Although most of DEL branches are long term major players in the heavy snow/ice market we here in Ontario have not been. A couple years ago we decided to address this and implemented a phased strategy to work our way up from the lighter end of the market to the heavier more complicated systems as we gained experience and knowledge. To support this strategy we entered into relationships with

Arctic Plows and Swenson Spreaders, whose products we felt were among the best available and integrate smoothly with our Swaploader hook loader line for those customers interested in more versatile solutions. The feedback from our customers has been terrific and our sales/engineering/installation teams have really come up to speed very quickly. This product specific experience coupled with our long standing expertise in the truck equipment configuration design, complex hydraulics and electronic control systems enables us to have confidence in our to move into the heavy snow and ice equipment arena. After an extensive investigation we are pleased to announce our distribution agreement with Henke Manufacturing. With over 90 years of specialized experience designing and fabricating heavy plows for the entire spectrum of highway requirements as well as loaders and graders, Henke has the products and expertise that we were looking for. From "Folding V Plows" to "Reversible snowplows" to "Extreme Duty snowplows" to " Fixed Angle snowplows " to "Underbody Scrapers" to "Front and Mid Mounted truck wings" and many more! Henke Manufacturing has a truck mounted plow for your specific needs.Bring on the snow!    

What are the Basic SPIF Regulations?

Several years ago the MTO concluded that roads were experiencing excessive wear and too many trucks were involved in accidents because of improper weight distribution/axle loading and problems associated with straight lift axles. To address this they implemented a phased amendment called SPIF (Safe Infrastructure Friendly Vehicles) with the final phase covering heavy vocational trucks being implemented on July 1st. The most confusing portion of this Ontario specific protocol covers lift axles: where are they placed, how are they loaded, when are they deployed and how are they controlled? For operators of these types of trucks (dumps, hookloaders, roll-offs, decks, dry freights, etc.) to carry the maximum payloads possible in Ontario, by being SPIF compliant, the truck must be "upfit" and "operated" properly as follows:

1. All dimensional characteristics according to activation.
2. Lift axle must be of the self steer variety (no more straight type)
3. If driving a loaded truck with the lift axle raised, 4 way flashers must be on and speed must be less than 60KPH.
4. For lift axle to be deployed it must see a minimum of 4,000kg of loading and be load equalized to within 500kg of average axle weights of tandem.
5. Front axle must have minimum loading at all times (19% for "type 3" trucks and 23% for "type 5")
6. If lift axle controls are manual they must be mounted outside the cab
7. If lift axle controls are automatic (raise on reverse and deployment assuming correct loading when moving forward) they can be mounted inside the cab.
8.  Must have compliance label identifying vehicle as "SPIF"

If any one of these elements are not present or not functioning properly, then the available GVWR is governed by regulation table # 32 which is approximately 23% less than the maximum (29,000 kg for non-SPIF compliant heavy dump vs 37, 650kg for a SPIF compliant equivalent). So there is a large payload penalty for non compliance and fines range from $5-$25/100kg of overload plus additional penalties if lift axles are used improperly!

How are existing trucks impacted?

Good news! if your chassis was built before July 1/11 it can be upfit with the traditional lift axle package and with a permit it can be grandfathered under existing regulations (approximate 36,000kg for typical heavy tri-axle dump) for 15 years from the manufacture date or end of 2020, whichever comes first.

Are SPIF Control Systems Fully Proven and Readily Available?

We are aware of only two companies (Hendrickson and Wheel Monitor) that have, or are developing, appropriate control systems for lift axles  control. Our understanding is that there are currently 18 SPIF compliant demo trucks operating with these systems and their performance varies, although most of the bugs have been worked out. Control systems range from fully manual to fully automatic for both air ride and mechanical rear suspensions. Typical SPIF lift axle installations will now be quite a bit more expensive than previously
( 40% - 60% more ) due to the increased cost of the axle itself and extended installation times (due to the controls and testing/calibration requirements). Although there will generally be a light in the cab that illuminates if the tandem is overloaded ( suggests truck GVWR has been exceeded ) Although no system actually senses front axle loading so the driver would know for sure that sufficient weight on the front has been achieved. Which is surprising since getting weight up front has always been the challenge. If the package is configured (correct wheelbase with "the longer the better' and CA dimension, equipment/body sized and placed correctly and lift axle as close to tandem as allowable) and calibrated correctly the front axle should see sufficient weight assuming the truck is loaded as planned.

Assuming the MTO actually enforces this amended regulation it is clear that if your goal is to maximize what you can carry in each and every load then  a " DEL SPIF Compliant Truck " is the way to go!