That’s according to a delegation of students from the University of Manitoba’s agriculture diploma program. The students pitched a successful resolution during the Keystone Agricultural Producers annual meeting in Winnipeg Feb. 3.

The resolution called on the farm group to lobby government to expand Roads and Transportation Association of Canada (RTAC)-rated roads, particularly in high-production areas where heavy equipment and full loads cannot be moved year-round.

The diploma student group argued that gaps in RTAC-designated routes (which are rated for heavier traffic, even during conditions like the spring melt) increasingly limit farm efficiency, safety and competitiveness.

Bryce Visscher, Carter Driedger, David Pauls, David Wiebe and Francis Sundell made up the delegation.

WHY IT MATTERS: Limited RTAC road access can force longer hauls and partial loads, raising costs and safety risks for Manitoba farmers.

The students cited the yearly headache of seasonal weight restrictions. During that window, when normal hauling corridors are curbed, gaps in RTAC access often force farmers to haul partial loads or take longer routes. That means more fuel cost, more labour time eaten up and even increased safety worries during busy seasons, they argued.

Visscher and Pauls pointed to challenges moving grain and fertilizer during spring weight restrictions, while Driedger said the lack of continuous RTAC routes can mean travelling miles out of the way to reach approved roads. Wiebe described detours caused by weak or restricted bridges that prevent modern seeding and hauling equipment from using direct routes.

North-south routes lacking

Concerns about RTAC access, particularly on north-south routes, are not new. During spring flooding in 2022, the lack of unrestricted north-south corridors in parts of southwestern and central Manitoba forced loaded trucks into long detours, increased shipping costs and, in some cases, temporarily cut off practical access to export markets altogether while east-west routes were closed.

“Between Brandon and Portage, between Highways 1, 2 and 3, there’s nothing for north-south roads,” said Driedger.

Sundell said the problem will not be solved through one-off repairs or short funding cycles, arguing instead for a long-term infrastructure strategy.

“It’s not going to be one year of funding,” Sundell said. “It’ll be continuous funding to build roads in the future. You’re not going to build four or five RTAC roads in one year in Manitoba. It has to be a long-term plan.”

He added that, while upgrading roads to RTAC standards carries higher upfront costs, ongoing repairs, grading and patchwork maintenance on underbuilt roads can add up over time. Long-term investment is more cost-effective.

During discussion on the floor, delegates noted that Manitoba already has an RTAC network in place, but that gaps remain and that road designation and approved access can be as much a challenge as construction itself.

Speakers also cautioned that, without clear priorities, upgrades may not always occur in the areas most critical to agricultural hauling.

Young voices at KAP

The student presentation aligned with KAP’s broader emphasis on youth engagement and member-driven policy.

KAP leadership has pointed to increased student participation as part of efforts to connect long-term infrastructure and policy challenges with the next generation of producers and agricultural professionals.

The post Students push for Manitoba road upgrades appeared first on Manitoba Co-operator.

“When our producers are moving equipment down the road, they tend to move slower than regular traffic and require more room,” said Eichler.  “Farm traffic will be greatly increased at this time of year and our government encourages motorists to be aware and slow down when meeting agricultural equipment on our roadways.”

Eichler further noted that farmers also need to be considerate of other drivers and allow vehicles to safely pass when possible to maintain traffic flow.

Agricultural equipment operators need to:

• ensure all machinery is equipped with proper lighting, signage and reflectors when travelling on roadways, as required by The Highway Traffic Act;
• ensure lights, signage and reflectors are visible and clean;
• use a pilot vehicle when transporting oversized agricultural equipment;
• move equipment, whenever possible, during the day on secondary roads;
• ensure equipment will fit under power lines and on bridge structures (check width and height); and
• map out routes before transporting equipment and get appropriate permits from Manitoba Hydro and Manitoba Infrastructure when applicable.

Motorists need to:

• slow down when approaching farm equipment as it is often travelling at reduced speeds and taking up considerable amount of room on roadway;
• pay attention to turn signals and possible lane changes;
• only pass when the operator of the equipment knows the intentions or it is clearly safe to do so; and
• be patient.

The post Be safe and be ready to share the road with farm traffic appeared first on Manitoba Co-operator.

Make it safe

Poor maintenance of equipment such as brakes or tires can lead to loss of control of the vehicle. Check all tires for air pressure, cuts, bumps and tread wear. Always lock brake pedals together for highway travel as sudden braking at high speeds on only one wheel could put the tractor into a dangerous skid. Equip heavy wagons with their own independent brakes.

The No. 1 cause of farm-related fatalities in Canada is machinery rollovers. To minimize the risk of severe injury or death to the operator, all tractors need rollover protective structures. But operators should always wear a seatbelt as rollover protective structures are ineffective in a rollover without this restraining device.

Make it visible

Equipment must be clearly visible and have proper lighting and signage. Use reflective tape and reflectors in the event that large equipment is required to travel in dim lighting conditions. In Canada, reflective material should be red and orange strips. You can purchase reflective tape in kits or by the foot at local farm or hardware stores.

Dust-covered signage and lights make farm machinery less visible to motorists and dust-covered machinery causes poor visibility for the operator, who may not see oncoming traffic.

Regulated requirements for lighting and signage on public roadways include the use of a slow-moving vehicle sign on equipment travelling less than 40 kilometres per hour. The sign must be properly mounted, clean and not faded.

Plan the route

Routes should be planned to ensure equipment will fit on all roads and bridges and that there are no low-hanging power lines along the route. If equipment is too wide to fit safely into one lane, approaching traffic could clip the machinery or become blocked while crossing a bridge. Use a pilot vehicle as a guide for large machinery and to warn motorists of oncoming large equipment.

It is highly recommended that equipment be moved during high-visibility daylight hours and during periods of light traffic.

If your route takes you across a rural railway crossing, be aware some crossings have poor visibility. Always stop and make sure the way is clear before crossing.

The people factor

Anyone moving equipment, especially on public roads, should be trained in how to use the equipment. Inexperienced operators can make mistakes when they are not used to the speed and manoeuvrability limitations of farm equipment. It is advisable to read the operator’s manual for each machine and observe any precautions indicated for road travel. Some tractors can free-wheel in higher gears, which can be very dangerous when travelling down a hill. Use lower gear ranges when climbing or descending hills.

Never take extra riders on equipment. Extra riders on farm equipment are a distraction to the operator and are at risk of falling off the machinery and being run over. Each person in the machine should be secured with a seatbelt.

Safe driving tips

Farm machinery operators can make road travel safer for themselves and others by observing safety precautions. Travel at a speed that will allow the operator to maintain full control at all times. Slow down when making turns or rounding curves. If needed, pull over when there is a suitable area to allow backed-up traffic to pass. Make sure the area is sufficiently wide and solid enough to handle the equipment.

Never use a cellphone while transporting equipment. The distracted driving law, along with all other rules of the road, is in full effect while driving farm machinery on public roads and highways.

The post Moving equipment is a high-risk operation appeared first on Manitoba Co-operator.

Manitoba government release

Under changes to the Highway Traffic Act (HTA) that went into effect Oct. 10, motorists will no longer be required to report collisions involving property damage to police, except under certain circumstances, Attorney General Andrew Swan, minister responsible for Manitoba Public Insurance (MPI), has announced.

These changes respond to a request from the Manitoba Association of Chiefs of Police to streamline the accident reporting process so they can better utilize their resources, said Swan. Law enforcement officers have told us their resources could be directed to other areas in order to best serve the public.

Manitoba drivers will only be required to report to police if a collision involves: a fatality, serious injury, unlicensed drivers or vehicles, unidentified vehicles (for example, hit and run, failure to exchange particulars), the suspected use of drugs or alcohol.

Vehicle damage resulting from suspected vandalism, attempted theft and theft must also still be reported to police, said Swan. A driver has seven days to make a police report from the time he or she was made aware the accident met criteria which require it to be reported to the police.

If a driver or vehicle owner fails to make a police report when required, a passenger in the vehicle at the time of the accident must make the report.

To assist its claims customers in complying with the new reporting requirements, MPI staff will inform those reporting claims if they are required to file a police report.

The post New Accident Reporting Rules appeared first on Manitoba Co-operator.

After all, trucks are not only a fact of rural life, they are for many, a necessary all-purpose vehicle. You don’t see many farmyards across this province that don’t have at least one light-duty truck parked in the driveway.

Compare Manitoba Public Insurance statistics with population numbers and you find that nearly one-quarter of rural Manitobans are roaming around in a truck. That’s compared to only nine per cent of the city slickers living inside the Perimeter.

JUST DO IT

So when the time comes to replace your transportation, you head down to your favourite dealer and just do it, especially when you can write it off against the family business.

I’m not part of that crowd. For me, a truck is a luxury item, allowing my family to pursue our passion for equine sports. Getting a “new” truck in 2007 meant replacing my 1983 Chevy half-ton with a 1995 Dodge Ram 2500 V10 4×4.

Even so, we took palpable pleasure in upgrading to a 12-year-old truck over one of antique vintage. Wow, power windows. Heat – woohoo! Whoops, no brakes. You get my drift.

So when the opportunity arose for me to drive a 2011 Ford F150 4×4 equipped with the newly launched EcoBoost V6 engine and all the bells and whistles for a few days, I have to say I was intrigued – from a purely journalistic perspective, of course.

Ford has realized – and I’m sure the rest of the manufacturers aren’t far behind – that life has changed for country folks, arguably their most reliable demographic.

TIMES HAVE CHANGED

Back in the days when gas was cheap and distances were shorter, fuel economy ranked relatively low on the scale of priorities for truck shoppers. Far more important was whether it could haul that load of steers to the auction mart, buck the snowdrifts, and whether it was roomy enough to carry kids and their assorted hockey gear.

But trucks that once went a few miles to town for the mail, or to stop by the elevator to pick up another jug of herbicide are now making 20-, 30-and even 50-mile round trips to town, in addition to all their other towing, pulling, and assorted duties around the farm. Heck, running supper out to the Back 40 these days could take you into the next township.

Fuel economy is a much bigger concern – even when you’re using purple gas.

Now I realize entering a discussion about fuel-efficient transportation when you habitually load the epitome of fuel efficiency – a horse – onto a trailer and haul it someplace else so you can ride around in little circles seems a bit contradictory. But you keep quiet about that, and I’ll spare you my rant on snowmobiles.

So far, the truck manufacturers’ answer to this combined challenge of towing torque and fuel economy has been the diesel engine.

GAS GUZZLERS

Generally speaking, they are a genuine improvement over the gas guzzlers. My father will tell anyone who will listen there was never a better engine made than the Dodge Cummins diesel. But they are expensive to buy, costly to maintain and they tend to be a bit sluggish. As some would say, you have to write ahead to pass.

Anecdotal reports from fellow truckers on the horse-show circuit suggest my old Dodge V10 gas engine, which gets a whopping nine miles per gallon when towing a trailer – 10 if you’re going downhill with the wind behind you. Stacks up pretty well against some of the other engines out there, diesel or otherwise. It’s no shirker in the pulling department either.

Now Ford has introduced its EcoBoost technology, a gas engine that boasts both power and economy.

“Truck customers should think of the EcoBoost truck engine as a gas-powered engine with diesel-type capability and characteristics,” said Jim Mazuchowski, Ford’s V6 engines program manager. “The twin turbochargers and direct injection give it the broad, flat torque curve that makes towing with a diesel so effortless – and hard acceleration so much fun.”

FUEL ECONOMY

Ford says this patented engine delivers fuel-economy gains of up to 20 per cent and a reduction of CO2 emissions of up to 15 per cent compared to larger, less-efficient engines. According to Ford, it has more than enough juice to tow a fully loaded three-horse trailer or a 30-foot boat.

It also ranks higher in its towing capacity than the 5.3L to 5.7L V8’s made by its competitors in the light duty truck market.

The fuel economy for the 3.5 litre V6 4×2 model is rated at 22 miles per gallon on the highway and 16 in the city combined with 365 horsepower, torque of 420 pounds, a maximum towing capacity of 11,300 pounds and a maximum payload of 3,060 pounds.

I was curious to check out this fuel economy claim for myself. So I burned up a tank of fuel over the course of a weekend on straight highway driving with no trailer attached.

They lied. Instead of 22 mpg, I was getting 23 mpg and sneaking close to 24 mpg, provided I behaved myself and set the cruise control at just under the speed limit. And I was driving the 4×4 model.

ACCELERATE

I had some assistance in this test drive from a male co-pilot, who insisted we needed to check out its acceleration capacity, because, you know, on busy two-lane highways like we have in rural Manitoba, you can’t waste time when passing other vehicles.

This truck passed that test with flying colours.

But how does it tow?

The week-long test drive coincided with a scheduled trip to the vet for one of my horses. Backing up to hook up the trailer was a breeze with the rearview assist screen. It must be noted, however, that I manage just fine with my other truck, and that’s with a slide-in camper blocking my view. I could see those skills dissipating rapidly with this kind of technology at my disposal.

Pulling onto the highway I had the sense that I was in a little truck towing a big load. But to be fair, I’m accustomed to a three-quarter ton.

This little engine picked up highway speed with no complaints. The fuel consumption increased, but still came in at a respectable 13 mpg.

For the record, it looks pretty sharp too. Parking a decked-out $65,000 truck in my driveway for a few days had the neighbours speculating that I’d either experienced a change in my social status – or my social life.

Ford might be onto something here. I could see this vehicle having appeal in the traditional light-duty truck market, whether it is with farmers or recreational haulers.

My advice to Ford would be to buy lots of advertising, especially in farm newspapers. But maybe wait until next year. I have a hunch the best target for marketing new trucks this year will be to people who have boats.

laura@fbcpublishing

The post Truckin’ Around In A New Ford F150 EcoBoost appeared first on Manitoba Co-operator.

“By simply tapping open our App on your iPhone screen and clicking the “request for assistance” button, we will quickly receive your request for service and your location through GPS technology,” says Frank Fotia, vice-president of insurance, automotive, and corporate affairs for CAA.

The Canadian Automobile Association Roadside App can be downloaded for free on the iTunes App Store.

The CAA Roadside App automatically submits the member’s number to the CAA/AAA roadside assistance team. It also allows members to tailor their assistance requests to provide a specific address, to provide additional information about their location, to identify special characteristics or features of their vehicle, or any other circumstance that our drivers can take into account before they arrive.

Motorists also have the option of using the App to call CAA directly.

The App was co-developed with the American Automobile Association (AAA), so it supports both CAA and AAA members who require assistance anywhere in Canada or the United States.

The post IPhone App Brings Roadside Assistance Running appeared first on Manitoba Co-operator.

“The way we know Greyhound now is not the way we’ll know Greyhound in the future.”

– manitoba government spokesperson

Greyhound buses continued to roll this week as talks continued between the company and the province on ways to keep the carrier operating in Manitoba.

The government is offering an as-yet undisclosed package of route reductions and financial assistance. In return, Greyhound last week dropped its threat to cancel bus service in the province after Nov. 1.

But the province is resigned to seeing fewer routes and less service for Manitoba in the future, a provincial spokesperson said.

“The way we know Greyhound now is not the way we’ll know Greyhound in the future,” said the spokesperson for Transportation Minister Ron Lemieux.

Both sides met October 27 and agreed to continue negotiations. No timeline for an agreement has been set. Greyhound says it will continue operating in the interim.

DEADLINE LIFTED

Greyhound earlier threatened to discontinue bus service in Manitoba October 2. It lifted that deadline and later moved it to November.

Greyhound is demanding financial aid from Ottawa and the provinces to help stem losses on unprofitable routes. The carrier says it loses $15 million a year on passenger service in Canada, including $4 million in Manitoba.

Greyhound says it is looking for financial help from Ottawa and all the provinces. But the carrier is targeting Manitoba because, it says, the province has more unprofitable routes than any other one.

The federal government has said it will not help. But Lemieux said he will continue to press Ottawa on the matter because this is an issue of national importance.

The company admits not running buses in Manitoba would effectively balkanize service throughout Canada. Buses coming from both the East and the West would have to stop at the Manitoba border and not continue on through.

LOST SERVICE

The prospect of losing Greyhound service has alarmed many rural Manitoba residents who depend on the bus to travel to Winnipeg and Brandon for medical appointments and other purposes. Greyhound serves about 150 communities in the province.

The Association of Manitoba Municipalities recently asked the Federation of Canadian Municipalities to ask Ottawa to intervene.

The dispute comes at a time when industry officials claim Canada’s passenger bus system urgently needs overhauling.

Government should deregulate the private-sector bus industry and partially subsidize routes to rural and remote communities, Don Haire, president of Proteus Transportation Inc. and an adviser to the Canadian Bus Association, said in a recently published commentary.

Intercity bus service is federally regulated in Canada but Ottawa delegates regulatory authority to the provinces. The Manitoba regulator is the Motor Transport Board. It licenses Greyhound for routes and fees with the understanding that the carrier use money from profitable routes to offset losses from unprofitable ones. ron@fbcpublishing.com

The post Greyhound Lifts Threat To Suspend Manitoba Service appeared first on Manitoba Co-operator.

“It’s going to affect everybody.”

– DOUG DOBROWOLSKI, AMM

Ahigh-stakes showdown between Greyhound Canada and the Manitoba government continues amid threats by the carrier to shut down its bus service in the province completely.

Provincial officials were scheduled to meet with Greyhound this week to discuss the company’s demands for a $15-million bailout to help stem its financial losses on rural routes throughout the nation.

If it doesn’t get the money, Greyhound says it will cease operations in Manitoba Oct. 2.

The move would effectively balkanize bus service in Canada. Buses coming from both the East and the West would have to stop at the Manitoba border.

Greyhound has also given notice it will cease bus service in northwestern Ontario Dec. 2.

“The national structure would be broken in the middle of the country,” acknowledged Stuart Kendrick, senior vice-president of Greyhound Canada.

The prospect of losing bus service in rural Manitoba has alarmed its citizens and the Association of Manitoba Municipalities.

Greyhound serves about 150 communities in the province. Many residents in rural and remote areas depend on the bus to travel to Winnipeg and Brandon for medical treatment and other purposes, said Doug Dobrowolski, AMM president.

“It’s going to be very devastating and it’s going to affect all ages. It’s going to affect everybody,” he said.

Dobrowolski last week asked the Federation of Canadian Municipalities to lobby Ottawa to intervene in the matter, calling it a national issue.

Kendrick said Greyhound is looking for financial assistance from Ottawa and all the provinces, not just Manitoba.

But the carrier is targeting Manitoba for terminating service because it has more unprofitable routes than any other province, he said.

Intercity bus service is federally regulated in Canada but Ottawa delegates regulatory authority to the provinces. The regulator in Manitoba is the Motor Transport Board, which hears applications for fee increases and route changes. The board licenses Greyhound with the understanding that it use money from profitable routes to offset losses on unprofitable ones.

Greyhound has periodically asked for and received permission to cancel routes it deems unprofitable. But its losses now are such that it’s all or nothing in Manitoba, said Kendrick.

He would not say exactly how much money the company is losing in Manitoba before meeting with the province Sept. 16. Greyhound officials were also scheduled to meet with other western provinces this week to press their $15-million request.

Kendrick said Greyhound was forced to go to the provinces after federal Transport Minister John Baird rejected the company’s appeal.

The $15 million would be a temporary band-aid to keep routes operating for 12 to 15 months until a long-term solution to Greyhound’s declining ridership and revenues are solved, he said.

Manitoba Infrastructure and Transportation Minister Ron Lemieux said he could not agree to help subsidize Greyhound without knowing exactly how much the carrier is losing and where.

“I’m responsible for the public purse. I’m responsible for taxpayers’ dollars. I’m not going to sign a blank cheque to an international corporation without having some proof or evidence that there’s something wrong with what’s happening in bus transportation,” Lemieux said.

“I’ve asked them repeatedly and they’re not giving us that. They’re just saying, we don’t care how you cut it up, we just want $15 million from the federal, provincial and territorial governments.”

Kendrick denied Greyhound is using bullying and blackmail tactics, as Baird and others have alleged.

“We’re not here to bully anyone. In fact, just the opposite. We’re trying to maintain a national network.”

Kendrick said deregulation is one solution to an industry suffering from falling ridership and lower revenues.

But Lemieux said Greyhound has a monopoly to operate in Manitoba and must accept the conditions that go along with that. ron@fbcpublishing.com

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