure holders cannot bear the additional cost of waste penalties. However, she pointed to the consolidation of the majority of tenure within a handful of companies as a major problem, and suggested putting more land under the management of First Nations as a solution.

“First Nations want to play a bigger role in the management and stewardship of forest lands and resources, and industry wants fibre certainty,” she said. “This can definitely happen when we put more volume in the hands of First Nations. It’s going to create the certainty that everybody is looking for. Wood has to get to market, they do not have milling capacity.”

The challenge is that the forest land base is fully allocated. As such, Higgins believes the government’s most promising tool for providing First Nations and other communities with more tenure is apportionment.

“Apportionment really is defined as a discretionary decision by the minister on how the annual allowable cut, determined by the chief forester, can be divided,” she explained.

Last November, this was used to increase the available First Nations forest tenure in Quesnel, B.C., from 42,650 cubic metres to 162,500 cubic metres, as well as earmarking 77,000 cubic metres for new community forest agreements.

During the same panel, Jennifer Gunter, executive director of the B.C. Community Forests Association, promoted the benefits of community forests.

“Now is the time to rebalance the tenure system so the local communities, both Indigenous and non-Indigenous, have more control over land management,” she said.

By doing this, foresters can have greater access to sensitive land areas because the community itself is making the decisions and forests are managed more responsibly because decisions are made for the long-term by the people who live there. It can also create more jobs and even opportunities over the winter when larger companies aren’t working, better collaboration on fire planning, and profits can and often are redistributed back into the community, Gunter said.

B.C. Community Forests Association executive director Jennifer Gunter gives a presentation on the benefits of community forests. Photo by Adam Kveton.

Community forests aren’t just about the money, though, of course, economic benefit is still amongst the highest priorities, she said.

“It’s about being able to link forest management decisions and styles with community development objectives.”

After a question from the audience, Gunter acknowledged that community forests have a lower stumpage rate, but said that’s necessary for success and appropriate because the provincial government expects greater forest management.

‘Keep the heat on’

These and many other presentations made for a dizzying array of possible ways forward for the B.C. forest industry and the province’s truck loggers, but few, if any, immediate supports for a struggling industry.

Photo by Adam Kveton.

While Premier Horgan and Minister Donaldson encouraged those in attendance to continue to use their voices to push for change as they did in September when over 400 truck loggers drove to Vancouver, and others envisioned major changes to the tenure system, some remain convinced that it’s politicians like Horgan and Donaldson who need to get out of the way of the industry.

“It’s a great industry,” said TLA director Barry Simpson at the end of Taylor’s presentation. “We have customers that want to buy our product and we have product to make and we’ve got a government that’s stopping us from doing that, so we’ve got to keep the heat on.”

The “Safe Driving on Forest Roads” course from Workplace Safety North (WSN) addresses the unique dangers associated with forest roads, with the goal of promoting awareness and reducing the number of incidents. Courses are scheduled for Longlac, Sault Ste. Marie, Sudbury, and Thunder Bay in January.

“Many Ontarians live, work, or play in the forest, and they’ve helped shape this training by completing an online survey about their use of forest roads,” says Chris Serratore, WSN prevention services director. “We also reached out to industry and community partners to enlist their support and collaboration in the development of the program.”

High rate of fatalities and injuries on forest roads

Ontario forests can be a well-travelled workplace for the forest industry, mining, utilities, government, and Indigenous communities. In addition, public use of forest roads often includes hunters, anglers, hikers, campers, berry-pickers, snowmobilers, and ATV drivers. From 2011 to 2016, the Ontario Ministry of Transportation (MTO) 2016 annual report shows an average of 20 fatalities and 300 injured per year for snowmobile and ATV drivers off-highway. Off-highway road locations may be maintained less frequently, have fewer safety features, and be less accessible for emergency vehicles than provincial or municipal roadways.

Vehicle incidents and accidents are not uncommon on our forest roads. A 2015 industry health and safety report shows logging, tree planting and silviculture forest management companies in the Ontario forestry sector experienced a total of eight vehicle-related fatalities over a six-year period. According to Workplace Safety and Insurance Board (WSIB) statistics, claims for these types of incidents are slowly declining, but the severity remains extreme.

New training available to both public and industry

“The ‘Safe Driving on Forest Roads’ course has training modules  tailored for the audience,” says Serratore, “There’s one for the public who use forest roads recreationally, one for forestry workers who drive these roads for work, and one for professional commercial drivers who drive large trucks.

“All training shares the same introduction to forest access roads to help build awareness of how these are  a very different type of road than what they might be used to. Unlike city or highway roads, forest access roads are built to a lower standard and less maintained – they’re unpaved and narrow, the corners aren’t banked – they can be steep and rough, with tight curves and sudden obstacles like a fallen tree or a washout. Along the road, there’s often no signage or speed limit, and there’s lots of different types of vehicles on the road. These roads can also be remote; your cell phone might not get reception out in the bush, so communication can be difficult if you don’t have a two-way radio.”

Forest roads a different and more dangerous kind of road

Mike Maxfield, certification superintendent with Resolute Forest Products and past chair of the Central Canada Sustainable Forestry Initiative (SFI) Implementation Committee was one of many project collaborators in strong support for this training. “Gravel forest roads can be dangerous driving, if untrained or unfamiliar” says Maxfield.

“Soft shoulders, road dust, washboarding, roadside brush, road rocks, pooled water and narrow bridges can all be road hazards. At the same time, forest travellers can expect to encounter wildlife, heavy equipment, large trucks and recreational vehicles.

“This training is a must for forest workers, truck drivers and safety-minded forest stakeholders that depend on the forest for lifestyle or livelihood,” notes Maxfield. “It builds awareness; promotes best practices for safe driving and will go a long way toward our common goal to ensure we can all travel safely on forest roads.”

In conjunction with MTO statistics, the Ontario Ministry of Labour conducted a risk assessment and root cause analysis with the logging industry, which was facilitated in collaboration with Workplace Safety North and members of the forest products industry.

Distracted driving top health and safety risk in logging sector

Of the top 10 risks identified, distracted driving was the top health and safety risk for the Ontario logging sector. Both forestry employers and workers are concerned with the potential for fatalities, serious injuries or environmental damage resulting from vehicle incidents on forest roads.

Organizations work together to create safe driving course

With the input of a training program advisory team, Workplace Safety North facilitated the development of best practices and classroom training materials for safe operation of motor vehicles on forest roads. Organizations involved in supporting and creating the course include Sustainable Forest Initiative Inc., Central Canada Sustainable Forestry Initiative Implementation Committee, Domtar, and Resolute Forest Products.

“Based on the number of incidents happening on forest roads, there is a lot of concern for the safety of communities and organizations accessing Ontario forests,” says Serratore. “This new training program provides valuable guidance to employers, supervisors, forest workers and forest users, to help them control the risks associated with driving on forest roads. We encourage people to attend the training and help make Ontario forest roads safer.”

Once the pilot is completed, the course is expected to become available regionally in Ontario by December 2019, with an online version slated for development by May 2020.

The Professional Log Truck Driver program will be offered by OC in Oliver, B.C., starting on Nov. 18.

The 16-week program includes 10 weeks of theory and classroom training, followed by six weeks of hands-on practical driver training.

It’s being offered tuition-free for eligible students who: meet the definition of an “EI client”, are eligible for WorkBC Case Management and who have been referred by a WorkBC Case Manager, and who possess a valid driver’s license.

The program is made possible by funding and support from the Federal and Provincial governments and WorkBC.

“This program was designed by the BC Forest Safety Council in consultation with log truck and truck harvesting advisory group members across the province,” explains Dennis Silvestrone, director of continuing studies and corporate training for Okanagan College. “For us, this program represents an invaluable opportunity for the community and for industry. With cuts on the mill side of forest sector work, we know there is a work force in need of training and other paths in the Forestry sector.

This training will also help us work with industry to enhance safety performance and professionalism for drivers. And for existing Class 1 drivers looking to specialize or uplevel their skills, they can tap into great training in hauling logs and driving on resource roads.”

For more information about the program, visit okanagan.bc.ca/logtruck, call 1-866-352-0103 ext. 8249 or email pbruce@okanagan.bc.ca.

The research organization, along with Transport Canada, Alabama’s Auburn University and Resolute Forest Products, began testing truck platooning on forestry roads last November, when it successfully trialled the technology in the forests of Quebec.

The long-term objective in testing truck platooning technology is to find a solution to the industry’s driver shortage, Édouard Proust, an advanced vehicle engineer at FPInnovations, tells CFI.

The technology, which links trucks through a computer system that can maintain a desired distance between trucks, control acceleration and braking, was initially developed by Auburn University for use on highways. The system uses a dedicated short-range radio communications protocol approved for communications at high speeds, a GPS system and radar technology, amongst other sensors.

A step further

The first trial in Canada, held in Rivière-aux-Rats, Que., focused on how the system can handle the acceleration and braking of the second truck, also known as the following truck, Proust explains.

“This year, we went one step further, by evaluating the lateral control of the system over the following truck. We were mainly looking at steering control,” he says.

In this second phase of development, which also took place in Rivière-aux-Rats, several test runs were conducted over 1,000 kilometres, the majority of which were done with the steering control activated. “We’re very happy about that,” says Proust.

The following truck followed the lead truck based on “path replication.”

“The following vehicle basically replicates the behaviour or path of the lead vehicle, and the lead vehicle drops virtual coins on the road for the following vehicle to match the trajectory of the lead vehicle,” Proust explains. “Obviously, there’s some more sensors involved and some more redundancy as well, but that’s how it works.”

While drivers are still at the wheel of the trucks as a safety measure while the platooning system is engaged, this second phase of development also allowed FPInnovations to test the system in conditions more similar to resource roads, to see how it handles more extreme conditions and identify any areas where the technology needs to improve.

“What we do in the forest industry and the natural resources industries is definitely not the same as on the highway,” Proust elaborates. “We have steeper grades on our roads, we have tighter turns, and we have road conditions that are sometimes more challenging. So, it’s not necessarily a complete redesigning of the system that’s needed, but more of a fine-tuning and adjustments here and there to be able to accommodate for these conditions.”

During this second trial, the partners hit a few bumps in the road. For example, the high vibration level of resource roads was not something the system had dealt with before, Proust says.

“But after a couple of adjustments, we were able to complete the evaluation plan as decided before, and so this was not a major hurdle for us.”

The trial also revealed a few other challenges that need to be addressed in the next phase. For example, log trucks operate in fairly remote areas where GPS reception can be spotty, and the road grade impacts the system’s ability to maintain a set distance between the two trucks.

Fine-tuning the system

In the next phase, FPInnovations and its partners will fine-tune the system based on the results of these tests and explore higher levels of autonomy.

“The objective is to do another round of development, and, as soon as we can, come back on the road to test them and keep pushing the system’s limits further,” says Mathieu Blouin, FPInnovations’ business development manager.

“The next phase will be to start testing on a broader scale,” Proust adds. “To have trucks that are not only testing for a couple of weeks in a row, but testing for months or years in a row to get more mileage, more conditions, and test the system a little more.”

In testing the truck platooning technology, the business case is also very important, Blouin says.

“We need to make sure that those systems are efficient,” he elaborates. “Part of the next phase will be to be able to do the full cycle. This will allow us to evaluate all work components, like loading the trucks, and evaluate the impact on cycle time. Ultimately, the logistic has to be adapted to this technology and ensure a good economical performance.”

Going forward, FPInnovations will also be working with other industries to help answer those questions. After the success of the first trials, companies from other sectors, such as mining, saw the opportunity the technology presents and voiced their interest in participating, Blouin says.

“With more people working with us, bringing other expertise, we hope that it will accelerate the pace of development,” he says.

According to a government news release, the new trucks will provide additional safety for drivers and improve log hauling service in the region.

Greg Rickford, Ontario minister of energy, northern development and mines, made the funding announcement yesterday.

“Our government is committed to creating good jobs and helping local economies grow,” Rickford said. “This investment retains jobs in the region, and sends a signal to the world that Northern Ontario is open for business.”

By now you’ve likely assessed your business’ ability to comply with hours of service regulations and made operational changes to ensure you can. You’ve decided what type of solution is right for you (ELDs versus EORBs), and researched and selected a software and hardware provider. The next step is to prepare your company to implement that solution.

Buy-in from your drivers and how you go about transitioning to an ELD (also known as ELOG) world is crucial. Most of the industry is already grappling with a driver shortage – the last thing any of us want to do is make that worse by implementing something that your drivers won’t accept. Having an informational meeting with your drivers early on is an imperative first step.

Drivers are mostly concerned about how these devices will impact their lives. We have an aging demographic and many of our older drivers are simply resistant to change, particularly when that change includes technology they may be uncomfortable with. This goes back to the importance of simplicity when it comes to the ELD component of your system (read Part 1).

A good method to help with buy-in is to find an internal champion. Most of us have a couple of drivers who are technology savvy and need to have the latest gadgets. (Pick the ones who stand in line at Best Buy for the latest iPhone release.) Meet with them separately and solicit their help in the implementation process.

Work closely with them both before and after system install to see how they are doing with the system and to help them solve any problems early on. Make sure you have supplier support ready to assist in working through the challenges that will inevitably come up.

We involved the local provincial vehicle enforcement manager in our decision to transition to ELDs. We kept him apprised of what we were doing and we asked him for a transition period, whereby we would have our drivers train on the ELD system, but continue to use their manual paper logbook as their official logbook. Our manager provided us with a letter to carry in each of the trucks authorizing this so as to avoid anyone charging us with running two logbooks during this training period. This way, our early days of ELD use were much less stressful for our drivers.

Once your champion drivers are comfortable with the system, include them in group driver training sessions to begin transitioning your larger driver pool. Make sure your ELD provider has the capability and resources to provide classroom-style training at your facility, with a demonstration system that can emulate what the drivers will see in their trucks. And make sure you have included this driver training in your agreement with your chosen supplier.

Include key operational people in all driver training. These operational people will need additional training to know how to use the back-office aspects of the software, such as setting up new power units and trailers, adding employees, assigning user IDs and rights, pulling information from the system, as well as telematics data if you choose that capability.

Maybe most importantly: have patience. In our experience, the technology is best used as a learning tool to allow your company and your drivers to improve, not as a stick to easily identify all of their shortcomings.

Harnessing the ELD/telematics system

There are some key features that, in our experience, are must-haves when it comes to an ELD solution:

Exception reporting: One of the great advantages from a management perspective with electronics is the ability for the system to weed out the less useful data from the data that needs your attention. With ELDs, the only logbooks that are critically important are the ones that don’t comply with hours-of-service regulations. A good ELD software package will bring those logbooks to your attention so that you don’t have to seek them out. This is a huge management time saver.

Pre/post trip inspections: Strong ELD solutions incorporate a robust pre/post trip reporting capability with the software. Remember, our goal is do away with the paper logbook and anything that goes along with it, including the vehicle inspection reports. Your ELD system should allow drivers to complete their daily vehicle inspections online, within the system. Once again, units that are inspected that have defects should be easily identified by the system without your maintenance department having to look hard to find them.

A good ELD solution incorporates a robust pre/post trip reporting capability with the software.

Hours of service reporting: Your ELD system needs to have an easy way for both management and drivers to access previous days’ logbooks, both for personal use and for the provincial regulator, if required. Understanding how long your ELD provider stores this information is important, both practically and legally. Logbooks must be maintained for viewing for six months for regulator purposes. If you use logbooks as a means for calculating payroll, they may be needed for seven years.

Personal information storage: Knowing where the personal information for your business and, most importantly, for your drivers is stored is very important. Do your homework here, but you may be contravening your employees’ personal information rights if their ELD information is stored outside of Canada.

Fleet tracking and two-way communication: We’re straddling the fence here on whether this is an ELD solution or an EOBR solution. Regardless, if you are only opting for an ELD solution, having the capability to track your vehicles on a map in your back-office and having two-way communication via text from the office to your drivers and back through your onboard system is a huge asset.

An example of two-way communication.

Logbook editing: ELD systems must still include the ability for the driver to edit his logbook if a mistake is made. There are very specific requirements about how an electronic logbook can be edited and what can be edited (for instance, it is believed that the final ruling will not allow for the editing of “on-duty driving” time). Compliant ELD systems must have an audit trail built into them to highlight anything within a logbook that has been edited, and by whom. For example, early in our implementation we regularly had drivers forget to log off at the end of their shift, leaving themselves “on-duty not driving” for their entire off-duty time while they were at home. An inability to edit the logbook would have meant they couldn’t go to work the next day.

Telematics features and capabilities

If you’ve made the decision to go with a full-feature ELD/EOBR system, you’ll want to extract all of the telematics information available to help streamline your operations. These are some of the features and capabilities that we use and highly recommend.

Driver scorecard: One of the great features of modern day EOBR systems is the ability to set parameters around how you want your trucks operated, and provide regular and ongoing feedback to your drivers. Once again, it’s all in the approach. The minute drivers feel like these systems are being used as a stick over them, all is probably lost. Your drivers will feel suspicious and it may not be long before they are looking for another driving opportunity with someone else – and there are plenty of them out there.

Things you might consider setting targets around include speed, idle time, harsh braking, and target rpm under braking and under power. A driver scorecard can be created to provide points throughout your drivers’ day for staying within your parameters, and have points deducted for straying outside of those parameters. At the end of the day, the driver (and company) can receive a report showing his performance for the day.

If you approach this as a learning tool, and your targets as goals for your drivers to reach for, it should be well received by your driving team. Tying this to an incentive program for safety and efficiency is the next step to share the savings with your driving team.

An example of a driver’s scorecard.

Fuel usage: EOBR’s provide an easy way to monitor, compare and report on fleet, individual unit and driver fuel usage. Tying the monitoring of fuel usage to establish speed targets, idle-time targets and driver scorecards can be a very powerful tool in moving your company to meaningful fuel savings. As well, reporting on fuel usage within different jurisdictions will make IFTA tax claims that much easier to submit.

Idle-time monitoring: Creating fleet and individual trip targets for idle time is a great way to reduce fuel consumption and cost, and minimize the maintenance costs, which inevitably rise with high idle time ­­– particularly with current after-treatment systems – all while helping the environment.

Cycle-time calculating: Advanced telematics systems have the ability to extract data on cycle times for individual hauls. Depending on the complexity of your operation, some systems can automatically calculate cycles (for repeat and routine routes), or allow you to build cycle routes by stringing together geo-zones.

Geo-fencing: Geo-fencing allows you to essentially put a box around a particular segment of your route, or your entire route, name it and then put particular criteria within that geo-zone. For instance, maybe you have a particularly dangerous corner along your route that is the scene of many accidents and you want your equipment travelling 40 km/ hour around that corner. You can geo-fence that corner along your route, and set your maximum speed at 40 km/hour, even if the actual legal speed limit is 60 km/hour. Drivers will be cautioned if their speed is above 40, as will the company depending on the settings you choose.

This type of tool can also be used to identify school zones or other high-risk areas. You might also use it to geo-fence a customer’s property, which will allow you to later pull reports on how long your equipment is at a customer site being loaded or unloaded – a great way to have the data you need to support rate negotiations, or, even better, support customer conversations to improve the service for your drivers and company while on their site.

Speed monitoring: Some telematics systems may only allow you to choose a company maximum speed, whereby it only reports speeds in excess of that single max speed limit. More advanced systems have the capability of recognizing the speed limits on all major road systems. These systems will allow you to set a tolerance on the legal speed limit, and then report any violations at any speed beyond the tolerance you have set.

Messaging: Two-way messaging between your home office and trucks is a great tool. This allows drivers to put away their phones and receive messages through their onboard system whenever they are at the next safe place to view them, which can improve safety, reduce the impulse for drivers to talk or text while driving (telematics systems should prevent driver input while the vehicle is in motion), and improve operational efficiencies in dispatching equipment.

Fleet tracking:  Fleet tracking is a tool that should be included in all telematics systems (and often in your base ELD system). Simply put, this is the ability to view all of your equipment, real-time, on your computer screen, over-laid on a map. Hovering over each unit will often provide additional information, like whether the truck is empty or loaded, the current speed, truck and trailer numbers, and the driver’s name and duty status.

Fleet tracking can provide customer’s with accurate information on arrival times, etc., without needing to contact your driver.

This is certainly not an exhaustive list of features available with a telematics system, but it does represent ones we think you should consider looking for in any package. Other options like engine fault code reporting, breadcrumb tracking and reporting, and so on, are all available depending on your choice of system.

The road to ELD/telematics implementation will not be one without its challenges, but the rewards will quickly outweigh the costs. The sooner you get started, the more smoothly the transition will go, and the more time you will have to onboard your staff in a positive way.

Best of luck as you pick your path to ELD and telematics implementation.

Greg Munden is the president of Munden Ventures Ltd., a B.C.-based, fourth-generation log hauling, harvesting and commercial vehicle inspection, repair and maintenance business. Reach Greg at 250-828-2821 or gmunden@mundentrucking.ca.

ELDs will replace paper-based daily logbooks. According to a government news release, the change comes following collaboration between government and industry partners, and addresses a Saskatchewan Coroners Service recommendation following the Humboldt Broncos junior hockey team collision.

ELDs are tamper-resistant devices directly integrated into commercial vehicle engines. The Canadian government says the goal behind mandating ELDs is to ensure commercial drivers drive within their daily limit and accurately log their working hours. The government also says using these devices reduces administrative burdens and are aligned with U.S. road safety regulations.

RELATED: A contractor’s guide to electronic logging devices

“These new mandatory logging devices in commercial vehicles will improve safety for drivers and for all Canadians. Collaboration with stakeholders and partners was key to putting these regulations in place. I thank my provincial and territorial colleagues in helping to develop this technical standard, and look forward to them introducing this requirement for operators within their jurisdictions. We know that fatigue increases the risks of accidents and that is why we are taking action across all modes of transportation,” said Minister of Transport Marc Garneau in a statement.

Researchers, in addition to confirming developments in the technology since last year, will be focusing on steering control in the following trucks. The data collected will be used to get an accurate picture of the technology’s current capabilities and how it must be adapted for use on unpaved resource roads. This will allow us to confirm and update the roadmap for introducing the concept of truck platooning on unpaved roads.

FPInnovations is also exploring the possibility of working with other sectors that have organizational and technological challenges similar to those facing the forestry industry in order to develop partnerships to speed up the required developments.

Key takeaways from the November 2018 trials in La Tuque, Que.

• Platooning technology, with adjustments, is viable on resource roads;
• Application for the forestry industry is to automate the following trucks in order to address the driver shortage and not to achieve fuel savings;
• The forest environment has an impact on platooning: receiving a GPS signal, maintaining a following distance between vehicles, braking;
• No impact was observed on message transmission by dedicated short range communication (DSRC) protocol; and
• Specific platooning challenges are associated with resource roads.

Starting down the road to ELD implementation can be fraught with challenges and pitfalls. While there is certainly more and more information available online and from other sources, this information and advice is often provided by ELD providers and is, ultimately, slanted to selling their products.

My company, Munden Ventures, based in Kamloops, B.C., has 14 log trucks and drivers. Our journey to implement electronic logbooks in our trucks was not without its ups and downs. Certainly, the most challenging part was getting all of our drivers to embrace and use the new technology. Today, we don’t have a driver who would want to go back to paper logs.

This two-part series is intended to relay our experience implementing ELDs as a small Canadian trucking company. It is an unbiased set of suggestions and lessons learned (sometimes the hard way) about what you might want to consider when going through the process of ELD implementation.

Part 1 of this series will cover the differences between ELDs and electronic onboard recording devices (EORBs), the operational realities and opportunities of moving to ELDs, and software and hardware suppliers. Part 2 will cover implementation and driver buy-in, ways to harness the power of an ELD telematics system, as well as telematics features and capabilities.

ELDs versus EOBRs
An ELD and an EOBR (electronic onboard recording device, also known as AOBR – automatic onboard recording device) are two very different things, although both may be rolled into one package. From a regulation standpoint, the government is finalizing the requirement for an ELD, or electronic logbook, but not an EOBR.

From a very basic standpoint, to comply with the upcoming regulation you need an ELD to take the place of your drivers’ paper logbooks. Nothing more. There are many companies producing a straightforward ELD product that, so long as it meets the requirements pending in regulation, is all you need to comply.

There are also products (EOBRs) that provide telematics data. This is the data that is often used in the back office by management and operations staff to analyze the data flowing out of your truck to understand things like:

• Driver behaviour and performance (driver scorecard)
• Cycle times
• Time spent at locations (customer or receiver delays)
• Fuel consumption and idle time

Make no mistake, this data is very powerful and can often be very useful in improving your trucking operation. That said, it nearly always comes at an additional cost, and requires a commitment from management that the data being gathered will actually be used for something. The ability to pull a report that is never pulled is a bit redundant, don’t you think?

More and more, the ELD and EOBR are being packaged together as one product – or as one product with modules that can be added with the features you like. Many software companies in this space really started out as developers of EOBR systems designed to provide telematics information to trucking company management and have simply added on an ELD option to comply with upcoming regulation and retain market share. Look at the product carefully as these may be stronger in telematics and late to the game in developing a good ELD solution.

On the other hand, companies whose sole initial purpose is to develop an ELD solution to take advantage of a rising tide marketplace may be well behind in developing the telematics pieces that you may be looking for to provide operational information.

There are companies out there that balance both an excellent ELD system along with strong telematics data. Best advice: do your homework.

Operational realities
There are some operational realities of moving to an ELD system that every company needs to consider and plan for. The most fundamental question you need to ask yourself is, “Does my business currently operate within the hours of service regulations?” Of course you do! No, really, you need to sit down and look at your runs and the current practices of your drivers and dispatchers and determine if you comply.

The fundamental reason for introducing ELDs is to improve industry safety by having a higher level of comfort that trucking companies and their drivers are working a “reasonable” number of hours each day, without the ability to cheat the system. The fact is, once you make the switch to ELDs, the opportunity for your driver to falsify his logbook goes way down. For instance, systems will be required to automatically place drivers “on-duty, driving” when the embedded GPS system in the device senses that the vehicle is moving at a certain speed for a specified minimum length of time. Same thing goes for recording locations – it’s all automatic now. Things like unit odometer readings, unit numbers, etc., will all be pulled automatically from the truck’s ECM.

While this may make you twitch in your seat a little, it’s important for you to know that there are also a whole bunch of positives that come with this. There will be no more tickets received for clerical or form errors – like the driver who forgot to include some information on his logbook. Your drivers’ logbooks will always be complete, will always be up to date, and will always be legible. On the back end, your safety manager or dispatch team can stop reviewing all logbooks, and just review the exceptions, which good ELD systems should automatically identify. For instance, if a driver exceeds his hours of service, your system should flag this logbook day only, and identify the regulation that the driver is out-of-compliance with, such as failure to take the required time off-duty before continuing.

Now, if you are anything like me as a trucking company owner, this gives you great comfort in knowing that your drivers are always in compliance and their logbooks are accurate. Or, if one goes out of compliance, it is brought to your attention to be dealt with rather than relying on someone thumbing through hundreds of logbook pages to try to determine compliance. It is much better to be aware and take steps to prevent this in the future than to have a provincial enforcement auditor pull up and start uncovering issues.

So step one is to start looking with a critical eye at your current level of compliance. If you find that you aren’t in compliance, now is the time to start making changes to your operation to make sure you can continue to operate successfully in an ELD environment. Many industry colleagues I know who have taken this step have had to make changes where it became obvious that certain runs just are not possible given the hours of service requirements. This has led to operational changes, and often meant some serious conversations with shippers who have, up to this point, had unreasonable expectations for deliveries. One thing is for sure, in an ELD environment, if you can’t do it, there won’t be anyone else who legally can either – the proverbial “levelling of the playing field,” that has been the talk of the industry for decades.

Modern ELD systems are intuitive and require minimal driver interaction. For example, an embedded GPS should automatically recognize that a truck is moving and record the truck in “driving” duty-status.

The right software
There are literally hundreds, maybe thousands of choices when you start down the road of ELDs – and the choices are growing every day. From large, multi-national companies that have successfully developed ELD solutions for the U.S. market, to the kid down the street developing the next smart phone app to track your hours of service. Some things to consider:

Solution provider size: The largest companies can provide turnkey solutions with proven software, training aids and resources, however, this option may come at a hefty cost and with very limited customization flexibility. These companies are more likely to have the resources at work to ensure they comply with all pending legislation, including such important details as engine control module (ECM) connectivity and third-party accreditation (the latest Canadian requirement holding up regulation). But don’t expect a tailored solution here – this is often a one-size-fits-all approach.

On the opposite end of the provider spectrum are the small, independent firms or even individuals who are burning the candle at both ends to develop solutions that might be simpler, cheaper and easier to use, but are almost solely dependent on that small company or individual having the resources to fully develop the product and comply with the complex regulations. These providers are often ready to promise the world in terms of customizing a solution to meet your every need.

You may find the sweet spot somewhere in between. There are a number of mid-size companies emerging in Canada that balance the technical depth with deep enough pockets to provide a robust “local” solution, while not being so rigid in their development that they aren’t willing to provide reasonable custom solutions to meet your needs – and maybe at a cost that doesn’t break the bank.

Hardware and software considerations: A fundamental question you need to answer early on in this process is whether cellular connectivity is enough, or you require a satellite link with your ELD/telematics system. Some solution providers do not offer satellite connectivity, which will narrow your vendor choices. Satellite communication can be expensive, so really think about how imperative constant communication is. Cellular-based systems have real-time communication and updates while the vehicle is connected to the network and store information when out of service, uploading it as soon as it returns to cellular service. Even when out of cellular coverage, the system in the vehicle still remains up-to-date for driver ELD purposes. As cellular coverage becomes more and more reliable and widespread, many companies find that cellular connectivity is more than adequate.

Many ELD providers offer software solutions, but stop short of providing the hardware to operate it. They will suggest compatible hardware, but are not prepared to offer the complete package.

Others, particularly the big players that often have custom-matched hardware, offer turnkey solutions. These are typically well-developed, comprehensive solutions that are both stable and continue to have progressive development. Just watch your wallet – these solutions and their recurring fees can creep up.

Do your research to find an ELD provider that also offers cost-effective hardware matched to their solution and meeting all pending regulations. Compatibility of components and software are key to a good ELD experience. Effective hardware solutions can be relatively simple and inexpensive. Many use common android or Apple tablets connected to a “dongle” which ties the tablet and ELD to your truck ECM through your J1939 connection – the same connection your local dealer uses to read your engine fault codes.

ECM connectivity will absolutely be required to meet pending regulation, but this doesn’t need to cost thousands per truck to acquire.

Installation and support: Installation cost is an often over-looked expense that trucking companies should consider and negotiate into any ELD solution agreement. Of course, this is possible only if the solution you choose is from a provider that offers both software and hardware. Solutions that include a tablet, mount and ECM dongle can often be completed in two hours or less. Complex systems using proprietary hardware and satellite systems could be much more involved and costly.

After sales support is crucial to a successful ELD experience. Problems with something as mission-critical as your driver’s daily logbook are more than just a headache. As we all know, enforcement officers don’t have a lot of patience for drivers and companies not in compliance at all times. ELD suppliers need to have strong customer support cultures and provide quick responses to customer issues. Support costs range widely, but should not be a significant additional cost from regular monthly fees.

Product and development: If I have one suggestion more important than any other it would be to ensure that any system you choose is easy for your drivers to use. Driver acceptance in the early days of implementation is crucial to having an enjoyable (OK … acceptable) ELD experience. These systems need not be complicated to use. Modern ELD systems are intuitive and require minimal driver interaction. For instance, any system you choose should not require a driver to put him or herself in the “driving” duty-status; the GPS embedded in the hardware should automatically recognize that the truck is moving at a minimum speed for a minimum length of time.

Continuing development is important in terms of telematics capabilities, but over-complicating the driver’s daily log component is probably not going to be a big requirement if they got it right the first time. In this case, the KISS (keep it simple stupid) principle definitely applies – there is no need to make your professional driver’s job more difficult by complicating the logbook use.

Summary
The road to ELD and telematics implementation will not be without its challenges, but the rewards will quickly outweigh the costs. The sooner you get started, the more smoothly the transition will go, and the more time you will have to onboard your staff in a positive way.

Watch for Part 2 of this series in the next issue of CFI.

Greg Munden is the president of Munden Ventures Ltd. – a B.C.-based, fourth-generation log hauling, harvesting and commercial vehicle inspection, repair and maintenance business. Reach Greg at 250-828-2821 or gmunden@mundentrucking.ca.

These initial tests, which took place on highways and logging roads in Quebec last fall, are paving the way towards using autonomous log trucks that will help reduce fuel consumption, address driver shortages and improve business efficiency.

“The principle of truck platooning, it’s somewhat like riding in a cyclist peloton,” says Édouard Proust, an advanced vehicle engineer at FPInnovations. “A lead truck will cut the wind for the trucks following behind, which makes it possible to save fuel because of the reduced aerodynamic drag.”

A study by the National Renewable Energy Laboratory, affiliated with the U.S. Department of Energy, showed that trailing vehicles benefit from fuel savings of up to 9.7 per cent. But that’s not all; the lead vehicle also benefits from the platooning by consuming up to 5.3 per cent less fuel, due to the resulting vacuum effect.

To reduce aerodynamic drag, trucks must follow each other very closely. To do so, and to avoid accidents, the lead truck will control the acceleration and braking of the vehicles behind using advanced technologies, Proust says. Radars, GPS, radio communication systems and other technologies are used to detect obstacles, cars, curves and changes in topography. The result is trucks following each other in convoys of two to four vehicles, at a distance of barely 20 metres, as they zip by at speeds up to 90 kilometres an hour.

“A human’s reaction time usually ranges from 1.5 to 2.5 seconds, depending on traffic and visibility,” says Dominique Dion, a project manager at Transport Canada. “Since the communication system directly transfers information between the vehicles, this time is reduced to about 0.1 second, which significantly reduces reaction time.”

In the coming years, trucks will become increasingly autonomous, and the lead truck will also control the driving. Drivers in the trucks behind the lead vehicle will even eventually no longer be needed.

The tests demonstrated that the technology works, but highlighted where further work is needed to improve communications between the various devices. Photo: Annex Business Media

Bringing platooning to forests
When researchers at FPInnovations heard that Auburn University researchers, who are world leaders when it comes to connected and autonomous vehicles (CAVs), were going to conduct road tests in Michigan, they approached them and asked if they would do trials in Canada in collaboration with Transport Canada. The plan was to validate if the technology developed by Auburn University, which is designed to work on highways, could also work on forest roads, explains François Charrette, head researcher on FPInnovations’ Forestry 4.0 project.

Before testing the technology on forest roads, initial platooning tests were conducted on a highway between Blainville and Trois-Rivières, Que. “There are many trials done to understand that particular technology, increase knowledge and integrate it into transport in Canada,” Dion says. However, no technology is available yet on the market. “If the technology is safe, we will put the regulations in place to be able to use it in collaboration with the provinces,” he says.

One thing is for sure: truck platooning will first start on paved roads, since conditions are much more difficult in forests because of dust, sharp curves and steep slopes, Charrette says. But the industry must still clear the way for smart trucks to reduce fuel consumption and partially solve the issue of driver shortage.

The tests conducted on a forest road in Rivière-aux-Rats, Que., close to La Tuque, demonstrated that the technology works, but highlighted where further work is required to improve the process and communications between the various devices, Proust says.

“Trials in extreme conditions allow us to take our expertise to a new level,” says Jim Killian, director of engineering communications and marketing at Auburn University.

“Our platooning technology has already been successfully applied on public roads and I’m certain it can be applied to forestry operations,” says David Bevly, a professor of mechanical engineering and director of the GPS and Vehicle Dynamics Laboratory (GAVLAB) at Auburn University. “The question is how to do it. The trials will help us answer that question.”

For Pierre Cormier, vice-president of forestry and forest operations at Resolute Forest Products, it is crucial to be aware of this type of technology to remain competitive and to help solve the truck driver shortage. “When we improve our productivity, we not only increase our fuel savings automatically, we also reduce the impact of greenhouse gas emissions on our activities,” he says. “It’s a win-win situation.”

The appeal of new technologies also helps attract the upcoming generation of workers, Cormier says. “We have to speak the same language as young people if we want them to work for us.”

Whether it’s for attracting workers or reducing the need for them by using more autonomous trucks, it’s in the interest of the forest industry to look into the issue, says Jonathan Perron, forest operation and wood procurement manager at Resolute. Mills have had to shut down for a few weeks due to the shortage of drivers.

A number of questions remain and more trials will be required before deploying such technology on forest roads, but with the rapid development of new technologies it’s important for companies to jump on the intelligent vehicle bandwagon, Charrette says.

From 2008-17, the transport truck driver occupation in BC had more than 20,700 time-loss injury claims and 140 work-related deaths.

Three new information sheets assist employers in providing ways to reduce the risk of injury to truck drivers when using pry bars, working with landing gear, and strapping a load:

• Pry bars
• Landing gear
• Straps

The three new videos were produced which depict the stories of three professional truck drivers whose lives change dramatically after they’re injured on the job:

• Arvind’s story: long-haul truck driver safety
  Meet Arvind: Part-time farmer, long-haul truck driver, hockey dad. Watch what happens when his life takes a bad turn after he falls while exiting the cab of his truck.
• Joe’s story: short-haul truck driver safety
  Meet Joe: Dog-father, truck driver, cooking show enthusiast. Watch what happens when his life takes a bad turn after he injures his back while operating the landing gear on his trailer.
• Donna’s story: delivery truck driver safety
  Meet Donna: Mom, delivery truck driver, amateur tennis player. Watch what happens when her life takes a bad turn after she’s struck by a pry bar while securing a load.

Visit WorkSafeBC’s commercial trucking and transportation information online to learn more, as well as SafetyDriven.ca. WorkSafeBC has also produced a new online interactive tool, illustrating professional truck driver injury statistics by year, claim type, accident type, gender, age, and sample incident descriptions.

The Sierra beat out five other challengers for the crown, marking the first time that General Motors (GM) has won in the half-ton category. Previously, GM won the title in the heavy-duty (HD) category, including winning the challenge in 2018 with the Chevrolet Silverado 2500 HD.

CTKC is unique in that trucks are tested using real-world situations. Trucks are driven empty, with payload, and with trailers, and then on an off-road course to test each truck’s off-road capabilities. The two days of testing allowed for over 4,000 kilometres of total seat time for the five Automobile Journalists Association of Canada (AJAC) judges, who scored each truck using 20 subjective test categories.

“The field of 2019 half-ton pickups was as competitive as ever this year, with brand new trucks from GM and RAM, while the F-150 received major upgrades, including offering a 3.0L diesel engine that we ran back-to-back with gas engines from RAM, GM, Toyota and Nissan. Towing is where the diesel feels best, but the raw horse power of GM’s 6.2L V8 is hard to ignore,” said judge Stephen Elmer with TFLTruck. “The performance exhaust on the Toyota Tundra TRD Pro barks when you accelerate, while Nissan’s 5.6L V8 has a strong exhaust note with loads of power. In the end, the GMC Sierra came out on top, and the honours are well deserved for such a smooth riding, comfortable, quiet pickup.”

This year, OEMs that took part were: General Motors with its GMC Sierra 1500 Denali and Chevrolet Silverado 1500 LTZ; Ford with the F-150 Diesel Lariat; FCA with the RAM 1500 Limited; Nissan with the Titan PRO-4X; and Toyota with the Tundra TRD Pro.

Both the Sierra and Silverado were equipped with a 6.2L V-8 engine with Dynamic Fuel Management and mated to a 10-speed automatic transmission. The F-150 was equipped with a 3.0L Power Stroke V-6 diesel engine mated to a 10-speed automatic transmission. The Ram 1500 featured a 5.7L HEMI V-8 engine mated to an eight-speed automatic transmission. Tundra offered a 5.7L V-8 engine mated to a six-speed automatic transmission. The Nissan Titan was equipped with a 5.6L V-8 engine mated to a seven-speed automatic transmission. All trucks were 4×4 models.

“As always, the Canadian Truck King Challenge provides the unique opportunity to evaluate the trucks in real-world use. Unlike typical road tests and reviews, this event provides the rare experience of evaluating each entry as a working truck – not simply driving it around empty, but with a hefty payload and significant towing load,” said judge Clare Dear with Autofile.ca. “This year, the format helped reveal characteristics that might otherwise have gone unnoticed, such as the towing capabilities of Ford’s new 3.0L diesel engine and the RAM’s unique load-levelling air suspension.”

Third-party company FleetCarma used data recorders on each of the six vehicles to measure real-word fuel economy. The recorders sent data to FleetCarma with a final report showing the results for each vehicle under each part of the challenge (empty, payload and towing).

The winner of the Fuel Economy Challenge for 2019 was the Chevrolet Silverado 1500 with a 6.2L V-8 engine.

With trucks that are all new, trucks that offer new engine options, and trucks that offer new packages, there has never been a better time to be a pickup truck customer, as the differences between them are getting smaller and smaller. The days of one truck being much better than another are over. Today, it’s a matter of fit for purpose – what are you going to use the truck for and what is of utmost importance to each individual buyer?

“This has to be the most difficult Truck King Challenge ever. I could not find a favourite at first glance,” said judge Éric Descarries with Auto 123. “Each vehicle is really a modern piece of equipment. This time, the winner has to be the consumer.”

Mario Cywinski is the editor of Machinery and Equipment MRO magazine, a member of the Automobile Journalists Association of Canada (AJAC) and a judge for the Canadian Truck King Challenge, with more than 15 years automobile industry experience. He can be reached at mcywinski@mromagazine.com.

The parties have common research interests in the areas of commercial, on-and-off-road transportation, as well as roads and infrastructure. Specifically, areas of possible collaboration include: emissions and fuel consumption reduction, freight performance measurement and fleet efficiency, road safety, low-volume roads and infrastructure, data analysis, as well as developing and testing electric, automated, and autonomous vehicle technologies.

TTI and FPInnovations’ transportation research specialists PIT Group, will benefit from knowledge sharing and cooperative research for the promotion of science and technology.

“The collaboration between FPInnovations and TTI is key in accelerating innovation and deployment of advanced technologies in the transportation sector. I am convinced that our partners will benefit from the depth of expertise and increase in testing facilities that this MOU will facilitate,” said Denis Cormier, senior director of FPInnovations.