Bucket-list item ticked: I finally got to India. In fact I’ve just returned from spending two weeks in that astonishing country, where I couldn’t keep up with anything that was going on here in the world of trucking, so this edition of my report will borrow heavily from work my colleagues have been doing in the last while.
I’m writing this issue of the newsletter in absentia, so to speak, as it will be published while I’m away from computers and unable to stay in touch. To be more precise, I’m a week early in posting this so forgive me if giant events occur between now and the 22nd and they’re not covered here. Then again, this report isn’t intended as a news vehicle.
I was introduced to the concept of a hospital triage by watching episodes of MASH in the 1970s and early ’80s. Centered around the happenings of a Mobile Army Surgical Hospital during the Korean War, the show’s TV doctors were regularly seen moving through the latest batch of wounded soldiers, deciding who could wait and who needed immediate attention. (They also looked for new ways to torment Frank Burns, but I digress.)
If there’s one rule that I have for the pages of Today’s Trucking, it’s that every word needs to focus on trucking. It’s the reason we exist, and why the word “trucking” is splashed in bold letters across the front of every cover.
Well, we’re a couple of tumultuous weeks into the new Trump administration south of the 49th, and it would seem chaos prevails. At least for the moment. With the new President having promised, implicitly and otherwise, something of a war on regulatory controls, some issues with an impact on trucking are up in the air.
I’ve long held that North American headlight standards are inherently dangerous because they don’t allow brightness levels to match the speeds we travel. It’s just too easy to over-drive your lights, meaning you don’t see obstructions like stalled cars or animals or — may all the gods forbid — pedestrians in the way until you’re past the point of being able to stop in time. Even back in the 1950s when cars and certainly trucks were much slower, this held true. In fact it was worse.
Security protocols are nothing new to well-managed fleets. It’s why trucks come with keys, fences enclose yards, and procedures track drivers and loads alike. The threat of cargo and equipment theft is all too real, and there is a price […]
The year in review … and preview It has been a newsworthy year in Canada’s trucking industry – and many of the stories of 2016 will also play out in the year to come. Look no further than oil-related topics […]
Navistar unveiled its Catalist SuperTruck on September 28, reporting a 104% improvement in freight efficiency compared to the DOE’s control vehicle, managing a commendable 13 mpg. The truck also demonstrated an impressive 50.5% brake thermal efficiency, and Navistar says it’s on the path towards 55% BTE.
Rudolf Diesel must be rolling in his grave. The 19th-century inventor gave birth to the engine that bears his name. Now the country where he did the work is looking to bring the technology to an end. German legislators recently passed a resolution that calls for a ban of all internal combustion engines as early as 2030.
There’s renewed interest in mandating sideguards for trucks, and just as much disagreement as ever over their efficacy. The U.S. Department of Transportation says that half of all cyclists killed by a truck first impact the blind side of the vehicle, as collisions typically occur when the truck does a right-hand turn at an intersection. The issue goes much deeper than that, of course, and involves more than just heavy trucks. Toronto Police statistics show that 541 cyclists have been hit by cars since June 2016. That’s nearly 10 collisions per day.
TORONTO, ON — My short-lived career as a competitive picker and packer could be in jeopardy.
Newcom Business Media, the publisher of Today’s Trucking, was the defending champion in the second-annual Trucks for Change food sorting challenge at Toronto’s Daily Bread Food Bank on November 16. Eight 10-member teams committed an hour to tear into pallets of donated food, check expiry dates, and load boxes for shipping. (What charitable work could be closer to the trucking industry than that?) And while new to the team, I’ve helped out at food banks before. In the lexicon of athletes everywhere, I was a ringer. The trash talk flowed with ease because, well, charity and all that.