U.S. Xpress testing fuel economy with PIT Group By Today’s Trucking partner, Heavy Duty Trucking

“Spec’ing a truck today is a science,” Dwayne Haug says bluntly. “If you just go to a dealer and pick one off the lot, you’re doing it wrong.”

Haug ought to know what he’s talking about. He’s a Technology & Maintenance Council (TMC) Silver Spark Plug honoree who started at a small, Midwestern fleet in 1972 and eventually spent 26 years at Werner Enterprises. Today, Haug is a private fleet consultant who is helping The Pit Group, a Canadian-based engineering and consulting firm, make its first inroads in the U.S. Pit is working with American fleets to test and verify emerging powertrain, fuel efficiency and safety technology, as well as trucking-specific best practices both in the shop and in the cab.

“We’re on the cusp of a whole new era in trucking,” Haug explains. “Everything is changing. And nothing can be taken for granted. Fleets need good, hard data verifying that new technologies or procedures are going to benefit their bottom line. And the Pit Group are specialists when it comes to helping its fleet members identify ways to run better and boost their bottom line.”

“Fleets need good, hard data verifying that new technologies or procedures are going to benefit their bottom line”

“You have to remember that fuel is $4 a gallon in Canada today,” explains Yves Provencher, director of the Pit Group. “Many U.S. fleets became very technology focused a decade ago when prices shot up suddenly.”

Provencher says that, to a degree, that interest faded over the past few years as fuel prices fell to more manageable price points. “But in Canada, $4 is our everyday reality,” he notes, explaining that Pit goes back to 1975. “In 2008 the Canadian trucking industry asked us to help them identify and verify new technologies and best practices so they run more profitably.”

The Pit Group is a non-profit, member-driven organization with a team of ready-to-travel engineers. The organization has the ability to carry out verification tests in remote, real-world or track conditions, as well as perform cold room and laboratory testing with the newest equipment and sensors.

Provencher says the group sees itself as a “hub” between technology providers and fleet managers, with a goal toward developing, testing and accelerating the implementation of safe, sustainable and efficient trucking technologies.

The Pit Group is currently working with more than 50 Canadian and U.S. truck fleets. Since 2007 it has conducted 16 different testing campaigns examining approximately 300 technologies and best practices for a price tag of over $3 million.

“Our fleet members set our agenda,” Provencher adds. “We have advisory meetings, and they tell us what technologies or practices are important to them and need to be investigated. So we are always working in their best interest.”

U.S. Express hosts Tunnel Hill Fuel Test

One Pit Group member is Chattanooga, Tennessee-based U.S. Xpress, which this week is hosting a Pit Group Class 8 tractor fuel test out of its Tunnel Hill, Georgia, fleet facility. The test involves nine brand-new, tractors including Peterbilt Model 579s, Kenworth T680s, Navistar LTs and both conventional, and next-generation Freightliner Cascadias. 

Gerry Mead, U.S. Xpress’ senior vice president of maintenance (and a 2016 HDT Truck Fleet Innovator) happily prowled the floor of his shop at Tunnel Hill earlier this week as his techs swarmed over the tractors, preparing them for their 52-mile runs to determine which tractor will turn in the best fuel economy numbers at the test’s conclusion.

“This a big deal and I’m like a kid in a candy store,” Mead said, gesturing to the Navistar LT behind him. “We had Navistar President Bill Kozek personally sign off on getting this new tractor down here for this test. They’ve got a lot of confidence in the design and they’re anxious to show off its performance. And they understand that the Pit Group is the perfect organization to accomplish that goal.”

Provencher says the carefully controlled test will follow TMC’s Type III Fuel Consumption Test Procedures on a 52-mile course on both highways and local roads. Drivers will be rotated through the vehicles carefully to eliminate as many variables as possible, eventually winnowing the nine trucks down to three finalists, with a winner declared by week’s end.

Each truck is fitted with a 36-gallon temporary fuel tank fitted behind the tractor’s cab. The tanks are filled carefully to account for heat and humidity ahead of the run. Upon returning to the Tunnel Hill shop, the tanks are removed and weighed on highly sensitive scales to determine the precise amount of remaining fuel.

Left to right, the Pit Group's Dwayne Haug, U.S. Xpress' Gerry Mead, and Pit's Yves Provencher and Marc Bolduc prepare to begin a TMC Type III Fuel Test at U.S. Xpress headquarters in Chattanooga, Tennessee. Photo: Jack RobertsLeft to right, the Pit Group’s Dwayne Haug, U.S. Xpress’ Gerry Mead, and Pit’s Yves Provencher and Marc Bolduc prepare to begin a TMC Type III Fuel Test at U.S. Xpress headquarters in Chattanooga, Tennessee. Photo: Jack Roberts

Haug notes that most big fleets today carry on their own testing. “And that’s good. But Pit Group can really reinforce those findings and add an extra layer of confidence to your operations,” he says. “The more information you have, the smarter you can spec your trucks and run your fleet. And because our findings are ultimately rooted in the return on investment, you can be confident that the money you save goes straight to your bottom line.”

It’s an approach that Mead finds appealing. “Like most carriers, U.S. Xpress takes fuel economy seriously, and we believe this test will help validate the decisions we’ve made about our equipment,” Mead says. “Using a proven process and a certified, highly experienced team from Pit Group will provide us with solid fuel test results on fuel economy, and we’re looking forward to seeing the results.”

Volvo demonstrates new active driver assist By Jame Menzies, Truck News

LAURENS, S.C. – You have to have faith in your equipment, and the engineers who designed it, to keep your foot planted firmly on the accelerator as you bear down on a stopped SUV in a Class 8 highway truck. But that’s exactly what Volvo and Bendix officials did Monday in showcasing their new Volvo Active Driver Assist (VADA) collision mitigation system, and no metal was crumpled in the demonstration.

It builds on Volvo Enhanced Cruise, but offers new capabilities and the ability to mitigate front-end collisions in all traffic situations – regardless of whether or not cruise control is active. One of the most notable improvements is the ability to recognize stationary objects and automatically apply the brakes if the driver doesn’t react quickly enough.VADA, announced in early October at the American Trucking Associations Management Conference & Exhibition, is Volvo’s fully integrated version of Bendix Wingman Fusion. Volvo’s the first truck maker to integrate the information generated by Wingman Fusion into its existing driver display, eliminating the need for a second in-cab display and the potential for distraction.

“It’s able to detect an object and once it’s identified by the camera that it’s a vehicle, it gives the driver alarms to react accordingly. If they don’t, it will activate the brakes and brake automatically,” explained Ash Makki, product marketing manager with Volvo.

Volvo says 31% of truck crashes today involve front-end collisions. VADA’s automatic braking is available at speeds of 15 mph or higher. At slower speeds, such as in stop-and-go traffic, it will still sound alarms but automatic braking isn’t applied. In addition to issuing audible alerts, a bright red LED ring appears around the speedometer, giving the driver a visual cue if he or she is looking at their gauges instead of the road.

VADA combines a new radar, with a greater range of 500 feet forward and 22-degrees width, with a windshield-mounted camera that has a 42-degree viewing angle. This allows the system to work in all weather conditions; when it’s too foggy for the camera to pick up lane markings, the radar will take over the lane departure warning requirements. Lane departure warning comes standard with VADA and sounds audible alerts when a driver leaves his or her lane without signaling. It sounds a different set of alarms if the system notices, through erratic driving, that the driver may be tired.


Drivers have the ability to turn off lane departure warnings for 15 minutes when traveling through a construction zone or other areas where lane markings aren’t present.

Wingman Fusion also offers overspeed alerts but Volvo is not yet offering that feature. The camera reads roadside speed limit signs and alerts the driver and fleet manager when speed limits are exceeded by 10 mph or more. Volvo is still working on integrating that feature into its driver display and plans to add it in the future.

Another new benefit is the ability to prioritize alerts. If, for example, the truck is leaving its lane without signaling but also about to run into the vehicle in front, VADA will determine which of the two items is the most urgent to address and react accordingly.

The camera can be used as a driver coaching tool. When an event occurs – ie. hard-braking, fast cornering, a sudden maneuver – it captures 20 seconds of footage, the 10 immediately preceding the event and the 10 that followed. That footage is stored in Bendix’s SafetyDirect online portal. Fleet managers can monitor the performance of drivers and use the video footage for coaching.

“A lot of fleets like to use this feature to educate drivers,” said Makki. “You don’t have to wait until an accident happens.”

Drivers can also manually save footage with the press of a button if they see something on the road of note, for example if they’ve witnessed an accident. The camera can store up to 40 video files at a time. When there has not been an incident to record, the camera runs on a continuous loop, erasing footage it previously recorded. Fleet managers don’t have the ability to peek in on their drivers.

Jim Kennedy, vice-president of maintenance for McKenzie Tank Lines, a 275-truck tanker fleet based in Tallahassee, Fla. and serving the US, Canada and Mexico, is a big believer in the technology.

“VADA is there to support drivers,” he said.

He monitors excessive braking, cornering speed, lane departures, forward collision warnings, etc. and sets high and low performance thresholds. He then keys in on the drivers who generate the most alerts and offers additional training. Volvo’s active safety systems, including Volvo Enhanced Stability Technology (VEST), have helped the company nearly eliminate rollover and rear-end collisions, Kennedy said.

From 2003 to 2007, McKenzie Tank Lines had 47 rear-end collisions and 11 rollovers. Since 2010 it has only had a single rollover and it has only had two rear-end collisions in the past three years.

“Every single vehicle that has had either one of these events – because you have a transitionary period when you’re bringing in new equipment – every one did not have on it the technology that affected that specific type of event,” Kennedy said. “That speaks volumes. That’s where we feel the proof is.”

Volvo made VEST standard in 2005, looking to eliminate the 28% of commercial vehicle accidents that involve a rollover.

After demonstrating VADA and VEST to trade press editors, Volvo brought in more than 100 dealers and customers for similar demonstrations during its Safety Symposium. It was hosted at Michelin’s sprawling 3,300-acre proving grounds near Laurens, S.C.


U.S. adds 30 days to speed limiter comment period By Today’s Trucking Staff

WASHINGTON, DC — A 30-day extension has been added to the U.S. public comment period on a national speed limiter proposal for trucks.

The new deadline of Dec. 7 from the U.S. Department of Transportation’s National Highway Traffic Safety Administration (NHTSA) and Federal Motor Carrier Safety Administration (FMCSA) allows “all interested parties sufficient opportunity to fully develop and submit comments and evidentiary materials to the agencies via www.regulations.gov,” according to a Nov. 1 announcement from the agencies.

The proposal, found here, would require all newly-manufactured U.S. trucks, buses, and multipurpose passenger vehicles with a gross vehicle weight rating over 26,000 lbs. to be equipped with speed limiting devices primarily to improve safety on the roads.

In-transit border pilot extended, new ports added By Today’s Trucking

WASHINGTON, DC — U.S. Customs and Border Protection has agreed to extend and expand a pilot initiative that uses a reduced data set for permitting Canadian carriers to resume in-transit operations for domestic loads.

While the program will extend another year until Nov. 28., 2017, the Canadian Trucking Alliance (CTA) also announced that it has recommended the addition of three ports of entry to the program: Portal, ND/North Portal, SK; Sweetgrass, MT/Coutts, AB; and Sault Ste. Marie, MI/ON. It is unclear at this time when the ports may be added to the program.

CTA says it will be working with the U.S. agency throughout 2017 to determine the expanded number of carriers allowed to participate in the in-transit process. It is expected an announcement could be made in the fall of 2017.

CTA will be hosting a webinar early in 2017 to educate the carrier community about what is required to move product in-transit.

For mor information : http://www.todaystrucking.com/in-transit-border-pilot-extended-new-ports-added

Volvo demonstrates evolution in safety By John G. Smith

Equipped and ready to show the value of stability controls. 

Equipped and ready to show the value of stability controls.

LAURENS, SC – Today’s trucks are undeniably safer than the models that came before them. Cabs are tougher. Stability controls keep wheels firmly on the ground during tight turns. Cameras and radar-based systems can even provide virtual eyes for the road ahead.

Each system plays a role in an ongoing evolution in the name of safety, and Volvo Trucks North America wants customers to see just how far its trucks have come.

The manufacturer is hosting a safety symposium in Laurens, South Carolina this week, demonstrating the difference that can be realized with some of its latest enhancements – particularly in the form of the recently unveiled Volvo Active Driver Assist collision mitigation system, and the Enhanced Stability Controls which help to prevent rollovers.

Active Driver Assist builds on a foundation of the Bendix Wingman Fusion system, using a windshield-mounted camera and bumper-mounted radar to monitor surroundings. The radar itself scans for vehicles 500 feet ahead of the truck, across a 22-degree angle, while the camera looks across a 42-degree angle. Alarms begin to sound at speeds above 24 kilometers per hour if following distances close to within 3.5 seconds. Brakes automatically apply if the equipment determines a collision is imminent. An integrated Lane Departure Warning sounds a tone when the truck drifts across lane markings, too.

It isn’t the only integrated feature. Volvo has also incorporated Active Driver Assist readings directly into its driver information center, next to the speedometer. No extra screens have to be mounted on the dash. The speeds of vehicles ahead of the truck are shown using a series of lights around the speedometer, and a ring of red lights appears when the active controls are applied.

Such events don’t have to go unnoticed by fleets, either. The camera captures video images both 10 seconds before and 10 seconds after an event, and the system will store up to 40 of these clips. Using telematics, the data can even be fed to fleet managers through emails or a centralized portal.

Drivers still maintain control, though. When warnings are sounded, those who sit behind the wheel can back off the throttle or apply brakes on their own. Steering can be corrected if Lane Departure Warnings sound. There is even the option of silencing the latter warnings when traveling through heavily-marked areas like construction zones. And another push of the same stock-mounted button can capture about 1-1/2 minutes of video if a driver wants further proof of the situation they encountered.

The outrigger was the only thing holding the vehicle up in some of the turns demonstrated without stability controls.The outrigger was the only thing holding the vehicle up in some of the turns demonstrated without stability controls.

Demonstrations at Michelin’s proving grounds – a 3,300-acre outdoor laboratory of test tracks – offered the setting to show customers exactly how quickly the systems can react.

Meanwhile, a tanker equipped with outriggers demonstrated how easily a rollover can begin, and how seamlessly the same situations are avoided when stability controls are working. Without the controls, outriggers skipped off the pavement to keep the trailer from tipping on its side. When activated, wheels remained on the ground, even when heading into the same turns at higher rates of speed.

As revolutionary as the equipment can seem, it represents just the latest of many safety-related enhancements. Safety has been one of Volvo’s “core values” since making its first truck in 1928, said Magnus Koeck, vice president – marketing and brand management. The idea of making safer vehicles can even be traced back as far as 1915, when company representatives (then under the umbrella of SKF Corporation) were pitching ball bearings to Henry Ford.

They returned to Sweden with the idea to build vehicles instead.

“They recognized they had a unique opportunity – and that was to design a safer vehicle,” says Rob Simpson, director – brand and marketing development. “It’s fundamental in everything we do.”

In 1956 Volvo began protecting drivers in an all-steel cab, and it continues to stress that High Strength Steel has a greater strength-to-weight ratio than aluminum. Its cabs also exceed the demands of the Swedish Cab Safety Test, considered to be one of the most stringent standards in the world. Inside, drivers are further protected by a collapsible steering column, an engine and transmission that will drop down and under the cab in the event of a collision, and breakaway foot pedals that are designed to reduce the threat of injuries to ankles and legs.

This is the company that invented the three-point safety belt, and made driver-side airbags standard in 1995. Some operational enhancements that might not be labeled as safety systems are making a difference of their own. Downspeeding packages, for example, offer a quieter ride that can help prevent fatigue, Volvo officials note. Automated Manual Transmissions such as the I-Shift leave drivers to focus on the road rather than gear selections.

Equipment enhancements have certainly made a difference to McKenzie Tank Lines, a 275-truck fleet with terminals across North America. It recorded 11 rollovers and almost 50 rear-end collisions between 2003 and 2007. Last year there was only a single rear-end collision and no rollovers. This year there hasn’t been either.

McKenzie has long been an early adopter of safety equipment, such as Automatic Slack Adjusters (1984), LED lights (1997), antilock brakes (1998) and traction controls (2000). It was also an early user of Eaton VORAD collision warning systems and an early generation of the Takata Lane Departure Warning System, as well as full Electronic Stability Controls (2006), and air disc brakes (2011). The latest updates that include Active Driver Assist allows managers to review videos of close calls along with data tracking everything from speeds to pedal positions and following distances. Pre-defined thresholds even help to flag drivers who have too few miles between individual events.

There is an important thing to note about the rollovers and rear-end collisions that did occur in recent years, adds Jim Kennedy, the fleet’s vice president – maintenance. “Every single one of those vehicles did not have on it the technology that affected that particular type of event.”

It’s why the fleet continues to evolve in the name of safety.

For more information : http://www.todaystrucking.com/volvo-demonstrates-evolution-in-safety.

Budweiser’s self-driving truck makes 200-km delivery of suds via highway by CBCNEWS

Anheuser-Busch says it has completed the world’s first commercial shipment by self-driving truck, sending a beer-filled tractor-trailer on a journey of more than 120 miles — almost 200 kilometres — through Colorado.

The company says it teamed with self-driving truck maker, Otto, and the state of Colorado for the feat. The trailer, loaded with Budweiser beer, began the self-driving trip at a weigh station in Fort Collins, Colorado, and ran along Interstate 25 through Denver before wrapping up in Colorado Springs.

The company says a professional truck driver was on board for the entire route and monitored the trip from the cab’s sleeper berth. It didn’t say when the shipment took place.

Anheuser-Busch says it hopes to see self-driving technology widely deployed.

Otto was recently acquired by Uber.

For more information : http://www.cbc.ca/news/business/budweiser-self-driving-truck-otto-1.3820217

When and how to defend your CVOR by Truck News- James Menzies

MILTON, Ont. – One of the easiest ways to ensure your CVOR stays clean is to always carry a valid CVOR certificate in the truck. But that seemingly simple requirement is also one of the biggest pitfalls facing fleets who unexpectedly accrue points.

Heather Devine, a partner with law firm Isaacs & Co., told a gathering put on by the Private Motor Truck Council of Canada (PMTC) this week, that many fleets fail to update their CVOR certificates when doing a reorganization. If the name of the business or ownership has changed and the CVOR certificate has not been updated, it can be considered a fictitious, altered or fraudulent CVOR certificate – and that’s worth three points against a CVOR. She suggested carriers compare the company name on their CVOR certificates to the one that’s legally registered with the province.

Another common mistake is forgetting to renew CVORs on time, since the expiration date was just recently applied. Devine suggests fleets create checklists and assign responsibility for CVOR oversight to an employee. The checklists are important, as they allow a replacement employee to easily take over when the person responsible for CVOR management resigns or is away.

“I’m a big fan of checklists,” Devine said. It should include things like checking CVOR expiration dates and ensuring the accuracy of violation reports. Mike Millian, PMTC president, pointed out in his previous life as a fleet manager he often found points that were mistakenly assigned to his fleet. Allowing inaccuracies to remain affects a fleet’s public image as its carrier safety rating (CSR) is posted for the world to see. And this can be especially troublesome later if a carrier is involved in a major incident and lawyers get involved.

“These are the kinds of things plaintiff counsels’ are going to look at when going to get fodder to make a claim,” Devine warned. “Is your CSR that’s available to the public accurate? Go take a look. It might be inaccurate – these things happen.”

Devine also said fleets should understand their CVOR violation rate threshold, the maximum violation rate deemed acceptable for that specific operator. It is different for each fleet and is based on the number of vehicles and drivers within the fleet and the number of kilometers they travel.

Knowing the maximum threshold helps fleets decide if and when to dispute charges.

“You want to worry more about the CVOR points than the potential financial fine,” Devine advised.

Carriers should have a plan in place that begins with how drivers respond to receiving a fine.

“You should be training drivers to understand, without doubt, exactly who they’re supposed to call when they get a ticket,” Devine said. “A phone number should be given to them, not in a way that they’re scared to make that call. That’s very unhelpful to you. You want to make sure whoever it is they call is someone they feel is non-threatening enough to start the process to get the information to you, so you can start your cost-benefit analysis.”

Drivers should be instructed to never pay the fine on their own in hopes the fleet doesn’t find out about it. Paying the ticket is an admission of guilt and can lead to CVOR points that may have been avoidable by challenging the ticket.

“You need to warn them you will help them deal with the ticket,” Devine suggested.

When receiving a ticket, drivers must cooperate with and be respectful of police. They must also remember anything they say at the scene – including on a call to the office if police are present – can be used as evidence. The person at the office responsible for taking post-accident calls should record the conversation with the driver. They too should have a checklist containing a set list of questions to ask, such as: Where are you? Can the truck leave? What is the offense? What does the driver see?

Drivers should take notes as well, including the date and time of the offense, the name of the officer and the names of any independent witnesses. Fleet managers must not dispense legal advice to their driver, she added, noting the proper course of action for the fleet may not be in the best interests of the driver.

Fleets that have received a ticket must decide between: paying the fine and accepting the points; offering an explanation that could lead to a lesser charge; or going to trial to fight it. In more serious charges, Devine said her firm will often represent the carrier and then hire a second lawyer to represent the driver.

“We retain a very good lawyer for the driver and we pay that lawyer,” she explained. “Because we are paying those legal fees, the company is a participant in the defense and paying the legal bills.”

Alternatively, Devine added, the driver may go to trial unrepresented or with an inadequate lawyer, evidence may be poorly presented or inaccurate and this will impact how the carrier itself is judged. Also, a carrier can subsequently be charged with a different – and sometimes more serious– offense, even after the driver has plead guilty. She also warned against terminating a driver who has been in a serious incident for the same reasons.

“You definitely don’t want to terminate your driver until you’ve dealt with that charge,” she said.

Devine’s presentation was part of the latest in a series of seminars the PMTC has hosted this year for members. It also included a presentation on the effective use of social media.

For more information : http://www.trucknews.com/business-management/when-and-how-to-defend-your-cvor/1003074682/ or for any questions about your CVOR call us.

Report indicates fuel savings come from use of variety of technologies by trucknews.com

ARLINGTON, Va. – A study has determined that the median fleet-wide fuel economy is 6.5 miles per gallon, and that the number was achieved through the use of a variety of fuel saving technologies.

For truck-tractors, aluminum wheels, speed limiters and low rolling resistance tires were reported as the most common fuel saving technologies, while for trailers, low rolling resistance tires, aluminum wheels and weight saving technologies were most common.

The study was conducted by the American Transportation Research Institute (ATRI) in conjunction with the University of Michigan Transportation Research Institute (UMTRI).

Aerodynamic treatments and idle reduction were identified by study respondents as technologies that have shown both the best and worst return on investment.

“This report shows which technologies fleets are using and which ones they are more skeptical about,” said Steve Niswander, vice-president of safety policy and regulatory relations with Groendyke Transport, Inc. and chairman of ATRI’s research advisory committee. “It also serves to highlight the difficulties fleets face when deciding which technologies are the best investments.”

The study also found that limited use of alternative fuels with biodiesel blends identified as the most common alternative fuel being used today.

 For more information :http://www.trucknews.com/transportation/report-indicates-fuel-savings-comes-use-variety-technologies/1003074628/

Montreal bans heavy trucks from aging Champlain Bridge By Today’s Trucking Staff


Rendering of the new Champlain Bridge set to open in 2018. [Courtesy of NewChamplain.ca]

MONTREAL, QC — Heavy trucks carrying more than 66 tonnes have been banned from travelling Montreal’s Champlain Bridge as the aging infrastructure’s durability continues to be threatened by growing traffic volumes.

Trucks were banned from the bridge — or will now require a special permit — as of Oct. 10, announced a statement from management at Ponts Jacque Cartier+Champlain Bridges. The 54-year-old bridge — one of Canada’s busiest and most studied — spans the Saint Lawrence River to connect Montreal to boroughs on the South Shore.

Media reports have suggested Montreal’s uptick in construction led to the ban because of increased truck traffic carrying large loads.

“There are certainly more prefabricated pieces coming across the bridge, but this is more of a preventative measure as the bridge nears the end of its life,” bridge corporation spokeswoman Julie Paquet toldToday’s Trucking.

Paquet added that each large load that crosses the Champlain Bridge is about 40% more penal on the bridge’s system than typical traffic.

“A display and communication plan will be rolled out in the coming days to inform carriers of this new measure and facilitate the planning of their trips,” bridge management announced in a statement translated from French to English by Today’s Trucking.

There are few alternative route options for heavy trucks. With no access to the Southbound Merier Bridge, drivers are likely to select the La Fontaine Tunnel several kilometers away as a longer but guaranteed way to travel.

A new Champlain Bridge worth about $4.2 billion is expected to open in 2018. As it stands, Quebec is spending some $100 million per year to maintain the current bridge.

Bridge management stated that the 5.3 million truck trips across the bridge each year “repeatedly asks the bridge structure to work beyond the loads for which it was designed,” according to Glen P. Carlin, CEO of Ponts Jacque Cartier+Champlain Bridges.

For Class 5 or higher, it is now mandatory to obtain an excess load special permit issued by the Insurance Company automobile du Québec (SAAQ).

Quebec invests in electric truck prototypes By Today’s Trucking Staff

MONTREAL, QC — Quebec is contributing $8.6 million from the province’s Green Fund to five companies working on the electrification of heavy vehicles.

Autobus Lion, TM4, AddEnergie Technologies, Solution Adetel and Alcoa, are expected to build four prototypes over the next three years, including two buses and two load-hauling trucks. To create lightweight vehicles, special attention will be given to the use of aluminum, officials said.

“We all know that Quebec has its own energy in large quantities and at competitive cost,” announced Laurent Lessard, Quebec’s Minister of Transport. “By focusing on the electrification of transport, we want to become a forerunner in sustainable mobility and a leader in the use of means of transport powered by electricity.”

The Green Fund is revenue from Quebec’s carbon cap and trade program. Total project cost is expected to be more than $17 million.

For  more information : http://www.todaystrucking.com/quebec-invests-in-electric-truck-prototypes