fr_FR Français

News

Brake violations down this year.

According to CVSA, 12.3% of vehicles were place OOS this year compared to 16.2% in 2014. The OOS rate for brake adjustment was also lower at 7.7% vs. 10.4% in 2014, and the OOS rate for brake components was 6.9%, dropping from 9.3% in 2014.

Brake_Inspections

Total brake violations in Canada at 9%

Some 18,817 vehicles were inspected across North America with 2,321 placed OOS. The event was held Sept. 6-12, in the U.S. and Canada.

“Brake-related violations comprise the largest percentage of all out-of-service violations cited during roadside inspections,” said Maj. Jay Thompson, CVSA president and a member of the Arkansas Highway Police. “Improperly installed or poorly maintained brake systems can reduce braking capacity and increase stopping distance of large trucks and buses, which poses serious risks to driver and public safety.”

“For everyone’s safety, it’s vital that every vehicle operating on our highways and roads is mechanically sound and properly maintained,” said Federal Motor Carrier Safety Administration (FMCSA) Acting Administrator Scott Darling. “We thank the CVSA members across North America for their longstanding strong partnership, for their professionalism and their dedication toward protecting the motoring public each and every day.”

In Canada, OOS rates for brake adjustment violations came in at 3.7%; for brake component violations it was 6.2% and total brake violations were 9%.

Fleet Owner Staff, October 30, 2015

Transcourt Tank Leasing strengthens team in Western Canada

PRESS RELEASE

Oakville, ON , September 21st, 2015

Transcourt Tank Leasing is pleased to announce the appointment of Kevin Quick, to the role of Vice-President of Business Development for Western Canada (British Columbia, Alberta and Saskatchewan).

KevinQuick

Mr. Quick is based in Edmonton and has spent his entire career in the transportation industry. Prior to joining Transcourt he held the position of National Account Director with a major North American bulk carrier.

“Kevin’s experience and industry knowledge, as well as his proximity to our client base will definitely enable us to provide a higher level of service to our customers in the west” says Transcourt’s President, Bruce Daccord.

About Transcourt

Transcourt Tank Leasing was founded in 1997, to meet the leasing and long- term rental needs of the liquid and dry bulk transport industry. Transcourt’s large fleet of tankers is available to customers across Canada and USA, with a wide selection of tank trailer configurations available to a variety of unique industry segments.

Transcourt is committed to providing customers with the best equipment, and with leasing solutions to help them meet their business objectives.

INFORMATION:

Source:           Vianna Murday
                        Transcourt Tank Leasing
                        905-338-5744
                       vmurday@transcourt.com

Diesel as a fuel is changing: Part 3 of 3

NExBTL a useful addition to biodiesel

Using biofuel admixtures in a higher dosage than the 7% currently known is now under discussion, and following a proposal by VDA, Daimler Trucks and Daimler Buses recommend the biofuel NExBTL as an admixture. This is based on hydrated vegetable oils or animal fats, and is already produced industrially. Whether as an admixture or in its pure form, NExBTL is able to supplement or partially replace diesel fuel without problems.

BTL as a fuel of the future for diesel engines

Ethanol-BTL

Second Generation Bio-Fuels

First-generation biofuels such as biodiesel made from rapeseed or sunflowers, or bio-ethanol made from sugar-beet or cereals as a substitute for diesel, only use part of the relevant plants to produce fuel. Accordingly they are sometimes in competition with food production. The same applies to NExBTL as a hydrated vege­table oil. All this will change with the advent of second-generation (BTL) bio-fuels, for which the entire plant is used for the production of fuel. This requires a smaller growing acreage and saves more CO2.

These synthetically based BTL fuels give rise to great hopes for the future. If correc­tly processed they achieve the same quality as diesel fuel, and have a higher energy density. BTL fuels can be used in unmodified diesel engines, which are easily the most widespread power units in trucks and buses. They are able to use the existing refuelling infrastructure, and can either be added to diesel fuel in any ratio without problems or used in pure form as a direct replacement. Not least, they also exhibit a very favourable CO2 balance and have the potential to meet future exhaust emission limits. In the view of experts, BTL fuels could cover up to 20 percent of the total European fuel requirement.

Daimler, Ulta Leitner, 2015

Diesel as a fuel is changing: Part 2 of 3

Biodiesel in pure form requires certain measures

biodieselAll in all, biodiesel reduces CO2 emissions by around 50 percent. It is free from sulphur and aromatics, and biologically degradable. In high concentrations the reverse side of the coin is incompatibility with some plastics and rubber, poor low-temperature performance, an inadequate shelf life and higher nitrogen oxide emissions during combustion. Some fleets have even gone beyond biodiesel as an admixture, and are refuelling their vehicles with pure biodiesel to save costs, how­ever owing to the limitations of biodiesel this is not possible unreservedly.

All Mercedes-Benz commercial vehicles have been approved for biodiesel since 1988, though initially with the proviso of shorter oil-change intervals. New Mer­cedes-Benz trucks and buses are optionally available with extra equipment for bio­diesel, and retrofitting is possible for vehicles already in operation. With a pack­age consisting of modified unit pumps for the fuel injection system, a fuel pre-filter with a heated water separator and an auxiliary tank for conventional diesel fuel to ope­rate the auxiliary heater, oil-change intervals are now approaching those for en­gines with conventio­nal diesel fuel. And not least, the operating life of the auxiliary heater is maintained thanks to operation with conventional diesel fuel.

Using biodiesel is not possible in vehicles with an EEV emissions classification, as biodiesel generates up to 20% more nitrogen oxide emissions than diesel fuel based on mineral oil.

The use of non-estered, practically unprocessed vegetable oils in commercial ve­hicles is definitely not recommended. This raw material for biodiesel is subject to inadequate checks and causes damage to valves, injection nozzles, pistons and piston rings. There is also a risk of oil dilution and partial breakdown of the engine oil, with potentially serious consequential damage.

Daimler, Ulta Leitner, 2015

Diesel as a fuel is changing: Part 1 of 3

Diesel-alternative For the foreseeable future diesel will remain the number one energy source for heavy commercial vehicles. Worldwide availability, a well-established infrastructure and highly developed engine technology with respect to performance and environ­mental protection make diesel the clear front-runner among fuels. Nonetheless, the diesel of the future will be different from the current product for reasons associated with environmental protection, energy costs and the security of energy supplies.

With respect to conventional fuel, Daimler Trucks as a manufacturer is strongly in favour of sulphur-free diesel fuel with the lowest possible aromatics content, such as is used in the industrialised countries. Biodiesel is increasingly being added to diesel fuel even now, and the EU has announced a target content of 5.75% by the year 2010.
Biodiesel is not only gaining in importance as an alternative fuel within the EU, but also in other regions of the world such as NAFTA. The relevant requirements and standards vary greatly from region to region, however. There are very significant differences between North America, Brazil and the EU, for example, and a stan­dar­disation process would be very desirable. The same applies to all other biofuels and alternatives.

Daimler, Ulta Leitner, 2015

Class 8 retail July truck sales show a 24% increase

Heavy duty Class 8 retail truck sales figures for July 2015 showed a 24% increase over the same month in 2014. The 2015 year-to-date totals for Class 8 were up 23% over the same time period in 2014. There was an 8% decrease compared to the June 2015 monthly total.

class_8_truck_sales_July_2015

 

Class 8 defined: The Class 8 truck gross vehicle weight rating (GVWR) is a vehicle with a GWVR exceeding 33000 lb (14969 kg).[2][17] These include GMC C8500 trucks as well as most tractor trailertractors, such as the Freightliner Cascadia for example, as well as single-unit dump trucks of a GVWR over 33,000 lb; such trucks typically have 3 or more axles. The typical 5-axle tractor-trailer combination, also called a “semi” or “18-wheeler”, is a Class 8 vehicle.

Used truck sales remain strong, but some downward adjustment of use truck prices is occurring,” said Kenny Vieth, President and Senior Analyst with ACT. “This is not an unexpected outcome due to the strength of the new truck market and the resulting increase in trade activity.” Vieth added, “Volumes in the retail market posted a strong 10% increase m/m, even as auction and wholesale markets saw declines from strong June activity.

Medium and heavy-duty truck sales gain in July

U.S. and Canadian medium- and heavy-duty truck sales made overall gains in July compared with the prior year, WardsAuto reports, but a breakdown by class shows where sales in the two countries are uniquely different.

Heavy Duty Trucks

In the United States, Class 8 sales “accounted for the bulk of big-truck gains with nearly all brands enjoying double-digit increases,” according to WardsAuto, and were up by 24.4% compared with July 2014. That helped drive a year-over-year 12.0% increase for U.S. medium and heavy duty sales overall.

In Canada, however, sales data tell a different story. “All segments except for Class 8 enjoyed gains,” WardsAuto reports. Canadian Class 8 truck sales fell 2.9% overall in July compared with the prior year, with only Freightliner and Volvo posting gains in the segment. Compared with U.S. sales, Canadian medium and heavy duty truck sales overall showed a smaller year-over-year increase of 1.9% for July.

WardsAuto notes there was at least one welcome decrease, though in another arena: “The average price of a gallon of on-highway diesel fuel was down for the 11th straight week.” For more information on tanker leasing and more detailed information please contact tanker trailers at Transcourt.com

Propane Tanker Trailer Safety

Propane is a flammable gas that is regulated for transport under the Transportation of Dangerous Goods (TDG) Act and Regulations. The movement of any propane tank or cylinder is fully regulated under the TDG Regulations unless an exemption applies.

The use of “Liquefied Petroleum Gas” as the shipping name is intended for mixtures of petroleum gases containing any of the following: BUTANE (UN1011), BUTYLENE (UN1012), ISOBUTYLENE (UN1055), PROPYLENE (UN1077), ISOBUTANE (UN1969), and PROPANE (UN1978). If UN1978, PROPANE, is to be transported on a road vehicle and is identified as LIQUIFIED PETROLEUM GAS on the shipping document, the shipping name PROPANE must be shown, in parentheses, following the words LIQUIFIED PETROLEUM GAS.

Propane Tank Trailer

CYLINDER LOADING AND SECURING

All compressed gas cylinders are considered dangerous because they contain gas under pressure. The cylinder’s valve can easily be damaged by falling or striking another object; something that could create a rocket out of an ordinary cylinder. The TDG Regulations [Section 5.4] say only that the small means of containment must be loaded and secured on a means of transport in such a way as to prevent, under normal conditions of transportation, damage to the means of containment or to the means of transport that could lead to an accidental release of the dangerous goods.

Minimum Dangerous Goods Shipping Document Requirements for Propane

  1. Name and address of consignor
  2. Date the shipping document was prepared
  3. Description of the dangerous goods in the following order:
  • Shipping name: Propane
  • The words “Not Odorized” for propane that has not been odorized
  • Primary classification: 2.1
  • UN Number: UN 1978
  • Packing group: none for compressed gases
  1. The quantity in the International System of Units (SI)
  2. The number of containers for dangerous goods in small containers requiring safety labels
  3. The words “24-Hour Number” followed by a telephone number where the consignor can be easily reached
  4. Emergency Response Assistance Plan (ERAP) number and telephone number to
  5. activate it (if required)

Source: Transportation of Propane Cylinders and Bulk Tanks by Road, 2012. For more information click here.

Fun for everyone at Transcourt’s Calgary gathering

PRESS RELEASE

Toronto, July 14th, 2015

Transcourt Tank Leasing has made a habit of taking advantage of the world famous Calgary Stampede to host a Customer Appreciation Event. This activity is organized for customers from not only Calgary, but throughout Alberta and elsewhere in Western Canada. Transcourt customers in attendance at the Calgary Stampede, were invited to saddle up and mosey on over to the Customer Appreciation Event this past July 6th.

The event started off with a BBQ Cookout at the frontier Pavilion. The outstanding meal was followed by a trip to the Grandstand and the GMC Rangeland Derby, the premier chuckwagon races at the Stampede. The evening ended with the world famous TransAlta Grandstand Show. All the customers in attendance had a great time and Transcourt was more than happy to thank them for their support in such a fashion.

“It is our way of letting our customers know that we truly appreciate their business and it is a good way to get to know them better and build solid relationships, which isn’t always easy in a conventional business format”, explained Bruce Daccord, President of Transcourt.

Transcourt Tank Leasing was founded in 1997, specifically to meet the leasing and long-term rental needs of the liquid and dry bulk transport industry. Transcourt’s large fleet of tankers is available to customers across Canada. A wide selection of tank trailer configurations is available to a variety of unique industry segments and includes stainless and aluminum tankers, propane btrains and tridems, crude oil and condensate tankers as well as dry bulk trailers.
stampede-2015-1
Chuckwagon races or horse-drawn carriage races like this one are not your typical evening event and this is why Transcourt chose the Stampede on July 6th for a Customer Appreciation Event.
stampede-2015-2
Bob and Sterling Hancik, of Bamss Contracting as well as Allen and Arlene Frandrick, of Allen’s Transport all had an enjoyable time at the Transcourt Customer Appreciation Event at the Calgary Stampede.
stampede-2015-3
Such an event is conducive to some interesting discussions that can take a business relation to a new level.
stampede-2015-4
On this festive picture, we recognize Bruce Daccord and Robert Pahanich, of Transcourt, Gerald & Sandy Pearson, of RBS Bulk, Bob Hancik, of Bamss Contracting, Danny Tieulie and Candace Hills, of Cen-Alta, Allison Daccord and Phil Troyer, of Troyer Ventures.

Source: Vianna Murday
Transcourt Tank Leasing
905-338-5744
vmurday@transcourt.com

Better Roads for Trucking

“Moving billions of dollars’ worth of freight every year, trucking hauls nearly 70% of all the country’s freight” (http://bulktransporter.com/trends/trucking-needs-better-roads-keep-our-country-moving). However trucking is always threatened by the disrepair, congestion and neglect of the roads which it requires to complete its much need cargo.

Since 1993 the federal highway program has ceased to grow. This is a much needed aspect to a much need industry. Without the roads trucks cannot get where they have to go and in turn get the product to the consumer.

It is not just the lack of roads but “Congestion and bottlenecks on important freight corridors cost trucking more than $9.2 billion annually”  (http://bulktransporter.com/trends/trucking-needs-better-roads-keep-our-country-moving) with “The average motorist–not truck driver–spends almost 40 hours a year stuck in traffic”. This is a staggering amount of time and wasted money for truck drivers and trucking companies alike. It means that due to the added time truck driver s will have to spend longer amounts of time on the road and in theory will cause more accidents due to fatigue.

Consumers also are affected due to time spent waiting for a product to arrive, this time spent waiting has the potential to cause massive losses to any business that might be waiting on “overnight shipping”. A problem which is sure to affect us all as it progresses.

If something isn’t done soon it can be assumed that massive losses and problems are going to occur all throughout industries. So why hasn’t something been done yet?

 

SOURCE Bulktransporter.com, Bill Graves, May 2015