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Page T-2 Your Truck & Trailer Connection, Since 1971 January 2013

Welcome to 2013. If you are reading this

it means that the world didn’t end on December

21st along with the Mayan calendar. We all get to keep on trucking and we have yet another 12 months to

work on our new year’s resolutions.

I’ve asked around to a number of drivers and

come up with a list of the top things they’d like to say to their dispatch.

If you’re a driver and you’ve never uttered some-thing similar to the follow-ing phrases to your dis-patch, you may either want to hug your dispatcher for being so fantastic or learn to speak your mind a little more.

If you’re a driver and you’ve said each and every one of these to your current management team, then maybe you will want to re-solve to speak your mind a little bit less, or find a new job and/or dispatcher…

Finally, if you are a dis-patcher and you’ve had any more than a couple of the following thrown at you by a frustrated driver, you may want to consider a ride along to see what life is really like behind the wheel.

If you think you can do better, why don’t you get behind the wheel and de-liver this load yourself?

You’ve obviously never sat in a traffic jam on the 401 before have you?

Give me some sort of clue what I’m doing af-ter my unload so that I’m not sitting around waiting for you to get around to it while I could be making miles, and therefore mak-ing money.

Just because the high-way reopened doesn’t mean that the three feet of snow that fell overnight has been cleared from the trailer deck, the truck stop parking lot or the side streets needed to get to said highway. If I say I can’t get out yet, I can’t. I want to make money as much as you want me to make it and I’ll go when I can.

Don’t ask me more than once a year to deadhead anywhere to rescue that trailer that you forgot about after it broke down, be-cause it isn’t going to pay well and I have bills too.

Don’t whine to me about how you have to get out of the office on time tonight due to your social life and obliga-tions when I’m sitting a thousand miles away waiting for an answer from you. I’m on the road 25 days out of ev-ery month. I don’t have a social life.

Don’t ask me to run over my hours. If I choose to do so that’s fine. It’s my butt on the line, not yours. You’re supposed to be the one looking out for my best interests.

Don’t try to skimp on my paycheque. I have plenty of time in my bunk each night to calculate how many miles I’ve driven, what layover pay I’m owed and still keep my eye out for a better job.

Don’t act like I tried to blow the turbo in my truck on purpose. Sitting around the dealership for two days over the weekend waiting for the part when I’m 2000 miles from home with a

hot load on the deck isn’t exactly my ideal way to spend a weekend either.

Why do you act sur-prised when I call in from time off and wonder what my load plans are? I told you I’d be back on the 1st of the month. Did you not believe me? I’m sorry I didn’t spend my entire hol-iday texting you to make sure you remembered who I am and that I work for you.

When I said it wasn’t safe to travel I really did mean it. Now I’m in the ditch thanks to black ice and your precious load is gonna be even later than it would have been had I waited for the sand trucks to go by and the sun to come out.

I just ran four long days to get this load delivered. I need sleep now. Please avoid calling me for the next eight hours. Unless you have a really great load for me that pays a bundle. Then by all means call.

The truck and the driver both require refuelling to keep going. This may in-volve stopping for more than five minutes. Deal with it.

I’m not a customs offi-cial, but I do have to deal with them. It would be fan-tastic if you could inform your customers that they do need to have paperwork for me if they expect me to move their freight across the line.

Don’t forget, truckers talk, and I know all your company’s dirty little se-crets. I could probably get you in more trouble than you could ever get me in! b

Minding Your Business by Kathryn Thorpe Klassen

Happy New Year!

Call Rob Johnston: 250-992-8474 | Fax: 250-992-3100 | E-Mail: [email protected] | 350 Legion Drive, Quesnel, BC V2J 2A3

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1992 Aspen PF35 step deck, 8’ 6” x 48’ tandem trailer, airride, clean andstraight .................................... $12,500.00

1997 T800 Logger chassis, N14 Select+, 18 speed, Rockwell RT46160 air lockers, Hendrickson Spring susp., 272” wb., 12000# steer axle, odometer shows681,000 km. ............................ $21,500.00

(2) 1997 Western Stars 4964 tractor, N14 Select+, 18 speed, Rockwell RT46160 air lockers, RTE suspension, 230” wb., 16,000# steer, odometer shows 580,000km............................................$15,500.00

1999 Peerless Tridem pole trailer, 8’ 6” bunk, scale pads, pilot alum.wheels, 8’ 6” axles, air ride ...... $12,500.00

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2005 Peterbilt 387 Tridrive cab and chassis, 36” sleeper, Cat C15 MXS, 18 spd, Rockwell RT46164 on Pete Airtrac, Michelin 24.5’s on pilot aluminum, 20,000# steer axle, double frame, 808,000 km............................................ $65,000.00

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January 2013 Your Truck & Trailer Connection, Since 1971 Page T-3

A mixer is a highly specialized piece of equip-ment, which is expected to put in a number of years of service. To ensure effi-ciency over the life of the vehicle, it’s important to spec wisely.

A key consideration to spec’ing is the local length and weight regulations since these will dictate the axle spacing needed to maximize payload. Individ-ual provinces require com-pliance with their specific weight laws. This has a big influence on how the axles are set up and spaced.

“For example, the intent of SPIF (Safe Productive Infrastructure-Friendly) law in Ontario is to spread the weight evenly over the wheelbase, which defines where the steer axle goes and has a direct impact on frame dimensions,” says Alan Fennimore, voca-tional marketing manager for Kenworth Truck Com-pany in Kirkland, Wash. “In most cases, a set-back steer axle or a twin steer is a common mixer spec. The Kenworth T800 is an example of a chassis de-signed specifically to meet the needs of mixer cus-tomers with its set-back and twin steer front axle options.” The Kenworth T800 twin steer model,

which may be more suit-able for certain provincial weight requirements, is based off the set-back axle T800 with the second steer axle located 72 inches rear of the front steer axle. The maximum front GAWR is 40,000 pounds.

In some provinces, mix-er trucks can be specified shorter and lighter with a setback axle to make them more maneuverable on job-sites. The Kenworth T800 short hood and the Ken-worth T440 are examples of trucks that work well for these mixer applications. “You may need to spec lift and or steering axles to dis-tribute more weight of the mixer over more axles to operate them in provinces that have limits on the amount of weight each axle or each wheel may carry,” notes Fennimore.

Depending on the weight carried by the steer axle and your provincial laws, you may also need to spec wide-based front tires. “This would require a 425/65R22.5 tire size to get to the 20,000-pound rat-ing on the front axle,” says Fennimore.

Kenworth dealers, Fen-nimore adds, work with customers to develop speci-fications that not only meet provincial regulations, but

also enhance productivity taking into consideration specific operating condi-tions. Here are some brief examples:

In Alberta and British Columbia, to maximize the payload, dealers rec-ommend mixers specified with, among other things, twin steer axles, tandem drive axles, and a booster axle with a maximum wheelbase of 278 inches, a front axle spread of 72 inches and a rear-axle spread of 60 inches.

In Manitoba, to maxi-mize payload, dealers rec-ommend twin steerable 20,000-pound steer axles and 46,000-pound drive axles. However, provincial regulations prohibit boost-er axles.

In Ontario, because the SPIF law requires several considerations for a mixer operator – dealers sug-gest choosing automated transmissions; rear-engine power takeoff (REPTO); back-of-cab exhaust to maximize frame space for chutes and water tanks; a minimum wheelbase of 6 meters; a front axle spread of 72 inches minimum or 106 inches maximum; and a rear-axle spread of 72 inches maximum.

In the Atlantic prov-inces of New Brunswick, Newfoundland and Lab-rador, Nova Scotia, and Prince Edward Island, dealers recommend a rear-engine power takeoff (REPTO); twin steerable 20,000-pound steer axles and 46,000-pound drive axles; right-hand, back-of-cab 100-gallon fuel tank to maximize frame rail space; a maximum wheel-base of 278 inches; a front axle spread of 72 inches maximum; and a rear-axle spread of 60 inches.

In Quebec, they sug-gest twin steerable 16,000-pound steer axles and two 23,000-pound drive axles, in order to meet a provincial regula-tion requiring the addition-al axle to be attached to the steering wheel.

In Saskatchewan, dealers suggest using 445/65R22.5 size tires on a single or twin steerable 20,000-pound steer axle for maximum flotation.

“Of course, other pro-vincial restrictions may ap-ply to your operation, and your operating conditions may require different con-siderations,” Fennimore adds. “Then there’s the fact that provincial regulations often list limits using met-ric system measurements, while manufacturers may list the measurements of the truck and its key parts using the English measure-ment system. That’s why you should visit a local Kenworth dealer for a more complete review of provin-cial regulations and your operating conditions.”2010 Engines – Making Room for SCR

It’s especially impor-tant to understand how the 2010 federal engine emissions standards may require some changes to be made when spec’ing for new truck purchases com-pared to your current mixer spec, which may include a 2007 emission-compliant or older engine.

Selective catalytic re-duction (SCR) mixes a re-ductant – most commonly a solution of urea and de-ionized water known as diesel exhaust fluid (DEF) – with the oxides of ni-trogen (NOx) in exhaust

gases. The exhaust then passes through a catalyst, where the DEF reacts with the NOx to convert it into nitrogen and water.

According to Fenni-more, it is important for operators to consider DEF tank capacity and place-ment. “To support SCR system integration, Ken-worth provides a range of exhaust and DEF tank sizes and locations designed for mixers. This helps mixer operators maintain their wheelbase and body con-figuration when spec’ing Kenworth trucks with 2010 EPA-compliant engines,” Fennimore says.

“For mixers where truck frame space is often criti-cal, Kenworth provides a 5.6-gallon DEF tank with a clear back of cab option unique to the industry. The tank provides a range of 800 to 1,200 miles between refilling with the range de-pendent on duty-cycle and fuel economy. When com-bined with an in-cab bat-tery box and a Kenworth SCR and DPF package lo-cated under the cab access step, there’s essentially no impact to the customer as far as valuable frame space compared to a pre-2010 emissions truck,” he said.

Not all SCR technol-ogy engines are the same, however. “An aftertreat-ment catalyst using cop-per zeolite is more efficient than one with iron zeolite at reducing NOx at normal engine operating tempera-tures,” says Fennimore. “That’s why engines using copper zeolite may offer better fuel economy than engines using iron zeo-lite.” PACCAR engines and Cummins engines both use copper zeolite.A Green Option: Natural Gas

A green option is natu-ral gas. While it does not have the high energy den-sity of diesel fuel, CNG does provide a cleaner burning fuel without the need for complex emis-sion reduction technology. Natural gas is domestically produced, so it reduces re-liance on foreign oil. The drawback can be a higher initial engine and fuel stor-age system cost. However, an estimated $2-plus sav-ings per gallon on natural gas compared to diesel makes the ROI very attrac-tive, Fennimore says.

Some provinces may of-fer grant programs to help offset the additional cost of

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Kenworth Offers Advice On Spec’ing For Mixers In Canada

Continued on page T-4

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the alternative fuel engine technology and fueling sta-tions. Plus, by deleting the additional weight associ-ated with the SCR emission control systems, a CNG-powered mixer may be able to carry more payload over a comparable diesel-powered unit. But that de-pends on the distance the mixer must travel each day and your choice of fuel.

Some operations may require specifying CNG-powered trucks with ad-ditional fuel tanks, which could offset any weight savings realized with the deletion of the emission control systems. Plus, if you choose liquefied natu-ral gas over CNG fuel be-cause of its higher energy density, the LNG-powered engine employs a compres-sion ignited system, which uses 5 percent diesel as the pilot ignition. And this re-quires the use of SCR tech-nology and a diesel particu-late filter (DPF).

If the mixer must carry additional fuel to extend its range or its operating time between fuelings, some provinces, like Brit-ish Columbia, do offer greater weight allowances on some natural-gas pow-ered trucks, which would offset any weight penalties caused by the additional fuel tanks.

Natural gas-powered engines, such as the Cum-mins Westport ISL G and the ISX12 G engines, are available for heavy duty

Class 8 trucks, including the T660, T800, T800 short hood, W900S, and the T440.

The ISL G, which runs on compressed natural gas, is rated at 320 hp and 1,000 lb-ft of torque. It uses a maintenance-free, three-way catalyst and is 2010 EPA- and CARB-compliant without the use of SCR technology or a DPF. The ISL G is available with an Allison 3000 or 4000 series transmission.

The ISX12 G, which can run on CNG or LNG, comes with a range of ratings to 400 hp and 1,450 ft-lbs of torque, optional engine brake and manual and au-tomatic transmission ca-pability to meet customer needs. (The ISX12 G was introduced earlier in 2012 and should be ready for order and delivery in early 2013.)

It’s important to work with your truck salesper-son and mixer body builder to assess which fuel stor-age system – CNG or LNG – will work best for you. “Your decision may be de-termined by the availability of CNG or LNG fuel in your area,” Fennimore says. “Currently, CNG is the pre-ferred fuel storage system for mixer applications.”The Drivetrain

Whether operators choose natural gas- or die-sel fuel-powered engines, big horsepower is gener-ally not a requirement for mixer applications. “You should get just enough

horsepower to do the job,” says Kenworth’s Fenni-more. “Engines with 320 to 350 hp should be plenty for most applications. Ex-tra horsepower just uses more fuel, puts more strain on the rest of the drive-train, costs more and adds weight.”

Truck models with the versatility to span class 7 and class 8 ratings, such as the set-back axle Kenworth T440 and T470, can offer operators the widest array of choices to build mixers that will meet their opera-tional needs, Fennimore says.

“With the Kenworth T440, for example, opera-tors have a choice of front axle ratings from 12,000 to 22,000 pounds, rear axles from 21,000-pound sin-gle to 46,000-pound dual drives and three frame rail sizes to match strength and weight requirements,” he adds. “Plus, the T440 can be spec’d with the PACCAR PX-8, which offers a range of power choices from 260 to 350 hp and from 600 to 1,000 lb-ft of torque.”

In cases where addi-tional power and payload is required, the Cummins ISL9 is available with rat-ings up to 380 hp and 1,300 lb-ft of torque. When ad-ditional power is required for a larger mixing drum, or where weight is not as much an issue, a PACCAR MX 12.9-liter or Cummins ISX11.9 engine offers excel-lent performance. In addi-tion, the larger engines will

last longer. These medium displacement engines are available in the set-forward W900S and the set-back T800 short hood.

According to Fenni-more, the rear axle ratios should be evenly matched with the transmission so that engine speed is around 1,600 rpm at highway speeds. “You should also be able to go as slow as 1.5 mph at 1,400 or more rpm,” he says. “A 4.30:1 ratio with 11R22.5 tires and the -9ALL transmission works well. With a 6-speed automatic transmission, use a 4.88:1 or lower ra-tio.” Automatic or Manual Transmission

The transmission you put behind the engine needs a wide ratio range to have good startability and gradability around job-sites and on the highway. “The Eaton 9ALL is a com-mon transmission spec for mixers. It has a really low ratio for crawling while pouring curbs or other con-tinuous pours. But there’s also a high enough top end for traveling at highway speeds,” he says.

In addition to the stan-dard manual transmission, Eaton offers the vocational series of UltraShift(R) Plus available specifically de-signed for mixer usage. This automated manual in-cludes the following voca-tional specific features: Hill Hold and Creep Modes.

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The Federal Motor Car-rier Safety Administration recently said that, effective immediately, it has activat-ed previously announced changes to its Safety Mea-surement System ratings program, including adop-tion of its controversial pro-posal to step up hazardous materials compliance and elimination of a perceived enforcement bias against flatbed carriers.

In a recent teleconfer-ence call, FMCSA adminis-trator Anne Ferro said the agency’s website now re-flects a total of 11 changes to Compliance, Safety, Ac-countability program, in-cluding creation of a stand-alone hazardous materials compliance carrier rating category and rolling cargo-Securement violations into the vehicle maintenance category.

FMCSA said when it first unveiled the changes in August that the CSA tweaks would only cause “modest” changes to car-riers’ safety-rating scores, but that that would be “enough to sharpen our focus on the carriers that need our focus.”

“These safety measure-ment system enhance-ments reflect FMCSA’s commitment to listening to our stakeholders and researching and analyzing enhancements in the name of safety,” Ferro said. “By strengthening our corner-stone enforcement pro-gram, we are continuing to raise the bar for truck and bus safety.”

Other changes included changing the name of the Fatigued Driving Behav-ior Analysis and Safety Improvement Category, or BASIC, to the hours-of-service (HOS) Compliance BASIC, removing 1-to-5 mile-per-hour speeding violations from carrier and driver safety scores, and assigning the same CSA severity weights to paper logs and electronic logging device violations.

The changes are be-ing applied to FMCSA’s monthly update of carriers’ SMS scores. The agency generally updates carriers’ scores on or about the 21st of each month, but chose to update the December scores early using the new-ly uploaded changes. b

CSA Changes Take Effect

The following is a letter to OTA sent by a cyclist vis-iting Ontario, who wishes to thank the many courte-ous and friendly truck driv-ers he encountered during his journeys:

I recently spent two months holidaying near Montreal River Harbour [highway 17 north of Sault Ste Marie]. While there, I was cycling al-most daily on the section of highway between Mica Bay and Montreal River Harbour.

The purpose of this communication is to ex-press my thanks (through you and your organization) to the transport drivers who regularly frequent that section of highway (and) for the courtesy almost all of the drivers showed to me as a cyclist on the open road. I have carried with

me in my mind, images of drivers pulling out (when-ever possible) to give me more air space as they passed me. As my time in that area passed, the cour-tesy shown by most drivers gave me as a cyclist peace of mind as I shared the road with some very big rigs.

Also, the acknowledge-ment of me on the road when some drivers gave me a friendly ‘toot toot’ with their horns, was an acknowledgement that they were aware of me and that we all are part of the travel / transport scene on a highway.

So, again, I (hope) you somehow share my grati-tude with those drivers for their courtesy which con-tributed to me more fully enjoy my holiday in north-ern Ontario.

Cheers, Bill Allcock b

Letter To OTA: Many Courteous Truckers Give Peace Of Mind


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Power Solutions In-ternational, Inc. (“PSI”) (OTCBB:PSIX) and Spartan Motors, Inc.(Nasdaq:SPAR) recently announced the launch of a new Class A Front Engine Gas (FEG) con-cept chassis featuring PSI’s newly designed 8.8-liter en-gine. The new chassis, code named the Extol, is designed to meet increased demand in the RV market for greater power performance and for gas powered engines. Both companies showcased these products at the RVIA Nation-al RV Trade Show, which took place November 27--29 in Louisville, Kentucky.

“PSI is excited about presenting our newly de-veloped on-highway ap-plications through this collaboration with Spartan Chassis, a leader in the specialty vehicle category,” said Jeremy Lessaris, Di-rector of Marketing at PSI.

Recreational vehicle OEMs have been frustrated with their engine options, which until now have been underpowered. Because of the considerable weight, RVs require significant torque for

pickup and to avoid chug-ging or spitting on hills. As a result, power compromises are problematic.

Powered by a PSI 8.8-li-ter engine that provides 430 HP and 512 lb.-ft of torque (@ 3400 RPM), the Extol chassis offers the power performance that end-us-ers seek in a package de-veloped to capitalize on the growth of smaller Class A recreational vehicles (22K to 28K GVWR). The newly designed and engineered engine offers 20% across-the-board improvements in power and 15% better fuel-efficiency over its pre-decessor, General Motors 8.1-liter.

The Extol also pro-vides superior handling and superior ride quality, achieved through Spartan’s proprietary suspension and new Compression Fluid Strut. Spartan Chassis has been known for decades as a leader in the Class A diesel market. This Extol concept chassis is an excel-lent brand extension which should expand our product portfolio and fill what we

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automatic and automated manual transmissions be-ing spec’d for mixer use,” Fennimore notes. “With the electronic controls on the newer automatics, the shifting is very smooth and responsive. They’re easi-er on drivers and reduce stress on the drivetrain, and the truck can keep up in traffic much easier.”

Operators may also want to consider a trans-mission that can automati-cally select between econ-

omy and performance shift schedules based on the ve-hicle’s actual payload and its operating grade

“The addition of Al-lison’s load-based shift scheduling (LBSS) can al-low the mode button on the transmission’s shift selector to be programmed for controlling other vehi-cle functions, such as body builder functions or power takeoff (PTO) operation,” Fennimore says. “The economy mode is used when the truck travels on

level terrain with an empty or diminishing load. The performance mode is used when the vehicle is heavily loaded or on a grade.”

Operators can choose LBSS on select Allison transmissions, such as the company’s 3000 and 4000 series. The Allison 3000 series is limited to a GVW of 60,000 pounds, and is available on the Kenworth T440 and W900S mixers only with the PACCAR PX-8 or Cummins ISL9 en-gines.

One additional Allison transmission gaining popu-larity in mixer applications is the 4700 RDS, which offers a 7.63 to 1 low first gear and optional second reverse. This helps give drivers extra control while pouring curb or backing down that steep incline to pour a footing. Another 4700 RDS feature is a con-verter lockup mode in first gear, which reduces excess heat being returned to the cooling system from a slip-ping torque converter with-out this feature.Front Engine or Rear Engine PTO

The PTO must come directly from the engine in order to provide enough power for the mixer sys-tem. Whether you use front engine or a rear en-gine PTO depends on the chassis configuration. Fen-nimore recommends a rear engine PTO any time you can make it fit.

But in those areas where the front pedestal must be mounted immediately back of cab, a front engine PTO is the only alternative. “A front-mounted PTO makes sense in provinces like Ontario, where the weight laws give you an incentive to get more load on the steer axle,” he says. The Kenworth T470 – with its full parent rails front frame configuration – is an excel-lent model for FEPTO ap-plications.

“With 2010 engines re-jecting more heat, a larger radiator is needed to cool

the same horsepower. In cases where high horse-power is required, both the Kenworth T800 FEPTO and the Kenworth C500 models offer great cooling capac-ity,” Fennimore says.

“If you spec an auto-matic transmission, you’ll definitely want a rear-en-gine PTO because it will provide 30 percent higher output speed due to the gearing at the flywheel,” he says. “This allows much less slip in the torque con-verter when you are crawl-ing along and want to keep the drum speed up to pour the concrete. Too much slip in the torque convert-er can lead to overheating the transmission or the en-gine’s cooling system.”

For high PTO torque re-quirements, the PACCAR MX offers 612 lb-ft of out-put torque from the rear engine PTO. “Kenworth customers in Canada have been reporting that the Paccar MX with a REPTO has been a real winning combination for low fuel consumption, reliability and quiet operation,” Fen-nimore says.Location Issues

Mixer specifications are also influenced by the type of delivery locations for the concrete. The heavier the load and the rougher the terrain, the more the chas-sis and suspension need to be beefed up.

“If your mixer chas-sis needs to get into some pretty rough jobsites,” says Fennimore, “be sure to spec a suspension with a lot of articulation.” Good exam-ples are the Chalmers 854 series and the Hendrickson HAULMAAX(R) tandem suspensions, which both offer good off-road articula-tion and durability.

The frame rail specs are impacted by the type

of mixer barrel used. “If the barrel has a subframe welded to the chassis rails that is approved by the OEM, a single 11-5/8-inch frame is fine,” says Fenni-more. “You’ll want bolted to the frame at back of the cab a transition plate, which goes as far forward as possible. This help ease stresses on the rails.

“But if the mixer pedes-tals are mounted directly to the frame rails, you’ll need an inserted frame of at least 10-3/4 inches,” he says. “Remember, it’s not just strength you’re look-ing for, but stiffness, too. And, if you have more than one pusher axle, an insert-ed rail is recommended to help withstand the higher side loads.”

Some of Kenworth’s mixer-specific options from the factory are fully huck-bolted frames, factory in-stallation of up to three pushers, and pre-punched holes in the frame rails to assist body builders with installation, among other options.

Another thing to re-member about the frame: mixer manufacturers of-ten request crossmembers in specific locations. It’s a good idea to check with them before the truck is built. Kenworth offers a custom frame layout op-tion that keep specific areas of the back of cab clear for customer-installed options.

The type of construc-tion sites typically visited by your mixers will affect the amount of traction re-quired. “I always recom-mend side-to-side differ-ential locks in both rear axles for traction off the pavement,” says Fenni-more. “In areas with sandy soil, we’ve seen operators spec’ing a 6x4 configura-

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tion with active tire-pres-sure control systems (such as Eaton’s central tire in-flation system or CTIS), which allow the driver to reduce tire pressure when off-road to obtain the need-ed traction in the sand.”

The 2010-compliant emissions engines used in the U.S. mixer market typi-cally use an engine-mount-ed air cleaner, which does not require a pre-cleaner. But in dusty conditions, a Filter Minder® air restric-tion gauge mounted on the air cleaner should be ordered and checked on a regular basis. Another op-tion is to order the optional Filter Minder gauge in the dash to monitor the air cleaner performance from inside the cab. Kenworth is standard with a pop-up gauge on the air cleaner under the hood.Weight Watching

Weight is an issue with mixers, but you have to save a lot to be able to haul an extra half yard of concrete, or about 2,000 pounds. The cost of light-weight components has to be considered.

You can slim down by spec’ing components – such as wheels, air tanks, and clutch housings – in aluminum rather than steel. “Use the smallest fuel tank you can get away with,” Fennimore adds. “Most mixer applications burn about 4 to 4-1/2 gal-lons per hour. So, a 56- to 75-gallon tank is usually plenty of fuel for one shift.”

Fennimore suggests engines such as the Cum-mins ISL9 to save up to 800 pounds compared with a 13-liter block in areas that do not require long runs away from the batch plant or have minimal steep grades. “With 350 horsepower and 1,250 lb-ft of torque, these 9-liter en-gines offer the power most operators will need.” Also,

the ISL engines can be mated to the Allison 3000 series automatic transmis-sions, which will save an additional 250 pounds over the Allison 4000 se-ries transmissions. One of the limitations of the 3000 series is reduced payload capacity of up to 62,000 pounds GVW in a mixer application.

Another option for sav-ing additional weight, though more expensive, is spec’ing disc brakes on the steer and drive axles. This option can reduce another 100-150 pounds off the chassis weight as well as dramatically reducing stop-ping distances and annual maintenance costs com-pared to drum brakes.

Going with an in-cab battery box, which Ken-worth offers, and a deleted passenger seat can elimi-nate between 90 and 150 pounds, depending on se-lecting either a 2- or 3-bat-tery option. The 3-battery option is recommended in colder climates.

Valuable pounds can also be saved in your sus-pension selection. “The difference can be as high as 400 pounds,” Fenni-more says of the different suspension options. “You can leave shock absorbers off the rear because the weight of the mixer means you will never be running light.”

Using wide-base “su-per single” tires instead of duals on the rear can save hundreds of pounds in wheel and tire weight. “The trade-off is that you get a narrower track if you stick with standard track axles,” he says. “You can go with a wider track axle, but then you may not have the option to go back to du-als later because the dual configuration will now be over width.” Driver Performance Items

With more trucking companies vying for good drivers, operators can’t afford to neglect driver comfort and driver perfor-mance-related items, Fen-nimore says.

When it comes to vis-ibility, Fennimore says try to spec as many windows as possible. “In addition to the standard Kenworth DayLite(R) doors, consider rear corner windows be-hind the doors,” he says. “It’s a good idea to mount the tailpipe behind the cab rather than at the side to keep out of the way of the corner windows.

“I suggest picking low-replacement cost wind-shields when they’re available,” he adds. “Most mixer fleets replace at least one windshield side per truck per year. Two-piece flat-glass windshields with roped-in seals can be re-placed in half an hour for a typical total cost of under a hundred dollars. This can save thousands of dollars over the life of the truck.” For a different look and more aerodynamics, select the two-piece curved glass option (one piece is also available).

To make mixers with lift axles easier to drive, it’s smart to get a six-channel ABS system. “Lift axles, es-pecially steerable ones, are normally over-braked for the load,” Fennimore says. “By including them in the ABS system, it’s much eas-ier for the driver to avoid locking them up and flat spotting the tires.” The Bendix(R) ESP* (Electronic Stability Program) system is available with both the bridge formula mixer con-figuration and with the standard mixer bodies.

To offer drivers the best turn performance and road feel, Fennimore recom-mends dual steering gears, rather than a large single steering gear with a steer-ing assist ram. The dual system usually requires less maintenance than a single system with assist. Assist cylinders tend to be high maintenance and are typically more prone to leak or fail.

Two additional driver performance items that Fennimore recommends are the Kenworth Extended Day Cab and Kenworth QuietCab(R) package.

“The spacious Ken-worth Extended Day Cab enhances driver comfort with an additional 6 inch-es of length and 5 inches of cab height compared to Kenworth’s traditional day cab. It also has 2 more inches behind the wheel, additional leg room, up to 21 degrees of driver’ seat recline, and 2 extra cubic feet of storage behind the driver’s seat,” he says. “The Kenworth QuietCab option helps to significant-ly reduce in-cab noise by two decibels, or by almost 50 percent, compared to Kenworth’s standard cab. These options may help to reduce driver fatigue, enhance productivity, and aid driver retention,” con-cludes Fennimore. b


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The dictionary defini-tion of reciprocity is the relation or policy in com-mercial dealings between countries by which cor-responding advantages or privileges are granted by each country to the citizens of the other.

In plain English, and in relation to Canada-US trucking, for example, what reciprocity usually means is that we’ll accept what you do if you’ll accept what we do. It does not mean that everything needs to be har-monized, but it infers that at the end of the day while rules and mechanisms may be different, final out-comes are more or less the same. Where this is so and where reciprocal agree-ments between Canada and the United States can be worked out, it is usually a good thing. But things don’t always work out as planned.

Take Canada-US safety ratings reciprocity for ex-ample. Way back in 1994, Transport Canada and the USDOT signed a Memoran-dum of Understanding that each country would be re-sponsible for monitoring a motor carrier’s compliance and safety performance in the carrier’s home jurisdic-

tion. The MOU also obliged both countries to endeav-our to establish mutually compatible safety rating and audit programs. Fast forward to 2007 when an FMCSA “Canadian Issues” study concluded both countries share similar vi-sion statements, missions and objectives to reduce truck collisions and recom-mended they work together to establish a safety ratings reciprocity agreement.

Under the agreement a Canadian carrier who op-erates throughout Canada and the United States would have its safety performance activity (collisions, inspec-tions and convictions) in both countries collected, calculated and monitored by its home province. Un-der that scenario, a carrier would no longer need both a provincial and an FMCSA profile, or be subject to both provincial and FMC-SA compliance reviews. The administrative burden on both government and the industry would be re-duced. Safety rating reci-procity was even identified as a deliverable under the Security and Prosperity Partnership initiative.

Work continued and in 2008 the FMCSA and CC-

MTA agreed in principle to reciprocally recognize each other’s safety ratings. A bilateral working group on motor carrier data ex-change – which is a key to the whole thing actually working -- was established. A number of provinces dropped the requirement for US carriers to register in their jurisdiction and stopped keeping profiles of those carriers. They did, however, begin sending the data on the US carriers’ safety performance in their provinces to the FMCSA.

Information also start-ed flowing the other way as the provinces began to receive data from FMCSA on the US performance of Canadian carriers and us-ing that data to populate the provincial carrier pro-files.

But then the wheels started to come off. There were a number of techni-cal issues that were dif-ficult to resolve. Legal issues emerged which prevented FMCSA from using Canadian data to rate US carriers. But most important, it seems, was an apparent change of heart on the whole con-cept of reciprocity by the FMCSA which -- not in-cidentally -- coincided with the agency’s transi-tion from Safestat to its Compliance, Safety, Ac-countability (CSA) pro-gram. CSA differs from the Canadian profile sys-tems in some important

areas – e.g., pointing all violations from roadside inspections (not just out of service violations as is the case in Canada) on the carrier profile; and, not accounting for fault on the carrier’s collision profile. In the end, FMCSA would not give up its authority to monitor Canadian carriers and/or to conduct compli-ance reviews on Canadian soil.

The Canadian provinces moved forward on safety rat-ings reciprocity in good faith. Anyone involved in the CC-MTA process knows this. The provinces invested significant effort and resources in this process. While some may still cling to the hope that all is not lost and that an agree-ment can still be achieved, the reality is that the prospects for safety ratings reciprocity are

zilch. And, until that is ac-knowledged and resolved, an unleveled playing field exists between domestic and US carriers in eight of the ten provinces.

Currently, four prov-inces are using US inspec-tion and collision data in their carrier profiles -- British Columbia, Alberta, Saskatchewan, and Mani-toba. These provinces are (as they have done since 2007) still collecting and sending information on US carriers operating in their jurisdictions to FMC-SA, even though FMCSA is not using the data to populate CSA profiles. Only two provinces (On-tario and Quebec) require US carriers to register to operate in their jurisdic-tions. As a result, no one is monitoring and creat-

ing a history on US carri-ers’ activities while they are operating in the other eight provinces.

For CTA and the pro-vincial associations this is not acceptable. With the failure to achieve a reci-procity agreement, US car-riers should be required to register in all provinces they operate in, and all provinces should main-tain carrier profiles of the US carriers that operate in their jurisdictions. Our motivation is nothing more than to address an inequity that has arisen as a result of the failure to achieve a reciprocal agreement on safety ratings. Reciprocity (and safety) now demands that US carriers be treated in Canada the same as Ca-nadian carriers are treated in the United States. b

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Mack Trucks recent-ly presented a $25,000 check to New York City Commissioner of Sanita-tion John J. Doherty, to support relief efforts fol-lowing Hurricane Sandy. The donation will go to the Mayor’s Fund to Ad-vance New York City, a not-for-profit organiza-tion dedicated to com-munity and economic improvement, and will be used to meet immedi-ate needs for food, water and supplies, as well as long-term relief and res-toration projects.

“New York City has long been an important refuse and heavy-duty truck customer for Mack Trucks,” said Kevin Fla-herty, president of Mack Trucks North American Sales and Marketing. “We value our relation-ship with New York, and we want to assist them as they deal with enormous demand for public services in the

aftermath of Hurricane Sandy.”

Mack’s relationship with New York City stretches back more than 100 years to 1900 when the Mack brothers in-corporated the company and began manufactur-ing their first heavy-duty vehicle, a 20-passenger touring bus aptly named the “Manhattan,” in a Brooklyn factory. New York City was a cus-tomer of Mack Trucks as early as 1911, and the New York Departments of Sanitation and Trans-portation together have more than 6,000 MACK vehicles currently in ser-vice.

“On behalf of Mayor Bloomberg, I would like to thank Mack Trucks for their very generous donation to New York City’s Hurricane Sandy relief efforts,” Doherty said. “Our city was hit hard by the super storm and its incredible

surge. Entire communi-ties were devastated. Lives were lost. And many New Yorkers face years of rebuilding. But our DSNY workers were out citywide, many of them in Mack trucks, helping families recover and hauling more than 338,000 tons of storm debris to date. We re-ally appreciate Mack’s continued support.”

As one of the most damaging storms ever to hit the northeastern U.S., Hurricane Sandy caused public and pri-vate losses of approxi-mately $15 billion that will not be covered by private insurance, ac-cording to reports from New York City.

“New York is very important to our com-pany and vital to the economic health of the entire nation,” Flaherty said. “For more than100 years, our trucks have been helping to build our country, and its Mack’s privilege to con-tinue that tradition and support one of Amer-ica’s greatest cities as they put the damage created by Sandy be-hind them.” b

Mack Supports Disaster Relief In New York City

Delphi Automotive (NYSE: DLPH) showcased its portfolio of connector technologies that enable occupant safety systems at the upcoming Airbag 2012, International Sym-posium & Exhibition on Sophisticated Car Oc-cupant Safety Systems, on December 3-5 at the Karlsruhe Congress Cen-ter. Delphi displayed the latest technology focused on connecting safety re-straint systems (SRS), including sealed squib connectors for pedestrian safety systems.

With its recent acqui-sition of the FCI Group’s Motorized Vehicles Divi-sion, Delphi is the world leader for connecting wiring systems to airbags and other pyrotechnic devices used in vehicles and has the broadest range of SRS connectors available on the market. Additionally, the compa-ny offers vehicle manu-facturers the flexibility to meet specific configu-rations, from connector pigtails to jumper har-nesses, as well as global engineering, manufac-turing capability and product expertise.

“Airbags have become standard equipment on passenger vehicles and can meanwhile have more than 10 applications in a car and each of them

needs a specialized electri-cal architecture in order to keep the occupants safe,” said Liam Butterworth, President, Delphi Connec-tion Systems. “Delphi is a key innovator in develop-ing these mission critical safety components due to its engineering competen-cy and has a global foot-print to service the local market needs.”

First commercially available range of sealed squib connectors for a new generation of pedes-trian safety systems

In 2009, pedestrian safety became an integral part of the Euro NCAP rating scheme for new vehicles. As a result, a new generation of SRS systems is emerging, lo-cated beyond the vehicle cockpit. Such applications demand connectors that can reliably deliver, while withstanding extremes of temperature, humidity, vibration and the poten-tial ingress of moisture and dust.

With a history of devel-oping innovative connec-tors, Delphi has success-fully introduced the first commercially available range of sealed squib con-nectors designed for use in challenging environ-ments, such as pedestrian safety and battery cut-off systems within engine compartments. Delphi’s

sealed squib connectors are particularly suited to a range of pedestrian safety systems currently being developed and imple-mented by major OEMs. These include ‘hood lift’ applications, which are used in vehicles where hard structures such as the engine block are lo-cated in close proximity to the hood. In the event of pedestrian collision, the use of pyrotechnic devices on both sides of the hood allows a softer impact zone to be created, minimizing the risk of se-rious injury.

Delphi has also cre-ated the scoop-proof AK-2 standard, and the world’s first squib connector with an integrated grounding element, the AK-2+ Elec-troStatic Discharge (ESD) squib. Besides enhancing reliability and cutting as-sembly costs, the AK-2+ ESD squib eliminates po-tential misfiring caused by electro static discharge with completely integrat-ed grounding, thus al-lowing safe traceability of grounding.

These sealed squib connectors offer the high standards of performance, durability and efficiency that have made Delphi a global leader in SRS inter-connection.

Delphi is also a market leader in occupant sens-ing with over 10 years of proven field reliability. Delphi’s occupant safety systems portfolio includes a wide range of occupant classification sensor sys-tems which help reduce the potential for airbag in-duced injury. b

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Ford recently began vol-ume production of the all-new Ford Kuga SUV at its assembly plant in Valencia, Spain, with deliveries to dealerships across Europe to follow soon.

New Kuga offers seg-ment-first technology in-cluding hands-free tailgate; class-leading handling with Ford’s new global intelli-gent all-wheel drive system and enhanced Torque Vec-toring Control; and intro-duces Ford EcoBoost petrol engine technology to the European SUV market.

Ford has sold more than 300,000 Kugas since launching the first gen-eration model in Europe in 2008. New Kuga heralds the start of Ford’s delivery of a comprehensive SUV lineup in Europe. It will be followed by the arrival of the modern and innovative EcoSport, Ford’s entry into the small SUV segment, and the Edge – a larger, more premium crossover that is a success in North America and other mar-kets.

“The first-generation Kuga was a successful vehicle that customers re-ally loved. The all-new, second-generation Kuga is a smarter, more fuel-ef-ficient and even more fun to drive SUV,” said Roelant de Waard, vice president, Marketing, Sales & Service, Ford of Europe. “Ford has a deep heritage and expertise in SUVs that we plan to ful-ly leverage in Europe start-ing with the all-new Kuga.”

Ford plans to leverage its historic leadership in SUVs in North America and other regions around the world to quickly expand its line-up in Europe; and has said it expects to sell more than one million SUVs in Europe in the next six years with

The Governments of Canada and Ontario re-cently announced the start of construction for upgrades to the Windsor-Detroit Tunnel Canadian Plaza. This project will create approximately

150 jobs in the region and improve capacity for growth in vehicle traffic and cross-border trade through the Windsor-De-troit corridor.

“These upgrades are part of our strategy to en-

sure that modern and ef-ficient infrastructure is in place at Windsor-Detroit – Canada’s most impor-tant trade corridor,” said Diane Finley, Minister of Human Resources and Skills Development, who

made the announcement on behalf of Denis Lebel, Minister of Transport, Infrastructure and Com-munities. “Tunnel plaza improvements will create jobs and economic growth and complement the con-struction of a new Wind-sor-Detroit Bridge, a top infrastructure priority for the Harper government.”

“These infrastructure projects are creating jobs now and building our economy for the future,” added Dwight Duncan, Ontario Minister of Fi-nance and Member of Provincial Parliament (MPP) for Windsor-Te-cumseh. “Ontario’s signif-icant investments in our border crossings are al-lowing people and goods to move between Ontario and Michigan more quick-ly, saving both time and money and encouraging economic growth.”

The project will ad-dress traffic congestion and improve operations at the plaza. Upgrades in-clude new vehicle access lanes, new buildings for the Canada Border Ser-vices Agency and tunnel maintenance, new inte-grated primary inspection (IPIL) lanes for trucks, as

well as a reconfiguration of the duty-free parking area, municipal parking lots and existing intersec-tions.

“Border infrastructure improvements facilitate trade and the efficient movement of goods and services between Canada and the United States,” said Dave Van Kesteren, Member of Parliament for Chatham-Kent—Essex. “Strategic infrastructure investments like this are part of our plan to create jobs, economic growth and long-term prosperity for the people of Windsor and Essex County.”

“This project will be constructed by a local company, creating local jobs here in Windsor-Es-sex,” said Teresa Piruzza, MPP for Windsor West. “These improvements will also help our downtown core businesses by reduc-ing congestion on local streets and improving ac-cess to their locations.”

“I want to thank the Government of Canada and the Province of Ontar-io for following through on their commitment to improve the infrastruc-ture at the Windsor-De-troit Tunnel,” said Eddie

Francis, Mayor of Wind-sor. “These upgrades will serve to alleviate conges-tion on city streets and improve efficiency at one of Canada’s most impor-tant economic gateways.”

Coco Paving (1990) Inc., the successful bid-der on the $16.6-million contract, will begin Stage 1 work with sewer and water main installation, demolition of parking ar-eas, and installation of temporary traffic signals.

Traffic on local streets will be maintained throughout the Stage 1 work with tunnel traf-fic accessing the plaza as usual. This work is expected to take approxi-mately two construction seasons to complete.

This project is jointly funded by the Govern-ments of Canada and Ontario under the Let’s Get Windsor-Essex Mov-ing (LGWEM) strategy, a $300-million commit-ment for several trans-portation infrastructure projects to improve ef-ficiency and reduce congestion in Windsor-Essex. Funding for this strategy comes from the Canada-Ontario Border Infrastructure Fund. b

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Improvements Begin At Windsor-Detroit Tunnel

Ford Begins Production Of New Kuga

SUVs accounting for 10 per cent of all Fords sold in the region by 2016.

New Kuga offers a choice of 150 PS and 180 PS 1.6-litre EcoBoost pet-rol engines, and 140 PS and 163 PS 2.0-litre TDCi Duratorq diesel engines. AWD models are available with Ford’s PowerShift transmission; and all en-gine variants achieve CO2 emissions of less than 180 g/km*.

A range of driver assis-tance technologies includ-ing the parallel parking aid Active Park Assist, and sensor-based Blind Spot In-formation System, which indicates with a warning light in the door mirror that a potential hazard is in the driver’s blind spot, will also be available.

The all-new Kuga fea-tures 82-litres more boot-space than the current model, while the rear seats fold flat at the touch of a button.

The smart Kuga AWD system pre-emptively reas-sesses conditions 20 times faster than it takes to blink an eye, readjusting the AWD power split to give the driver the best blend of handling and traction. Dy-namics and cornering con-trol are improved by the introduction of the Torque Vectoring Control system first found on the new Fo-cus.

Ford’s advanced voice control, device integration and connectivity interface, SYNC, also will be avail-able from launch. It will include Emergency As-sistance, which upon de-tecting airbag deployment or activation of the emer-gency fuel shut-off within the car, uses the on board GPS locator and Bluetooth-paired device to set up an emergency call and provide GPS co-ordinates, in the lo-cal language, for the emer-gency response. b

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2011 Peterbilt 348, Paccar PX-8 300 hp, Allison 300, 20 & 40s, 256" WB, c/w 20' deck, Elliott 1870F 18 ton crane, 70' reach.

2011 PETERBILT 348

INTERIOR BOOM TRUCK250-318-3185

2008 Peterbilt Tri Drive, 162 km, 5,200 hrs, 2 years warranty, lift on engine good and new tires, 550, 15X Cummins with 2006 23.5 ton Terex 92' & 26' jib. All has been well maintained & cleaned. Just certified June 25, 2012. Call for price.

2008 PETERBILT

JAMES WESTERN STAR250-765-5555 or 1-800-665-4990

2005 International 9400, clean highway tractor with 51" hi-rise sleeper, 500 hp Cummins, 18 speed, 46,000 rears, double lockers, s/n 211839, 862,450 km.. $32,000.

2005 INTERNATIONAL 9400

$32,000

GREATWEST KENWORTHCall Danny 403-478-0357 or 1-888-253-7555

Overstocked on new 2013 Kenworth T800s. Cummins ISX15, 18 spd, 14.6K front axle, S40s rear axle, 38" sleeper, drop axle. Available with drop axle removed, s/n 958187. $119,000.

2013 KENWORTH T800

$119,000

CALL604-240-0119

2004 Sterling, 422,000 kms, 18 spd, aluminum transfer box, 450 Mercedes engine, well maintained. $59,000.

2004 STERLING

$59,000


Western Star 4800SB Dump Truck, DD13 power, 450 hp, 1,650 lb ft, 18 speed, 20K front, 46K rear, with towing provision for pony.

WESTERN STAR 4800SB DUMP TRUCK

TRANS PACIFIC TRAILER250-868-2178

Tilt deck and beavertail style. ABS brakes, LED lights, low pro tires. #1 in quality and engineering, designed for your heavy loads, tandem and tridem. Call for further info on stock and orders.

TRAIL KING NEW 2013 TRI AXLE TRAILERS

DEL EQUIPMENT604-941-6241 or [email protected]

S/S 9' dump body, 24" alum. back pack with S/S doors, Cirus “Black-Tip” dual joystick controller for hoist & plow functions, E-Z Spread 3 chan elect. spreader controller, Compact tank/valve encl., 4 yard3 Swenson 9' MDV S/S sander, Arctic 9' hyd. plow with galvanized frame.

2012 F-550 XL 4X4 PLOW TRUCK


2012 GM 3500 Servicell, gas, single rear wheel, fiberglass body, 6 compartments, horizontal compartment acces-sible from inside, translucent ceiling, rear barn doors, ladder rack with removable rear access ladder, tow hitch, walk-thru door.

2012 GM 3500 SERVICELL


2012 Chevy 3500 16 ft Cube Van, dual rear wheel, 79 in inside height, aluminum walk ramp,translucent ceiling, 3/8" plywood lining with 2 rows of tie bars, walk through door.

2012 CHEVY 3500 16' CUBE VAN


24' Van Body (Stock # 12-120), CAT C7 7.2L 191 HP, Auto, Hyd brakes, 179,665 miles, 24' x 102" wide x 97" high Van Body, pwr windows & locks, CD player, ABS, 3 person cab, High back pump action driver seat, 2 - 40 gal fuel tanks, 2 rows E Track, Translucent Roof, side door. $26,500.

2007 FREIGHTLINER M2 106

$26,500.


18' Reefer Van (Stock number 12-138), DT 466 210 HP, Allison Auto. w/OD & econ feature, hyd. brakes, 160,482 mi, 18' x 96" w x 87" h, Thermo King TS200 with 10,147 hrs, cruise, A/C, 3 person cab, CD Player, dual 50 gal fuel tanks, breakaway mirrors, 2 rows of E track, B.C Cert.

2007 INTERNATIONAL 4300

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irl internationalVernon: 250-545-2381 · Kamloops: 250-372-1445

2012 INTERNATIONAL 4300 M7 LP Crew Cab, 300 HP MAXXForce 7, Allison 2200 RDS Transmission, 8,000 Fronts, 17,500 Rears. Great RV Hauler. P.o.r.

2012 international 4300 m7 lP crew cab


Used 2004 INTERNATIONAL 5500i 6X4 Eagle Level, 450HP CUM ISX-450, 20,000 lb front axle, 46,000 lb rear axle, Fuller RTLO(F)-16918B transmission, , 709,799 km. $72,500.

used 2004 international 5500i

$72,500


2002 INTERNATIONAL 5500I Vocational Level, 455 HP Caterpillar C-15, Fuller RTLO-(F) 18918B transmission, 20,000 lb front axle, Meritor RT-46-164EH rear axle. 856, 175 km. $59,500.

2002 international 5500i

$59,500


Used 2008 INTERNATIONAL 7400 4X2. 300HP International MaxxForce DT, Fuller FR-9210B 10-Speed Man transmission, 14,000 fronts, 21,000 rears, 253,000 km. $52,500.

used 2008 international 7400

$52,500


Used 2012 INTERNATIONAL TERRASTAR SFA 4X2 -CAB Extended Conventional. 300HP MAXXForce 7, Allison 1000_RDS transmission, 6,000 fronts, 11,000 rears. $68,500.

used 2012 international terrastar sfa 4x2

$68,500


New 2011 INTERNATIONAL PROSTAR + 122 6X4 EAGLE 73 SKY-RISE. 475HP MaxxForce 13, RTLOF 18918 B transmission, 12,350 fronts, 40,000 rears. $117,200.

new 2011 international Prostar

$117,200


Used 2007 INTERNATIONAL 9200i SBA 6X4 -Premium Level. 425 HP Cummins ISM 410, 16913A transmission, 12,000 fronts, Meritor RT-40-145P rears, 611,163 km. $33,000.

used 2007 international 9200i sba 6x4

$33,000


New 2012 INTERNATIONAL PROSTAR+ 122 6x4 ProStar+ Eagle. 475HP MaxxForce 13, 12,000 fronts, 40,000 rears. P.o.r.

new 2012 international Prostar

P.o.r.


New 2013 INTERNATIONAL 5900i SBA 124 6X4 -Eagle Level. 500HP MaxxForce, OF-18918B transmission, 20,000 fronts, 46,000 rears. P.o.r.

new 2013 international 5900i sba

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New 2013 INTERNATIONAL 5900i SBA 124 6X4 -CAB INTERIOR TRIM Eagle Level. 500HP MaxxForce 15, RTLO(F) -18918B transmission, 13,200 fronts, Meritor RT-46-164P rear. P.o.r.


P.o.r.


New 2013 INTERNATIONAL 5900i SBA 124 6X4 -Eagle Level. 550HP MAXXFORCE 15, RTLOF-18918B transmission, 20,000 fronts, 46,000 rears. P.o.r.


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New 2013 INTERNATIONAL 5900I SBA 6X4 EAGLE LEVEL. 500HP MAXXFORCE 15, RTLOF18918B transmission, 20,000 fronts, 46,000 rears. P.o.r.


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del equiPment604-941-6241 or [email protected]

2012 F-550 XLT, 6.7L Diesel, 4X4, 11ft Mechanics Aluminum service body, VMAC VR 70 Air compressor, Autocrane 5005EH, Sliding telescopic roof.

2012 f-550 xlt


2012 GM 3500 SRW, gas, 2 wheel drive, 12ft long Unicell CW (City Wide) body. Payload of up to 3,500lbs and a capacity of up to 500 cubic feet!

2012 Gm 3500 srw


2012 Mitsubishi Fuso FE-180, diesel 4P10(T5) dual over-head cam engine, automatic transimission, 4x2 SL-145 Swaploader, 12ft long x 4ft high wall bin.

2012 mitsubishi fuso fe-180


2012 GMC 3500, Single rear wheel, gas, 2 wheel drive, Unicell Aerocell SRW.

2012 Gmc 3500


manac western604-888-4188

2013 Manac Scrap Steel/Demolition End Dump, Hendrickson HT300 Tridem air ride, 25,000 lb axles, 11R24.5, AR450 Hardox, 87 cubic yard, swing tailgate, call for further information.

2013 manac scraP steel/demolition end dumP


IN STOCK: 2013 Cross Country Tridem Tilt, Tridem, air tilt, air ramps, fir floor, toolbox, two speed landing gear, adjustable pintle hitch, 235/75R17.5 radials, call for further information.

in stocK 2013 cross countrY tridem tilt


IN STOCK NOW: 2013 Manac Galvanized 53' Tridem Dropdeck, no more rusting issues, Hendrickson tridem, manual dump valve with pressure gauge, Holland Mark V landing gear, Continental 255/70R22.5 on steel unimount, Apitong deck, 3 bar winches, call for details.

2013 MANAC GALVANIZED 53' TRIDEM DROPDECK

western star & sterlinG trucKs604-882-0902

2005 Western Star 4900FA, S60 515, 13 spd, 40 diffs, 76" Ultra high roof sleeper, 1,401,467 kms. P.o.r.

2005 western star 4900fa

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western star & sterlinG trucKs604-882-0902

2009 Sterling Day Cab AT9500, DD15 455, 18 spd, Super 40 diffs, day cab sleeper, 414,550 km. P.o.r.

2009 sterlinG daY cab at9500

P.o.r.

General Motors now has 54 facilities meeting a voluntary energy reduc-tion challenge set by the U.S. Environmental Pro-tection Agency – more than any company world-wide. GM saves $90 mil-lion in energy costs as a result.

To meet the ENERGY STAR Challenge for Indus-try, U.S. EPA standards require facilities to reduce energy intensity by 10 percent within five years. GM’s 54 facilities cut ener-gy intensity by an average of 26 percent within just two to three years.

The resulting CO2 equivalent reduction of 1,256,000 metric tons is equal to the electricity needed to power more than 142,069 homes annually or provide electricity to a city about the size of New Or-leans for one year.

New to the list are 22 GM International Opera-tions sites, as well as two

facilities in North Ameri-ca. These join the 30 GM plants that met the Chal-lenge last year.

To achieve the Chal-lenge, GM employed tac-tics such as benchmarking energy use, upgrading to energy-efficient lighting, improving control of ven-tilation systems and au-tomating the shut-down process of equipment that previously was shut down manually as well as pro-cess energy reductions.

“Energy efficiency re-duces our emissions and improves our bottom line, so we are driven to make improvements wherever we can,” said Mike Robin-son, GM vice president of sustainability and global regulatory affairs. “The EPA was right to recognize our global employees who work diligently to come up with new energy-sav-ing ideas and implement efficiency measures every day. Their commitment

is helping leave a smaller carbon footprint.”

GM’s commitment to energy efficiency is ongo-ing.

In 2012, the agency named GM one of its EN-ERGY STAR Partners of the Year for energy man-agement and the Lansing Customer Care and Af-tersales parts distribution center earned ENERGY STAR building certifica-tion for performing in the top 25th percentile of similar facilities nation-wide. Additionally, the GM Lansing Delta Town-ship plant, which earned ENERGY STAR plant cer-tification for superior en-ergy efficiency last year, has retained its certifica-tion for 2012.

“Improving the energy efficiency of our nation’s industrial facilities is critical to protecting our environment,” said Jean Lupinacci, chief of the ENERGY STAR Commer-cial & Industrial Branch. “From the plant floor to the boardroom, organi-zations like GM are lead-ing the way by making their facilities more effi-cient.” b

GM Leads In Energy Reduction Challenge

Recently, at the Amer-ican Trucking Associa-tions’ Summit on Natural Gas in Trucking, Freight-liner Trucks announced that it is now offering a customer demonstrator program for its all new Freightliner Cascadia 113 natural gas day cab. Five customer demonstrator tractors will be available in the United States and Canada to provide cus-tomers direct experience with Freightliner’s new-est alternative fuel prod-uct.

Equipped with the new Cummins Westport ISX12 G heavy-duty natu-ral gas engine, the Allison 4000HS transmission, and 115 diesel gallon equiva-lent compressed natural gas (CNG) fuel tanks, the Cascadia 113 natural gas tractor is ideal for regional haul and less-than-truck-load applications.

The 12-liter ISX12 G natural gas engine is

based on the Cummins ISX12 diesel heavy duty engine platform and will operate on either CNG or liquefied natural gas (LNG). It features ratings of 400 hp and 1,450 lb-ft torque, optional engine brake, and manual and automatic transmission capability.

“Natural gas products can result in significant fuel cost savings, mak-ing it a smart choice for increasing profitability while benefitting the en-vironment,” said TJ Reed, director, product strategy for Freightliner Trucks. “By providing our cus-tomers with the opportu-nity to test drive a Casca-dia 113 natural gas, they’ll experience first-hand the performance and efficien-cy of an alternative fuel solution.”

The tractor is just one of Freightliner Trucks’ natural gas-powered ve-hicles, which also in-

cludes the Freightliner Business Class M2 112 and the 114SD. Parent company Daimler Trucks North America (DTNA) leads the medium and heavy commercial ve-hicle market in the pro-duction of natural gas powered conventional vehicles with a combined sales figure of more than 4,600 natural gas ve-hicles across its brands. Of those, Freightliner Trucks has sold more than 1,800 trucks and tractors since 2008.

DTNA’s commit-ment to green technolo-gies is part of parent company Daimler AG’s global “Shaping Future Transportation” initia-tive. Launched in 2007, the initiative is focused on reducing criteria pol-lutants, carbon dioxide and fuel consumption through the utilization of clean, efficient drive systems and alternative fuels.

Full production on the Cascadia 113 natural gas begins in Q3 2013. To learn more about this demonstra-tor program, go to www.FreightlinerTrucks.com. b

Freightliner Launches Cascadia 113 NGV Demonstrator Program

Pm industriescall miKe 604-302-8001

2011 Ford F-550, automatic transmission, TAM5 hooklift, 11,500 lbs capacity, c/w 12' container, 12' rock box, 12' custom flat deck, immaculate condition. P.o.r.

2011 ford f-550

P.o.r.

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New 2013 Mack TD714 Titan Tri-Drive Logger - MP10-605 HP, Fuller RTLO20918B, 20,000 front, 69,000 lbs Primax, 4:10 ratio, deluxe cab, Artic truck rigging and trailer, unbelievable power, reliability and price!

NEW 2013 MACK TD714 TITAN TRI-DRIVE LOGGER


Bendix Commercial Vehicle Systems LLC, the North American leader in the development and man-ufacture of leading-edge ac-tive safety and braking

system technologies, has achieved a 92 per-cent waste diversion rate through its ongoing com-pany-wide emphasis on re-cycling and remanufactur-ing. With America Recycles Day serving as a reminder of the importance of reduc-ing the environmental im-

Redi Milk, which oper-ates a fleet of medium-duty distribution trucks of vari-ous brands, has changed its vehicle purchasing poli-cy as a result of the success of adding a new UD MK11 automatic. Until the Allison equipped UD was added to the Redi Milk fleet, the company had operated mostly manual and AMT equipped trucks.

According to Redi Milk’s fleet manager, Nigel Anson, dependence on au-tomatic trucks is inevitable for food transport and dis-tribution industries, due

Hendrickson is proud to introduce PLUS, “Parts Look Up System.” Hen-drickson’s new PLUS is de-signed to provide the fleet,

pact of its facilities, Bendix continues to work toward its goal of “zero waste to landfill” operations.

America Recycles Day is held every Nov. 15 by the nonprofit Keep America Beautiful organization to promote and celebrate re-cycling in the United States.

“Less than one-twelfth of our waste now goes to landfills, and Bendix is pleased with the progress we’ve made in recent years toward reducing that frac-

to constant stop-start duty cycles and increasing traf-fic congestion.

“We purchased the UD MK11 automatic because it seemed the perfect truck for our operations, since drivers are stopping and starting all the time, deliv-ering to numerous retail outlets,” Anson said. “Au-tomatics are the way of the future, and really, the only choice was to move with the times or get stuck in the past.”

“The Allison automatic eliminates clutch wear, re-duces the need for gearbox

repair center, or distributor with serviceable parts in-formation for Hendrickson Truck and Trailer suspen-sion systems.

tion to zero,” said Maria Gutierrez, Bendix health, safety, and environmental manager. “We feel we are very close to that

goal. Every day, we strive to be environmental-ly conscious in our manage-ment decisions and busi-ness strategy. This makes sense for Bendix, because it’s the right thing to do and also has a positive fi-nancial impact. Just as im-portant, it makes sense for the communities in which

overhauls and drastically reduces maintenance costs and brake wear,” said An-son. “It also contributes to better safety by lower-ing levels of driver fatigue. An automatic transmission allows drivers to concen-trate on negotiating traffic or maneuvering the truck and not having to worry about clutch control and gear selection. Put simply, it allows the driver to focus on controlling the truck,” he said.

According to Anson, drivers love it because it is so easy to operate and manoeuver, particularly in frequent stop-start condi-tions and increasingly busy Melbourne roads.

“Our drivers visit up to 50 customers per day and are behind the wheel for

This system will rec-ognize truck suspension assembly numbers, trailer suspension model num-bers, trailer suspension se-rial numbers and display parts or kits available for purchase through your lo-cal OEM dealer or distribu-tor. PLUS also offers a cross reference tool for truck suspension part numbers to assist in servicing your Hendrickson suspension.

“PLUS provides us a plat-form to build from as we continue to provide innova-tive tools to help our valued Hendrickson suspension system users, distributors, and service providers with all of their serviceable parts and cross reference needs,” states David McCleave, di-rector of sales and marketing for Hendrickson Truck Com-mercial Vehicle Systems. b

we operate and for the col-lective stewardship of the planet we share.”

All Bendix plants have instituted recycling of waste such as paper, card-board, wood, plastic, and metal. In 2011, the com-pany diverted more than 5,400 tons of waste and recycled more than 5,200 tons of material. This year, Bendix has diverted 92 per-cent of its waste that once would have gone into land-fills.

In recent years, Bendix has also strengthened its remanufacturing efforts, launching a business unit focused on the practice in 2011, and expanding it in 2012 with serial production of remanufactured brake shoes at its new Bendix Brake Shoe Remanufactur-

six to eight hours per shift, which equates to more than 1000 gear changes a day. Of course, in an au-tomatic all of those shifts are managed by the trans-mission,” he added. “The automatic is more nimble, has better acceleration in city traffic and is more effi-cient and easier to use than manual trucks.”

“When you take into

ing Center in Huntington, Ind.

With more than 35 years’ experience in reman-ufacturing compressors, air dryers, valves, and more, Bendix has long recognized the environmental benefits of recycling these parts.

Bendix reduces its en-vironmental impact by dismantling products after their initial use, salvag-ing key components, and reassembling them with salvaged and new com-ponents to meet current specifications. This effi-cient form of recycling re-duces the carbon footprint associated with the fabri-cation of new parts by 80 percent.

In 2011, Bendix reman-ufactured 300,000 units, re-covering more than 70 per-

account all the factors in-cluding the fatigue reduc-tion, lower maintenance and better efficiencies, au-tomatics are ideal for our needs, and all new trucks we buy in the future will be automatics,” concluded Nigel.

The 250 horsepower UD MK 11 Redi Milk purchased has now covered around 15,000km and in that time

cent of the material in the original parts, and divert-ing more than 4,200 tons of material from landfills.

The company has found other recycling channels as well: Bendix sends dis-carded dessicant from its recycled air dryers to a company that reclaims the waste material for use in producing cement.

“Everyone is familiar with the practice of col-lecting bottles, cans, and newspapers for recycling,” Gutierrez said. “Seeking new and innovative ways to reuse materials is a key part of Bendix’s long-term sustainability strategy, and we hope that our practices can serve as examples of change that can be adopted across our industry and across the globe.” b

has completely convinced Anson of its value.

UD offers its range of MK and PK medium duty trucks with Allison 2500 Series fully automatic transmissions as a factory-fitted option in Australia, which over the past five years has proved popular across a range of vocations and industries. b

www.prhdtruck.com • Prince George, BC

USED HEAVY DUTY TRUCK PARTS!

Engines • Transmissions • Rear Drives

Freightliner • Kenworth • Peterbilt • Western Star

CALL US TODAY! 1-800-661-9511

Bendix Drives 92 Percent Waste Diversion

Redi Milk Sees The Future With Allison Automatic Transmissions

Hendrickson’s New “Parts Look Up System”

Page T-16 Your Truck & Trailer Connection, Since 1971 January 2013Page T-16 Your Truck & Trailer Connection, Since 1971 January 2013

PUGET SOUND TRUCK SALES

NOBODY BEATS OUR QUALITY! NOBODY!

253-863-7646

Web: www.pugetsoundtrucksales.comE-mail: [email protected] or [email protected]

1991 INTERNATIONAL S2674, L10-260hp, Allison automatic, 57K# gvwr, 2 spd no spin diffs, Olympic self loader crane - 14 toncapacity @ 8’, 25’ max side reach, With 1974 Peerless tandem axle bunktrailer. EX CITY UNIT WITH LOW MILES!

1992 INTL 4800 4x4, diesel, automatic, dual cmpt &fuel system, & (3) 4x2 with single compt, pump, meter & hose reel,-Stainless steel tanks, EX GOVT low mileage units.

2008 KENWORTH T300, PX8-330 hp, jakes, Automatic trans, 52K# gvwr, Locker differential, 4 spring susp, 21’ fl atbed, Rail lift tailgate, 55K ACTUAL MILES

1999 PETERBILT 357, ISM 305hp, 9 speed, 55,000# gvwr, Chalmers Suspension, continuous chain rolloff, 60K# rated, 22’ rails, Rolloff rebuilt 10/11

1999 INTL 2674, M11-330hp, Jakes, Auto trans, 58K# gvwr, walking beams, LOCKER diffs, double steel frame, hotshift pto

1997 White WG64, M11-310 hp, Jakes, Allison automatic trans, 56K# gvwr, 16K# front, 40K# rear, walking beams, double frame, 15’dump body, EX utility company unit

2 ½” X 14’ Kelly Bar Pressure Diggerwith sliding base, pole setter, & takeup winch on 1983 Case 1150, 6 cyl diesel, 6 way 10.5’ blade, LOW HOURS!

WET KITAUTOMATIC

TRANSMISSION HEAVY SPEC

AUTOMATIC

SELF LOADER

TRACK DIGGER

4X4 SERVICE TRUCK

DIGGER DERRICK6X6 WINCH TRUCK

2006 FORD F550 4x4, Powerstroke, auto, 2,200# crane, air compressor, Miller welder, (3) lube tanks, grease keg, waste oil system, LOW Miles! Several other 2WD and 4WD Service Trucks available.

ONLY 3 LEFT- 2002 KENWORTH T800, C15-475hp, retarder, 10spd, 14,600 ft, 46K# rear, drop axle, locker diffs, Wet kit, EX GOVT units

75' WORKING HT.

HYDROXCAVATOR

COMBO JET RODDERWATER TRUCK

AUTOMATIC

2006 Ford F550 4x4. Powerstroke diesel, automatic, 17,950# gvwr, LOW MILES!! Other fl atbeds available

6 X 6

1985 Mack RM6886s 6x6, ECS 350, engine brake, 15 speed, 2 spd t/c, Gearmatic winch, 1100’ of 3/4” cable, 11020# rated, fl atbed, LOW MILES

1989 INTL 4900, DT466-250hp, auto, 56K# gvwr, Cascon fuel lube system, 1,800gal fuel, 200 gal fuel tank, 190 gal waste, (4) 105gal & (1) 80 & (1) 58 gal tanks, solvent tank, hyd. Compressor

ROLLOFF

FUEL TRUCKS

KNUCKLECRANE AUTO

(2) 2004 FREIGHTLINER FL112 6x6, C12- 380hp, 18 spd, Heavy Specs, Lockers, Chalmer susp, AC, 11 yard dump, HI Lift gate, EX Utility Co Trucks VERY LOW MILES

(1) 2008 INTERNATIONAL 7400, Maxxforce 300hp, Allison automatic, 56K# gvwr, Walking beams, Terex RM70 aerial manlift, insulatedupper and lower, 2 man tub bucket with hyd. Rotation, EX Govt unit withunder 6K actual miles!!-

1992 FORD L9000 N14-330 hp, 10 speed deep reduction,18K#, 40K# rear, walking beams, 4000 gallon water system with Aux. powered pump, LOW MILES

2000 Intl S2574, ISM-288hp, jakes, 4x4, 13 speed, Locker diff, dbl frame, tow package, 5 yard dump, LOW MILES- EX GOVT unit banner- HEAVY SPEC 4x4

1992 GMC Topkick, Cat 3126, automatic trans, 13K# max rated knucklecrane, 31’ side reach, winch package, service body, under 100K.

1994 Freightliner FL80, 5.9L-230hp turbo diesel, Auto trans, Terex 92-47 digger derrick, 35,200# gvwr, 47’ sheave height, 21,440# capacity, pole claws, line body, capstan drive/ winch, EX GOVT unit

4 X 4

2005 Intl 7400, DT570-285hp, Auto, Heavy spec, LOADED, Vactor 2110 hydroexcavator, JD diesel aux, single stage fan, dual water pumps, remote control boom, 16K miles,EX GOVT unit!!

1999 Intl S2574, M11-370, jakes, auto trans, heavy spec, Vactor 2110 PD unit, 1,500 gallon water, 80 gpm @ 2500psi, Loaded with options, ONLY 26K miles!! 2006 Sterling, C13-430hp, jakes, 10spd, Lockers, air ride, 261K miles, 2007 Traileze

48’ x 102”, hyd. Front ramp, winch, Double drop, Load gauge, air ride- NICE PACKAGE!!

DELIVERY UNIT

4 X 4

Toll Free: (888) 572-7045 www.quereltrailers.com

www.truckpaper.com/querel

1585 Niakwa Rd, Winnipeg, MB R2J 3T3

We have many neW & used trailers in stock & on order - Please call for Pricingcall Bruce Querel & richard WieBe

NEW 2013 CANUCK END DUMPR3 - 3/16” Hardox 450, asphalt overhang, air ride, electric tarp

NEW 2013 CANUCK DUMP BOX14’, 15’, 16’,

3/16” Hardox 450

NEW 2013 CANUCK END DUMPR20 - 3/16” Hardox 450, air ride, disc

brakes, alum wheels, electric tarp

NEW 2013 CANUCK END DUMPR20 - 3/16” Hardox 450, air ride, flip

tarp, high lift air tailgate

NEW 2013 CANUCK DUMP BOX14’, 15’, 16’,

3/16” Hardox 450, high lift air tailgate

NEW 2013 CANUCK END DUMPR20 - 1/4” Hardox 450, quarter frame,

air ride, electric tarp

NEW 2013 CANUCK END DUMPR3 - 3/16” Hardox 450, gravel trailer,

1 air lift, electric tarp

NEW 2013 CANUCK END DUMPR12 - AR200, 60” spread, air ride,

asphalt overhang, electric tarpIN StOCK!

NEW 2013 CANUCK END DUMPR20 - 3/16” Hardox 450, 60” spread,

air ride, asphalt overhang, electric tarp2 IN StOCK!

NEW 2013 CANUCK END DUMPR12 - 3/16” Hardox 450, 60” spread,

air ride, asphalt overhang, electric tarp

NEW 2013 CANUCK QUAD WAGONR20 - 3/16” Hardox 450

LIGHtESt WAGON ON tHE MARKEt!

NEW 2013 CANUCK END DUMPR3 - 3/16” Hardox 450, air ride,

high lift air tailgate

NEW 2013 NORtH COUNtRY BELLY DUMP

air ride, 60” spread13 ON ORDER - 1 LEft!

NEW 2013 NORtH COUNtRY CLAM GAtE BELLY DUMP

60” spread, air ridePLACE YOUR ORDERS!

NEW 2013 HMI SIDE DUMPAR 400 or Hardox 450, air ride,

electric tarpPLACE YOUR ORDERS!

neW for 2013 - canuck tandem or triaXle lead side dumPs

NEW 2013 CANUCK END DUMPR3 - AR200, tub, 60” spread, air ride,

asphalt overhang, electric tarp

Toll Free: 1-866-953-5800www.quereltrailers.com

www.supplypost.com/querel

1585 Niakwa Rd, Winnipeg, MB R2J 3T3

$70,000

$58,500

Year End Blowout$46,500

$49,500 ea.

$59,500 ea.

(2) USED 2010

Hardox 450 also available.

C.U.L.

truck post jan 2013

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