John G. Smith is the editor of Today’s Trucking. The award-winning journalist has covered the trucking industry since 1995, when he was named the editor of our sister publication Truck News. Since then he has been a contributing editor to industry publications across North America, served as a frequent speaker on industry topics, and been honored for his coverage of business and technical matters alike.
There is (or was) a small church in the Eastern Townships of Quebec that bore an unusual scar. It stood strong for decades, but if you knew where to look some of the building materials were of a slightly different […]
Apparently Americans see Canada as a security threat. It was surprising news, but there was U.S. President Donald Trump, invoking the role of national security when imposing tariffs on steel and aluminum. “Didn’t you guys burn down the White House?” […]
At first glance, the Canadian Trucking Alliance seems to be getting ahead of itself in the call for a “graduated education” period before electronic logging devices (ELDs) are mandated. The federal government has yet to finalize such rules, or even decide if it will embrace an accelerated December 2019 deadline the alliance is championing. Other than Ontario, most provinces have been silent on the idea, too.
The only thing we really know about the collision at the intersection of Saskatchewan highways 35 and 335 is the extent of the tragedy. Sixteen members of the Humboldt Broncos family, all too young, were lost in early April when a bus and truck collided. Thirteen more were injured. The scars, both physical and emotional, remain.
Stress is a reality in any workplace, and trucking is no exception. Any given day can be met with heavy traffic, the natural push and pull between shippers and dispatchers, and the looming threat of competitors who are more than willing to take freight off your hands.
The idea of platooning trucks has been released to great fanfare, and for good reason. Double-digit fuel economy gains can be realized by allowing one tractor-trailer to tuck closely behind the next, drafting much like race cars as long as […]
Kevin James Hickson has built a career on delivering metal. It began with local deliveries and a pickup truck before a co-worker told him about the job opening for someone with a Class AZ licence. All it took was training […]
Canadian regulators didn’t waste much time. A U.S. mandate for Electronic Logging Devices (ELD’s) was just a few hours old on December 18 when federal Transport Minister Marc Garneau announced similar plans for Canada. The rule that applies to federally […]
The recent reveal of the Tesla Semi was like none other – and not simply because it offered the first look at a prototype of the company’s electric Class 8 truck. If anything, there were still plenty of unanswered questions once the lights dimmed and fog machines were stowed away.
Elon Musk’s dream of an electric semi has yet to become a reality. A rollout that was first expected to take place in September has been pushed back to November, while Tesla looks to address production delays with its Model 3 cars.
As strange as the concept sounds, this essentially describes the ultimate goal of off-peak deliveries – the route planning strategy that schedules shipments at times when there is less traffic on the road.
There are significant savings to be realized by those who embrace the idea.
Distribution centers and jobbers couldn’t possibly afford to stock every single part that a truck owner might need at a given point in time. The massive inventory would tie up far too much space and capital. The best they can do is play a numbers game, focusing on parts used in the widest volume of vehicles, and trying to limit investments in the components that are likely to gather dust on a storage rack.
The role of a road warrior on the Today’s Trucking editorial team takes me across North America, and at times these stops don’t include a personal car. If I want to keep moving, the options have been limited to the kindness of companies I visit, shoe leather, or taxis.
It is impossible to talk about engine oils without tapping into the benefits that have emerged with new CK4 and fuel-efficient FA4 formulas. The story was no different when Total invited members of our editorial team to visit a blending facility in Montreal, where the world’s fourth-largest oil company prepares and bottles lubricants for a wide variety of industries and applications.
If the signs are any indication, municipalities would rather find a way to live without trucks. No parking. No idling. No Jake brakes. No trucks on this street or that. It’s like we’re living in the midst of a song by the Five Man Electrical Band. Remember the lyrics? “Do this. Don’t do that. Can’t you read the sign?”