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Understanding why some Tanker Trailers have Baffles/ bulkheads and others do not?

To help you understand why some Tanker Trailers have Baffles/ bulkheads and others do not?

I like to introduce you to something some call Liquid Surge or others “The sloshing effect” In Tanker Trailers.

The sloshing effect results from the movement of the liquid in partially filled tanks. This movement can have bad effects on handling. For example, when coming to a stop, the liquid will surge back and forth. When the wave hits the end of the tank, it tends to push the truck in the direction the wave is moving. If the truck is on a slippery surface such as ice, the wave can shove a stopped truck out into an intersection. The driver of a liquid tanker must be very familiar with the handling of the vehicle.

Image Curtesy of: – Liquid motion in Tank trailer without Baffles/bulkheads

If you’ve ever pulled a tanker trailer, you’ve experienced the sloshing effects. This aspect of hauling liquid loads can be very intimidating at first for the driver. Some tankers have Bulkheads(internal compartment dividers)  or baffles(internal compartment dividers) and some don’t

  • Bulkheads – use a solid divider to divide a liquid tanker into several smaller tanks. When loading, and unloading the smaller tanks, the driver must pay attention to weight distribution for the dividers are solid. Putting too much weight on the front or rear of the vehicle will cause adverse effects.
  • Baffles are bulkheads that have holes in them to let the liquid flow through. The baffles help control the forward and backward liquid surge. In these trailers, the internal movement of the product is minimal.

Image Curtesy of: – Liquid motion in Tank trailer with Baffles/bulkheads

However, in a tanker without baffles (sometimes called “smooth bore” tanks), where there’s just one liquid product, it’s a completely different story. A tanker without baffles handles differently than any other trailer. have nothing inside to slow down the flow of the liquid. Therefore, forward-and-back surge is very strong. non-baffled tanks are usually those that transport food products (e.g., milk). (Most sanitation regulations forbid the use of baffles because of the difficulty in cleaning the inside of the tank.)

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Feds uncover $2.1B in transportation spending

Image courtesy of – Transport Minister speaks at a luncheon in Ottawa, Tuesday July 4, 2017. (Adrian Wyld/Canadian Press)

Canada’s Minister of Transport reported $2.1 billion for the Trade and Transportation Corridors Initiative (TTCI) to manufacture more grounded, more proficient transportation passages to international markets today.

The TTCI investments will bolster the production of steady employments, by transporting goods more productively Canadian organizations will have the capacity to better contend, develop and make more occupations well into the future, the minister affirmed.

The core element of the TTCI is the merit-based National Trade Corridors Fund (NTCF), which will provide $2 billion over 11 years to strengthen Canada’s trade infrastructure, including ports, waterways, airports, roads, bridges, border crossings, rail networks and the interconnectivity between them. With the launch of this fund, proponents are being invited to submit an expression of interest for funding to support projects that address urgent capacity constraints and keep goods moving efficiently along Canada’s trade corridors.

TTCI is the legitimacy based National Trade Corridors Fund (NTCF), which will provide $2 billion over 11 years to strengthen Canada’s trade infrastructure, including ports, waterways, airports, roads, bridges, border crossings, rail networks and the interconnectivity between them. With the unveiling of this fund, proponents are being invited to submit an expression of interest for funding to support projects that address urgent capacity constraints and keep goods moving proficiently along Canada’s trade corridors.

 “Investments through the Trade and Transportation Corridors Initiative will make a big difference for Canadian businesses,” Garneau said. “It will allow them to get better access to international markets by addressing critical bottlenecks and ensuring that Canada’s transportation networks remain cost competitive and efficient. This also means more jobs that support middle-class families everywhere across the country.”

Up to $400 million of the NTCF will be dedicated to supporting the critical movement of people and goods in Canada’s Northern territories, given that region’s unique and urgent needs.


Learn the A, B, and Cs of Transport Truck Trailers

Ever ponder what the distinction between A Trains and B Trains were? Did you even think about the presence of C Trains? This article clarifies the distinctive ways that two trailers are hooked to each other in North America. When you allude to an arrangement of trailers as A, B or C trains you are truly referring to the connection between the two.

A – Train Semi Truck Trailers

A train is connected by a dolly that is hooked up to a pintle hook on the rear of the forward trailer. The dolly has one or two axles, and it is licensed as a separate trailer.

  • Single axle A Trains are utilized to keep running between terminals
  • Double axle A trains are utilized for Long Combination Vehicles, to put two 48’ or 53’ trailers together. A-Trains are used for pulling Van (enclosed) trailers.

B-Train Semi Truck Trailers

B-Trains are a truck-trailer combination where the axles of the lead trailer stick out and a fifth wheel is mounted on the lead trailer. The axles of the lead trailer slide underneath the lead trailer so it can back into a door just like a regular trailer.

The operation of these trucks usually don’t require going back to a dock, drivers simply drive forward, making it less trying. The drivers that do drive these trucks, however, have a tendency to be experienced and can back into docks or around corners in spite of the size of their trucks.

  • The 8 axle, 63,500 kg B Train is standard across Canada.
  • A set of two can be pulled to a destination.
  • Popular for hauling flatbed, bulk and liquid goods in Canada and some US states.

C-Train Semi Truck Trailers

The lead trailer pulls a dolly that the second trailer sits on. There are two pintle hooks, which removes one of the points of articulation from the unit. This makes the second trailer significantly steadier. This does make it harder to hook the dolly to the lead trailer.

  • Rarest of the double trailer combinations
  • C-Trains pull long combination vehicles, not shorter double trailers in Western Canada
  • The tires on this dolly will wear significantly speedier from going around corners



Class 8 truck orders revived in June

The industry forecaster is demonstrating that June’s a remarkable comeback from May is in accordance with anticipations. The market is performing at a persistent pace, FTR reports. With orders totaling 216,000 units sold over 12 months.

Preliminary Class 8 truck orders came in at 17,600 units in June, indicating a 7% increase compared to May and 38% spike according to FTR.

“The June orders confirm that the market just took a brief respite in May after several stronger than expected months,” said Don Ake, VP of commercial vehicles at FTR. “The orders are right where we expect them to be and on track with our forecast.  The fact that orders are up 38% over last year proves the market is much improved this year.”

Don added: “Fleets are ordering to fill out their remaining requirements for the second half of the year.  However, it is still good news that orders rose and did not drop significantly from May. This shows the market is steady, stable and primed for a strong year in 2018.”

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ACT Research details:

  • Classes 5-8 net orders were 37% higher equally 43,000 units.
  • Classes 5-7 orders were up 28% in the second quarter
  • Orders of 18,100 Class 8 trucks in June
  • Down 6.5% compared to the first quarter of this year

“While orders are weak relative to year-to-date activity, June’s orders were up 39% compared to last year,” said Kenny Vieth, president and senior analyst at ACT Research. “Because of a deep seasonal trend that runs through Class 8 orders, seasonal adjustment provides a significant boost to June’s orders. When adjusted, the June volume rises to 20,200 units.”

Preliminary Classes 5-7 orders slipped from May by 1,500 units, to 20,200, according to ACT Research.


CTA provides feedback on environmental initiatives

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The Canadian Trucking Alliance (CTA) has some ideas on how the federal government can reduce greenhouse gases from transportation.

The CTA president Stephen Laskowski presented to the Standing Senate Committee on Agriculture and Forestry, offering input on regulatory change.

The organization is supportive of reducing the sector’s carbon footprint. However, the targets set for future regulations must be based on proven technologies and the carbon pricing system needs to be structured properly to support future green transportation.

Laskowski said the industry is hopeful about phase 2 of regulations because it will not introduce equipment with the same challenges that previous regulations forced into the industry.

The technology must be built to Canadian standards, he said.

While the alliance is not opposed to carbon pricing, a system should be properly structured and easy to administer, and the industry must be mindful of staying competitive in the market since U.S. trucking companies will not face similar carbon pricing pressures.


President Trump promises “first-class” roads thanks to new public funding

On June 7, President Donald Trump announced the government would create a “first-class” system of roads, bridges and waterways by using $200 billion in public funds to generate $1 trillion in investment to pay for construction projects that public officials agree are overdue.

Trump said America must have the best, fastest and most reliable infrastructure in the world. During his campaign across the country last year, he was asked why the U.S. was spending money to rebuild other countries, and he proclaimed that it was time to rebuild this country.

Democrats have balked at Trump’s plan for financing improvements, arguing it would result in taxpayer-funded profits for corporations.

President Donald Trump said in Cincinnati that as he campaigned across the country last year, people often asked him why the U.S. was spending money to rebuild other countries when the roads and bridges they travel on needed rebuilding, too.. (Associated Press: JOHN MINCHILLO)

The White House, however, has not outlined specifics of the infrastructure plan.

The proposed funding with $200 billion in public funds over 9 years would average $1 trillion worth of construction to include improving routes for transporting agricultural products.

Mike Toohey, president of the Waterways Council Inc., said he was happy the president is addressing rivers since more attention is paid to roadways, railways and runways.

However, he said the proposal could result in higher costs for commercial users that finance the waterways’ upkeep in the first place.



Supreme court denies lawsuit challenging the use of ELDs

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In favour of the U.S. Department of Transportation, the U.S. Supreme Court decided it would not hear a lawsuit that challenges a ruling that requires truck operators to use an electronic logging device to track hours of service.

The Owner-Operator Independent Drivers Association was behind the lawsuit and a member of legal counsel said the organization was disappointed that the Supreme Court did not review the case.

The association will continue to press the issue in Congress and with the Trump Administration.

The American Trucking Association is in agreement with the Supreme Court’s decision, saying it supports the FMCSA as it works toward the December deadline for electronic logging devices.

The OOIDA sought to have the mandate struck down in court, indicating ELDs violate a drivers constitutional rights and protections against warrantless searches and seizures, and that the rule did not meet the stipulations set for an ELD mandate.

The lawsuit was brought against the DOT in March 2016, and a three-judge panel on the Chicago-based 7th Circuit Court of Appeals heard the case last September. The following month, it ruled in favour of the DOT, and dismissed the arguments of the case.

In April of this year, the OOIDA filed a writ of certiorari asking the Supreme Court to take up the case. There will be no appeal, as the OOIDA decided not to challenge the court’s decision.


North American truck orders topped 20,000 for fifth month in a row

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Preliminary data compiled by ACT Research and FTR, class 8 North American truck orders topped the 20,000 unit mark for the fifth month in April.

Posting 23,900 truck orders last month, ACT President Kenny Vieth says early spring is the typical time of year when orders moderate, but he expects another month of solid orders before summer seasonal slack settles in.

April orders met expectations with a 4 per cent increase over March.

Fleets are expecting better freight conditions in the second half of the year, and current truck order activity reflects that.

The market continues to show solid movement, Ake said, and this is a typical moderate market recovery.

Truck sales were weak in Q1, but so was the economy.

Class 8 orders for the past six months now annualize to 262,000 units. Backlogs should increase in April, reaching levels nearly a year ago.
Source : article by Jason Cannon

Healthy start for Natural gas sales, but uncertain forecast for the future

The first quarter of 2017 saw a health start for North American natural gas sales, boosted from fleets, transit and school bus operators.

This is the best January in the past three years, which set up a positive year-to-date February, said Steve Tam, vice-president of ACT Research.

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“Among truckers, it appears as through the majority of incremental volume came from those who currently have natural gas vehicles and are replacing units or increasing their number.”

According to ACT’s most recent natural Gas & Alternative Fuels Quarterly publication, natural gas Class 8 trucks and bus sales remain low.

Meanwhile, the Ontario Trucking Association continues to work with the Government of Ontario in the design of a heavy truck natural gas problem; this aims to reduce barriers and spur natural gas technology in the marketplace.

Last year, the province committed to paying $250 million to the commercial trucking industry for technology to reduce carbon emissions.


Mexico recognizes the benefit of NAFTA

Mexico’s trucking industry is now Canada’s third-largest trading partner thanks to the benefits of the North American Free Trade Agreement (NAFTA).

Rogelio F. Montemayor Morineau
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“It has been good to us. It has been good to our economy,” says Rogelio F. Montemayor Morineau, president of the 5,000-member Canacar – Mexico’s national trucking association.

The partnership has benefitted Canada as well. Trade between Mexico and Canada has increased roughly 11% per year.

Mexico is now Canada’s second-largest supplier of auto parts. Exports of goods-moving vehicles has grown about 45.3% per year. Mexico is now the sixth-largest producer of heavy vehicles in the world.

However, Mexico is still faced with other issues. It takes up to 14 hours to drive from the border of Nuevo Laredo to Mexico City, and secure rest areas are few and far between. This makes it difficult to comply with driving time.

Furthermore, there are recruiting challenges to face. Mexico is having trouble finding quality and professional drivers to handle the growing workload.

The new U.S. administration may change screening requirements that will affect freight flows overall.

“They say they want to change NAFTA, but they don’t say what they want to change,” Montemayor Morineau said. “What is really going to happen in the future? I really don’t know about NAFTA.

In the meantime, Mexico remains a manufacturing hub for recognizable brands in the world.