But attention isn’t anything new for Walmart. The project that earned Buna his nomination entered the media spotlight when the retailer introduced its supercube transport trailer to the public.

The supercube is a longer, lower trailer which can carry 30 percent more cargo. It’s mated to a cab-over-engine (COE) tractor with a dromedary (aka drome) box behind it. The drome holds four pallets, (about 10 percent of a trailer load) meaning the combined unit can haul 40 percent more cargo in one trip.

While longer trailers aren’t anything new—LCVs (long combination vehicles) are on the roads in a number of provinces—the combination of the longer trailer, which measures 18.4m (60ft, 6in), and the shorter tractor means the full rig is the same length as a standard tractor-trailer.

Michael Buna, Walmart Canada

“It’s not just a 60ft, 6in trailer,” says Buna. “There’s more to it than just that. We have LED lighting in it. We have low-friction tires. We have an aerodynamic drag system put on it with skirting and cab fairings. The hydraulic system that raises this trailer to bring it up to loading-dock height means we don’t need to have our vendors or our stores modify their loading-dock height to be able to work with this. It’s quite a tricked out set of wheels.”

Mississauga, Ontario-based Innovative Trailer Design (ITD) designed the hydraulic system that raises the trailer to dock height, the sliding drome box—which permits the tractor’s storage unit to move directly against the dock during loading and unloading operations—and the trailer itself. Walmart also worked with Ontario’s Ministry of Transportation (MTO).

The project began in March 2012, when Buna devised the concept. By November 2012, the company had MTO approval to run a pilot project and had the trailers and one truck ready to roll.

When the company unveiled the new trailer and the modified tractor (a 2003 model purchased used, since COE tractors are no longer manufactured in North America), the new design caught the attention of the trucking industry and the worldwide media.

Some of that attention, however, was less than positive. Representatives of the trucking industry in Ontario expressed concerns about how the pilot project was going to operate. Walmart owns the trailers, which it purchased from ITD, but the truck hauling them is owned by one of the company’s transportation partners.

“I guess there was a misunderstanding that Walmart was the one actually handling the trailer. We don’t actually own any tractors. We don’t have our own private fleet in Canada. Everything we do is through a third party. I think it was more of a misunderstanding that Walmart was actually going to be operating this equipment, when a third-party carrier would be operating this equipment and they would be the ones that would be held permitted with the equipment and be reporting into the MTO. If you’re asking me what was the biggest hurdle, that was it: channels of communication.”

The pilot, which allows the supercube to travel between the regional DC in Mississauga and a test store in Belleville, approximately 200km away, is expected to run for one year. “Our goal is to get it put into regulation. And not have it on a permit program.”

Buna’s other goal is to expand the program outside Ontario. Walmart has already entered into discussions with other provinces. In particular, Buna said the company would like to use them at the Calgary, Alberta distribution centre.

For complete MM&D coverage of the Walmart Supercube story click here.

FROM THE MM&D PRINT EDITION

Looks, however, are often deceiving. The racking, which was visible to motorists on Ontario’s Highway 401 between Toronto and Mississauga, is actually the strong core of an automatic storage and retrieval system (AS/RS) built by Conestoga Cold Storage.

The Kitchener, Ontario-based company is a cold storage and distribution operation offering warehousing, trucking, storage, blast freezing, case picking, and import/export services to the frozen food industry. To offer those services efficiently, the company turned to automation with a hands-on approach. “We’ve actually been designing, building and installing our own stacker systems since 1980, said Conestoga president Greg Laurin in an interview conducted before the new AS/RS was complete. “Right now we’ve got 10 robots operating in Ontario, and we’re going to be adding an additional three with this expansion.”

Gavin Sargeant, vice-president of automation, says building its own systems is so important that Conestoga employs staff for that purpose alone. “The internal building group is dedicated to doing buildings specifically for us, so we have the expertise in engineering, in project management, system design, even programming the robotics, all in-house. It allows us to be very specific and very streamlined in getting these buildings up and running.”

This time, however, Conestoga tried a new approach. “For this building we’re working with other suppliers for the first time to get some different ideas,” said Laurin. “We actually spec all the equipment, all the rack design and then we have it built to our specifications.” Conestoga purchased racking for the AS/RS from Long Valley, New Jersey-based Frazier Industrial Company.

The size and scope of the construction are also new territory. “This is a large project. It’s one of largest projects we’ve done in one hit,” said Sargeant. “We’re putting three AS/RS robots in it. The initial building is about 500-ft long, so the length of the aisles is 500ft and the building itself is about 125-ft tall. This is the first building we’ve done at 125ft, so we’re increasing our cube utilization and our efficiency of land use by going higher,” added Laurin.

Construction began in May 2012 and phase one was completed by January 2013. The AS/RS added 10,000 pallet positions. Phase two, an extension large enough for 5,000 pallets, will begin in the spring. It will be erected so the two units can be joined and turned into a single AS/RS.

“What we do is we run the [phase one] aisle down 500 ft and we’ll cap a wall off on it,” explained Laurin. “Then in the spring, when the ground is thawed, we’ll continue on with the concrete slab. We’ll build the [additional] rack and enclose the building. Then we’ll cut a hole in the end of the building and drive the stacker right through towards the new part of the building.”

While punching holes in walls and joining two buildings seems daunting, Sargeant said it is fairly simple. “We make preparations for that during the building process. We make [it possible] for the racking of the extension to tie into the existing racking. The only time when we have to stop things and affect the operation of the existing building is when we cut that panel out in the middle and tie the two buildings together.”

The AS/RS stores frozen food at -18ºC. Inside the freezer, three robotic cranes process over 50 pallet transactions per hour each. They can pick two pallets at a time from a two-deep racking layout up to 100ft in the air.

They also operate completely in the dark. The only lighting in the building is emergency and task lighting in case the AS/RS needs repairs or a pallet needs to be checked manually. Laurin and Sargeant say the money saved on lighting plus other features—such as doorways with small entrances to prevent too much cold air from escaping and too much warm air from entering, and small roofs that reduce the amount of heat loss—make the AS/RS units much more energy efficient than traditional cold-storage facilities.

Update: As of May 2013, construction has begun on the second phase of the AS/RS, and once again, racking is visible to 401 commuters.

• 

  The first of two new AS/RS freezers was completed in January 2013

• 

  A second AS/RS will be built at the same location.

• 

  The two structures will be adjacent to one another.

• 

  When the second is completed, the walls between them will be knocked down.

• 

  Then the two units will become one AS/RS

FROM THE MM&D PRINT EDITION

Minister of transport, Denis Lebel, made the announcement today, saying the move made sense.

“Since vessels from Canada and the United States routinely travel in both countries’ waters, aligning our regulations is the logical thing to do.”

Officially the changes being proposed fall under the Regulations Amending the Vessel Pollution and Dangerous Chemicals Regulations. The new regulations would follow the standards set out under Annex VI of the International Maritime Organization’s (IMO) International Convention for the Prevention of Pollution from Ships (MARPOL).

The changes would apply to all vessels operating in Canadian territory and waters, the country’s exclusive economic zone (an area of the sea adjacent to and beyond the territorial sea, extending out to 200 nautical miles from the baselines) and to all Canadian ships operating around the world.

The purpose of the new measures is to “prevent deliberate, negligent and accidental discharge of vessel-source pollutants”. The main changes are:

• The adoption of air emissions standards known as the North American Emission Control Area, which the US already employs. The new standards are expected to reduce sulphur oxide emissions by 96 percent and nitrogen oxides by 80 percent.
• Using new efficiency standards which are designed to make new vessels 30 percent more energy efficient by 2020. Older vessels will also be required to have energy efficiency plans.
• The creation of a new air emissions regime for Canadian vessels sailing the Great Lakes and the St Lawrence Seaway that will implement strict sulphur oxide controls by 2020.
• The requirement that marine diesel engines installed after January 1, 2016 be certified to recognize US or international environmental standards.
• A new rule on greywater discharge which states there must be no release of solids and nothing released that will cause a sheen on the water.
• An updated standard on how oil is transferred between tankers. This standard will be in alignment with IMO pollution prevention rules.

In addition to the new federal rules, Canadian shipowners whose vessels operate in the Great Lakes and Saint Lawrence are facing changes proposed by the US EPA.

The commitment is part of a long-term contract which will see Quebec Stevedoring provide terminal, warehousing and stevedoring services for the Los Angeles, California-based producer of wood chips, wood pellets and nitrogen fertilizers.

Rentech also signed a deal with CN to transport wood pellets from Wawa, Ontario and Atikokan, Ontario to the port. The company expects to lease more than 200 covered hopper rail cars from third parties to transport the pellets.

The deals are part of a larger, strategic move by Rentech that involves both the US$60 million purchase of Augusta, Georgia-based Fulghum Fibres Inc, a wood chip processor and the announcement of two ten-year supply agreements described by the company as “take-or-pay contracts”.

The first is with Drax Power Limited, which operates the coal-burning Drax Power Station located in Selby, North Yorkshire, UK. Drax is spending $1 billion to convert the plant to burn biomass and expects to need seven million tonnes of wood pellets to fuel the station by 2017. Rentech has a signed, ten-year contract to supply Drax with 400,000 tonnes of pellets annually.

The second deal is with Ontario Power Generation (OPG), the main producer of electricity in the province. OPG is phasing out the use of coal in its plants and has signed a ten-year agreement with Rentech for 45,000 tonnes of pellets annually with the option to increase that amount to 90,000 tonnes annually.

In order to supply Drax and OPG, Rentech is acquiring and reopening two decommissioned fibre mills in northern Ontario. It has purchased a former oriented strand board processing mill from Weyerhaeuser in Wawa, Ontario and a former particle board processing mill from Atikokan Renewable Fuels in Atikokan, Ontario.

After being converted for the production of pellets, the Wawa facility is expected to product 360,000 metric tonnes annually, with the full output being delivered to Drax. The first shipment from this plant is scheduled for Q4 2014. The plant, which will employ 40 full-time workers, will require 710,000 tonnes of source material, which is wood fibre derived from timber harvested on Crown lands.

The Atikokan facility, which is located 18km from an OPG station, is expected to produce 125,000 tonnes of pellets annually, to be split between OPG—which will take 45,000 tonnes annually (with an option for 45,000 tonnes more)—and Drax. The first load from this facility is expected to ship in Q1 2014. Twenty-five full-time positions are expected to be created at Atikokan, and the plant will require 250,000 tonnes of source fibre. An agreement is in place between Rentech and Great North Bio Energy to work with local First Nations communities in the development and operation of the Atikokan project.

CWT Commodities USA, the Garden City, New York-based subsidiary of Singapore-headquartered CWT Commodities Pte Ltd, has been hired to provide logistics advisory services related to the shipment and handling of the pellets.

By purchasing Fulghum, Rentech acquires expertise in the area of wood pellet production, which will be applied to the Ontario pellet production.

Documents obtained by the Canadian Press show Canada is pushing hard to outlaw the discharge of oily wastes or garbage anywhere in the North.

Canada’s proposal, during negotiations for a mandatory global shipping code in the Arctic, has won the support of several countries including Germany and France—whose citizens often criticize Canada over issues of climate change and management of wildlife such as seals and polar bears.

“Canada actually took quite good leadership on this issue,” said Lars Erik Mangset of the World Wildlife Fund, which was an official observer at the talks held late March in London.

Countries belonging to the International Maritime Organization have been working to thrash out a mandatory code of conduct for shipping in Arctic waters, as climate change makes the formerly ice-choked seas more accessible. The talks involve everything from the safety of sailors and construction standards for ships, to rules to protect the delicate Arctic environment.

Forecasts suggest Arctic shipping will continue to grow over the coming decades in both volume and type—everything from huge ore carriers to cruise ships carrying thousands of tourists.

Last September, an informal meeting in Washington of countries involved in the talks produced a document outlining minimum standards on environmental protection.

“It aims quite low,” said Mangset in an interview from Oslo, Norway.

In London, Canadian negotiators proposed much higher standards, based on Canadian legislation that has been in place since 1970. Those rules—similar to those in place for the Antarctic—forbid discharging oil, oily waste, or any kind of garbage into Canadian Arctic waters.

“The Canadian and Antarctic experience demonstrates that a zero discharge standard is practicable,” says the Canadian proposal.

“The Canadian experience also shows that it is not a significant barrier to cost-effective shipping, for purposes ranging from community supply to resource development and limited but growing through-traffic.”

Transport Canada, the department responsible for the negotiations, said the proposal is intended to ensure standards around the circumpolar world match those already in place in Canada.

“Canada continues to support the development of an international polar code that will provide an equivalent level of safety and environmental protection to our law,” said spokeswoman Kelly James.

Although Canada’s proposal was not formally tabled, it garnered enough support to make its way into recommendations that will now go meetings of the Marine Environment Protection Committee.

Those recommendations suggest dumping oil, oily waste or garbage into any part of the Arctic be against international law.

The next talks take place in May.

Although the polar code was supposed to be in place already, Mangset said the earliest talks could end is 2014, followed by an 18-month implementation period.

Shippers now operate in the Arctic under guidelines developed by the International Maritime Organization, as well as a welter of rules and benchmarks developed by other bodies.

The polar code, being negotiated under the auspices of the International Maritime Organization, is intended to bring all those issues under the same agreement.

Documents obtained by The Canadian Press show Canada is pushing hard to outlaw the discharge of oily wastes or garbage anywhere in the North.

Canada’s proposal, during negotiations for a mandatory global shipping code in the Arctic, has won the support of several countries including Germany and France—nations that often criticize Canada over the issues of climate change and management of wildlife such as seals and polar bears.

“Canada actually took quite good leadership on this issue,” said Lars Erik Mangset of the World Wildlife Fund, which was an official observer at the talks held in late March in London.

Countries belonging to the International Maritime Organization have been working to thrash out a mandatory code of conduct for shipping in Arctic waters as climate change makes the formerly ice-choked seas more accessible.

The talks involve everything from the safety of sailors and construction standards for ships to rules to protect the delicate Arctic environment.

Forecasts suggest Arctic shipping will continue to grow over the coming decades in both volume and type—everything from huge ore carriers to cruise ships carrying thousands of tourists.

Last September, an informal meeting in Washington of states involved in the talks produced a document outlining minimum standards on environmental protection.

“It aims quite low,” said Mangset in an interview from Oslo, Norway.

In London, Canadian negotiators proposed much higher standards, based on Canadian legislation that has been in place since 1970.

Those rules—similar to those in place for the Antarctic—forbid discharging oil, oily waste, or any kind of garbage into Canadian Arctic waters.

“The Canadian and Antarctic experience demonstrates that a zero discharge standard is practicable,” says the Canadian proposal.

“The Canadian experience also shows that it is not a significant barrier to cost-effective shipping, for purposes ranging from community supply to resource development and limited but growing through traffic.”

Transport Canada, the department responsible for the negotiations, said the proposal is intended to ensure standards around the circumpolar world match those already in place in Canada.

“Canada continues to support the development of an international polar code that will provide an equivalent level of safety and environmental protection to that of our law,” said spokeswoman Kelly James.

Although Canada’s proposal was not formally tabled, it garnered enough support to make its way into recommendations that will now go meetings of the Marine Environment Protection Committee.

Those recommendations suggest dumping oil, oily waste or garbage into any part of the Arctic be against international law.

The next talks take place in May.

Although the polar code was supposed to be in place already, Mangset said the earliest talks could end would be 2014, followed by an 18-month implementation period.

Shippers now operate in the Arctic under guidelines developed by the International Maritime Organization, as well as a welter of rules and benchmarks developed by other bodies.

The polar code, being negotiated under the auspices of the International Maritime Organization, is intended to bring all those issues under the same agreement.

The 94-car mixed cargo train was headed south near Parkers Prairie en route to Chicago, Illinois, when it lost air pressure and went into an emergency braking mode, the Otter Tail County sheriff’s office said. Fourteen tankers derailed. Three either leaked or spilled oil. No one was hurt, and a spokesman for the state’s pollution control agency said crews were able to control the spill.

It is estimated between 76,000 to 113,000 litres (20,000 to 30,000 gallons) leaked onto the ground, Minnesota Pollution Control Agency spokesman Dan Olson said.

The spill was contained in a field and ditch in a rural area, and the cold weather helped keep the spill contained and prevented oil from moving down the ditch or into the ground, Olson said.

One heavily damaged car spilled much of its 98,420 litres (26,000 gallon) load, Olson said. He said the oil was “just oozing out” in the cold.

Because the ground is frozen, there’s no threat to water, Olson said. Initial recovery efforts likely will take a day or two, and excavations then will be done to determine if any oil leaked into the soil, he said.

The railroad was cleaning up the spill, CP spokesman Ed Greenberg said.

While the spill appeared to be under control from an ecological standpoint, it could play a role in the politics surrounding the Keystone XL pipeline, which would transport oil from tar sands in Canada to refineries in Texas.

Environmentalists have criticized the proposal, saying that a pipeline could be prone to spills and would ensure that the carbon-laden tar sands are fully developed.

A recent analysis from the State Department seemed to knock down one of their arguments, by saying that when it comes to global warming, shipping the oil by pipeline would release less pollution than using rail.

Greenberg said he did not know if the oil that spilled from the oil sands.

“This is an exciting time for EVI, and consumers worldwide”, noted Ricky Hanna, president and CEO of EVI.  “We’re proud to provide a commercial zero emission solution for today’s goods movement industry that sets the stage for stable and sustainable fleet management for decades to come.”

Most recently, EVI was recognized by California’s governor for manufacturing and delivering over 15 trucks a month for UPS’s landmark 100-vehicle purchase order. EVI has manufactured and successfully deployed 50 of those medium duty trucks to date and employs roughly 60 staff in its Stockton, California facility.

Freightliner Custom Chassis Corporation (FCCC) has joined forces with EVI in an effort to Co-Promote its all-electric Walk-In Van, which is built on an FCCC chassis. As part of this effort, FCCC and EVI will jointly work together to target electric vehicle compatible fleets. FCCC will display EVI’s Walk-In Van in Freightliner’s booth at the Association for The Work Truck Industry (NTEA) trade show next month.

“FCCC has been a longtime leader in developing alternative-fuel propulsion chassis, and we see our work with EVI in the development of all-electric products as an important area of focus and opportunity,” said Bob Harbin, president of FCCC. “As you can see, EVI has experienced strong interest in this product, and we are excited about what the future holds for the development and expansion of all-electric products in the light- and medium-duty truck market.”

Several states including California and New York and most recently the City of Chicago have begun offering much needed deployment incentives to companies willing to be early adopters of electric medium duty trucks. EVI, realizing a rich market opportunity, is also currently considering expanding its enterprise in to the Midwest over the long-term so we can continue growing our customer base. The company is excited to be working with several industry leading companies actively looking to expand their electric vehicle fleets.

John Boesel, president and CEO of CALSTART noted that states with policies in place which incentivize clean transportation technology are rapidly reaping the environmental and economic rewards involved. “It’s heartening to see companies like EVI which take full advantage of these financial incentives succeed on so many levels.  Indeed, they are the ones setting the stage for a clean transportation future.”

As EVI and the industry continue to grow, the company seeks the best innovative products at the most competitive pricing. Accordingly, EVI will be inviting all perspective vendors to submit a competitive bid for these products: Motors, Controllers, Charging systems, EVSE (Electrical Vehicle Supply Equipment), Die Casting and Metal fabrication.

If you are not currently a supplier to EVI and would like to be considered please send a request to rakesh.koneru@evi-usa.com. In addition EVI will be strategically sending out request for quotes to specifically targeted suppliers that have proven technology.

Notbox North America, the South Carolina-headquartered offshoot of The Notbox Company, bills its packaging as an eco-friendly alternative to cardboard boxes.

According to the company, the collapsible containers are supposed to be twice as strong as standard tri-walled cardboard boxes, and have been compression tested to hold up to 35kg (77lbs) without bowing or breaking. They are made from recyclable materials, including non-woven polypropylene (which is used as the exterior wrapping).

The company’s other eco-friendly claim is that the production of Notboxes helps reduce carbon emissions. Notbox says, “the manufacturing process of 20 typical-size, single-use cardboard storage boxes produces over 32lbs of C02 emissions. The same size Notbox can be used at least 20 times and produces less than seven pounds of C02 emissions.”

When folded the boxes measure four centimetres (1.5in) in depth. They come in a variety of sizes, colours and configurations. Options include Velcro closures, zippers, shoulder straps, side handles and partitions. Insulated versions can keep contents chilled for up to four hours. All boxes can be branded with corporate logos or graphics.

Thomas Hellman, chair and president of Notbox North America says businesses should expect customers to start demanding greener packaging alternatives.

“Consumers will place a greater value on recyclability and the perceived ‘greenness’ of packaging and increasingly demand proof of sustainability claims, such as lifecycle analysis data and carbon footprint exposure,” he said.

“They want lower costs, fewer toxins, less guilt, and more incentives connected to the products they buy.”

Shelley Slaughter, who is based in British Columbia, is vice-president, North America and has responsibility for the Canadian market.

Federal environment minister Peter Kent announced that Ottawa is aligning its fuel efficiency and greenhouse gas (GHG) emissions standards with those already set by the US government for new on-road heavy-duty vehicles and engines.

The new regulations will become increasing more stringent for vehicles and engines produced between 2014 and 2018. The tighter standards will apply to a wide range of vehicles from semi-trucks to full-size pick-ups, to garbage trucks and buses.

According to a statement issued by the government, the new limits “will remain in full effect for all subsequent model-year vehicles, which will be required to adhere to the 2018 standard, and will result in GHG reductions of 19.1 megatonnes over the lifetime of the 2014-2018 model-year vehicles”.

Kent believes this new measures will result in a savings for commercial operators.

“With these tough new measures, GHG emissions from 2018 model-year heavy-duty vehicles will be reduced by up to 23 per cent,” he said. “The regulations will also lead to improved fuel efficiency. For example, a semi-truck operator driving a 2018 model-year vehicle will save up to $8,000 per year in fuel.”

Kent said Canada will continue to follow the lead set by the Americans when it comes to these types of environmental regulations.

“Our government continues to align our measures with the United States,” said Kent. “Since 2005, Canada has reduced its overall GHG emissions by 6.5 percent.”

Smart Fleet is a strategy built around six key initiatives:

• mandatory GPS tracking of trucks
• the development of green and sustainable solutions for the transportation industry (performed under the banner of the Clean Transportation Initiative)
• the creation of the Container Drayage Leadership Team (CDLT), which will allow terminal operators and other industry members to work together on solving drayage problems
• implementation of a truck licensing system review which will promote and enforce performance, safety and environmental standards
• continuation of the ongoing (Deltaport Terminal and South Shore Corridor Project) container capacity improvement projects

The goal of the three year Smart Fleet plan is to allow port officials, industry representatives and government personnel to work together to “drive performance, accountability and sustainability within the container drayage supply chain”.

“In 2012, container traffic at Port Metro Vancouver reached a new record of 2.7 million TEUs and that number will continue to grow,” said Robin Silvester, Port Metro Vancouver president and chief executive officer. “Given that a large proportion of container traffic moves to and from the terminals by truck, improvements to reliability and efficiency are vital.”

GPS

The port has concluded the GPS pilot program it began in 2012. Named the Container Drayage Efficiency Pilot Project, the trial saw 16 percent of the trucking fleet at the port operating under the truck licensing system (TLS) fitted with GPS transponder units.

Smart Fleet will see the pilot expanded and made mandatory. This should mean that instead of 300 trucks fitted with the devices, approximately 1,000 trucks—roughly half the local fleet—will carry GPS units.

“The expanded use of GPS technology will improve supply chain efficiency and help Canadian exports grow in dynamic and fast-growing markets overseas. By providing accurate, real-time traffic and routing information, this technology will reduce congestion around the port and ensure Canada’s world-class exports get to where they are in demand all over the world,” said Ed Fast, federal minister of international trade and minister for the Asia-Pacific Gateway.

Under the mandatory portion of the program “700 of the newest model year TLS-approved trucks (as of February 28, 2013) will be required to receive a GPS transponder unit to be installed in the truck. These GPS transponders will be provided by Port Metro Vancouver at no cost to the truck owner/company and installations will take place on the South Shore of Vancouver’s harbour at 2901 Commissioner Street, just outside of Port Metro Vancouver’s VACS Security Gate.”

Smart Fleet costs are being shared between Transport Canada, the British Columbia Ministry of Transportation and Infrastructure and Port Metro Vancouver.

Actually, before I post the photos I should tell you a bit about them and the circumstances under which they were shot.

It was late Thursday afternoon during the post-work/evening rush hour. We—I’ve been carpooling lately—were travelling our usual route—westbound along highway 401 and were in the vicinity of Mississauga, Ontario. Walmart’s Canadian HQ is south of the 401 in Mississauga, so I’ve been hopeful that I’d eventually catch a sighting of one of these cab-over-engine, drome box and larger capacity trailer combos.

What made this commute a bit different than those recently undertaken is that Southern Ontario is under the threat of SNOWMAGEDDON, or SNOWPOCALYPSE, or SNOWDOOM, or whatever the over-enthusiastic weather announcers and news anchors are calling the latest winter storm to blow up from the US. According to the forecasts, nearly 20cm of snow were expected to fall between late Thursday afternoon and Friday evening.

By this point in the day, it had been snowing for much of the afternoon, making the roads slushy and messy. On the highway red cars, blue cars and black cars had started to disappear, only to be replaced by dirty beige doppelgangers. Kicked-up road salt, melted snow, and sticky wet falling flakes were forming filmy cocktails and covering windshields in layers of grim that the wipers just couldn’t keep at bay.

The truck was in the middle lane and as we came upon it fairly quickly, so I only had a few seconds to recognize what it was, quickly grab a cell phone and start snapping pictures from the passenger’s seat—no officer, I swear, the driver had both hands on the wheel and was not operating the mobile device. That task was left up to the me in the co-pilot’s position.

And yes, in case you’re wondering, that’s just the fancy way of saying these photos were shot through dirty windows from a car motoring down the highway at somewhat-less-than-the-posted-speedlimit, all of which means they aren’t great photos. They’re just the best I could get under the given, somewhat unexpected circumstances. They’re also not so terrible (I hope) that they aren’t worth sharing. I know how much interest there is in this tractor trailer, and I thought you might like to see how it looks on the road.

Measurements taken by the the US Army Corps of Engineers last month show Lake Huron and Lake Michigan have reached their lowest ebb since record keeping began in 1918, and the lakes could set additional records over the next few months, the corps said. The lakes were 74cm (29in) below their long-term average and had declined 43cm (17in) since January 2012.

The other Great Lakes—Superior, Erie and Ontario—were also well below average.

“We’re in an extreme situation,” said Keith Kompoltowicz, watershed hydrology chief for the corps district office in Detroit, Michigan.

The low water has caused heavy economic losses by forcing cargo ships to carry lighter loads, leaving boat docks high and dry, and damaging fish-spawning areas. And vegetation has sprung up in newly exposed shoreline bottomlands, a turnoff for hotel customers who prefer sandy beaches.

The corps’ report came as shippers pleaded with Congress for more money to dredge ever-shallower harbours and channels. Shippers are taxed to support a harbour maintenance fund, but only about half of the revenue is spent on dredging. The remainder is diverted to the treasury for other purposes. Legislation to change that policy is pending before Congress.

“Plunging water levels are beyond anyone’s control, but the dredging crisis is man-made,” said James Weakley, president of the Cleveland, Ohio-based Lake Carriers’ Association.

Kompoltowicz said the Army corps might reconsider a long-debated proposal to place structures in a river to reduce the flow of water away from Lakes Huron and Lake Michigan, which are connected.

Scientists say lake levels are cyclical and controlled mostly by nature. They began a steep decline in the late 1990s and have usually lagged well below their historical averages since then.

But studies have shown that Huron and Michigan fell by 25cm to 40cm (10in to 16in) because of dredging over the years to deepen the navigational channel in the St Clair River, most recently in the 1960s. Dredging of the river, which is on the south end of Lake Huron, accelerated the flow of water southward from the two lakes toward Lake Erie and Lake Ontario, and eventually into the Atlantic Ocean.

Groups representing shoreline property owners, primarily in Lake Huron’s Georgian Bay, have demanded action to slow the Lake Huron and Michigan outflow to make up for losses that resulted from dredging, which they contend are even greater than officials have acknowledged.

Although the Army corps produced a list of water-slowing options in 1972, including miniature dams and sills that resemble speed bumps along the river bottom, nothing was done because the lakes were in a period of above-average levels that lasted nearly three decades, Kompoltowicz said.

The corps has congressional authorization to take action but would need money for an updated study as a first step, he said. The Detroit office is considering a funding request, but it would have to compete with other projects nationwide and couldn’t get into the budget before 2015.

“It’s no guarantee that we’re going to get it, especially in this budget climate,” Kompoltowicz said. “But there are serious impacts to navigation and shoreline property owners from this extreme event. It’s time to revisit this.”

Scientists and engineers convened by the International Joint Commission, a US-Canadian agency that deals with shared waterways, issued reports in 2009 and 2012 that did not endorse trying to regulate the Great Lakes by placing structures at choke points such as the St Clair River. The commission has conducted public hearings and will issue a statement in about a month, spokesman John Nevin said.

Roger Gauthier, a retired staff hydrologist with the army corps, said a series of “speed bumps” could be put in the river at a reasonable cost within a few years. Without such measures, he warned, “it would take years of consistent rain” to return Lake Michigan and Lake Huron to normal.

“Our large land mass, cold climate and resource-intensive economy make us less likely to rank highly on some indicators of environmental sustainability, but many of our poor results are based on our inefficient use of our resources,” said Len Coad, director, director, energy, environment and technology policy. “Canada must promote economic growth without further degrading the environment. Encouraging more sustainable consumption is crucial to achieve that objective.”

A 15^th-place ranking, the same as in 2009, puts Canada ahead of Australia and the US. These three countries are similar: they are three largest countries in terms of land area, and they are the most resource-intensive economies in the Organisation for Economic Co-operation and Development. Canada does show some excellent environmental results, said the Conference Board. Forests are generally well-protected and well-managed, while air quality has improved modestly and energy use per person is down and water quality is still high.

But several of Canada’s dismal results are due to overconsumption, the report said. In addition to generating the most waste, Canadians’ water withdrawals are nearly double the average of the other countries and are lower only than the US. And despite some improvement, Canadians are still the largest users of energy in the developed world.

Waste: In 2009, Canada generated 777 kilograms of municipal waste per capita—the 17 country average was 578 kg. Most of the waste goes to landfills or incinerators—of the 34 million tonnes generated in 2008, 26 million went there for disposal.

Energy: Canada’s energy use is a mixed picture. Canadian greenhouse gas emissions per capita in 2010 earned a D grade, likely because of increased exports of natural resources. Yet GHG emissions per capita fell by almost five percent between 1990 and 2010. Similarly Canada ranks 17^th and last for the highest level of total energy consumption, but energy intensity decreased by almost 20 percent between 1990 and 2009.  Canada improved the share of its electricity produced by nuclear and renewable sources (mostly hydroelectric power) from 72 percent in 2000 to almost 78 percent in 2011.

Air quality: Canada’s performance on all four air quality indicators in this analysis improved between 1990 and 2009. Yet, compared to most other countries, Canada still emits higher levels per capita of nitrogen oxides, sulphur oxides, and volatile organic compounds (VOCs).

Water: At a glance, the report said, Canada enjoys abundant and safe water. For example, Canada earns an A grade for water quality and ranks 4^th on this indicator. Yet, regions such as the Prairies, southern Ontario and southern Quebec have water quality concerns, due in part to municipal water discharges (still, despite upgrades, one of the largest sources of pollution in Canadian waters). Furthermore, Canada’s water withdrawals are nearly double the 16-country average, and Canadians use more than nine times the water per capita that Denmark does.

Forest management: Canada is a top performer in its forestry practices. Canada gets an A grade and ranks second only to Japan on use of forest resources.

Biodiversity: Canada gets an A for maintaining threatened species. Nevertheless, the number of species at risk in Canada is increasing, although federal biodiversity action plans have been prepared for the agriculture and forestry sectors. In contrast, Canada’s Marine Trophic Index declined between 2000 and 2006, so Canada gets a D grade and ranks last on this indicator. The Marine Trophic Index is a measure of the extent to which a country is fishing for smaller species that are further down the food chain, so it measures the overall level of depletion of fish stocks.

How Canada Performs is a multi-year research program at The Conference Board of Canada to help leaders identify relative strengths and weaknesses in Canada’s socio-economic performance. The How Canada Performs website presents data and analysis on Canada’s performance compared to 16 peer countries in six performance categories: economy, innovation, environment, education and skills, health, and society.

Okay, maybe the Taj Malodge, isn’t that simple.

Chandeliers, rounded archways and mounted deer heads don’t exactly scream simple. Neither do solar panels or French provincial-styled furniture.

While there are plenty of shots of the exterior and interior of the Taj (including a well-stocked pantry that would be the envy of any end-of-the-world survivalist), the most compelling feature about this series of pictures is that it documents the construction process involved in creating the home.

The full gallery of pictures is available here.

Andrew Zarauskas, of Union, New Jersey, and Jay Conrad, of Lakeland, Tennessee, will be arraigned in Bangor, Maine, next week on 29 federal smuggling and money laundering charges each.

For nearly a decade, two Canadians smuggled the whale tusks into Maine and shipped them via FedEx to Zarauskas, Conrad and other unnamed American buyers, according to an indictment.

Narwhals are known as the unicorns of the sea for their spiral, ivory tusks that can grow longer than 2.44m (eight feet) . The tusks can sell for thousands of dollars each, but it’s illegal to import them into the US.

The court document doesn’t specify how much money was involved, but it says the Canadian sellers received at least 150 payments from tusk buyers.

“The conspiracy we’ve alleged was over a period of 10 years, so there appears to have been enough of a market to support that length of conduct,” said Todd Mikolop, who is prosecuting the case for the environmental crimes section of the department of justice.

Narwhals live in Arctic waters and are harvested by Inuit hunters for their meat, skin and tusks, said Calvin Kania, president of Furcanada in British Columbia, which sells tusks to buyers who want them for display purposes or to turn into jewelry.

The tusks range from one metre (three feet) to more than 2.44 metres (eight feet) long, and typically sell for $1,000 to $7,000 each, Kania said. He ships tusks worldwide, but not to countries that prohibit imports, including the US, the United Kingdom and Australia.

The indictment filed last month says the two Canadians, whose names are redacted, would buy the tusks from retail stores in northern Canada and use the Internet and email to arrange sales to American buyers. The unnamed pair faces charges in Canada, according to local authorities.

The Canadian sellers would bring the tusks into the US at the Calais, Maine, border crossing in a vehicle modified to conceal the tusks or a trailer with a false bottom, according to the indictment. They would then drive to Bangor and ship them.

The only other narwhal tusk smuggling case Mikolop was aware of involved Nantucket, Massachusetts, antiques dealer David Place, who was sentenced in 2011 to nearly three years in prison for importing and trafficking in sperm whale teeth and narwhal tusks worth up to US$400,000.

Federal on-scene response co-ordinator captain Paul Mehler said the Royal Dutch Shell rig, the Kulluk, is carrying about 541,300 litres (143,000 gallons) of diesel and about 45,425 litres (12,000 gallons) of lube oil and hydraulic fluid. He said the rig appeared stable.

“There is no sign of a release of any product,” Mehler told a news conference.

High seas and strong winds prevented crews from boarding the ship to check for any damage after the large vessel went aground off Sitkalidak Island, an uninhabited island in the Gulf of Alaska.

A US Coast Guard plane and a helicopter flew over the Kulluk on Tuesday.

A team of company, Coast Guard and local officials said they were mobilizing spill response equipment and preparing a plan in the event of a spill. The area is home to at least two endangered species, as well as harbour seals, salmon, and sea lions.

The ship grounded during a severe weekend storm while it was being towed to Seattle for maintenance. The storm eased Tuesday.

Mehler said a team of about 500 people was working on a salvage plan, “with many more coming.”

A Shell official said the drilling rig was built with a double-sided hull of reinforced steel that is 7.6cm (3in) thick. It recently had undergone $292 million in improvements before being put into service for a short time last year in the Beaufort Sea off Alaska’s north coast.

Congressman Ed Markey, the top Democrat on the Natural Resources Committee, expressed his concerns in a statement.

“Oil companies keep saying they can conquer the Arctic, but the Arctic keeps disagreeing with the oil companies,” Markey said. “Drilling expansion could prove disastrous for this sensitive environment.”

Sean Churchfield, operations manager for Shell Alaska, said an investigation will be conducted once the situation is under control. He did not know whether the findings would be made public.

The Coast Guard said it would be investigating and would make its findings public.

The Momentum Dynamics wireless charger delivers more than 20,000 watts of power from the electrical grid to the electric vehicle, far more than can be provided by conventional Level 2 (240-volt) plug-in chargers, which are typically restricted to 3,300 watts maximum. Higher power potentially allows greatly reduced vehicle charging times. The technology uses a simple receiving pad installed on the underside of a vehicle, and a transmitting pad placed on, or embedded into the road surface.

CEO and co-inventor Andy Daga said he believes Momentum’s technology will spur EV adoption, because future owners of electric and hybrid-electric vehicles will demand the safety and all-weather automatic operation of wireless charging at an affordable cost. By contrast to plug-in chargers, wireless systems operate in all weather conditions, are immune to vandalism, and operate automatically.

“We do for EV charging what systems like E-ZPass have done for automated toll collection—except in this case it’s about more than reducing toll gate congestion—we are actually enabling the growth of an international industry,” said Daga.

The primary emphasis of Momentum Dynamics company has been high-power wireless charging for the demanding commercial EV market. Charging the Volt represents a scaling back of Momentum’s technology to the more modest power requirements of passenger EVs.

“This was a bit of a diversion for us, but we proved to the industry that wireless charging can be rather easily integrated into current production EVs. Nevertheless, our mission remains focused on the larger commercial vehicles where the economics of reducing fuel costs for fleet operators by more than 85% are clear and compelling,” said Daga.

The company has completed stringent testing on the transmitter and receiver configurations in its lab outside of Philadelphia, PA, proving its system safe and reliable. Several planned field trials with the participation of key strategic partners are scheduled to begin in early 2013. According to Daga, the company expects to be providing wireless charging rates in excess of 60,000 watts (60 kW) to targeted advanced commercial electric vehicles in the coming year.

The MTO has issued revised its permit conditions. Under the new rules, the trial period will last for 18-months and five carriers will be qualified to operate four trailers each when shipping goods destined for the retail industry.

The vehicles in question have an extended trailer and shortened cab configuration. The split-level trailer measures 18.4m (60ft 6in) compared with a standard trailer which comes in at 16.2m (53ft). The truck portion has a drome box (short from dromedary), taking the place of a traditional sleeping quarters, designed to haul additional cargo and a cab-over-engine design. In total—tractor plus trailer—they are the same length as a traditional tractor trailer unit, but are said to have the capacity to hold approximately 40 percent more cargo. (For complete coverage from MM&D about the supercubes and the resulting controversy about who was award the permits to operate the trucks click here.

Other conditions include the following:

• Carriers with ‘Conditional’ or ‘Unsatisfactory’ Carrier Safety Ratings may not qualify for permits. Carriers who ratings drop to ‘Conditional’ or ‘Unsatisfactory’ must immediately cease operations

• Carrier will maintain a minimum $5 million public liability insurance coverage

• Carrier has at least five years of prior trucking experience

• Carrier must provide appropriate orientation to drivers on the operation of the extended semi-trailer

• Carriers must inform MTO in advance of the origin/destination locations where they intend to operate the extended semi-trailer

• The extended semi-trailers may only be operated at the locations identified by the carrier one week in advance of the operations

• Driver must have minimum of five years of provable experience driving tractor trailers

In addition to the above, the carriers are required to record and share data about each trip, including the date and time of departure, origin, destination, route and distance traveled. (To download the full list of requirements, click here.)

Although the Ontario Trucking Association’s primary objection was that Walmart, not the carriers, had been issued the permits, the association had other concerns as well. With the release of the final, revised regulations, however, it says many of its worries have been addressed.

“While for the most part the trucking industry would prefer to not have to deal with the whole question of extended length trailers, the association’s long-standing position is that it will not stand in the way of changes to Ontario’s truck weights and dimensions standards that would enhance the productivity of the industry, its customers or the provincial economy at large—so long as the proposed vehicles maintain or enhance highway/road safety; meet or exceed provincial dynamic performance standards; produce environmental benefits such as reduced GHG emissions; and allow for a sufficient return on investment,” says OTA president David Bradley. “In addition, OTA has also long held that only carriers with acceptable safety records—those who are prepared to ensure the safety of their fleets and their drivers—should have access to such special permits.”

All along, the OTA has said the trial phase and permanent licensing of these supercubes should be conducted in a similar manner as that put in place to introduce combination vehicles (LCVs) to Ontario’s roads: a multi-year gradual phase-in which gradually added operators and permits. And it seems the OTA got its wish, as the MTO has included the following in the permit conditions document: “Based on the results of the evaluation, MTO will determine whether to and how to proceed with a further measured roll-out of extended semi-trailer operations, which could include an increase in number of permits and/or carriers.”

Bradley, says this phrasing makes it “clear that what we are now talking about is a very small, tightly controlled trial of a specific trailer design, not a wide open roll-out of a new, longer trailer standard.”

Twelve containers will be converted into social and affordable housing for women in the city’s downtown east side, where construction got under way Friday.

The project, slated to be completed by next April, was developed by the Atira Women’s Resource Society, which bought a lot in 2009 to build traditional housing.

Atira CEO Janice Abbott said plans changed the following year when the society submitted a winning proposal to BC Hydro, which was giving away two shipping containers to a non-profit group.

Two more shipping containers were donated, and Atira bought another eight from the Port of Vancouver to build the project modelled on similar ones in the Netherlands and elsewhere in Europe.

Abbott said six of the 12 units will be occupied by women over age 55 and currently living in a shelter or a hotel.

“What we hope is to set up an intergenerational program,” Abbott said. “We have housing for young women next door and we’d like to set up mentoring relationships between them.”

The 30sqm (320sqf) containers will be stacked three high and each will have a private bathroom, kitchen and in-suite laundry. Floor-to-ceiling windows will be at the end of each floor.

The shipping containers have been modified at a Richmond, British Columbia shipyard.

Atira is planning a week-long open house for the public before the units, costing $100,000 each, are expected to be occupied on April 1, 2013.

“While getting them here and getting them stacked is extremely satisfying and exciting, what I’m really looking forward to is handing over the keys to the women who will live there,” Abbott said from the site where the containers were being unloaded, Friday.