Two federal bills key to the automtoive right to repair movement are set to become law in Canada, according to the Automotive Industries Association of Canada.

“AIA Canada is celebrating the passage of Bills C-244 and C-294, which are poised to become law imminently after being adopted by Parliament yesterday,” the group said in an announcement.

The two bills are not specific to automotive right to repair but do make amendments to the Copyright Act. Bill C-244 would allow end-users and third-party repairers to maintain, repair and diagnose products by bypassing digital protection measures but avoid breaking copyright laws. This, according to law firm Torys, would “bolster sustainable consumerism and facilitate accessibility in seeking aftermarket repair.”

This bill was introduced in October 2023. It was initially introduced as Bill C-272 in 2021 but was scrapped that same year due to a fall federal election despite passing first and second reading.

Bill C-294 focuses on allowing different technologies to work together without breaking copyright laws.  

“Both bills amend the Copyright Act and represent a historic step forward in the right to repair movement,” AIA Canada’s statement said.

Copyright and privacy expert Michael Geist has noted that Canada’s exemptions in the act previously didn’t go far enough to allow for a level playing field.

“Canadian anti-circumvention laws (also known as digital lock rules) are among the strictest in the world, creating unnecessary barriers to innovation and consumer rights,” he wrote soon after the introduction of Bill C-294 in 2022.

In mid-October, members of Canada’s auto care industry urged for the passage of both bills during testimony to the Standing Senate Committee on Banking, Commerce and the Economy, citing the importance for Canada’s automotive aftermarket.

As neither bill directly addresses automotive right to repair, the association continues to push for legislation directly tied to the issue.

“These two bills are a step in the right direction and are viewed as a necessary precursor to any right to repair legislation, however standalone legislation will still be needed to help reinforce a manufacturer’s requirement to allow access to diagnostic and repair information, which would address systemic issues around data ownership and ensure consumer choice,” AIA Canada noted.

Image credit: Depositphotos.com

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Industry leaders testified before a Senate committee, pushing for swift action on bills adjacent to the right to repair movement last week.

J.F. Champagne, president and CEO of the Automotive Industries Association of Canada (AIA Canada), Chris Kinghorn, vice president of strategy and growth at UAP and Daryll O’Keefe, president of Fix Network Canada testified before the Standing Senate Committee on Banking, Commerce and the Economy, advocating for the passage of Bills C-244 and C-294.

Bill C-244 addresses digital locks that currently restrict consumers from repairing or maintaining their products. By amending the Copyright Act, the bill would allow Canadians to legally bypass these restrictions without fear of infringing on copyright laws, giving repair advocates a significant victory.

Bill C-294, on the other hand, focuses on enabling compatibility between different systems and devices. This would allow for repairs and interoperability between various technologies, all while remaining within the confines of copyright regulations.

While these bills are not specific to the right to repair of motor vehicles, they do mark a significant step toward securing the right to repair in Canada and ensuring consumers’ ability to choose where and how their vehicles are repaired.

The trio separately urged the Senate to push forward on these bills and right to repair overall as they are critical for consumer choice. Champagne noted other countries as making progress and noted Quebec’s forward movement on right to repair.

Last fall, Quebec passed legislation to allow vehicle owners in the province to have protections in being able to choose the vehicle repair facility of their choice. It forces manufacturers to repair certain goods at “a reasonable price” to avoid having the consumer discard them entirely.

“It is critical that vehicle owners have a choice when it comes to where they get their vehicle repaired and serviced. But this choice could soon disappear if they don’t have access to their vehicle data,” Champagne stated during the testimony.

He further stressed that enacting this legislation will help ensure that independent auto care businesses continue to play a vital role in servicing Canadian vehicles, preventing a monopoly by automakers over repair data and services.

Both bills represent an essential step toward empowering consumers and supporting competition in the automotive service industry, AIA Canada outlined in a recap of the testimony.

However, the group has made it clear that their broader goal is the implementation of standalone legislation specifically for the automotive sector.

“Standalone legislation would affirm that vehicle data belongs to the consumer, granting them full control over where they choose to have their vehicle serviced or repaired,” AIA Canada observed.

“It is crucial that vehicle owners, not automakers, retain ownership of this data. This will ensure that consumers can continue to make independent choices while helping auto care businesses throughout the country remain competitive and serve as vital providers of essential vehicle services to Canadians.”

Image: AIA Canada’s J.F. Champagne speaks to the Standing Senate Committee on Banking, Commerce and the Economy on October 9

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The future of the relatively new trade agreement in North America is in question as trade concerns and the shadow of China relations loom large, an industry government relations expert warned.

Ann Wilson, senior vice president of government affairs for MEMA, shed light on the impending renegotiation of the United States-Mexico-Canada Agreement and its potential implications for the automotive aftermarket. During the Advocacy Town Hall during the MEMA Aftermarket Suppliers Vision Conference in Detroit this year, she highlighted the intertwined issues of USMCA renegotiation and the growing presence of Chinese suppliers in Mexico, emphasizing the complex dynamics at play.

The North American Free Trade Agreement (NAFTA) was renegotiated and transformed into the USMCA, which came into effect on July 1, 2020. The USMCA was designed to include updated provisions to address modern trade issues, ranging from digital trade to intellectual property to labour standards.

The deal is up for renegotiation in 2026.

However, Wilson noted the critical intersection of this renegotiation with the increasing number of Chinese suppliers in Mexico. “You see how these two issues are going to be interwoven. And how this government — the Biden administration, the Trump administration, Congress — is going to find lots of different ways not just to tariff products from China, but potentially prohibit the importation of those products overall,” she said.

While the content dispute resolution that the U.S. lost to Canada and Mexico early last year was primarily an OE issue, it has broader implications for the automotive sector, Wilson explained.

“Canada, the United States and Mexico had to have a dispute resolution [last] year, where they talked about the amount of content that would be considered USMCA content so you don’t have to pay tariffs on it. And this was for motor vehicles. The United States lost that battle because they wanted more U.S. content,” she explained in a simplified version of the conflict.

There is growing sentiment in the U.S. political landscape that trade might not be beneficial for the country, Wilson noted.

“And what we’re trying to say is, we’re pro-North America,” Wilson emphasized.

She argued that the North American auto industry is vital for competing globally against regions like Europe and Asia, including China.

A contentious renegotiation process for USMCA in 2026 can be anticipated, according to Wilson, and it may involve complex political agendas from all three countries.

“It’s going to be a fight. It’s going to be a fight within the United States. The ambassador from Canada, they have their own political agenda here, too,” she said.

Wilson noted that the renegotiation could potentially open up significant changes, especially for Canada. “So I think all three countries are preparing for a massive new look at USMCA in 2026.”

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The federal government has started consultations on the right to repair home appliances and consumer electronics in an effort aimed at empowering consumers and promoting sustainability. Canadians can now voice their opinions on repairability policies, ensuring future generations can fix their devices affordably and efficiently.

The consultation will gather feedback to shape a federal right-to-repair policy, focusing on the durability, repairability and interoperability of home appliances and consumer electronics. Canadians can participate in the survey until September 26, 2024, at: https://ised-isde.survey-sondage.ca/f/s/RTR.

François-Philippe Champagne, Minister of Innovation, Science and Industry, Steven Guilbeault, Minister of Environment and Climate Change, announced the launch at the end of June. The initiative aims to give consumers greater control over and information on repair options, potentially saving money and reducing landfill waste.

“Canadian consumers expect their digital devices and home appliances to last for a long time and to be repairable,” Champagne said in an announcement.

The announcement, however, did not specify vehicles and consumers’ right to choose an independent repair shop over a dealer. Having automotive included as part of this initiative has been a goal of the Automotive Industries Association of Canada.

“The consultation was announced previously as part of the federal budget and mirrors the mandate letter from Minister Champagne. All along, the reference to right-to-repair has been specific to home appliances and consumer electronics,” explained AIA Canada president J.F. Champagne in a statement to Auto Service World.

“So, it has been a while since we have been advocating to the government that a right-to-repair consultation should also include vehicles. So we are not surprised of the announcement and looking forward to participate in the consultation to continue our efforts to ensure right-to-repair legislations in Canada include the right for consumers to choose where and how their cars get serviced.”

Key points driving this initiative include commitments from Budget 2024 and legislative amendments supporting repair rights. Bills C-244 and C-294 propose changes to the Copyright Act to facilitate the diagnosis, maintenance, and repair of devices, while Bill C-59 amends the Competition Act to prevent companies from restricting access to necessary repair information. This legislative framework aims to foster a circular economy by maximizing resource value through reuse, repair, and remanufacturing.

“We need to reimagine how we produce and consume products to keep them in the economy and out of landfills for as long as possible,” Guilbeault said. In a circular economy, devices and appliances should be easy to repair, and spare parts should be readily accessible.”

The government’s collaboration with Innovation, Science and Economic Development Canada, Environment and Climate Change Canada, and Agriculture and Agri-Food Canada highlights the comprehensive approach to addressing consumer and environmental needs.

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Zero-emission vehicles from Stellantis on display at the 2024 Canadian International AutoShow

A move by the British Columbia government to reduce the level of qualifying electric and hybrid vehicles from its rebate program is drawing the ire of leaders of the Canadian auto industry.

The CleanBC Go Electric rebate provides up to $4,000 to qualifying zero-emission vehicles. The province dropped the maximum cost of qualifying vehicles on Tuesday to $50,000 — from the previous $55,000.

Groups say three-quarters of battery electric, plug-in hybrids and fuel cell-powered cars no longer qualify for the rebate.

“In the past 24 hours, I have been inundated with calls from new car dealers, expressing grave concern about changes to the program and, in some cases, suggesting they may cancel orders for vehicles they don’t feel they will be able to sell in the new environment,” said Blair Qualey, president and CEO of the New Car Dealers Association of B.C. in a statement.

“We are astonished and extremely disappointed by the announced changes to BC’s ZEV rebate program,” said a statement from Tim Reuss, president and CEO of the Canadian Automobile Dealers Association.

He further added the move was “decided in great haste and without any consultation with the industry, but it contradicts the province’s own ZEV ambitions” and that cutting out so many vehicles from qualifying “makes absolutely no sense.”

There’s about a double-digit price gap between ZEVs and their internal combustion engine counterparts.

“We’ve never suggested incentives should be in place forever, but they need to be in place until price parity with ICE vehicles is achieved — and we are not close to that,” said David Adams, president and CEO of the Global Automakers of Canada.

The leaders called on the government to reconsider the changes. Otherwise, meeting the federal government’s goal of 90 per cent ZEV sales by 2030 becomes “essentially insurmountable,” Adams added.

Prices overall for vehicles are at risk of spiking should there be added difficulty in selling ZEVs as a result of this rule change.

“Unless government adopts a flexible approach, manufacturers will be hard-pressed to meet targets, leading them to restrict the supply of all vehicles for sale in the province to avoid penalties — which in turn will drive up all new and used vehicle prices, as we saw during the pandemic,” Qualey warned.

He also added that some manufacturers could reduce prices to fall within the threshold.

“We anticipate some manufacturers may reduce the cost of some models so they fall within the new threshold, but we believe the overall impact on consumers will be significant,” Qualey said.

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A single digital program has been established in Ontario for emissions and safety inspections for heavy-duty diesel commercial, light-duty and passenger vehicles.

That program, DriveOn, is billed as being able to reduce fraud, ensure the safety of vehicles on roads, reduce emissions and save money for commercial vehicle owners. It started in July 2022 with facilities that previously tested emissions only. Motor vehicle inspection stations that currently perform safety inspections and issue yellow safety stickers (commercial inspections were able to apply starting May 9, 2024).

The current motor vehicle inspection program ends on Dec. 31. But to purchase and receive equipment before then, the DriveOn enrolment process was to be completed by June 1. An information session is available through the provincial government’s website.

The program, advocates say, will ensure the safety of vehicles on Ontario roads. Some hope that it will push out nefarious players and ensure legitimate safeties are given to qualifying vehicles.

“The idea that you can have a tractor-trailer that pulls 150,000 lbs. down [Highway] 401 that got inspected [in exchange] for two cases of beer is wrong,” said John Cochrane, interim executive director with the Automotive Aftermarket Retailers of Ontario, which has been helping Ontario shop owners move to the new program with guidance and regular updates.

There are further hopes that it may eventually lead to mandatory safety inspections of Ontario vehicles, whether every year or bi-annually, not just when vehicles are sold.

Cochrane explained that DriveOn will operate in the same manner as the now-defunct Drive Clean and operated by the same group, Parsons. Drive Clean started in 1999 and was scrapped in 2019.

“The idea is to modernize and computerize the inspection of vehicles,” Cochrane said in an interview, adding that nothing is changing as to how shops will certify a vehicle is safe. “What the province and Parsons want to make sure what happens is that vehicles that are inspected are properly inspected.”

That means the checks will be done the same way as before, just with a digital twist added by way of photos to verify the findings.

“You’re still going to be doing the physical inspection for play on the ball joints and play on the tie rods,” Cochrane explained. “There is going to be basically no change of a vehicle inspection. But what there is, is the recording of the vehicle inspection.”

There will be areas where technicians can note body defects, he added.

However, Auto Service World has received negative feedback from Ontario shop owners. They point to the Drive Clean program and wonder if their investment in DriveOn will end up like the one many shops made in Drive Clean, which was all lost following the end of the program.

For instance, the cost of digital equipment to perform inspections can be thousands of dollars. Many shops will need to upgrade their wi-fi capabilities to have coverage in testing areas, a requirement of the program.

For some shops, safeties don’t make up enough of their business so they told Auto Service World that they don’t plan to move over to this new program.

Cochrane called it a business decision shops need to make. But he believes it will be positive for a shop’s bottom line.

“I think that you’re going to have a lot more vehicle safety inspection business because a lot of the vehicles that have not been inspected properly are going to get inspected properly, and it will generate thousands of dollars of repairs,” he said, noting that for every 10 safety inspections his shop performed, about eight of them required mechanical repairs.

“So do you want to not get the mechanical repairs that are generated from an inspection?” he asked.

One shop owner questioned how many shops would invest in the program given that they already have a hard enough time finding technicians — are they prepared to pull a tech off the floor to perform these tests?

Nevertheless, Cochrane wants all Ontario shops to be part of the system that keeps vehicles safe on the province’s roads.

“I would like everybody to embrace this program,” Cochrane said. “It is going to have a learning curve. There’s no question about that. But once you’ve got through the learning curve, it’s going to make driving on Ontario highways safer.”

Speak up

Auto Service World has had shop owners reach out and ask if we’ve heard from others about the program — so we’re turning the floor over to you. Whether you have started the program, are in the process of getting equipment or staying out, let us know your thoughts in the comment section. Your fellow shop owners are looking for your insights.

Tell us:

• What has your experience with the new inspection program been like?
• Do you like the program?
• How has DriveOn impacted your business?
• What problems are you having?
• What success have you seen?
• If you’re not adopting the program, why?
• Do you think this program is a good idea?
• Do you think this program will work?
• What changes are needed to DriveOn?
• What issues, insights, challenges or opportunities you have found?

Use the comment box below or email adam@turnkey.media to leave your thoughts

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Quebec will remove rebates for electric vehicles and plug-in hybrid vehicles by 2027.

The provincial government said that they no longer need to incentivize buyers to buy zero-emission vehicles in a budget announcement last week. When introduced in 2012, the incentive “was necessary to begin the electrification of the vehicle fleet in Quebec at a time when there were few models available, with more limited capacity, and when the charging network was emerging.”

According to the government, there are 240,000 EVs on Quebec roads. One in five new vehicle registrations in Quebec in 2023 were ZEVs.

Incentives for new EVs and fuel cell vehicles will drop from $7,000 this year to $4,000 next year and $2,000 in 2026 and unavailable in 2027.

Plug-in hybrids will see incentives go from $5,000 to $2,000 to $1,000 before being eliminated.

Used fully electrics will drop from $3,500 now to $2,000 next year and $1,000 in 2026 before no longer being available the following year.

The $600 home charging incentive will remain available into 2027.

In 2022, the government reduced the incentive from $8,000.

According to the Montreal Gazette, electric vehicle rebates cost the government $228 million in 2022-23, residential charging stations another $10.9 million and multi-dwelling charging stations $7.5 million.

Dealers concerned

The Canadian Automobile Dealers Association expressed “its deep concern” over the government’s decision in its budget and is calling on the province to reconsider the move.

“This decision comes at a time when Quebecers are facing a major affordability crisis, making purchase rebates absolutely necessary for the eventual attainment of the ZEV standard imposed by this same government,” its statement said.

At an event in the fall, Brian Kingston, president and CEO of the Canadian Vehicle Manufacturers’ Association, said one of the keys to a successful EV transition was to have better purchase incentives.

“You’re not going to shift a large portion of Canadians into an electric at a higher price point on the basis and the promise that they’ll save more money on gas,” he said at the Canadian Black Book TalkAuto 2023 event.

The CADA warned that the removal of the incentives could cause significant slowdowns in the progress Quebec residents have made in adopting EVs.

“The data also demonstrates that the fundamental reason behind Quebec’s success in this transition to electric is the usage of this aggressive and comprehensive incentive program,” it noted, adding that the two leading provinces in EV adoption — Quebec and British Columbia — are the only regions offering financial incentives on top of offerings from the federal government.

They also pushed back against comments made by Quebec Finance Minister Eric Girard that price gaps between EVs and ICE vehicles are marginal, noting that price parity wouldn’t be achieved until 2033.

“This budget proposes to turn back the clock by putting forward an approach similar to that of provinces that have barely begun the transition to electric vehicles,” the statement said. “Essentially, this decision seems to mean that the Quebec government, with its restrictive, mandatory ZEV standard, inevitably expects a transition, and that helping consumers to take part in it is no longer a priority.”

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The federal government laid out its plan to remove gas-powered vehicles from the vehicle fleet in Canada but some are raising red flags about the path to get there, including those in the automotive aftermarket.

Environment Minister Steven Guilbeault announced new regulations mandating the transition to battery-operated cars, trucks and SUVs by 2035. That means automakers have the next 11-plus years to phase out combustion engine cars, trucks and SUVs.

But there’s a requirement to gradually increase the proportion of electric models they offer for sale each year.

But not all are thrilled with the plan — at least not without additional support for the motoring public.

The Canadian Automobile Dealers Association raised concerns about EV affordability and charging infrastructure days before the announcement this week.

More government effort is needed to address vehicle affordability and the lack of charging infrastructure, the group said. President Tim Reuss noted that high interest rates and inflation are severely impacting consumers’ ability to buy new cars, pointing to increased dealer inventory.

Meanwhile, Brian Kingston, president of the Canadian Vehicle Manufacturers’ Association, called on the federal government to provide stronger consumer purchase incentives, a widespread public charging network and enhancements to the electricity grid to prepare Canadians for more EVs on the road.

The Automotive Industries Association of Canada released a statement noting that 100 per cent EV adoption can’t be achieved so long as the repair ecosystem isn’t supported to keep vehicles in proper working order.

Alana Baker, vice president of government relations and research at AIA Canada, noted that several automakers are retaining control of repair and service information, limiting choice for consumer repair options.

”This eliminates competition in the market and will drive up costs for drivers who are looking to service their vehicle at a competitive price, close to home,” her statement read.

Automakers are already raising red flags about the high cost of EV purchases — failure to address right to repair will bring added costs to Canadians as they’re forced to visit dealers for repair and service.

“The aftermarket cannot be an afterthought,” Baker said. “Ambitious targets to transition to EV sales must be accompanied by comprehensive right-to-repair legislation that will ensure third-party repair shops have timely access to essential vehicle data.”

Back to Guilbeault’s announcement, he insisted more EVs vehicles will be made available in Canada and at more affordable prices. Automakers will need to ensure their supply and demand fit the new mandate.

“There’s no mistaking it. We are at a tipping point,” he said.

The regulations outline that in 2026, one out of every five vehicles carmakers put on the Canadian market are battery electric or longer-range plug-in hybrids. In 2027, that will rise slightly to 23 per cent.

By 2028, the share of EVs 34 per cent of all vehicles sold need to be electric; 43 per cent in 2029; and 60 per cent in 2030 before hitting 100 per cent in 2035.

S&P Global Mobility reported that 10 per cent of new vehicle registrations in Canada were BEV, while 3 per cent were PHEV at the end of the third quarter in 2023.

According to the Canadian Press, 38,425 EVs were sold in the first nine months of 2020 and 132,783 were sold through the first three quarters of 2023.

“Two provinces are already above the 20 per cent threshold — Quebec and British Columbia,” Guilbeault said.

But no other province crosses even eight per cent.

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Vehicle owners in Prince Edward Island may soon have to get vehicle inspections every two years instead of one.

Reports indicate that the provincial government is considering changing the frequency requirement of motor vehicle inspections.

“I think the other thing we have to look at is insurance rates” and any impact MVI frequency would have on them, said provincial transportation minister Ernie Hudson, according to the CBC.

The push seems to have come after Green Party MLA Peter Bevan-Baker asked the government why safety inspections are done annually. He suggested the province consider the move to ease the financial burden on vehicle owners.

Inspections are done every two years in Nova Scotia and New Brunswick. Other provinces only require inspections when vehicles are sold from one owner to another.

“A car that passes inspection with no issues this year, there can be many issues that go wrong within a year: brake work, bodywork, many things,” Ernie Stanley, who manages Coast Tire in Charlottetown, told the CBC.

Doug Burke, a service advisor at Wendell Taylor’s Garage, told the CBC that an MVI in the province Island costs $30.

“[We] don’t really make money on MVIs from what I am aware,” he said. “I’m safety first. You have to make sure it is safe whether it is one-year-old, 10-years-old.”

The review is expected to be done by mid-December.

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Lead wheel weights can’t be manufactured or imported into Canada as of February 3, 2024.

The Automotive Retailers Association of Ontario put out a bullet last week advising of the new regulations. However, even after the ban comes into place, shops will be still be able to use the lead wheel weights in order to flush out inventories.

“To ensure uninterrupted service to your valued customers, we strongly recommend that you consider purchasing non-lead weights to augment your store inventory prior to the implementation of the ban,” AARO’s notice stated. “This proactive measure will help guarantee that you possess the necessary inventory of various sizes to continue to service your customers’ needs.”

A fact sheet is available here from the federal government.

AARO’s bulletin also included info from the federal government, in which it stated that lead is a harmful toxin and the government committed to reducing lead exposure to both the environment and its citizens

“Currently, the most prevalent material for wheel weights that balance a car’s tires is lead. Wheel weights frequently fall off the vehicle during normal operation, and they eventually wear down to lead dust,” it said. “It is anticipated that the Canadian wheel weight market will continue to use lead in the absence of action. These regulations will prevent new wheel weights containing lead from entering the Canadian market, thereby progressively eliminating Canadian lead wheel weight stocks.”

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Montreal’s Highway 40. Image credit: Depositphotos.com

Consumers will Quebec will gain right to repair freedoms, following the adoption of a bill passed by the provincial government.

Bill 29 – An Act to protect consumers from planned obsolescence and to promote the durability, repairability and maintenance of goods was passed last week, banning the use of techniques that would make it more difficult for the customer to repair a product, such as their vehicle. It also bans planned obsolescence of a product, barring techniques aimed at cutting down a product’s normal operating life, and the sale of such goods.

The bill was first tabled earlier this summer.

Vehicle owners now have protections in being able to choose the vehicle repair facility of their choice. It forces manufacturers to repair certain goods at “a reasonable price” to avoid having the consumer discard them entirely.

Quebec is now the first Canadian province and one of few North American jurisdictions that have right to repair protections in place.

AIA Canada, the national body that represents the auto care sector in Canada, lauded the move, noting that an important precedent has been set in the country to follow suit and give customers the opportunity to choose their preferred automotive service provider by way of legislation.

The group noted that its membership has been pushing for such legislation across the country to level the playing field for the sector that is essential to Canadians.

“We are delighted to see this come to fruition today in Quebec, and remain committed to pushing for similar legislation at the federal level,” AIA Canada’s statement said.

AIA Canada president and CEO Jean-François Champagne welcomed the decision and praised the vision of Quebec to recognize the importance of the issue.

“The inclusion of automobiles in Bill 29 is a major step towards a fairer and more transparent marketplace for consumers and the aftermarket industry, also known as the auto care industry,” he said in a statement.

The work is not yet over. AIA Canada said it will work with the provincial government to develop the specific regulations under the legislation.

“We are committed to working constructively together and putting in place a regulatory framework that benefits Quebec consumers,” the group said.

It also thanked Justice Minister Simon Jolin-Barrette and all parliamentarians for the unanimous passing of the bill.

“This unanimity reflects the clear and strong consensus in favour of the right to repair in Quebec, and we are convinced that this legislation will benefit society as a whole by promoting greater sustainability and fairness for consumers,” AIA Canada’s statement said.

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Houston, Texas downtown city skyline. Image credit: Depositphotos.com

The state with one of the cheapest rates for gasoline is now one of the highest for electric vehicle registration.

Starting this month, electric vehicle drivers in Texas will have to pay a $200 registration fee annually to offset road tax avoided by not paying at the gas pump — but the fees may be well above what would have been paid if the vehicle was an internal combustion engine.

The tax rate for gas is 20 cents per gallon, below the national average of 29 cents. About eight states have a lower gas tax rate.

In short, drivers pay for their road use at the pump through gas taxes. That money goes towards state road repair and maintenance. But since EV drivers don’t need to visit their local gas station for fuel, they’re not paying that tax.

Some say that these new fees are meant to disincentivize the use of electric cars. Politico reported that the fees EV drivers will pay will be double what gas drivers will pay in gas taxes annually, citing consumer advocate groups.

Texas is now one of about 30 states imposing registration fees on EVs. About half the fees are punishingly high, according to research by Consumer Reports.

Saskatchewan became the first province to require that EV owners pay a new annual road-use fee of $150.

“There are already real and perceived barriers for consumers,” Dylan Jaff, a policy analyst on sustainability for Consumer Reports, was quoted by Politico. “So making that burden more difficult — putting on these added layers of cost … for some consumers, it just makes them shy away from making that transition.”

States claim they’re losing money as more drivers go electric. But only 9 per cent of Americans have an electric vehicle, according to the Pew Research Center.

California, which has a 58 cent per gallon tax rate on gas has an annual EV registration fee of $175.

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If you have customers who bought or leased a new vehicle between the late 1990s and the middle of the last decade, they could claim compensation through a series of class action lawsuits that will see pay outs following an alleged automotive parts price-fixing scheme.

Court approval was given for $78 million from 23 class actions, said a joint statement from a number of law firms across the country.

The class actions are part of 45 brought forward in Canada alleging unlawful conspiracies to fix auto parts prices for installation in new vehicles. Twelve automakers, plus subsidiaries, were named but the settled defendants did not admit to any wrongdoing or liability. The automakers are not alleged to have done any wrongdoing — the class actions were brought against parts manufacturers that allegedly price-fixed products.

The announcement from Siskinds in London and Toronto, Camp Fiorante Matthews Mogerman (CFM) in Vancouver and Siskinds Desmeules in Quebec City noted criminal investigations around the world, adding that the auto parts cases are the largest antitrust investigations in history when looking at the number of affected parts, implicated parties and imposed fines.

“Price-fixing conspiracies are prohibited by the Competition Act. They are harmful to the Canadian marketplace, causing businesses and consumers to pay too much for goods and services,” said David Jones, a partner at CFM in Vancouver.  “The settlements seek to redress that harm.”

Courts in Ontario, British Columbia and Quebec approved the settlements and fund distribution protocols.

Those who bought or leased new vehicles from the following manufacturers between July 1, 1998, and September 30, 2016, are eligible to receive compensation:

• Aston Martin
• BMW/ Mini Cooper
• Chrysler/ Dodge/ Fiat/ Jeep/ Ram
• Ford/ Lincoln/ Mercury
• General Motors (Buick/ Cadillac/ Chevrolet/ Daewoo/ GMC/ Hummer/ Isuzu/ Oldsmobile/ Pontiac/ Saab/ Saturn)
• Honda/ Acura
• Jaguar/ Land Rover
• Mazda
• Nissan/ Infiniti
• Subaru
• Toyota/ Lexus
• Volkswagen/ Audi/ Porsche, and Volvo

“The auto parts class actions are a large undertaking and we are proud to have recovered a significant amount of money for Canadian consumers and businesses,” said Karim Diallo, counsel at Siskinds Desmeules

Applications for settlement benefits can be filed online at www.autopartsettlement.ca  on or before October 30, 2023.

“We encourage Canadian businesses and consumers who purchased the affected vehicles to apply for settlement benefits,” said Linda Visser, Siskinds partner in London. “We designed a claims process that is straightforward and easy to use – particularly for consumers.”

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A new right to repair bill tabled in Quebec would make it the first province and one of a few jurisdictions in North America that protects the consumer’s right to choose where to have their vehicle repaired.

If passed, Bill 29, An Act to protect consumers from planned obsolescence and to promote the durability, repairability and maintenance of goods, would give Quebec vehicle owners protections by being able to choose the vehicle repair facility of their choice. It would also force manufacturers to repair certain goods at “a reasonable price” to avoid having the consumer discard them entirely.

The bill would also mandate consumers who purchase a vehicle be entitled to an inspection free of charge before the end of the lease.

It goes further on the consumer goods side. Quebec would have regulatory powers “to determine technical or manufacturing standards for goods, including standards for interoperability between goods and chargers.” It would mandate that all mobile phones have a universal charger.

Justice Minister Simon Jolin-Barrette introduced the bill.

“The bill fills a significant gap that has emerged in the industry in recent years with the arrival on our roads of a new generation of intelligent and electric vehicles,” said a statement from AIA Canada in response to the tabling of the bill.

It further noted that vehicle manufacturers are taking “advantage of the lack of a legislative framework adapted to the new reality of smart and electric vehicles to drastically restrict access to data produced by telemetry and telematics systems when driving these vehicles.”

The group went on to say that the current situation is “untenable” as most vehicles sold today are equipped with advanced systems.

AIA Canada said it will work with parliamentarians and suggest improvements where needed in the bill. It will look for and close potential loopholes. It also noted that the passage of the bill would make Quebec a leader in Canada as the first province to enshrine such consumer protections.

“With Bill 29, Québec will be a winner on all fronts: in addition to effectively fighting against planned obsolescence and encouraging the repair of automotive property, it will ensure a plurality of services and freedom of choice for Québec consumers as well as the promotion of healthy competition and competitive prices in the auto repair market,” said AIA Canada president J.F. Champagne.

It was in February last year when Brian Masse, an NDP member of Parliament representing Windsor West in Ontario, introduced right to repair legislation as a private member’s bill. It would ensure OEM-approved tools and parts are available to the automotive aftermarket. This would allow consumers the freedom to choose where their vehicles are repaired as all shops would have access to what they need to repair vehicles.

Ann Wilson, senior vice president of government affairs at the Motor & Equipment Manufacturers Association (MEMA), has spoken at length on multiple ocassions recently about this being the best opportunity for the aftermarket — particularly in the U.S. — to get right to repair legislation passed.

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A number of automotive aftermarket professionals have posed the question: Why the rush to electrify vehicles?

It’s been asked to Auto Service World by readers in person or in the comment section of stories. It’s also been posed to Paul McCarthy, president of MEMA Aftermarket Suppliers, the newly formed group made up of several member associations of the Motor & Equipment Manufacturers Association.

He answered this question during the recent MEMA Global Summit in Miami. Long story short, it’s a combination of a number of ingredients — there are a lot of interested players, a lot of money is being invested, consumers are showing an interest and governments are backing the plan.

He pointed out that one out of every 10 cars bought in Europe is electric. In China, it’s one out of every five. In Canada, battery electrics made up 7 per cent of the share of new vehicle registrations, according to S&P Global Mobility. When including hybrids and plug-in hybrids — zero-emission vehicles, collectively — the share bumps up to 8.9 per cent.

“Now, obviously this outcome is very much driven by government actions,” McCarthy said, referring to purchase incentives and rebates offered at various government levels. “This is why this market is creating and why it’s growing this way — but it doesn’t change the reality.”

Indeed, S&P noted that for this country specifically, “these figures demonstrate a clear demand for electric and sustainable transportation in Canada.”

Automakers are responding. McCarthy reported that the North American market will see 135 models of electric vehicles between 2022 and 2025. “That is just a tremendous amount of investment,” he observed.

Globally, in the SUV market alone, there will be eventually be 500 electric models available to consumers. “So big bet being placed here,” McCarthy said.

Not to mention, money talks. Investors are putting their money behind companies that are showing development in electric vehicles. Hence why automakers are going in the direction they are.

“We’ve seen so much automaker investment in EVs partly because that’s what Wall Street says they want to see,” McCarthy explained.

There’s a direct correlation, he added. The chief executive officer of an automaker has an easy decision. The more money invested in EVs means the company’s stock price goes up. And that’s they job — they’re supposed to grow their market cap. And that drives their bonus. Naturally, that’s the route they take.

“So it’s become a little bit of an echo chamber,” McCarthy said.

The post The recipe behind the EV hype appeared first on Auto Service World.

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Small businesses in Canada are calling on the federal government and payments industry to move faster on capping processing fees for credit card usage by consumers.

The Canadian Federation of Independent Business released results from a recent survey that found about three-quarters (74 per cent) of small businesses want to see processing rates from the likes of Visa and Mastercard capped at 1 per cent when using their services.

That means interchange rates for small businesses would need to be set at 0.7 per cent or less, which is half of the current average of 1.4 per cent.

CFIB noted that its research shows many small businesses (81 per cent) take a hit to their bottom lines to cover the costs of accepting credit cards. However, given consumer preference for using credit cards — which only grew during the COVID-19 pandemic and as online shopping increases —merchants feel they have no choice but accept credit cards to retain and grow business.

In a survey of automotive aftermarket businesses by Auto Service World, passing on credit card processing fees was the preference of a minority — 19 per cent said they would pass on fees to consumers, while 25 per cent said they would do so for business customers.

Several responded that the cost of processing fees is already built into what they charge to customers. “We have chosen not to add fees at this point. In my opinion, all businesses have already factored this in,” said one respondent.

Credit card processing fees are especially more difficult to handle for smaller businesses, according to CFIB president Dan Kelly.

“While a handful of large multinationals can get special deals, small firms aren’t able to negotiate lower interchange rates on their own,” he explained. “Ensuring that smaller merchants can access lower rates — including for e-commerce — is key to relieving some cost pressures, encouraging more small businesses to sell online and levelling the playing field with larger firms.”

The group has three recommendations as the spring budget approaches for the federal government:

• Lowering merchant fees to no more than 1 per cent of the total sale
• Ensuring fees for e-commerce are kept low to allow small firms to compete online
• Protecting low-cost Interac debit and the Code of Conduct

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At low speeds, electric and hybrid vehicles make virtually no noise thanks to quiet motors. But that won’t be the case any longer.

The federal government is amending the Motor Vehicle Safety Regulations to mandate minimum levels of noise from hybrid and electric vehicles.

As of now, the government pointed out, it is hard to detect the presence of these vehicles. This creates potentially dangerous scenarios for pedestrians, cyclists and those with disabilities.

Under the new requirements, all hybrid and electric vehicles are now required to have sound emitters that would produce noise at low speeds. Automakers can choose the type of sound the vehicle makes but the volume and pitch must allow a road user to hear if a vehicle is speeding up or slowing down.

Some automakers have voluntarily added sound emitters to hybrids and EVs already. The new requirement, which came into effect towards the end of last year, makes the sound emitters mandatory equipment on all new light-duty passenger vehicles sold in Canada.

The noise requirements align with United States and international standards. U.S. National Highway Traffic Safety Administration requires EVs and hybrids to produce sounds ranging from 43 to 64 decibels when they are moving at less than 30 km/h.

At higher speeds, however, there may be little difference or none at all between the sounds of a traditional vehicle and an electric or hybrid. An assistant professor of epidemiology at Brown University in Rhode Island recently observed that sounds would be different with EVs on roads — but not necessarily quieter.

“At high speeds, there may not be much difference between gas-powered cars and EVs or hybrids,” Erica D. Walker noted. “That’s because other factors like tire and wind noise become louder as cars move faster.”

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New regulations proposed towards the end of last year mean that on-in-five of all passenger vehicles sold in Canada need to be electric by 2026.

Environment Minister Steven Guilbeault announced the proposal Dec. 21. Furthermore, the mandate will hit 60 per cent by 2030 — up from initial expectations of half. Five years later, all passenger vehicles sold in Canada must be electric.

Manufacturers or importers that don’t meet the baseline could see a phased-in penalty system under the Canadian Environmental Protection Act

For 20 per cent of new vehicles in Canada sold to be electric, some work needs to be done. While zero-emission vehicle sales are picking up, they made up 8.2 per cent of market share up to the third quarter of 2022. The year before, that number was at 5.3 per cent.

Not to mention increased infrastructure and rebates, a trio of automotive industry groups recently called for.

The feds did announce  it would invest in 50,000 more EV charging stations across the country, for almost 85,000 federally-funded chargers across Canada by 2027.

Under the regulations, which were formally published a few days ago, the government will track sales by issuing credits for vehicle sales.

Fully electric vehicles — cars and trucks —would get a larger credit than plug-in hybrids under the new government regulations. The government did acknowledge, however, that plug-in hybrids will likely remain in demand in rural and northern areas.

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Ann Wilson from MEMA talks about right to repair at an AASA media briefing at AAPEX.

With the midterms wrapped up south of the border, American automotive aftermarket leaders are focusing on the next two years as pivotal in getting right to repair legislation in place.

“2023 and 2024, I believe, are our years to get this done,” said Ann Wilson, senior vice president of government affairs at the Motor & Equipment Manufacturers Association (MEMA), under which aftermarket suppliers are represented by the Automotive Aftermarket Suppliers Association (AASA).

“My concern is, if we don’t get it done in the next Congress, we’re going to miss our best chance. That doesn’t mean that we’ll never be able to address it. But we are going to miss our best chance.”

A right to repair bill was introduced in Canada earlier this year. Brian Masse, an NDP member of Parliament representing Windsor West in Ontario, introduced legislation as a private member’s bill.

In the U.S., Rep. Bobby Rush (D-IL), chairman of the House Energy and Commerce Subcommittee on Energy, introduced the Right to Equitable and Professional Auto Industry Repair (REPAIR) Act — one of three right to repair bills that would impact the automotive, agriculture and electronics industries.

Right to repair is “a global issue,” noted Paul McCarthy, president and CEO of AASA at the group’s Global Summit in Florida earlier this year.

He noted that other countries are looking to the U.S. to lead the way in establishing legislation that they can essentially use as a precedent.

“So we’re fighting for it here in the U.S., [but] just know we’re fighting for it on a global basis on behalf of our global industry,” he said. “They’re looking to us for that leadership.”

And legislation appears to be the way this issue will be settled. In fact, it’s the preferred option, according to Alana Baker, senior director of government relations with the Automotive Industries Association of Canada.

There are a few legal battles around right to repair going on in the U.S. right now, most notably in Massachusetts where automakers filed a lawsuit challenging the state’s right to repair law which followed state voters approving expanded right to repair laws. A decision around this has been delayed repeatedly this year. There’s also a voter referendum going on in Maine. Meanwhile, 27 different states have some kind of repair access legislation, generally centred around consumer products like cell phones and appliances.

“But the moment that conversation starts at the state level, we are there with our coalition partners to remind them that it also impacts that vehicle that sits in everyone’s garages, driveways, backyard, wherever else they have their vehicles parked,” Wilson said during a media conference at AAPEX 2022. “And I think that’s important because what we see is a growing awareness of elected officials at the state level, at the federal level, that this is an important consumer issue.”

All of this points to a groundswell of support for the right to repair movement. It’s top of peoples’ minds right now and it’s best to strike while the iron is hot to make sure auto is part of the discussion.

“If Congress moves a piece of legislation on [right to repair on other consumer products] and it doesn’t include autos, we’re going to have a harder time catching up with that issue,” Wilson advised. “So this is the time for us to act. This is the time for us to get this done.”

But it’s not all over if it doesn’t get passed soon enough. As Wilson pointed out, the U.S. bill is bi-partisan, which means it has the support of both sides of the political spectrum.

“I do think we have to keep this at the level of ‘Let’s talk about what this means for the single mom in 10 years who can’t get her car fixed with a family … who’s on a budget, trying to figure out how they keep that 12-, 13-year-old car going for school and work and everything like that,’” Wilson said. “And there is not an elected member of Congress, not one single one, who is going to not be worried about that.”

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The only province without skilled trade certification is moving closer to implementing a system.

British Columbia announced its plans to move forward on certification with a multi-phase approach that will give those in the automotive industry the most time to get certified.

In February, the province introduced the Skilled Trades Act that would support and train apprentices while also helping address labour shortages and support and recognize the work skilled tradespeople do in the province.

With a name change from Industry Training Authority to SkilledTradesBC, the agency will formally recognize the skills of trades workers, help them get standardized training, earn higher wages and better navigate through the industry’s evolving needs.

In all, 10 trades will be designated for skilled trades certification. The first seven will focus on the electrical and mechanical trades — ranging from commercial electrician to sheet metal worker — while phase two will focus on automotive.

Uncertified trade workers in phase one will be required to register as an apprentice or pass a certification exam before December 1, 2023.

The three automotive trades — heavy-duty equipment technician, automotive service technician and auto body and collision technician — will require certification in 2024 under phase two of the plan. No hard deadline has been set yet but tradespeople will have one year to make the transition once announced.

“We are excited by our expanded mandate to implement skilled trades certification, and our new name will make it easier for people to understand who we are and what we do,” Shelley Gray, CEO, SkilledTradesBC, said in an announcement.

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Immigration has been a common talking point south of the border. But while the United States chokes off the number of immigrants coming there, Canada is opening the floodgates and welcoming record numbers, with even more to come over the next few years.

If successful, the automotive industry could stand to see big benefits.

As noted in the September/October Jobber News cover story Staffing Shortages, immigration was used as a key tool in filling employment opportunities, including in the automotive aftermarket. While COVID cut off immigration opportunities, policy changes in the U.S. also played a leading role. Now companies are struggling to find people to work in warehouses and offices alike.

The U.S. saw immigration levels fall to just 245,000 in 2021 compared to more than a million a few years ago. Canada, meanwhile, initially planned to bring in at least 431,000 immigrants between now and 2024. It recently upped that commitment to 500,000 per year until 2025. About 401,000 came to Canada in 2021 — the most in a single year ever, according to the federal government.

So how could this impact automotive? DesRosiers recently examined that topic, as it keeps an eye on immigration trends when analyzing used vehicles and new vehicle sales outlooks. People moving to Canada will generally need, among other things, a vehicle.

DesRosiers is optimistic that the influx of new Canadians will help buoy the automotive industry for the long term. They will be the drivers of growth in the future.

“Auto sales in Canada for the current population is largely replacement based, and as such, any substantive long-term structural growth will be driven primarily by population increases,” observed Andrew King, managing partner of DesRosiers.

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When a vehicle is a total loss, or a customer asks for an inspection prior to selling or purchasing a used vehicle, do you remember to always ask if they need help erasing their personal information?

If you do, is this a courtesy, non-included operation? A wave of regulatory changes in Canada and some recent and not-so-recent precedents now in place are about to change all of that. This will bring new challenges but also new revenue opportunities for the auto service industry.

Data

You probably heard the expression “cars are smartphones on wheels.” That’s an understatement. People’s home addresses, garage door codes, previous destinations, phone numbers and contacts come immediately to mind, but it goes much deeper than that.

Modern vehicles capture terabytes of data each year from two sources. First, the detailed logs of time and geo-stamped events collected by an ever-growing array of sensors installed (OEM or aftermarket) such as GPS, internal and external cameras, gyroscopes, accelerometers, radars, weight sensors, microphones, etc.

Second, the data downloads and logs created from the devices that drivers and passengers (including minors) connect to the vehicle. For instance, did you know that when you connect your smartphone to a vehicle via Bluetooth to make a handsfree call, or plug into the USB to charge your phone, play your music or use Apple CarPlay or Android Auto, that vehicle will automatically in the background — and often without warning (except for the occasional “do you want to download your contacts?” pop-up on the infotainment screen) — start to download a lot of information?

With every connection, contrary to common belief, the car sucks out a non-encrypted mini clone of the smartphone. Just like you wouldn’t unlock your mobile and hand it to a stranger, leaving personal information (PI) in cars is not just a bad idea and a potential accident waiting to happen, it is increasingly at odds with Canadian privacy regulations.

Privacy

Canada has a deep love affair with privacy. The Personal Information Protection and Electronics Document Acts (PIPEDA) and other similar provincial laws have been around for 20 years.

Those laws have always mandated that businesses have to know what PI is in their physical or electronic possession and that “personal information that is no longer required to fulfill the identified purposes should be destroyed, erased, or made anonymous. Organizations shall develop guidelines and implement procedures to govern the destruction of personal information.” (see: Principle 5 – Limiting Use, Disclosure, and Retention)

Moreover, it specifies that “care shall be used in the disposal or destruction of personal information, to prevent unauthorized parties from gaining access to the information.” (Paragraph 4.7.5.)

The Office of the Privacy Commissioner of Canada has occasionally enforced this provision and established important precedents as to who (spoiler alert: Not the consumer) is responsible for deleting stored PI.

Most famously, about a decade ago, Staples Business Depot was caught by a whistleblower reselling returned electronics without properly removing consumers’ personal information. The privacy commissioner deemed this an egregious violation. When Staples accepted the return of laptops, portable drives, and other electronics, they argued, it became the new property owner, assumed liability, yet negligently resold those devices with the PI of its customers still stored. Staples was heavily fined and put for years under expensive and intrusive government oversight over its data sanitization practices.

The parallel with vehicles is uncanny: All vehicles with either Bluetooth or navigation are so-called “hard drives on wheels,” and Privacy4Cars studies show that more than four out of five vehicles are resold still storing the PI of previous occupants.

Why for years the issue of data left in cars remained unaddressed is a mystery (or, if you are cynical, is the result of great lobbying, consumer misinformation, and lack of teeth in regulation).

Changes

All of that is about to change. A growing number of recent government studies and investigations specifically addressed the privacy issues posed by cars.

Geolocation data has come under particular scrutiny. You may have heard of the recent Tim Horton app scandal and investigation. But did you stop and think that most vehicles on the road capture the exact same detail of information? On Sept. 22, Quebec’s Bill 64 came into effect, carrying administrative fines as high as $10 million or 2 per cent of the enterprise’s worldwide income for violations (leaving PI behind being one).

The passing of this bill, and the August appointment of a new privacy commissioner is likely to tip other provinces towards taking similar measures or to get a vote passed on Canada’s Bill C-27, which would set even stricter standards and enforcement across the land.

For the first time in Canada, we are talking about Spielberg Jaws-level teeth for privacy rules. And yes, you’ll need a bigger boat!.

Aftermarket implications

The first implication for the auto service industry in Canada is an urgent warning to step up privacy practices, including always disclosing to its business and retail customers that vehicles contain personal information and always offer to help delete this PI if the vehicle is going to be sold or handed off to a third party.

This is wise risk mitigation for your business, not only from potential legal action, but also from reputation damage now that the issue of PI in cars is out in the open, also, and specifically to service lanes thanks to the debate on right-to-repair.

The second implication for auto repairers and adjustors is that there is an opportunity, within your corporate clients, to offer PI deletion as a service. Companies will need a legally compliant way to delete PI from cars, i.e.  in a manner that is robust, auditable, and accepted as a “reasonable security” standard.

While today none of the three estimating systems have data clearing labour time, it does not mean that they shouldn’t: It takes work to perform and properly document it. Your insurance company customers (for total loss) and fleets and dealerships you serve (for other cases) have obligations to safeguard consumer PI.

Your shop should look at clearing data no longer as a mere courtesy, but as a standard and valuable service that your business customers need to be in good standing with Canadian laws.

Andrea Amico is CEO/founder of Privacy4Cars in Kennesaw, Georgia and can be reached at andrea@privacy4cars.com. He co-chairs the Education & Compliance Committee at the International Automotive Remarketers Alliance where he leads the compliance initiative with a special focus on privacy and data security.

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Quebecers will head to the polls in a month’s time and the automotive aftermarket wants to make sure its concerns are at the forefront.

The Quebec division of the Automobile Industries Association of Canada issued a statement this week outlining its concerns. The division represents more than 6,500 businesses in the industry, from repair shops to banner head offices. Almost 91,000 people work in the province’s automotive aftermarket.

“Unlike other Canadian provinces, Quebec does not manufacture vehicles but rather specializes in the aftermarket sector, which covers maintenance and repair, as well as the distribution and sale of parts,” the statement said.

It noted challenges that need to be overcome to ensure vehicle safety and the importance of preparing for the arrival of electric vehicles.

At the top of the list was right to repair. Data collected by vehicles are transmitted to the manufacturer, which then limits what independent repair shops can get and how many can access the data.

“Without access to this data, independent auto repair shops cannot fix a vehicle,” the statement said, adding that this results in higher consumer costs.

“We’re not just talking about engines, transmissions, or other ‘big ticket items’ here, but also the installation of tires, windshields, windshield wipers, etc.,” said Élisabeth Lambert, president of the AIA Canada Quebec Division and vice-president of Joliette Auto Parts.

The group wants to see legislative changes to give vehicle owners free and complete access to data generated while driving, along with the option of sharing access with the shop of their choice, the statement added.

Meanwhile, electric vehicles are gaining in popularity. Quebec has one of two provinces that offer rebates on purchases. In the first quarter of this year, the province saw 13.6 per cent of new vehicle registrations as a zero-emission vehicles.

“For the shift to electric vehicles to accelerate, repairs must be easily and quickly accessible at a reasonable cost here in Quebec,” the statement said.

It observed that new data technologies integrated into electric vehicles create laborious, and expensive, maintenance. This can be a deterrent to buying an EV.

What the group wants to see is an end to EV components and systems included in the fight against programmed obsolescence.

“Electric vehicles already require more sustained maintenance and many owners, faced with complications and very high costs, are disappointed,” said Patrick Saint-Pierre, of the Monaco group and executive member of the AIA Canada Quebec Division. “In addition, they sometimes have to send their vehicle more than 500 km away for a simple repair. The time to act is now”.

Finally, the group is shining a light on workforce training as labour challenges continue to hit the aftermarket hard.

“Every day, we hear from colleagues who are losing income and who are forced to delay making appointments because of a lack of employees,” Lambert said. “Yet winter tire installation or brake replacement, for example, cannot afford to wait. The potential consequences are too serious.”

The group wants to see ongoing support for developing the automotive trade and better access to both skilled and unskilled foreign workers. It also is calling for investments to train EV workers.

The AIA Canada Quebec Division said it is intending to send demands to main political parties, along with a commitment questionnaire. It will also intervene in current events related to industry issues.

“The next elections will be decisive for the development of Quebec and its regions,” the statement said. “The tangible proposals put forward today will allow the automotive aftermarket to continue to fully assume its role of maintaining safety, creating good jobs in Quebec, and making the repair of all types of vehicles on Quebec roads more accessible.”

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The California Air Resources Board (CARB) staff provided details last week on a proposal that requires all new cars, trucks and SUVs be electric- or hydrogen-powered by 2035.

Approval is expected, which will trigger a ripple effect throughout the auto industry.

It’s been more than a year since Canada announced it was banning the sale of fuel-powered passenger vehicles by 2035. The European Union has done the same.

The plan won’t pull vehicles with an internal combustion engine off roads immediately. While drivers can continue driving gas-fueled vehicles, they will also be able to buy used ones after 2035. The plan also allows for one-fifth of sales after 2035 to be plug-in hybrids — vehicles that run on batteries and gas.

Washington and Massachusetts already have said they will follow California’s lead. Others are planning on following suit — New York and Pennsylvania are among 17 states that have some or all of California’s tailpipe emission standards that are stricter than federal rules, according to a report from The Associated Press.

“This is a historic moment for California, for our partner states, and for the world as we set forth this path toward a zero-emission future,” said Liane Randolph, CARB chair.

Almost two years ago, Governor Gavin Newsom announced plans to phase out internal combustion engines.

Some manufacturers have concerns, specifically around reaching deadlines as supply chain issues continue and raw materials continue to be pricey.

“Automakers could have significant difficulties meeting this target given elements outside of the control of the industry,” Kia’s Laurie Holmes told AP.

About 16 per cent of vehicles sold in California in the first quarter of this year were electric. The state wants to get that number up to one-third.

Infrastructure will also be critical. California has about 80,000 stations in public places right now — it wants 250,000 by 2025.

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EV Week in Canada in July spurred a number of new announcements for charging stations for electric vehicles by the federal government.

In Ontario, a $765,000 investment in Peak Power Inc. to install 117 EV chargers across the province was announced.

All chargers will be available to Ontarians by March 2023. Peak Power also contributed over $840,000, bringing the total project cost to more than $1.6 million.

A total investment of more than $2.5 million in the Manitoba Motor Dealers Association and Eco-West Canada was announced to go towards the installation of up to 400 EV chargers in Manitoba and Saskatchewan. The EV chargers will then be installed in public places, multi-unit residential buildings, on streets, at workplaces or at facilities for servicing light-duty vehicle fleets by the end of 2023.

In Prince Edward Island, a $2 million investment was announced to help support the installation of up to 250 EV chargers across the island.

The EV chargers will then be installed in public places, multi-unit residential buildings, on streets, at workplaces or at facilities for servicing light-duty vehicle fleets by December 2023. A federal investment of $55,000 for the installation of 20 Level 2 EV chargers in Halifax. Southwest Properties Limited contributed $55,000, bringing the total project cost to $110,000.

There will be 128 EV chargers installed in British Columbia from a combined investment of $1.7 million to two organizations. All EV stations will be available to British Columbians by the winter of 2022. The BC Ministry of Transportation and Infrastructure also contributed $2.4 million, bringing the total project cost to $3.6 million.

A $3.95 million investment in Shell Canada was announced to install 79 EV chargers across 37 Shell retail locations along critical corridors between Alberta, British Columbia, Ontario, Manitoba and Saskatchewan, with the majority being open 24 hours a day, seven days a week.

Hydro-Quebec will receive a $4.6 million investment to support the installation of up to 840 Level 2 EV chargers across Quebec. The EV chargers will then be installed in public places and on streets by March 2024.

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Medium- and heavy-duty trucks like the Ford E-Transit van will not be part of a ZEV purchase incentive program

The federal government is bringing in new Incentives for vehicles not considered light-duty.

The Medium- and Heavy-Duty Zero-Emission Vehicles (iMHZEV) Program started on July 11. It’s a four-year program with close to $550 million available. It is designed to help businesses and communities across the country make the switch to zero-emission vehicles.

It will provide purchase incentives worth approximately 50 per cent of the price difference between an electric vehicle and a traditional vehicle. These incentives will be applicable to purchase or lease commercial, medium- and heavy-duty zero-emission vehicles such as the Ford e-Transit cargo van, the Karsan e-Jest shuttle, the Lion8 vocational truck, the Volvo VNR-electric tractor truck, and more (see eligible vehicles). Incentives will be eligible to eligible to provinces and territories, municipal and local governments, organizations, and businesses and worth up to $200,000 per vehicle. They will be able to be combined with provincial or territorial incentives.

“Helping Canadian businesses and communities make the switch to a zero-emission vehicle is win-win-win: it keeps our air clean, helps people save money on fuel, all while positioning Canada as a leader on building and powering these vehicles. Today’s announcement is about making sure that Canadian businesses and leaders of our communities have the options they need to transform their fleets to zero-emission vehicles,” said Minister of Transport Omar Alghabra, who made the announcement as part of EV Week.

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A much-anticipated court decision that is expected to have significant implications for automotive right to repair efforts has been delayed yet again.

District Judge Douglas Woodlock was expected to deliver a long-awaited verdict on a lawsuit from automakers lawsuit challenging Massachusetts’ right to repair law. He has delayed his decision for two more weeks. It was previously delayed in April.

In 2020, state voters approved — by a three-to-one margin — expanding right to repair laws that came into effect in 2013 law to include the connected aspects of new cars.

From model year 2022, any new car sold in the state that features connected car services or telematics capabilities must have a standardized open data platform to access those online services.

Automakers have challenged the law. The automotive aftermarket has awaited the decision as it is believed this decision will set the course for further right to repair debates.

However, the delay is adding to frustrations as United States lawmakers recently introduced bills in the area. The Right to Equitable and Professional Auto Industry Repair (REPAIR) Act would give vehicle owners and independent repair shops the data needed access to repair and maintain modern, technologically advanced vehicles. There’s also the Save Money on Auto Repair Transportation (SMART) Act, which would amend U.S. design patent law to ensure that consumers have more choices — not fewer — for quality, safe and affordable vehicle replacement parts.

“This latest delay is a blow to Massachusetts drivers struggling with high gas prices, supply chain shortages, and rising repair costs. And it highlights the need for federal solutions to promote competition and choice in the automotive aftermarket,” said Justin Rzepka, executive director of the CAR Coalition. “It’s time for Congress to take swift action and advance national right to repair legislation, such as the REPAIR and SMART Acts, to provide Americans with much-needed relief.”

The post Right to repair decision delayed again appeared first on Auto Service World.

MEMA’s Ann Wilson speaks at the AASA Vision Conference in April 2022.

Right to repair legislation in the United States has the backing to see it put in place. But could the next moves from automakers end up hurting consumers?

That’s the question on the mind of Ann Wilson, senior vice president of government affairs at the Motor & Equipment Manufacturers Association (MEMA). She’s hopeful the aftermarket and automakers can work together on the issue to avoid future challenges that could ultimately backfire on vehicle owners.

There has been significant pushback on right to repair from dealers. Having OE information shared with the aftermarket means they lose exclusivity when it comes to repairing their brands’ vehicles.

If the Right to Equitable and Professional Auto Industry Repair (REPAIR) Act is passed, consumers could feel the backlash. Automakers are threatening to cancel telematics services if they’re forced to share information, even if consumers bought a vehicle with the technology promised.

In fact, it’s already happened. Subaru pulled the plug on its telematics services in Massachusetts in February following the approval of the state’s right to repair measures that came after residents voted in favour of allowing vehicle owners and independent repair shops greater access to vehicle data in 2020. Kia did the same a month earlier.

In separate statements, both companies said the move was to avoid violating the law as compliance wasn’t possible.

Automakers also filed a lawsuit to challenge the Massachusetts law. A verdict has been delayed until July 1.

“So we’re seeing the vehicle manufacturers actually take public actions to limit access to technology that consumers buy when they buy their vehicle,” Wilson said.

For now, however, what will help see right to repair become law in the United States is the fact that the proposed bill is bipartisan, she noted during the Automotive Aftermarket Suppliers Association’s (AASA) Vision Conference in Detroit. The AASA is a division of MEMA.

That’s because come November, the U.S. will be going through its midterm election. The U.S. House of Representatives could flip from a Democrat majority to a Republican majority.

“You need a bipartisan support for this so Republicans know that they can pick this piece of legislation up and they can move it forward next year,” Wilson said. “So it doesn’t just become a quote-unquote ‘Democratic’ bill, or just a quote-unquote ‘Republican’ bill. It is a bill that is supported by both parties.”

The REPAIR Act was introduced in February Rep. Bobby Rush (D-IL), chairman of the House Energy and Commerce Subcommittee on Energy. If passed, it would give vehicle owners and independent repair shops the data needed access to repair and maintain modern, technologically advanced vehicles.

Canada had its own version tabled by Brian Masse, an NDP member of Parliament representing Windsor West in Ontario, as a private member’s bill.

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Gas stations and parking lots in Vancouver could be charged $10,000 per year if they don’t provide charging stations for electric vehicles if a city proposal goes through.

Vancouver has the most EVs in Canada, according to Kijiji Autos. B.C. British Columbia has EV mandates in place along with purchase incentives. Between B.C. and Quebec, 71 per cent of all new EV registrations in Canada were in those two provinces last year.

The proposal from the city is aimed at speeding up the installation of EV charging stations as interest increases and to encourage more people to buy the vehicles.

“If the policy is implemented with the proposed gas station and park lots annual fee of $10,000, there would be an incentive to invest in EV charging to avoid the higher annual licence fee with a payback period of seven to eight years,” the proposal said.

Currently, the cost of a business license is $263 for a gas station and $163 for a parking lot. Businesses would have to make charging stations available in 2025 to avoid the increased fee. Parking lots with less than 60 stalls would be exempt under the policy.

A gas station would have to provide 50 kilowatts of charging power, which is enough for one DC fast charger. Parking lots would have to provide at least 26.6 kilowatts — enough for four Level 2 chargers.

A recent survey found that nearly 40 per cent of Canadians are likely to buy an EV in the next five years. NAPA Canada recently announced a new banner to specifically service electric and hybrid vehicles.

Vancouver City Council has scheduled for debate starting May 19 on the proposed policy.

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After being eliminated in 2003, a new act has been introduced in British Columbia to make certification in the skilled trades compulsory again.

B.C. legislature introduced the Skilled Trades BC Act last week. The government said it will support and train apprentices, and modernize the Crown agency responsible for trades training.

Furthermore, the act will help address labour shortages and support and recognize the work that skilled tradespeople do in the province.

Since 2003, when compulsory skilled trades certification was eliminated, B.C. has been the only province without mandatory accreditation. This put the province at a disadvantage, said Anne Kang, Minister of Advanced Education and Skills Training.

“We want apprentices in British Columbia to be able to count on having good, family-supporting jobs with steady work once they complete their training,” she said in the announcement.

The province is expecting 85,000 new job openings in the trades by 2031.

“That is why we’re launching a new, made-in-B.C. skilled trades certification system to encourage more people to choose careers in the trades, so they can prosper and employers can find the workers they need as B.C. builds a strong economic recovery,” Kang added.

As part of being certified, tradespeople will have to register as an apprentice or be a certified journeyperson to work in one of the 10 initial mechanical, electrical and automotive trades.

If passed, skilled trades certification for these initial trades will be implemented in phases between 2022 and 2024. It will replace the Industry Training Authority Act and transform the Industry Training Authority into SkilledTradesBC.

The government will use the program to increase the prestige of the trades by recognizing trades workers’ in-demand skills and experience, pave the way for greater steady employment opportunities and higher wages and attract more people to the trades.

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A bill focused on ‘right to repair’ is back on the table in Canada.

Legislation was introduced in Canada by Brian Masse, an NDP member of Parliament representing Windsor West in Ontario, as a private member’s bill.

If passed, the bill would ensure OEM-approved tools and parts are available to the automotive aftermarket. This would allow consumers the freedom to choose where their vehicles are repaired as all shops would have access to what they need to repair vehicles.

Automotive Industries Association of Canada president J.F. Champagne issued a statement praising the move as one that will establish “much-needed rights for vehicle owners across Canada. Currently, vehicle manufacturers own the data transmitted by vehicles, limiting options for where consumers can have their vehicle repaired. This important legislation will place that control back in the hands of consumers, allowing them to choose the service or repair shop that is best for them.”

The bill’s main three priorities would:

• Amend the Competition Act to authorize the competition tribunal, to make an order requiring vehicle manufacturers, to provide independent repair shops access to diagnostic and repair information and service parts on the same terms and manner as a manufacturer makes that information and parts available to their own authorized repair providers
• Update Canadian Automotive Service Information Standard (CASIS), the voluntary agreement put in place in 2009, to include the rights of digital software that will cover future innovations and technologies as we move to zero-emissions vehicle standards and EVs
• Ensure that consumers have a right to choose where they get their vehicles fixed, and to help the environment by making sure vehicles with emissions are stronger and cleaner

“Given previous support from all parties to establish a right to repair, we are hopeful this Bill will receive broad support and encourage its swift passage,” Champagne added.

Bill C-11 was on the table in the House of Commons last year but was killed with the call of the fall election. The bill was to include legislation around right to repair.

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Right to repair has taken a major step forward in the United States for a trio of industries, including the automotive aftermarket.

American lawmakers introduced three bills related to right to repair, one for each of the automotive, agriculture and electronics industries.

Rep. Bobby Rush (D-IL), chairman of the House Energy and Commerce Subcommittee on Energy, introduced the Right to Equitable and Professional Auto Industry Repair (REPAIR) Act. This would give vehicle owners and independent repair shops the data needed access to repair and maintain modern, technologically advanced vehicles.

The REPAIR Act follows the introduction of the bipartisan Save Money on Auto Repair Transportation (SMART) Act, which would amend U.S. design patent law to ensure that consumers have more choices — not fewer — for quality, safe and affordable vehicle replacement parts.

The move has been met with universal enthusiasm from American aftermarket groups.

The Automotive Aftermarket Suppliers Association (AASA), Auto Care Association, CAR (Consumer Access to Repair) Coalition, and Specialty Equipment Market Association (SEMA) issued a joint statement following the news applauding the proposed bill.

“The legislation will ensure the preservation of consumer choice, a fair marketplace, and the continued safe operation of the nation’s 288 million registered passenger and commercial motor vehicles, 70% of which are maintained by independent repair facilities,” the statement said.

According to the statement, the REPAIR Act will:

• Preserving consumer access to high quality and affordable vehicle repair by ensuring that vehicle owners and their repairers of choice have access to necessary repair and maintenance tools and data as vehicles continue to become more advanced.
• Ensuring access to critical repair tools and information. All tools and equipment, wireless transmission of repair and diagnostic data, and access to on-board diagnostic and telematic systems needed to repair a vehicle must be made available to the independent repair industry.
• Ensuring cybersecurity by allowing vehicle manufacturers to secure vehicle-generated data and requiring the National Highway Traffic Safety Administration (NHTSA) to develop standards for how vehicle-generated data necessary for repair can be accessed securely.
• Providing transparency for consumers by requiring vehicle owners be informed that they can choose where and how to get their vehicle repaired.
• Creating a stakeholder advisory committee and providing them with the statutory authority to provide recommendations to the FTC on how to address emerging barriers to vehicle repair and maintenance.
• Providing ongoing enforcement by establishing a process for consumers and independent repair facilities to file complaints with the FTC regarding alleged violations of the requirements in the bill and a requirement that the FTC act within five months of a claim.

“Today is one of the most memorable and important days in the history of the aftermarket. The REPAIR Act will help guarantee consumers’ rights and the ability of the industry to ensure their vehicles operate safely,” said Paul McCarthy, president and CEO of AASA.

“Ensuring consumer choice while retaining a free and competitive market across the vehicle lifecycle is at the heart of this legislation,” said Bill Hanvey, president and CEO of Auto Care Association. “The tenets of this bill are principles-based, balanced, and address concerns shared across the automotive industry.”

CAR Coalition executive director Justin Rzepka pointed to a recent YouGov poll that showed 93 per cent of respondents agreed that they should have the right to choose where and by whom their vehicle is repaired.

“The REPAIR Act will ensure consumers will have more, not fewer, choices when they need a repair shop,” he commented. “They will also have access to the data they need to make sure the repair is done safely. This is important, consumer-first legislation, and we look forward to working with lawmakers and industry partners to pass it.”

“Free and fair competition is a core value in the United States,” said Daniel Ingber, vice president of government and legal affairs, SEMA. “Protecting a consumer’s personal choice when purchasing, servicing, repairing, or modifying a motor vehicle is what the REPAIR Act will deliver.”

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With news that legislation has been introduced separately in the United States and Canada on right to repair, American automotive aftermarket leaders know the outcome of the proposed bill in their country will have ripple effects around the world.

Speaking at the Automotive Aftermarket Suppliers Association (AASA) Global Summit in Coral Gables, Florida last week, Paul McCarthy, president and CEO of AASA, highlighted the importance of getting the proposed Right to Equitable and Professional Auto Industry Repair (REPAIR) Act passed in the U.S.

“It’s a very exciting and a landmark day,” he said one day after news came out of the bill being introduced. “One thing I do need to mention is this is very much not just a U.S. issue — it’s a global issue.”

AASA president and CEO Paul McCarhy speaks at the AASA’s 2022 Global Summit in Coral Gables, Florida

He noted that his group has worked closely with colleagues at the European Association of Automotive Suppliers (CLEPA) and with peers in Australia. He highlighted the joint consumer campaign “Your Car. Your Data. Your Choice.” with the Automotive Industries Association of Canada.

Still, no matter with which groups they speak, a similar message is typically sent back.

“Either you guys in the U.S. or you guys in Europe [need to] figure out the rules of the road and we can follow it,” McCarthy described as the response. “Or you guys won’t figure it out and we’re all in trouble.”

Indeed, other countries around the world are looking to the U.S, to lead the way in the fight with automakers.

“So we’re fighting for it here in the U.S., [but] just know we’re fighting for it on a global basis on behalf of our global industry. They’re looking to us for that leadership,” McCarthy said.

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There’s a lack of regulatory oversight into onboard vehicle technology and industry advocates want to see better guidance and consumer awareness.

There are many risks around increasingly complex vehicle controls. Concerns have been raised by several advocacy groups over the years. For example, the American Automobile Association released a report in 2017 that said that automakers are cramming so much infotainment technology into the dashboard of new vehicles is making drivers take their eyes off the road and hands off the wheel for dangerously long periods of time.

The “explosion of technology” is complicated to use and putting drivers at risk, wrote University of Utah professor David Straye in the report.

“This is a major and an increasing issue,” Ian Jack, head of public affairs at the Canadian Automobile Association told The Canadian Press recently. “It’s becoming increasingly challenging for people to manage these things inside their vehicle.”

He, too, complained about the overload of distractions available to drivers. CP reported that CAA will be launching a public awareness campaign to better inform drivers of the risks of distracted driving with a focus on so-called infotainment systems.

In a recent CAA study, the group found that distracted driving is a major concern for drivers. More than 90 per cent reported that distraction — such as people using their phones while driving — is a top threat while on the road.

“This is a major and an increasing issue. It’s becoming increasingly challenging for people to manage these things inside their vehicle.”

Recent data from Transport Canada shows that distracted drivers are at fault in more than 1 in 5 fatal collisions.

“Distracted driving is really even more of a concern because it’s other people who are at risk, other road users who are at risk, and more likely to be killed and injured,” CP quoted Robyn Robertson, chief executive of the Traffic Injury Research Foundation, as saying.

Guidelines around limited distraction from displays were introduced in Canada in 2019. However, they’re not enforceable.

Transport Canada spokeswoman Sau Sau Liu told CP in a statement that the agency “encourages vehicle and electronics manufacturers to design devices that are compatible with safe driving and to follow all relevant safety guidelines and best practices.”

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Quebec wants only zero-emission vehicles (ZEVs) sold in the province by 2035.

The provincial government is proposing a change to the ZEV standard to that 100 per cent of auto sales in Quebec are of vehicles emitting no emissions.

The province’s ZEV standard that has been in place since 2018 calls for manufacturers to earn credits by selling or leasing ZEV in Quebec.  Credit requirements are based on the number of vehicles sold or leased. Up to 25 per cent of excess credits may be carried over to meet future credit requirements.

The proposal calls for the end of carryover credits by 2033.

The regulation changes are subject to a public consultation until March 12.

The draft regulation noted that the move would reduce “the government’s revenues from taxes on fuel and sales of goods and services associated with vehicles with an internal combustion engine.”

However, it would also have “a positive impact on enterprises marketing charging stations and on sales of electricity.”

The paper also pointed out that the main advantage of the proposal would be for consumers as they will benefit from energy savings and see the cost of acquiring such vehicles come down in price. “The draft regulation also results in major environmental gains in greenhouse gas and other pollutant emissions,” it added.

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The Ontario government has launched a new Crown agency to address the skilled trades labour shortage.

Announced Jan. 25 by the Ministry of Labour, Training and Skills Development, Skilled Trades Ontario is expected to improve trades training and simplify services, the government said.

According to the announcement, the agency will promote and market the trades, in addition to developing training and curriculum standards. Furthermore, it will provide a streamlined user-friendly experience for tradespeople.

This, the government expects, will see more people available for jobs that are in demand.

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“We’re redrawing the system to address Ontario’s labour shortage and make the trades a career of choice for more people,” Monte McNaughton, Minister of Labour, Training and Skills Development, said in a statement. “The skilled trades provide well-paying and rewarding careers that are vital for our economy. By creating this new agency, we are working for workers and delivering the generational change that labour leaders and employers have been calling for.”

The labour shortage in the skilled trades is expected to hit 350,000 by 2025.

A new online service will help conveniently manage their careers. It will have an online one-stop-shop for scheduling classes and exams, submitting forms, paying fees and more. The government expects this change to ease the labour shortage. It also observed that it will be easier for people to learn about and enter the trades. It will reduce processing and registration times for applicants from 60 days to 12.

The agency will be led by Michael Sherrard, who will hold the position of chair at Skilled Trades Ontario.

“The implementation of a successful apprenticeship and skilled trades system is critical to the economic growth and success of our province, and today’s announcement is the next step in securing that future for us all,” he said in a statement.

The announcement was met positively by Diane Freeman, executive director of the Automotive Aftermarket Retailers of Ontario, which represents businesses in the province’s automotive service industry.

“Our association looks forward to meeting with Michael Sherrard, chair of Skilled Trades Ontario, the board of directors to offer our assistance to modernize the training and curriculum standards for the automotive sector,” she told AutoServiceWorld.com “We welcome the new agency on the promotion of skilled trades to the youth in Ontario as a professional career choice.”

According to the government announcement, apprentice registrations under the Ontario College of Trades fell by over 17,000 or 40 per cent. The average age of an apprentice is 29 years old today.

The government’s Skilled Trades Strategy will be administered by an independent board of directors. It will be responsible for breaking stigmas surrounding the trades, simplifying the system and encouraging employers to hire more apprentices.

“The skilled trades are the backbone of our province — offering 144 well-paying and in-demand careers for people to choose from,” said Melissa Young, chief executive officer and registrar.

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The Japanese market may soon become the next hot spot for autonomous vehicles.

Japan’s National Police Agency has been given the go-ahead to create a legal framework for Level 4 self-driving cars within limited areas.

L4, considered ‘high driving automation,’ allows full automated driving with no driver intervention at all, even if they’re in the driver’s seat. In fact, there may not even me a steering wheel or pedals. The vehicle is programmed to stop itself in the event of system failure.

According to Japanese media reports, a bill amending traffic laws will be submitted in the spring. If approved, the move would be the first of its kind in Japan.

“The development is in line with the government’s vision to put level 4 automated driving system to practical use across more than 40 locations by 2025,” said Bakar Sadik Agwan, senior automotive consulting analyst at GlobalData, a data and analytics company.

GlobalData expects penetration of the L4 vehicle market to surpass Level 3 and reach 1 per cent of the market by 2030.

L3 uses various driver assistance systems and artificial intelligence to make decisions based on changing driving situations around the vehicle. A human driver must be present, alert and ready to take control of the vehicle at any time. Its vehicle penetration level is expected to be less than 0.5% of vehicles by the end of the decade.

“This is because Level 3 sits at an awkward point where the system’s complexity is so high that the cost makes it less tempting for deployment across mass-market vehicles,” Agwan said. “In addition, it lacks the utility of Level 4 and above systems that are more applicable to robo-taxi fleets.”

Honda was the first OEM to jump into the Level 3 waters when Japan approved the use of that technology in March 2021. It received the go-ahead to sell a small number of Level-3-equipped Legend luxury sedans exclusively for the Japanese market.

“Autonomous vehicles are gaining regulatory approvals across the world’s key urban areas for commercial use. Shared mobility is the most significant driver for AVs and is the epicenter of the megatrend,” Agwan said.

Waymo, he pointed out, already has regulatory approvals. It introduced a ride-hailing fleet with its Level 4 vehicles, offering 20,000-40,000 rides every quarter in the United States.

In China, AutoX, Baidu and Pony.ai have also won approval to run commercial driverless ride-hailing services in Beijing with a fleet of not more than 100 Level 4 AVs. Germany appears ready to legalize commercial use of Level 4 AVs as taxis this year.

“Timely approval for Level 4 autonomy will help Japan to be in the race with market leaders such as the U.S., China and Europe,” Agwan said.

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Mercedes-Benz’s American and Canadian operations have agreed to a settlement on a diesel emissions class action lawsuit.

The agreement affects about 83,000 BlueTEC diesel vehicles in Canada. The proposed settlement, announced by law firm Koskie Minsky LLP, will provide cash payments and other benefits to current and former owners and lessees.

The cash value of the settlement comes in at about $243 million.

“The settlement also provides significant value to class members in the form of an emissions repair that provides for cleaner emissions that will comply with Canadian emissions standards,” the law firm’s announcement said.

Litigation has been ongoing for six years. The company was asked by the U.S. Justice Department in April 2016 to internally probe its exhaust emissions certification process. The request came soon after it was discovered that Volkswagen had been cheating on its diesel emissions tests.

Lenczner Slaght LLP also worked as counsel.

As noted, this settlement is only proposed at this time. It is subject to approval by the Ontario Superior Court of Justice. The announcement said the approval hearing will take place on February 9, 2022.

The payments will cover model year 2009-2016 Mercedes-Benz and model year 2010-2016 Mercedes-Benz Sprinters with BlueTEC II emission control systems. Those affected will be able to receive:

• Cash payments of up to $2,925 to all who receive the emissions repair.
• Cash payments of up to $835 for all former owners and lessees.
• Additional cash payments ranging between $330.20 and $660.40 for various reasons including those relating to delays of the emissions repair, requirements to reclassify the emissions standard or reduced vehicle performance.
• A buyback option in some circumstances

“This result is the culmination of a concerted effort to bring to a conclusion an unfortunate chapter in automotive history in North America,” said Peter Griffin, counsel at Lenczner Slaght.

In August 2020, Daimler AG, the maker of Mercedes-Benz vehicles, announced it reached settlements in the U.S. for the same claim. That cost the company US$2.2 billion.

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As many remote employees have discovered over the course of the COVID-19 pandemic, the lines between work time and home life have been blurred.

In what is said to be an effort to protect workers and ensure bosses can’t make employees work past their scheduled daily hours, the Ontario government will introduce a ‘right to disconnect’ bill.

Announced by Labour Minister Monte McNaughton, the bill would require Ontario companies with 25 employees or more to develop policies around disconnecting from work. This would protect mental health and allow workers to have time to spend with their families.

Such policies would set expectations around response time for emails and set out-of-office replies when not working.

The concept is not new in Canada, according to Howard Levitt, an employment lawyer and senior partner of LSCS Law. In an article for the Financial Post back in May when discussions around this type of legislation first came up at a federal level, he noted Quebec attempted to bring in similar legislation in 2018. It was never approved.

“The concept is ludicrous,” he wrote at the time. “Such a law would be costly, impossible to put into practice, and have extremely deleterious effects on most businesses. And it could not be implemented without overhauling the entire labour law regime.”

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He noted that federal and provincial labour laws already give plenty of protections to employees around working hours and rest periods.

“Throughout Canada, working hours are capped for most employees. Periods of rest and leave are guaranteed,” he wrote. “But our laws also recognize that each industry has its own unique requirements to remain operational and competitive.”

In an interview with Canadian Underwriter, Robin Daddar, Toronto-based vice president and senior consultant of fleet, safety, health and environment and risk control services, at professional services firm Aon Canada, said it’s best to have both sides agree to what reasonable work expectations are beforehand and stick to them.

Expecting employees to finish tasks outside of traditional workday hours is “not something that can be pushed down your throat by regulations,” he said, citing an example of expecting employees to respond to after-hours work emails or communication. “It’s got to be an understanding between the company and you [about] the kind of work you’re doing.”

In the age of working from home, flexibility is a reasonable ask — but it’s a two-way street. For example, an employee asking to go out in the middle of the day for grocery shopping or to run an errand can be reasonably expected to answer an email during their off-hours.

“It’s reasonable as long as you agree to it in advance,” Daddar pointed out.

Daddar suggested signing a contract outlining reasonable expectations between the employer and employee. It’s reasonable for the employee to ask about work hours and expectations, he added.

“How many [hours]? When do you need me? How often? And am I going to be called after-hours? When is it reasonable for me to answer? Or what is reasonable for me to be compensated for that kind of additional work?” he said.

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The oversight body for Quebec’s financial sector wants to better familiarize itself with connected and autonomous vehicles.

The Autorité des marchés financiers, responsible for the regulation of the financial industry in Quebec, released an issues paper recently, saying that the impact of connected and autonomous vehicles (CAVs) on consumers and insurers will be significant and it wants to extend what it knows about the forthcoming technology.

“The arrival of CAVs on our roads serves as a reminder that the development of technological innovations extends into all fields of human activity, with repercussions that are providing much food for thought, particularly on accident liability,” Louis Morisset, AMF president and CEO, said in a press release. “The diversity of the questions raised shows that CAVs are a concern not only for regulators but also for many stakeholders in our society, from the [property and casualty] insurance sector and auto industry to consumer associations.”

The news release went on to say that the paper’s goal is to generate discussion and explore ideas and potential solutions for rethinking the future of mobility and smoothing the way for the development, testing and operation of CAVs.

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A new group has emerged to help in the fight for ‘right to repair’ in the automotive aftermarket.

The CAR Coalition is made up of automotive parts companies, repair shops, associations and insurers that are “committed to preserving consumer choice and affordable vehicle repair,” a statement announcing its launch said.

The group is American-based. It describes its campaign as being one is multi-million dollars and in support of the R2R movement and legislative measures

One of those measures is the Save Money on Auto Repair Transportation (SMART) Act, a bipartisan bill introduced in the U.S. House of Representatives. Its purpose is to protect consumer choice when repairing their vehicles while also allowing for vehicle manufacturers to protect intellectual property rights.

“We’re excited to kickstart this national campaign in the fight to restore consumer choice, lower auto repair costs, and ensure greater competition in the alternative parts industry,” said Justin Rzepka, executive director of the CAR Coalition. “Consumers and small businesses lose when 15-year design patents keep independent manufacturers from offering safe, quality, and affordable aftermarket repair parts. The SMART Act would combat design patent abuse that restricts choice and drives up prices by reducing the time that car manufacturers can enforce design patents on common aftermarket parts, like side mirrors and bumpers.”

The coalition includes the American Property Casualty Insurance Association (APCIA), Automotive Body Parts Association (ABPA), AutoZone, and LKQ Corporation. The SMART Act has been backed by the Consumers for Auto Reliability and Safety Coalition, National Association of Mutual Insurance Companies (NAMIC), Auto Care Association, RetireSafe, AARP and more.

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A recent decision from Microsoft could have far-reaching implications in the fight for ‘right to repair,’ including the automotive aftermarket.

According to a report from Grist, Microsoft has bowed to shareholder pressure and agreed to move forward with plans to allow for the independent repair of its devices.

An activist group, As You Sow, had submitted a shareholder resolution in June urging Microsoft to make device repair easier. it cited environmental benefits from reduced waste as consumers choose to repair their devices instead of discarding them and buying new ones.

Both sides negotiated, with the tech giant agreeing to comply in exchange for the group’s withdrawal of the resolution from the U.S. Securities and Exchange Commission.

Courtesy of Microsoft

What that means is, Microsoft will study how increasing access to the parts and information needed for repair can reduce its contributions to climate change and electronic waste. It also agreed to act on the findings of that study by the end of next year.

This is the first time, the report noted, that such a move has been made in the U.S. It added that a mutual fund company has filed similar resolutions with Apple and the company that manufactures John Deere agricultural equipment.

Diane Freeman, executive director for the Automotive Aftermarket Retailers of Ontario, applauded the decision as such a move would have a ripple effect in all sectors.

“This is definitely a step in the right direction for the automotive sector as consumers should have the choice where to take their vehicles for repair,” she told AutoServiceWorld.com.

“I think what will happen is we will see more companies following Microsoft’s lead, therefore, putting more pressure on all to have fair competition when it comes to repairing consumer goods including the automotive sector.”

J.F. Champagne, president of the Automotive Industries Association of Canada — which has been working with groups like the Auto Care Association in the U.S. to push for greater vehicle access for the aftermarket — said this move goes to show that consumers want choice.

“Facts are that consumers overwhelmingly want right to repair and consumers want governments to enact laws that protect them,” he told AutoServiceWorld.com. “This puts manufacturers in a difficult position since right to repair limits their capacity to leverage consumer data and control their products’ lifecycle.”

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Ontario tradespeople, including automotive technicians, have not been under scrutiny from the provincial government for the last three years despite fees being collected, according to a CBC report.

There has been no enforcement of the province’s compulsory certification of licensed trades since Doug Ford became premier and his Conservative party went into power in June 2018. Since then, there has been no oversight of whether or not those working in licensed trades have the certifications to actually do so, the public broadcaster noted.

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The Ontario College of Trades website shows that the last Notice of Contravention was posted on June 28, 2018. The last Provincial Offences Act conviction was on July 30, 2018, which was issued for an “individual engaging in compulsory trade – without Certificate of Qualification that is not suspended.”

In an interview with CBC, Patrick Dillon, business manager of the Provincial Building and Construction Trades Council — made up of labour unions — called out the lack of enforcement.

“You can’t have a trades qualification act and compulsory licensed trades and not have enforcement,” he told CBC.

Lou Trottier is the owner of All About Imports, an auto service and repair shop in Mississauga, Ont. He spoke out about the issue to CBC.

“You as a consumer pay a premium dollar to have your car serviced,” he said. “If you find out it was done by an unqualified, unlicensed person, it kind of leaves a bad taste in your mouth, doesn’t it?”

The Ontario College of Trades was created in 2009. Part of its mandate is to enforce skilled trades certification rules. The Ford government passed legislation in 2018 to begin the shutdown of the college. Ford claimed the college was creating a red tape burden for businesses.

The school still exists, however. It has a notice on its website that it “is winding down as the government takes action to modernize the skilled trades and apprenticeship system.”

Apart from technicians, trades like plumbers, electricians, crane operators and hairstylists fall under the province’s list of groups that require certification.

The fee for certification was initially at $120, but dropped to $60 in 2019. But, as noted, the rules haven’t been enforced, according to the college’s website.

“When you’re paying for something and you’re not getting it, that is just a breach of the contract,” Dillon said.

“I play by the rules. I’m a stickler for rules,” Trottier told CBC. “And I would love everybody to be forced to play by the rules as well.”

As for the government, Ontario Labour Minister Monte McNaughton said inspectors have taken on an educational role in recent years.

“As we move forward this summer, we’ll ensure that the compliance and enforcement regulations are worked through,” CBC quoted him as saying. “I can assure everyone out there working in the trades that we’ll ensure that enforcement is present on job sites.”

The post Ontario not enforcing rules on techs: Report appeared first on Auto Service World.

The Canadian Apprenticeship Forum (CAF) has published a first-of-its-kind national strategy for Supporting Women in Trades (SWiT).

Built on action items identified by a 2019 task force, it establishes a national target to increase participation and retention of women in skilled trades careers to 15% by 2030. A 2018 study pegged women’s representation at just 4.5%.

The strategy aims to generate awareness about the opportunities for women, trigger policy changes at the governmental level, recognize best practices in the field, and create skilled trade workplace environments where women’s representation increases.

“CAF-FCA is committed to being a catalyst for diverse and inclusive workplaces.” says France Daviault, executive director of CAF-FCA. “Under-represented groups including women, transgender, two-spirited, intersexed, or gender non-binary have a fundamental right to a safe, healthy and equitable workplace, free of harassment, bullying, and discrimination.”

A web page dedicated to advancing the goals of the strategy provides links to tools that will assist employers, unions, educators, and tradeswomen in creating healthy, safe, and inclusive workplaces.

“The goal is to have best practices from across sectors available in one place. There is no need to recreate the wheel – there are some tried and tested tools out there that organizations are willing to share,” Daviault said.

The strategy is a national movement and call for champions who commit to making a difference through a public pledge.

The pledge requires that they share their internal numbers on the percentage of women apprentices and journeypersons they employ in skilled trades work annually. “Those who join the movement as champions by taking the #CHAMPIONS4CHANGE pledge are truly changemakers and leaders,” Daviault said. “They understand that numbers matter and aren’t afraid to be part of the discussion. We are beyond rhetoric as the number hasn’t increased in years. It’s time to be bold by holding industry accountable for the numbers.”

switcanada.ca

www.caf-fca.org

The post CAF launches national strategy for women in trades appeared first on Auto Service World.

Quaker State has announced that a number of motor oils within its product portfolio now meet the new ILSAC GF-6 specifications. ILSAC GF-6 is the name of the next-generation of standards set by the International Lubricants Standardization and Approval Committee (ILSAC) for passenger car motor oils designed to meet the demands of modern engine technology, including turbocharged gasoline direct injection (TGDI) engines.

Shell Lubricants products have made the transition to the new standards, and Quaker State ILSAC GF-6 compliant motor oils have been available as of Oct. 1, 2020.

Quaker State completed the ILSAC GF-6 testing protocol, outlined by eight different engine tests. Test results determined whether a motor oil meets one of the standard’s two sub-categories, ILSAC GF-6A (which is backward-compatible to ILSAC GF-5 oils) and ILSAC GF-6B (specifically for SAE 0W-16).

The following Quaker State brand motor oils meet the new ILSAC GF-6A standard:

• Quaker State Full Synthetic Motor Oils: SAE-0W-20, SAE 5W-20, SAE 5W-30 and SAE 10W-30
• Quaker State High Mileage Full Synthetic Motor Oils: SAE 0W-20, SAE 5W-20, SAE 5W-30 and SAE 10W-30
• Quaker State Synthetic Blend Motor Oils: SAE 0W-20, SAE 5W-20 and SAE 5W-30. (Only available in Ecobox and bulk)
• Quaker State High Mileage Motor Oils: SAE 5W-20, SAE 5W-30 and SAE 10W-30
• Quaker State Motor Oils: SAE 5W-20, SAE 5W-30 and SAE 10W-30

These now feature the new ILSAC GF-6 starburst.

As original equipment manufacturers (OEMs) have updated engine hardware to meet the increased fuel economy and compliance with emission regulations, a need arose for a new ILSAC standard.

To increase fuel economy, many OEMs have incorporated the turbocharged gasoline direct injection (TGDI) engines, some of which are susceptible to the low speed pre-ignition (LSPI) phenomenon. Motor oils can be reformulated to help minimize LSPI events, and the American Petroleum Institute (API) made the decision in 2017 to introduce a supplemental service category (API SN PLUS) to address this need while the ILSAC GF-6 standard was in development. The ILSAC GF-6 standard required new engine tests designed to prevent LSPI, reduce timing chain wear and measure fuel economy enhancements.

ILSAC has always tried to make its standards “evergreen,” which means they are backward-compatible. Thus, when a new standard is activated, the previous standard becomes obsolete because the latest standard meets the needs of both new and prior engine technologies.

API developed new marks for each sub-category: ILSAC GF-6A oils are backward-compatible with ILSAC GF-5 and older standards and for viscosities as low as SAE 0W-20. Motor oils that meet ILSAC GF-6A will display a starburst logo for licensing. ILSAC GF-6B oils are backward-compatible ONLY with SAE 0W-16 motor oils, which are expected to become more prevalent in the future. The SAE 0W-16 viscosity grade is not intended for use in most older engines, as they are not equipped to operate with a lubricant at such a low viscosity. Motor oils that meet ILSAC GF-6B will display a shield logo for licensing. These distinctions are clearly displayed on the labels for relevant Quaker State  motor oils.

Eight different engine tests are required for ILSAC GF-6 licensing and to demonstrate improvements in motor oil capabilities. The eight engine tests are:

• Sequence IIIH – Oxidation and Deposits
• Sequence IVB – Valve Train Wear
• Sequence V – Sludge and Varnish
• Sequence VIE – Fuel Economy
• Sequence VIF – 0W-16 Fuel Economy
• Sequence VIII – Corrosion (not required for GF-6B)
• Sequence IX – LSPI
• Sequence X – Timing Chain Wear

Additional information on ILSAC GF-6 can be found at www.quakerstate.ca

The post Quaker State GF-6 compliant motor oils now available appeared first on Auto Service World.

California will phase out gasoline-powered cars over the next decade and a half, with the stated goal of allowing only the sale of zero-emission vehicles by the year 2035.

The state’s governor, Gavin Newsom, signed an executive order last week, saying transportation currently accounts for more than 50 percent of California’s greenhouse gas emissions, 80 percent of smog-forming pollution, and 95 percent of toxic diesel emissions.

Zero-emission vehicles are a key part of California’s clean, innovation economy – already California’s second largest global export market.

“This is the most impactful step our state can take to fight climate change,” Newsom said. “For too many decades, we have allowed cars to pollute the air that our children and families breathe. Californians shouldn’t have to worry if our cars are giving our kids asthma. Our cars shouldn’t make wildfires worse – and create more days filled with smoky air. Cars shouldn’t melt glaciers or raise sea levels threatening our cherished beaches and coastlines.”

Following the order, the California Air Resources Board will develop regulations to mandate that 100 percent of in-state sales of new passenger cars and trucks are zero-emission by 2035 – a target which would achieve more than a 35 percent reduction in greenhouse gas emissions and an 80 percent improvement in oxides of nitrogen emissions from cars statewide.

In addition, the Air Resources Board will develop regulations to mandate that all operations of medium- and heavy-duty vehicles shall be 100 percent zero emission by 2045 where feasible, with the mandate going into effect by 2035 for drayage trucks.

To ensure needed infrastructure to support zero-emission vehicles, the order requires state agencies, in partnership with the private sector, to accelerate deployment of affordable fueling and charging options. It also requires support of new and used zero-emission vehicle markets to provide broad accessibility to zero-emission vehicles for all Californians. The executive order will not prevent Californians from owning gasoline-powered cars or selling them on the used car market.

Fifteen countries have already committed to phase out gasoline-powered cars.

The post California to phase out gas-powered vehicles by 2035 appeared first on Auto Service World.

The president of the Automotive Industries Association of Canada (AIA) says international governments are moving faster toward securing aftermarket access to vehicle data and OE service information.

Jean-Francois Champagne told a webinar audience yesterday that Europeans and Pacific rim governments are moving to address obstacles to fair competition when it comes to vehicle service.

“I would say the European Union is a little ahead of us in that regard. There has been more research by the EU Commission with regard to lack of competitiveness as a result of action by automakers to control that data,” he said. “Australia is also moving in that direction. So, I would hope that the Canadian and U.S. governments would also take steps in this matter.”

He suggested the issue will become more obvious to legislators with the passage of time.

“We used Facebook for the better part of a decade before legislators started to realize they might have to regulate that kind of technology,” he said. “I think we might see the same thing with autonomous and connected cars. Hopefully it will take less time to get there.”

On the webinar, dubbed “Automotive Diaries: Coming out Stronger Post-COVID19,” Champagne referred to a Quorus Consulting Group survey, undertaken on AIA’s behalf, which showed that the largest cohort of vehicle owners (33%) believe they own the data that is generated by their vehicles. A slightly smaller group (32%) have the truth of the matter, that vehicle data is currently the property of the vehicle owner.

Another survey question revealed that “fully 88% of Canadians will tell you they believe the owner of the car should be the person who owns and controls the data from their car.”

Asked whether motorists in North America will be able to “profit” from their vehicle data, he said, “I hope so. I think it will come down to legislation. It is going to be up to policy makers to put in place some aspect of protecting consumer right to own and control their data.”

Champagne said the root of the vehicle data campaign is consumer choice.

“Wherever consumers take their vehicles to be serviced – whether to an aftermarket facility or a dealership – the location should have access to the tools, service information, training, and parts that allow the vehicle to be repaired,” he said. “You have to make sure that consumers still have the right and the ability to choose where they want to have their car serviced.”

He said automakers are still trying to deflect questions about data ownership, and are “positioning themselves as the only trusted gatekeeper of vehicle data.”

The webinar, organized by the Marketing Research and Intelligence Association, was intended to examine the latest insights into vehicle owner behaviour and attitudes. Other speakers included Michaela Mora of Relevant Insights, and Stephen Popiel of Phoenix Marketing International and Automotive Canada.

The post North American legislators lagging on vehicle data: AIA president appeared first on Auto Service World.

By Allan Haberman

It’s hard to believe that some provinces still do not require automotive service technicians to be certified.

Despite the growing complexity of modern vehicles and the potential for road carnage due to poor maintenance, some provinces, like B.C., Manitoba, and Saskatchewan, have not mandated certification for service technicians.

They have deemed auto repair to be a “voluntary” trade, where a certificate of qualification is available but is not required to work in the trade. Aspiring technicians can complete a series of tests to prove their competence… but they don’t have to.

In other Canadian provinces, including P.E.I., Nova Scotia, New Brunswick, Ontario, and Alberta, auto service is a compulsory trade, meaning technicians require a certificate of qualification or registration in an apprenticeship program in order to work in the trade.

This is as it should be.

With something
as important to public safety
as vehicle maintenance,
is it wise to eliminate
trade standards
altogether?

Unfortunately, it is not the case right across Canada. Perhaps some provincial governments are loath to introduce any career roadblocks that would discourage people from entering a trade that already suffers from a shortage of qualified technicians. But with something as important to public safety as vehicle maintenance, is it wise to eliminate trade standards altogether?

Servicing today’s vehicles requires more than a mechanical aptitude and a passion for cars. There isn’t a system on a modern automobile that doesn’t involve some form of electronics. Even a simple oil and filter service will likely require a maintenance reminder reset procedure. Some of these resets may even require the use of a scan tool – not an easy tool to master without adequate training.

Diagnosing most problems on today’s vehicles requires access to an information system with complex wiring diagrams and system operation descriptions. Without this information and the proper equipment, solving even simple problems is next to impossible.

Technicians must have a working knowledge of electrical systems and electronic theory. Without this base of knowledge and above-average reading comprehension skills, diagnosing a system fault can become a guessing game.

Can we all agree that throwing parts at a problem has never been an acceptable repair procedure? This destroys consumer confidence in the repair industry.

In the United States, a voluntary testing and certification system is available through the National Institute for Automotive Service Excellence (ASE). The general consensus is that this system, while not nearly as comprehensive as the Canadian apprenticeship program, offers consumers some assurance of technician skill.

Perhaps the provinces that haven’t designated auto service as a compulsory trade should adopt this system. At the very least, a well-recognized logo would give consumers some confidence in their service providers.

Today’s technicians need to constantly upgrade their skills to keep up with the rapid change in vehicle technology. As vehicles become more electronic than mechanical with each passing year, the people who service them will also have to change. Certification would be a good start.

The time may come when automotive service is a degree program rather than a vocational one. Perhaps that time is already here, and we just have to recognize that fact.

Allan Haberman is an automotive trainer based in Winnipeg, Man.

The post Commentary: Should techs HAVE to be certified? appeared first on Auto Service World.

As the economy begins to re-open, the federal government has announced new financial supports for workers affected by COVID-19.

The $2,000/month Canadian Emergency Response Benefit (CERB) will be extended to Sept. 27. To date, the CERB has paid out more than $69 billion to more than 8.6 million recipients.

After Sept. 27, individuals accessing the CERB who are eligible for Employment Insurance (EI), but remain unable to work, will transition to a simplified EI program.

Revisions to the revised EI program include:

• 120 hours of insurable hours needed to claim EI, totalling 3.5 weeks of work over a 52 week period.
• Minimum EI payment of $400/week to a maximum of $573 per week, depending on past earnings.
• Claims can remain active for 26 to 45 weeks, depending on time worked prior.
• Claimants can earn income while receiving EI but will have their benefits adjusted, reduced by $0.50 for each dollar of earnings.

Furthermore, while EI premium rates would typically be set to increase, they have been froze for two years at $1.58 per $100 for employees and $2.21 per $100 for businesses.

In addition to the revamped EI system, the federal government has introduced three temporary taxable benefits for those who do not qualify for EI and will be introduced on Sept. 27.

(1)   Canada Recovery Benefit

Available to self-employed, gig or contract workers who are not eligible for EI and are unable to return to work.

Available for 26 weeks.

(2)   Canada Recovery Sickness Benefit

Available for workers who do not have paid sick leave through their place of employment.

The purpose of the benefit is to make it easier for people who need to stay home when they are sick or self-isolating to be able to do so without losing their entire income.

$500/week for up to two weeks.

(3)   Canada Recovery Caregiving Benefit

Available for workers who need to stay home to care for loved ones, including children 12 years old and under, family members with a disability and dependents when schools, daycares and other facilities are closed due to the pandemic.

It is also available for workers whom a medical professional has deemed to be at high-risk of severe illness if they were to contract COVID-19.

$500/week for up to 26 weeks per household for (only one adult per household can access the benefit).

Get more information HERE.

The post Federal government extends CERB, revises E.I. program appeared first on Auto Service World.

Those working to bring mandatory certification of collision shops in Ontario say there are promising signs on the horizon… and similar regulations for mechanical shops might not be far behind.

The Automotive Industries Association of Canada has been meeting with officials within the provincial government to explain why certifying collision shops would be in the best interest of consumers.

While discussions have stalled somewhat in recent months, they’re expected to heat up again this fall, with a decision on the matter possibly coming as early as next year.

“There has been a lot of activity over the last two years. Covid-19 hit and put us on the back-burner. But it looks like it is coming back,” said Steve Leal, president and CEO of Fix Network World and an AIA director. “I think it is one of the top priorities of the Ontario government and we’re hoping that in the fourth quarter we’ll be able to continue progressing the issue, and get it over the finish line.”

Speaking on “Curbside Chat” an AIA web presentation hosted by association chairman Susan Hitchon, Leal said the issue is on a lot of people’s radar.

“How it will look in the end is still to be determined. Once they agree, there will still be a lot of work to do, but at least we’ll be on our way,” he said. “I believe it could be implemented in 2021.”

Hitchon told her web audience that a recent AIA survey showed clear indication that association members would support regulations or mandatory certification that raise automotive repair shop competence.

AIA president J.F. Champagne told CARS magazine that targeting mandatory certification in Ontario made sense given the provincial government’s stated priority of making auto insurance more affordable in that province.

“The Ford government has been clear about finding ways to reduce insurance costs for Ontarians,” he said. “We are pointing out that personal injuries are no longer the largest cost contributing to high insurance premiums. It has been matched by the cost of vehicle damage. In fact, damage to vehicles is the fastest growing part of the equation.”

He said one of the best ways of controlling the fast-rising cost of repairs is by making sure shops are able to fix vehicles correctly the first time. The government has been very receptive, he said.

“It will be up to the government to work with stakeholders and industry to develop the best model,” he said. “Ultimately, it will be a form of identifying best practices and auditing them in a way that allows a shop to receive confirmation that they do, in fact, meet minimum standards for training, tooling and business practices.”

It wouldn’t be a precedent in Ontario, where other industries, like electrical contracting and real estate, already require government certification. AIA believes other provinces are also ready to consider mandatory certification. In fact, some have already made moves in that direction.

“There are signals that they are requiring shops to comply with some set of standards that includes training, tooling and things like this,” he said. “We are seeing movement in this direction in the other provinces, and it is only a matter of time, I believe, before we see an open call for certification.”

Although there could be costs to shops, it would be nominal compared to the routine business expense associated with keeping up with vehicle technology, Champagne said.

“We often say to people that, yes, there will be a minimal cost for the certification and the audit process, but for some shops that have fallen behind on technology, the greater investment by far is in upgrading their tools and skills,” he said. “For some shops that might be a very large price to bear but we have to provide reassurances to the consumer that we have the skills to fix the cars of today and tomorrow.”

He said the campaign is really about ensuring a minimal threshold of entry for the people who want to fix cars.

“I believe service providers want a level playing field. That’s the message we’re hearing,” he said. “They want a system that’s fair and recognizes the excellence of shops that make the proper investments.”

Mandatory certification could also play a role in ensuring that mechanical shops have the proper credentials to meet vehicle security protocols. He believes certification could be a positive outcome for repair shops because cars are highly connected and very challenging to diagnose.

“How will we ensure that mechanical shops are properly equipped, trained, and credentialed to access sensitive data in a secure way? Certification provides a pathway,” he said.

The post AIA optimistic about mandatory shop certification in Ontario appeared first on Auto Service World.

AIA Canada and the U.S.-based National Automotive Service Task Force (NASTF) will hold a joint webinar on Aug. 19 to discuss securing better aftermarket access to OE repair information

The ultimate aim is to ensure that all automotive service providers have the right diagnostics software, tools, and service information to fix modern vehicles.

Anything short of that, they say, forces consumers to go to OE dealerships for proper repairs – denying them their right to choose their service providers, and denying independent shops the ability to compete fairly in the marketplace.

The free webinar, featuring NASTF executive officer Donny Seyfer, will cover the important issues facing mechanical and collision service providers, and offer insight and strategies on how to level the playing field for everyone in the aftermarket industry.

Registration details will be announced soon.

www.aiacanada.com

The post AIA to partner with NASTF on campaign for service info appeared first on Auto Service World.

The Canada Emergency Wage Subsidy (CEWS) has been extended through to Dec. 19, 2020.

New legislation – Bill C-20 – allows more companies to be eligible for the subsidy, and changes the amount companies can put toward their workers’ wages.

Bill C-20 also allows for a one-time payment of $600 to people with disabilities.

The revised CEWS no longer includes of revenue-drop test for the base subsidy. A scaled base subsidy available to all employers who experience any decline in monthly revenues. The subsidy amount varies depending on the scale of revenue decline. The base subsidy would be at a specified rate of the reduction in an eligible employer’s monthly revenues, applied to the amount of remuneration paid to the employee for the eligibility period, to an initial maximum of $677 /week on remuneration of up to $1,129 /week. The scaled base subsidy enables employers with less than the original qualifying 30% revenue loss to access support.

The federal government has also introduced a top-up subsidy of up to an additional 25% for employers who were hit the hardest by the COVID-19 crisis and experienced a three-month average revenue drop of more than 50%.

First announced on April 1, 2020, CEWS was intended to help employers protect jobs, rehire employees and provide workers with a decent income. The subsidy originally covered 75% of an employee’s wages, up to $847/week.

The post Feds extend Canada Emergency Wage Subsidy appeared first on Auto Service World.

AIA Canada has released a guide of financial support programs for apprentices and employers.

The association’s latest guide offers details on regional and federal financial supports and programs that are available for businesses, employers, employees considering trades training, and those already in or have recently completed trades training.

The National and Provincial Programs, Grants and Incentives: A Guide for Automotive Aftermarket Industry Learners, Workers & Employers is described as an invaluable tool for anyone looking to enter the aftermarket as a skilled trades person, for those wanting to upgrade their training, and for employers who want to keep their workforce up-to-date and ready to face the challenges of tomorrow.

It is available at the AIA website.

www.aiacanada.com

https://files.constantcontact.com/90c34dd5201/f7b6311e-5adf-4221-a7fe-c0e428a79250.pdf

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The Quebec government has announced legislative measures on the wearing of masks or face covers in public places.

Technicians in mechanical bays will not have to wear face masks if the shop is not open to customers, and so long as technicians respect a distance of 2 meters between colleagues.

The recommendation from Auto Prévention, describes auto repair shops as private spaces if they are not open to customers.

Technicians, like any other employees, will need to wear a medical grade mask and eye protection if they will be within two meters of another person, whether in the shop or elsewhere.

People are obliged to wear a procedural mask and protective goggles (or procedural mask and visor) wherever customers are present and where a distance of two meters cannot be respected, in the absence of a physical barrier (plexiglass).

The visor can replace the safety glasses, but not the procedure mask. However, if wearing mask-glasses or mask-visor combination poses a safety risk, the mask can be removed and the wearing of the visor alone is acceptable.

Exceptions can be made on a doctor’s recommendation for workers whose state of health causes the procedural mask to be harmful to health (chronic obstructive pulmonary disease, for example), the visor can be worn alone, without the mask.

More information can be found HERE.  Take note of page 5 for COVID-19 prevention measures specifically for car repair shops.

The post Quebec legislature clarifies face mask requirements appeared first on Auto Service World.

By Diane Freeman

Ever feel like the vehicle in your bay just won’t cooperate? Your tried-and-true diagnostic tricks aren’t working, and you just can’t get the vehicle to respond?

You know you have to go back to basics and check the OE service procedures. Problem is you can’t find them. Or you don’t have the right postal code to access them. Or you’re not allowed to buy the correct tools to effect the repair.

Modern auto repair is tough enough without having to deal with roadblocks from the vehicle manufacturer!

That’s the whole reason for the Repair It Right campaign – a coordinated effort by shops, jobbers, manufacturers, and associations to make sure Canadian technicians have access to the tools, training, and information necessary to fix cars.

In the past decade, vehicles have become incredibly complex, employing sophisticated technology that is protected by security protocols and restricted websites. No matter what you’re doing these days, you need the right codes, updates, procedures, and wiring diagrams. Unfortunately, some OEMs just won’t provide that information to the Canadian aftermarket. Or, if they do, they have a difficult and time-consuming process that simply isn’t workable in today’s business environment.

Service Information Requests (SIRs) are notoriously complicated, slow, and incomplete.

That’s why the Automotive Aftermarket Retailers of Ontario (AARO) have decided to tackle the problem head on. There’s a strong consensus not only in Ontario, but nationally, to create a workable solution to the problem of unanswered SIRs.

Joining with the U.S.-based National Automotive Service Task Force (NASTF), AARO has developed the Repair It Right program. We’re determined to secure access to service information, flash data, and reprogramming codes, as well as tools, equipment, and training that have not previously been available in Canada.

Now, if you submit your SIR through the AARO website (www.aaro.ca), you’ll get an immediate response from our team. Have a question? You can talk to someone on our technical hotline at 1-833-787-4020.

We’ve partnered with the right people. Our task force consists of training instructors, licensed technicians, part suppliers, and presidents of tier-one supplier companies. And we have a powerful ally in NASTF, which has worked with OEMs to provide the U.S. aftermarket with excellent repair solutions.

You can become a NASTF member. It’s easy and free. And the benefits are undeniable. And if you’re serious about fixing modern vehicles, you can also register to become a Vehicle Security Professional (VSP).

Considering the changes that have taken place in the automotive industry, and the aggressive way OEMs are trying to grow their service and repair business, it’s more important than ever for the aftermarket to speak with one voice and demand fairness.

That’s what Repair It Right is all about.

Vehicle service and repair is going to become even more complex moving forward. By securing a good working relationship with carmakers, and guaranteeing access to repair tools and information, we’re ensure a bright and promising future for the automotive aftermarket in Canada.

We’re here to help you get what you need, when you need it. If you find yourself struggling to repair a vehicle in your service bay because you can’t get the right service information, get in touch with us.

We’re here to help.

Diane Freeman is the executive director of the Automotive Aftermarket Retailers of Ontario. You can reach her at 1-800-268-5400.

The post Getting real help in real time appeared first on Auto Service World.

The government of Ontario has announced new support for apprentices.

The Ontario Tools Grant will provide apprentices with grants to assist in the purchase of tools, protective equipment and clothing.

There is $2.5 million available for the grant program for 2020-21, and $7.5 million for 2021-22 and beyond.

The government website announced funding amounts as:

• $1,000 for those in motive power sector trades;
• $600 for those in construction and industrial sector trades;
• $400 for those in service sector trades.

To be eligible for the new grant, apprentices must have completed level 1 training on or after April 1, 2020; an active registered training agreement; and been registered as an apprentice for at least 12 months.

In addition to the Ontario Tools Grant program, the government also announced that more than $10 million in outstanding loans owed by apprentices for tool purchases made at the beginning of their careers will be forgiven.

The post Ontario offers tool support for apprentices appeared first on Auto Service World.

Nearly three-quarters of Canadian consumers believe they should own the data their vehicles produce, according to a survey commissioned by the Automotive Industries Association of Canada (AIA).

Some 74% of 2,061 survey respondents believe they’re the rightful owners of the data that is generated when they drive their own vehicles.

The survey results are analyzed in AIA’s latest report, Data Dilemma: Canadian Consumer Attitudes Toward In-Car Data, part of the association’s Consumer Behaviour series.

Other reports in the series include “Under the Hood” about attitudes toward maintenance and repair; “What’s in Your Online Cart” about attitudes toward online purchasing; and “At Your Service” about how consumers choose repair providers.

The latest report reveals general confusion over who actually owns vehicle data: 37% think it belongs to the vehicle owner; 29% think the car manufacturer owns it; 11% think it belongs to the company that develops the data tracking technology and 2% think it is owned by government.

Broadly speaking, the survey found that 60% of vehicle owners would like to better understand issues around data, while 40% essentially don’t care.

The report reinforces AIA’s stated position that the motoring public should be better educated about issues surrounding data generation and use.

Last year, the association discussed what it termed the “battle” of data ownership, saying if OE manufacturers presume to own the vehicle data, they could establish a monopoly that would threaten car owners’ repair choices and hinder competition in the service industry.

“Car manufacturers will be in a position to influence car owner behaviour, and will have control over where car owners could take their vehicles to be serviced along with what replacement parts and supplies will be available on the market,” an association circular states. “Critically, they will have influence over the cost that people will pay for services, parts and supplies.”

The new study makes the point that education is a key element in the fight for fair data use.

“Although there is always some element of caveat emptor, vehicle owners also seem to believe that the responsibility of being informed about the data their vehicle produces and who owns it should not fall squarely on their shoulders,” the report’s conclusion states.

The report also points out that there appears to be some inconsistency in the attitudes – or at least some subtle nuances that need to be further explored.

“At 40%, the proportion of vehicle owners for whom it does not really matter who controls their in-car data is not negligible,” the authors state. “When we consider that most Canadians would probably agree that the more control they have over their personal data the better, seeing that 40% of vehicle owners don’t care about who controls their in-car data comes as a bit of a surprise.”

AIA commissioned the survey of vehicle owners to discover what they expect their vehicles to track, what they know about the amount and type of data cars generate, and what they’d like to see done with that data.

Fewer than a third of Canadians say they have a clear understanding of the type (30%) or amount (31%) of data their vehicles produce.

Nearly half of Canadian consumers (48%) say they would like to better understand the data their vehicles produce and how it is used.

The post New report finds driver confusion about vehicle data appeared first on Auto Service World.

Auto repair shops in Quebec can reopen today as the provincial government relaxes restrictions it imposed on some trades out of fear of coronavirus spread.

The province also extended the deadline for removing studded tires to June 5 – more than a month beyond the usual deadline of May 1.

Effective today, regular service and maintenance activity, repairs, tire swaps and oil changes will be allowed on all vehicles. Restrictions were also eased on suppliers of products, parts, and equipment required for transportation and logistics services.

Workers and customers at auto repair shops must maintain social distancing requirements.

The provincial government’s original list of essential services included auto repair but only for emergency work.

In a press conference Monday, Quebec Premier François Legault reopened a number of trades, including residential construction, mines, and gardening centres.

The post Quebec reopens auto repair trade appeared first on Auto Service World.

The automotive Industries Association of Canada is still sorting through the newly-released details of the Canada Emergency Wage Subsidy program, but it promises to keep members apprised and help with claims-related questions.

In a 40-minute web update yesterday, AIA president J.F. Champagne said the association is closely monitoring the government’s response, and is trying to ensure that its members know how to take advantage of funds being made available to struggling businesses.

“The hard reality is that we are seeing a substantial drop in the demand for automotive services – in many cases above 50% – and as a result we’ve seen many businesses take the decision to close,” he said. “But there is help on the way from the federal government.”

Companies that can show at least a 30 per cent drop in revenues due to COVID-19 compared to the same month last year – or a more recent month for businesses that are less than a year old – will receive 75% of the first $58,700 of each employee’s salary, capped at $847 per week per employee. Applications, which will have to be made each month, will be available through the Canada Revenue Agency web portal. Officials said it will take between three and six weeks for cheques to start flowing.

Companies that receive the wage subsidy will be expected do whatever they can to pay the remaining 25 per cent of their employees’ wages. Workers who receive the wage subsidy can’t also receive a $2,000-a-month emergency benefit cheque, which requires recipient to not be earning any money at all.

The new subsidy and the previously announced Emergency Response Benefit, along with direct financial aid will cost taxpayers more than $105 billion. On top of that is $85 billion in tax deferrals for individuals and businesses, and $65 billion in loans.

In addition to assisting its members with subsidy-related questions, Champagne said AIA is continuing to focus on making sure all levels of government understand the importance of the automotive repair and service industry during the ongoing crisis.

“We are playing an important role in ensuring that essential services continue to be able to operate,” he said. “Our industry is helping people in need, especially first responders, police, nurses, doctors, who have to go from their houses to their places of work because they are on the front line in this fight. We are right behind them to help them out.”

AIA is also seeking harmonization between all the provinces on the definition of essential services, how the workplace will be monitored and how the enforcement will be carried out.

Champagne said he has heard of enforcement authorities, especially in Quebec, coming to visit parts distribution centres and repair shops to make sure they are in compliance with the law.

“These kinds of activities will surely continue,” he said, as well as new measures to restrict the movement of people between provinces where it is not essential. “We’re going to see more of these measures, with the goal of limiting the spread of the Covid-19 virus.”

AIA has been working with Summa Strategies Canada to make its case to Ottawa. According to Joanne Dobson, a senior advisor with Summa Strategies, AIA is well placed to speak with government officials because they are not newcomers to lobbying.

“We’re not entering government offices for the first time,” she pointed out.

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Repair shops and auto parts stores in Ontario will not be forced to shutter during the Novel Coronavirus pandemic.

Ontario Premier Doug Ford issued an order yesterday closing all non-essential businesses in the provinces. The list of essential services was released later that evening, and it includes “motor vehicle, auto supply, auto and motor-vehicle repair” facilities.

The most recent “Outlook Study” from the Automotive Industries Association of Canada (AIA) shows some 8,620 automotive repair and facilities in Ontario, as well as 1,365 auto parts, accessories, and tire stores.

AIA president J.F. Champagne said the association is pleased that the Ontario government is following guidelines recommended by our industry.

“We encourage the aftermarket industry to use caution while continuing to provide critical services to the population during the COVID-19 pandemic,” he added.

Champagne said the association had lobbied provincial and federal governments for the essential service ruling.

“As tougher regulations come into play to slow the spread of coronavirus, it would be a mistake to shut down businesses that keep emergency vehicles and essential transportation moving,” Champagne said. “Nurses, doctors, and first responders must be able to get around,” he said. “Critical goods, medicines, and food need to be transported. Essential vehicles will need to be repaired and maintained through this crisis.”

The full list of essential services can be viewed HERE.

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As cases of Covid-19 mounted yesterday, surpassing 2,000 nationwide, Quebec with 628 cases and Ontario with 503 cases ordered all non-essential businesses to close. Official lists of the types of businesses that may remain open in both provinces are expected to be posted tomorrow.

Quebec Premier François Legault said he would put the province on “pause” for at least three weeks to try to thwart the spread of the disease.

Ontario Premier Doug Ford said the time for half measures was over, and he vowed that the province would not lose the battle against the virus.
“We will get ahead of this,” he said.

It remains to be seen if automotive repair shops will be on the list of essential services.  In the United States, where some states and jurisdictions have enacted “shelter in place” orders, auto part stores and auto repair shops have been exempted from the close order.

As of 5 p.m. EST on March 23:
British Columbia has 472 cases
Alberta has 259 cases
Saskatchewan has 66 cases
Nova Scotia has 41 cases
Newfoundland has 24 cases
Manitoba has 20 cases
New Brunswick has 17 cases
P.E.I. has 3 cases
Yukon has 2 cases
NWT has 1 case

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AIA president J.F. Champagne at last year’s annual general meeting.

Auto parts and vehicle repairs are essential services, especially in a pandemic.

That’s the message the Automotive Industries Association of Canada (AIA) is sending to legislators across the country, in an effort to ensure aftermarket businesses stay open even if others are forced to close.

AIA president Jean-Francois Champagne said the association will endeavour to convince federal and provincial authorities that auto parts and vehicle repairs are an essential part of the economy and should not be restricted during the coronavirus pandemic.

“As tougher regulations come into play to slow the spread of coronavirus, it would be a mistake to shut down businesses that keep emergency vehicles and essential transportation moving,” Champagne said.

San Francisco, which recently enacted a “Shelter In Place” order, exempted auto parts and auto repair services from a long list of retail businesses that must close in the interest of public safety.

Champagne would like Canadian authorities to do the same.

“Nurses, doctors, and first responders must be able to get around,” he said. “Critical goods, medicines, and food need to be transported. Essential vehicles will need to be repaired and maintained through this crisis.”

He said it is no help to have repair shops open to help first responders if they don’t have access to the parts they need.

“We’re trying to make sure everyone understands that,” he said.

AIA is also staying on top of government plans to compensate businesses and individuals who face economic harm due to the emergency.

The federal government has announced a new set of measures to help stabilize the economy, with up to $27 billion in direct support to Canadian workers and businesses.

“I think the government is taking the right approach to provide relief to employees who are laid off, but we are advocating to government that employers will also face great hardships,” said Champagne. “They will need relief too ,whether it comes in the form of lighter tax burdens, or programs to help them keep the businesses functioning.”

As difficult as things may get in coming months, Champagne believes the industry’s fundamentals are strong and the aftermarket will quickly bounce back.

After the crisis or as it is ebbing, he pointed out that Canadians may not be willing or able to travel on airplanes.

“People’s vehicles are going to be more important to them than ever,” he said. “And as the economic toll of the pandemic becomes clear, it is likely many Canadians will want to keep their existing vehicles running, rather than buy a new one.

He believe vehicle maintenance will once again come off the “optional” list and return to the “mandatory” list of household expenditures.

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The Automotive Retailers Association of British Columbia (ARA) has launched a campaign to bring mandatory trade certification to the province.

The association wants all automotive technicians to have a provincially recognized certificate of qualification in order to effect vehicle repairs.

British Columbia is currently the only one that does not require mandatory certification for automotive technicians.

ARA says compulsory trade certification would elevate professionalism and ensure that vehicles are maintained and repaired by an automotive technician who is qualified to do so. It would give consumers greater confidence in the automotive repair and service industry.

“A vehicle repaired incorrectly is not just bad for business,” a call-to-action from ARA state. “It has the potential to cause harm to the driver and those they share the road with.”

The province’s Minister of Advanced Education, Skills, and Training, Melanie Mark, addressed ARA members at the association’s annual general meeting in September 2019. She noted that while the initiative of compulsory trade certification has merit, more is required of the ARA in order for government to make this issue a priority. Specifically, she suggested that ARA lobby local members of the provincial legislative assembly (MLAs), bringing data and statistics that make a compelling case.

The association is now asking its members to meet with their local MLAs through a grassroots campaign, and send letters expressing the need for mandatory certification.

ARA is providing materials that can be presented to politicians and provincial government workers, and has identified key MLAs that carry specific influence within government.

The Automotive Service Business Network (ASBN), a web forum for aftermarket professionals, is also promoting the lobbying campaign.

Bob Paff, president of ASBN, says the issue has been a thorn in his side for years, and was one of the reasons he started the forum.

He is offering ASBN resources as a way to create a dialogue on this subject and finally develop a lobbying plan to convince the government that the auto repair and service industry must be taken seriously as industry professionals.

“We need everyone’s attention on this issue and that means ASAP,” he told his members. “This issue has to be eliminated once and for all.”

He said advanced technology has given the industry an idea of what is in store for technicians.

“If the general public found out that businesses are not required to hire certified technicians or that anybody with a tool box can call themselves qualified technicians, you know there would be an uproar.”

ASBN supports the idea of a letter-writing campaign to ensure that MLAs have an idea of the issue.

“We need to flood the in-boxes of all our members of the Legislative Assembly, voicing the need to have compulsory trade certification within our industry,” said Paff.

www.asbn.ca

www.ara.bc.ca

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A new white paper from auto glass service provider Belron calls on the federal government to promote the road-safety benefits of Advanced Driver Assistance Systems (ADAS) and put regulations in place that will govern its use and limitations.

The company points out in its latest white paper that despite the brisk pace of ADAS development, no comprehensive regulatory framework oversees the technologies that automate vehicle driving.

The white paper, entitled The Hidden Link Between Windshields and Road Safety, points out that already 3.7 million vehicles on our roads are equipped with these features, and within five years, 80% of new vehicles will be equipped with a forward-facing digital camera and 50% of the total Canadian car park will be so.

But there are still issues to be worked out. Among them:

• ADAS features are not necessarily calibrated properly since professional calibrating tools are not accessible due to their associated costs, therefore making these features inefficient, if not dangerous;
• Technologies meant to prevent car accidents occurring at slower speed are still not up to date;
• Many drivers don’t understand ADAS limitations and rely on these features too much;
• Encrypted connected cars are long in coming despite all the recent cases of data breaches and computer system hacking that should press the industry.

Belron says Ottawa is lagging behind other countries and has dropped the ball on legislation required to ensure a proper regulatory framework regarding ADAS. It is calling on the federal government to apply the recommendations of the Standing Senate Committee on Transports and Communications and follow the European Union example.

The Automobile Protection Association, the Canadian Automobile Association and Global Automakers of Canada have also voiced their concerns regarding the lack of legislation regulating the use of ADAS as well as the absence of standardization for the existing ones.

ADAS could substantially reduce the number of Canadians who will either die or suffer serious injuries in road collisions this year. According to Belron Canada, some 94% of car accidents are attributed to driving mistakes; most of which ADAS would help prevent if this technology was fully deployed. In fact, fully automated vehicles and those equipped with ADAS could together reduce up to 80% of car collisions and deaths due to car accidents .

“With a new Parliament in Ottawa, we need to act now to improve our road safety record,” said Sylvie Leduc, vice-president brand and customer promise at Belron Canada. “The Towards-Zero vision which was set in 2001 will never become reality if Ottawa does not tap into the numerous advantages of ADAS and safety catalysts. New vehicles simply need to be more technological, but that same technology needs to be properly maintained and calibrated.”

In 2018, the Standing Senate Committee on Transports and Communications pointed out in its report Driving Change: The Technology and the Future of the Automated Vehicle that nearly all road deaths and injuries could be prevented if at least 75% of car users were to adopt these vehicles. Yet, we lag behind. In the United Kingdom, about 30% of the fleet was equipped with ADAS in 2018; by the end of 2020, only 20% of Canada’s car fleet will be so .

An example of Ottawa’s lack of attention involvers the forward-facing digital camera that is essential to certain types of ADAS. It must be calibrated properly if the windshield has been either repaired or changed. Canada’s vehicle fleet equipped with the forward-facing digital camera is already 21%. Yet, the federal government hasn’t put together a comprehensive regulatory framework overseeing the use of ADAS modern safety features .

“Ottawa should apply the recommendations of the Standing Senate Committee on Transports and Communications and follow the European example,” the Belron white papers suggests.

www.belroncanada.com

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Prime Minister Justin Trudeau says Canada will move next week to formally approve North America’s new, long-delayed free trade pact.

Trudeau says the government will introduce a ways and means motion Jan. 27 when Parliament resumes, and will table legislation to ratify the deal two days later.

Trudeau says millions of Canadians depend on stable, reliable trade with their largest trading partners.

That will effectively remove the final legal hurdle in preserving continent-wide trade after President Donald Trump foisted the acrimonious renegotiation of the 25-year-old North American Free Trade Agreement on Canada and Mexico in 2017.

Last week, the Republican-led U.S. Senate passed its so-called implementation bill of the new U.S.-Mexico-Canada Agreement.

The Liberal government had been waiting for the U.S. to formally ratify the pact before introducing its own bill, after Mexico ratified the deal back in June.

Ratifying the new North American Free trade deal is a top priority for the Trudeau government.

The deal will require the support of at least one major opposition party to pass; a defeat on matters of confidence, such as the coming budget, would topple the government.

The Liberals can probably rely on the support of the Conservatives to win ratification of the United States-Mexico-Canada-Agreement, despite the fact that the Tories have accused Trudeau of caving in to concessions demanded by U.S. President Donald Trump.

The NDP and the Bloc are likely to oppose USMCA, which replaces the old North American Free Trade Agreement.

On Monday, government House leader Pablo Rodriguez said ratification of the new NAFTA is “an absolute priority” — a view echoed by Deputy Prime Minister Chrystia Freeland, who was the lead minister throughout the tortuous negotiations to renew the continental trade pact and who remains responsible for seeing it across the finish line.

“The new NAFTA was ratified last week by the U.S. Senate, it was ratified before Christmas by Mexico. Now it’s Canada’s turn,” Freeland said.

“I think that is very important for certainty in the Canadian economy, very important for millions of Canadian workers, of Canadian businesses, of Canada families.”

Rodriguez called upon opposition parties to ratify the deal “as quickly as possible.”

“I think we should send a strong message that we are united in the ratification of this very, very important agreement,” he said.

The government did introduce a ratification bill last year, but did not forge ahead with it, preferring not to get ahead of the ratification process in the United States. The bill died when the election was called.

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The U.S. Senate has approved a revamp of the 26-year-old North American Free Trade Agreement that includes tougher labour and automotive content rules but leaves $1.2 trillion in annual U.S.-Mexico-Canada trade flows largely unchanged.

The legislation for the U.S.-Mexico-Canada Agreement passed on an 89-10 bipartisan vote, sending the measure to U.S. President Donald Trump for him to sign into law.

The Motor and Equipment Manufacturers Association (MEMA) released a statement saying it is pleased that the vote was overwhelming and bipartisan.

“We look forward to a quick signing ceremony by President Donald Trump that will close a chapter in this bipartisan success story,” the association stated.

The trade pact, which passed the U.S. House of Representatives on Dec. 19, was first agreed upon in September 2018 and will replace the 1994 North American Free Trade Agreement. Trump vowed for years to quit or renegotiate NAFTA, which he blames for the loss of millions of U.S. factory jobs to low-wage Mexico.

The new agreement modernizes NAFTA, adding language that preserves the U.S. model for internet, digital services and e-commerce development, industries that did not exist when NAFTA was being negotiated in the early 1990s. It eliminates some food safety barriers to U.S. farm products and contains language prohibiting currency manipulation for the first time in a trade agreement.

But the biggest changes require increased North American content in cars and trucks built in the region, to 75 percent from 62.5 percent in NAFTA, with new mandates to use North American steel and aluminum.

In addition, 40 percent to 45 percent of vehicle content must come from high-wage areas paying more than $16 an hour – namely the United States and Canada. Some vehicles assembled in Mexico mainly with components from Mexico and outside the region may not qualify for U.S. tariff-free access.

According to MEMA, which represents more than 1000 member companies in the motor vehicle parts sector, the USMCA will help ensure that motor vehicle suppliers stay competitive in the global marketplace.

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The Pennsylvania House of Representatives has decided against proceeding with new legislation that would exempt vehicles eight years and newer from the state’s emissions inspection program.

Lawmakers decided instead to commission a study, reviewing the program with input from consumers and small businesses.”

The Automotive Service Association’s Washington, D.C. representative, Bob Redding, described the step as a matter of “taking a more reasonable approach” to potential changes to the state’s vehicle emissions inspection and maintenance program.

The proposed law, he said, “would have eviscerated the state I/M program, impacting Pennsylvania’s air quality and small businesses.”

“We think a study is important to ensure that the emissions program enables us to meet air quality standards,” said Ron Turner, ASA Pennsylvania’s mechanical division director.

www.ASAshop.org

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The Motor & Equipment Manufacturers Association (MEMA) says it is encouraged by the recent announcement that U.S. President DonaldTrump plans to sign Phase-One of a new trade deal with China next week.

MEMA says it looks forward to seeing more details on the deal. The association has repeatedly called for an agreement between the U.S. and China that will allow U.S. companies to remain competitive in a global marketplace while protecting intellectual property (IP) rights.

MEMA has opposed a wide range of tariffs that impact the motor vehicle parts industry, including the third round of Sec. 301 tariffs imposed on imports from China, which included thousands of motor vehicle parts and materials.

The association has also voiced concerns that these tariffs will have a disproportionate and significant impact on U.S. consumers who rely on affordable products for the repair and maintenance of their vehicles. Furthermore, the increased costs resulting from the tariffs will place a burden on small- and medium-sized businesses.

President Trump said he would sign the recently negotiated phase-one trade deal with China in Washington on Jan. 15—marking a formal truce in the U.S-China trade war—and would later travel to Beijing to negotiate a broader pact.

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The U.S. Federal Reserve has released a study that found the tariffs imposed by the Trump administration in 2018 led to higher prices and fewer manufacturing jobs.

The study, written by Aaron Flaaen and Justin Pierce was released in December, reporting that manufacturing production has not increased as a result of the administration’s actions.

U.S. tariffs may have reduced competition domestically, but trading partners responded with retaliatory tariffs that may harm U.S. manufacturers “by decreasing their competitiveness in foreign markets.”

“The traditional use of trade policy as a tool for the protection and promotion of domestic manufacturing is complicated by the presence of globally inter-connnected supply chains,” the Fed said.

“We find the impact from the traditional import protection channel is completely offset in the short-run by reduced competitiveness from retaliation and higher costs in downstream industries”

The Motor & Equipment Manufacturing Association (MEMA) has been a leading voice against proposed tariffs that impact motor vehicle parts suppliers.

The association released a statement in the summer expressing concern about expanding and escalating the tariffs, arguing they leave U.S. companies less able to compete in the global market place.

Read the full report HERE.

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The Automotive Industries Association of Canada held more than 70 one-on-one meetings with elected officials across the country in its advocacy efforts for fair and equal access to vehicle data and the upskilling and retraining of the workforce.

At the end of a year that AIA describes as being “dominated by politics,” it released its list of achievements in 2019. Among them:

* We launched the Automotive Service Associate Program (ASAP) that brought the voice and strength of the neighbourhood shop into the AIA Canada family, and we spread its reach in western Canada by enrolling the member base of the Canadian Independent Automotive Association (CIAA) into the program.

* We increased the Canadian aftermarket’s international profile by joining with American and Mexican aftermarket associations in forming the Car Care Council of North America (CCCNA).

* We prepared and launched two of four research reports on consumer behaviour, which looked at how Canadian drivers feel about vehicle maintenance and repair, and how the growth in on-line shopping is affecting the automotive aftermarket.

* We hosted seminars in Toronto and Vancouver designed to introduce aftermarket professionals to electric and hybrid vehicles.

* Organized and participated in insightful webinars on the challenges facing the aftermarket.

* Through the AIA High Fives for Kids Foundation, we provided more than $27,000 in scholarships and other educational funding, including a new scholarship aimed at the children of AIA Canada members. We also distributed over $22,000 in grants to child and youth oriented charities across the country.

The AIA’s year-end message states that the association looks forward to continuing to fight for the aftermarket’s interests.

“As the industry is faced with constant changes such as consolidation, access to vehicle data, succession planning, hiring and retaining talent, and new business costs, one thing remains constant – our commitment to the sustainability and prosperity of the entire supply and service chain,” it states. “Your membership has allowed us to protect the interests of the industry and we thank you.”

The association also thanked its board and division members for their countless volunteer hours.

www.aiacanada.com

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WASHINGTON – A day after its historic impeachment votes, the Democratic-led House gave President Donald Trump an overwhelming bipartisan victory Thursday on a renegotiated trade agreement with Canada and Mexico.

By a 385-41 vote, the House approved a bill that puts in place terms of the United States-Mexico-Canada Agreement.

The legislation passed after House Speaker Nancy Pelosi, D-Calif., and her colleagues won key concessions from an administration anxious to pass the trade deal before next year’s election season makes that task more difficult.

The deal is projected to have only a modest impact on the economy. But it gives lawmakers from both parties the chance to support an agreement sought by farmers, ranchers and business owners anxious to move past the months of trade tensions that have complicated spending and hiring decisions.

The GOP-controlled Senate probably will take up the legislation when members return to Washington after the holidays and after dealing with impeachment.

Trump made tearing up the North American Free Trade Agreement a hallmark of his presidential run in 2016 as he tried to win over working-class voters in states such as Michigan, Ohio, Wisconsin and Pennsylvania.

“Critics said it couldn’t be done, but he made it happen. Another promise made, another promise kept,” said House Minority Leader Kevin McCarthy, R-Calif.

Some said the agreement did not do enough to prevent U.S. jobs from relocating to Mexico, but it won praise from Democrats who have routinely voted against prior trade agreements.

“Twenty-six years ago, I opposed NAFTA with every bone in my body,” said Rep. John Lewis, D-Ga. “I never thought the day would come when we would have the opportunity to right some of the wrongs in that agreement.”

Pelosi said the agreement was “light years” ahead of what the administration negotiated with Canada and Mexico. “We knew we could do better,” Pelosi said.

The original NAFTA phased out nearly all tariffs on goods produced and traded within North America. It was extraordinary because it linked two wealthy, developed countries with a poor, developing country. Since then, trade with Canada and Mexico has increased more rapidly than trade with most other countries.

Democrats for years have charged that NAFTA led to massive losses of high-paying manufacturing jobs in the U.S. as companies moved production to low-wage Mexico. Trump distinguished himself from free-trade Republicans in the presidential primary with his NAFTA-bashing rhetoric, and his administration got Canada and Mexico to negotiate a rewrite.

The International Trade Commission projected in April that the agreement would boost the economy by $68 billion and add 176,000 jobs six years after taking effect.

Some of the biggest impacts would be felt in the U.S. automotive industry. The agreement aims to see more cars produced where workers earn an average of at least $16 an hour.

The commission found that the new agreement would create 30,000 jobs in American auto parts plants. On the down side, the commission found the pact would increase the cost of pickup trucks and cars. That would hurt demand and reduce the number of jobs in factories that assemble cars by about 1,500.

Business and farm groups had been hitting the airwaves and the halls of Congress to get lawmakers to support the pact, putting pressure on Democrats to work with the administration even as labour unions remained wary that the new deal represented much of an improvement from NAFTA.

Trump, at times, seemed resigned to the assessment that the two sides would never reach a compromise. “She’s incapable of moving it,” Trump said a few weeks ago about Pelosi.

Behind the scenes, Trump’s lead negotiator, U.S. Trade Representative Robert Lighthizer, was working with House Democrats on changes to address their concerns. The agreement includes a process that could lead to inspections of factories and facilities in Mexico that are not living up to labour obligations.

It also secures more than $600 million for environmental problems in the NAFTA region. It scrapped giving pharmaceutical companies 10 years’ protection from cheaper competition in a category of ultra-expensive drugs called biologics, which are used to fight such illnesses as cancer, rheumatoid arthritis and diabetes.

In the end, the AFL-CIO endorsed the pact, as did the U.S. Chamber of Commerce and other major business groups.

Critics said they understood the renegotiated trade deal was an improvement over NAFTA, but they said it wasn’t enough.

“American jobs will still flow to other countries,” said Rep. Bill Pascrell, D-N.J.

The deal gave Democrats a chance to show constituents they weren’t focused solely on impeachment, particularly first-term lawmakers such as Reps. Kendra Horn, D-Okla., and Joe Cunningham, D-S.C. They represent districts won by Trump in 2016.

“I promised the people of the low country I’d come to Washington to work with Democrats and Republicans in Congress, the White House and anyone else necessary to find bipartisan, common-sense solutions to issues impacting our district,” Cunningham said during debate. He said the bills’ passage “is a major step in that direction.”

Republicans made clear that they weren’t going to allow for an easy pivot.

“The bipartisan nature of this deal that we are here discussing today cannot cover up what happened on this floor last night,” said Rep. Liz Cheney, R-Wyo.

Some Republicans also grumbled that Democrats took too long to get the agreement across the finish line, but many were quite happy with the result.

Rep. Mike Kelly, R-Pa., said the pact reminded him of when he would write a letter to Santa, and it would be answered with most of the presents he wanted on Christmas morning.

“This is certainly one of those times when the letter to Santa Claus actually got answered,” Kelly said.

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The Motor Equipment Manufacturers Association (MEMA) has congratulated signatories to an updated North American trade deal.

The U.S.-Mexico-Canada Agreement (USMCA) was formally announced by Canadian trade representative Chrystia Freelanda, and her American and Mexican counterparts in Mexico City. It replaces the North American Free Trade Deal.

MEMA says it has led an effort among its members to take a clear message to the American government – that motor vehicle parts suppliers, comprising the largest sector of manufacturing jobs in the U.S., depend on a North American trade agreement that allows U.S. companies to compete in a global marketplace.

“While we still need to learn more about the details of the plan, we like what we hear so far,” said MEMA president and CEO Bill Long. “Absent any concerns with the actual language, MEMA calls for a quick consideration of the USMCA and a positive vote in 2019. It can be done.”

He said the USMCA will provide economic certainty and opportunity for manufacturing growth in the United States and throughout the region.

“This economic certainty is essential to preserve and enhance vital North American supply chains for the U.S. automotive sector. That, in turn, will allow U.S. suppliers to be competitive in the global mobility marketplace. A new North American Trade deal for the 21st Century is essential to U.S. economic success now and in the future.”

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By Lee Berthiaume, CP

OTTAWA — Canada joined the United States and Mexico in heralding a new era of North American prosperity on Tuesday as they formally agreed to changes to the new continental free trade deal.

The amended pact comes after years of intense negotiations marked by bickering, threats and frustration.

“This has been a long, arduous and at times fraught negotiation,” said Deputy Prime Minister Chrystia Freeland, who was in Mexico City for the elaborate signing ceremony.

U.S. trade czar Robert Lighthizer and Mexican undersecretary for North America Jesus Seade signed the document beside her.

“All of us together have finally accomplished what we set out to do at the very outset: a win-win-win agreement which will provide stability for workers in all three of our countries for many years to come,” Freeland said.

The three countries originally signed a renegotiated North American free trade pact a year ago, but U.S. ratification stalled as Democrats in Congress and their organized labour allies bickered with Mexico over labour rights, as well as the deal’s treatment of steel and aluminum.

Democrats were also upset with intellectual-property rules on pharmaceuticals and dispute settlement procedures, all of which led to fresh negotiations to amend the deal by tightening up some areas of the proposed agreement and loosening others.

The revised deal got a mixed response from various Canadian industry associations.

Among those voicing tacit approval for the new deal were the Canadian Chamber of Commerce and the Business Council of Ottawa as well as Canada’s largest union, Unifor.

“The new (deal), while far from perfect, provides a road map to implement necessary changes in trade policy to benefit workers,” Unifor national president Jerry Dias said in a statement. “The improvements announced today are a helpful boost in achieving those objectives.”

Sujata Dey, trade campaigner for the Council of Canadians, said the final deal remains flawed but the changes did make it a bit better.

“The changes to this deal show that while we are up against unprecedented corporate power, we are able to make a difference when we work together.”

The aluminum and brand-name pharmaceutical sectors were upset with the revisions, which saw Mexico agree to a tighter definition on what constitutes North American steel but not aluminum and a loosening of intellectual-property rules on medication.

“This is disappointing news for Canada’s innovative pharmaceutical industry, which is already facing significant challenges launching new medicines and attracting new investment in Canada,” said Innovative Medicines Canada president Pamela Fralick said in a statement.

Freeland defended the treatment of aluminum in the new deal, noting during a news conference at Canada’s embassy in Mexico City that the agreement provides more advantages for the sector than the old NAFTA.

“Every single one of the changes was in Canada’s national interest,” she said.

The deal now must be ratified by each country, including a vote in Canada’s Parliament, where the Liberals now only have a minority of seats. The government will need at least one other party to support the ratification.

Freeland did not say when such a vote will take place.

“I feel strongly that this agreement is very much in the national interest and that it is in Canada’s interest to ratify it as quickly as possible,” she said, adding she had already spoken to opposition trade critics about the details of the deal.

“I very much hope that they will join our government, they will join the Liberal party in working as quickly as we can to get this agreement ratified. … Let’s get it done.”

NDP trade critic Daniel Blaikie said his party was eager to see more details on the amendments before making any firm decisions on whether to support the deal, including the provisions on aluminum and intellectual-property rules for pharmaceuticals.

Bloc Quebecois Leader Yves-Francois Blanchet warned that his party will not support the deal if Canada’s aluminum industry is not protected, describing the industry in French as “not only important in Quebec, it is emblematic of Quebec.”

U.S. House Speaker Nancy Pelosi said in Washington congressional Democrats were supportive of the changes, paving the way for implementing legislation to finally be tabled in Congress.

“This is a day we’ve all been working to and working for,” Pelosi said.

Pelosi also didn’t put a deadline for tabling the deal, but said Democrats were hoping to get moving before the end of the congressional session on Dec. 20. After that Congress will disperse until 2020 and its focus will shift to next fall’s election.

U.S. President Donald Trump, labour unions and many Democratic lawmakers branded NAFTA 1.0 a job-killer for America because it encouraged factories to move south of the border, capitalize on low-wage Mexican workers and ship products back to the U.S. duty-free.

Negotiations on the new deal first started in August 2017.

This report by The Canadian Press was first published Dec. 10, 2019.

The post Long process of updating NAFTA ends in signing ceremony appeared first on Auto Service World.

The U.S. Federal Communications Commission (FCC) has announced it will vote on Dec. 12 on a proposal to split the 5.9 GHz spectrum between automotive safety use and Wi-Fi use.

FCC chairman Ajit Pai said a lot of people are wondering whether the Vehicle Safety Spectrum, which has long been reserved for intelligent transportation systems communications, is currently being put to its best use.

“In my view, it clearly is not,” he said. “After 20 years of seeing these prime airwaves go largely unused, the time has come for the FCC to take a fresh look at the 5.9 GHz band. And I’m pleased to announce that today, I shared with my FCC colleagues a proposal to end the uncertainty around the 5.9 GHz band and set a path for the deployment of new services.”

The FCC has published a copy of the draft Notice of Proposed Rulemaking that the Commission will consider.

The Motor Equipment Manufacturers Association (MEMA) opposes the proposal, saying it could compromise motor vehicle safety.

It said the spectrum is critical to the development of vehicle safety technologies, including Advanced Driver Assistance Systems (ADAS) and automation. Sharing or dividing the spectrum raises concerns as it will require the development of new testing protocols to confirm that allowing unlicensed devices does not compromise the safety as intended when the Vehicle Safety Spectrum was first envisioned.

The House Energy & Commerce Subcommittee on Communications and Technology will be holding an FCC Oversight hearing on Dec. 5. It is expected that many members of the Subcommittee will raise this proposal with the Commissioners during the hearing. MEMA will continue advocating in support of keeping the spectrum available for vehicle safety and keep members updated with those efforts.

The post FCC to vote on expanding use of 5.9GHz spectrum appeared first on Auto Service World.

By Adam Malik

Between industry partner participation and research and development hubs, Canada is in good shape for being among the first countries to see automated vehicles become reality.

And chances are those in Southern Ontario are going to see this technology before the rest of the nation.

The KPMG Autonomous Vehicles Readiness Index ranked Canada seventh out of 20 countries in terms of readiness, pointing towards Southern Ontario as “a perfect ecosystem to support research and testing,” said Gary Webster, KPMG Canada’s national leader on infrastructure.

The report looked four main pillars: policy and legislation in place, such as automated vehicle legislation and government investments in the technology; how the country does in terms of technology and innovation, such as industry partnerships, research and development; its road and mobile network infrastructure; and consumer acceptance.

The index found Canada rates well on technology and innovation, notching top marks for industry partnerships and government-funded pilot projects. Ontario, for example, is the only jurisdiction in the country that has issued permits for the province’s automated vehicle pilot program. Recently, seven permits were given to the likes of Uber, Continental, Magna and Blackberry’s QNX.

‘Planning today for
an AV future is essential,
 because it is not
a question of if but when
AVs becomes ubiquitous.’
—Richard Threlfall, KPMG U.K.

As of Jan. 1, 2019, those companies were given the green light to test driverless cars on public roadways, under strict conditions. Those conditions include having either a passenger in the vehicle or a remote operator monitoring the vehicle. Local authorities will also have to be alerted of any test.

In October 2017, the first street test of a self-driving car in Canada took place in Ottawa. The vehicle – carrying Ottawa Mayor Jim Watson and other officials – was equipped with the QNX operating system. The demonstration took place on a closed street with no traffic or pedestrians, with the exception of people in attendance watching the event.

Stratford, Ont., a picturesque town northwest of London and within the so-called Tech Corridor between Toronto and Waterloo, is home to the Autonomous Vehicle Innovation Network.

Here, the provincial government is providing $80 million over five years to commercialize connected and automated vehicles, encourage innovation and collaboration, develop local talent and build awareness and promote Ontario as a leader in the area. The network houses a demonstration zone for new vehicle technologies to go through testing, be validated and receive live showcasing. It’s operated by the Automotive Parts Manufacturer’s Association.

In KPMG’s index, Canada scored well for its research and development hubs.

“[Ontario] is the fourth largest exporter of vehicles in the world, with manufacturing facilities for GM, Fiat-Chrysler, Ford, Toyota, Honda and their supply chains,” Webster said. “Its Waterloo-Toronto Innovation Corridor includes research universities and technology companies, convincing Uber and General Motors to move jobs there.”

Countries most ready for automated vehicles

According to KPMG’s Autonomous
Vehicles Readiness Index,
the 10 countries most prepared
for the future of autonomous
transportation of those
researched are:

1. Netherlands

2. Singapore

3. United States

4. Sweden

5. United Kingdom

6. Germany

7. Canada

8. United Arab Emirates

9. New Zealand

10. South Korea

In terms of road infrastructure and mobile network service, Canada did well in these areas. KPMG noted that the major telecom companies are successfully testing 5G network technology – something that is viewed as necessary to facilitate connected and automated vehicles.

Canada also scored well for customer acceptance.

Much like the recent report from the Canadian Senate, KPMG advises governments and private-sector players to plan for an automated future right away.

“Planning today for an AV future is essential, because it is not a question of if, but when, AVs becomes ubiquitous,” said Richard Threlfall, partner and global head of infrastructure at KPMG U.K. “Embracing partnerships between government and the private sector can speed technology development while helping ensure that application of AV meets public policy objectives.”

Engagement for planning between government, businesses and citizens is critical, he added.

“It’s not just about transportation; we need to be prepared for the impact of AVs on all aspects of life in the future,” Threlfall said.

So why did Canada finish seventh? if there are so many good signs pointing towards an automated future, shouldn’t it have ranked higher?

Perhaps, but other countries were just a bit better at the same things for which the index praises Canada.

The Netherlands was “the clear leader” in KPMG’s report. The index ranked its road network as one of best in the world, fourth in technology and innovation, third for policy and legislation and second for consumer acceptance, trailing only Singapore in that regard.

What helped it score so highly was its electric vehicle charging station infrastructure. The index noted that the nation has 19 stations per 100 km of road – by comparison, China and the United Kingdom are the only countries with more than three over the same distance.

The United States, which ranked third, is a world leader in automated vehicle innovation readiness. More than 160 companies have their headquarters in the U.S. – Germany is a distant second at 22. What’s holding the country back is the lack of national standards, the index said.

KPMG highlighted that the Big 3 automakers in Detroit are involved on the research end, along with ridesharing companies Uber and Lyft. Even a non-U.S.-based automaker like Toyota is housing a billion-dollar research facility in Michigan.

Confusion, however, clouds the American people. The report notes that people are aware of automated vehicle testing but there is little understanding of what these vehicles are capable of and when these will be adopted. Despite being a country that generally sees good consumer acceptance, there are low levels of acceptance of self-driving technology. Charging stations that are few and far between and poor road quality also bring its score down.

Overall, the report said that governments across the world seem willing to regulate and manage automated vehicle development, and have excellent roads, a strong mobile network infrastructure and private sector investment and innovation.

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By Lindsey Bakker

The closing of The Ontario College of Trades could actually prove to be a great opportunity for the auto repair industry.

Until now we’ve been lumped in with a lot of trades whose challenges are very different from ours. What if we chose to self-regulate, getting rid of a layer of government bureaucracy, and claiming the millions of our dollars that we’ve paid over the years – money that is now just sitting in investment accounts.

The Ontario College of Trades has amassed over $40 million since its inception. Auto technicians contributed an estimated at 21% – about $8.5 million. Add in the other Motive Power trades (truck and bus techs, auto body techs) and it is closer 37% — about $14.9 million.

Working together with those related trades, or going it alone, we could accomplish a lot!

There are many ways that we could use this money and population size to help Motive Power trades in Ontario.

Investing in ourselves: We could use that money to invest in our future. We could buy up-to-date equipment for high school auto mechanic programs and regional trade schools. This money will allow school boards and trade schools to buy up to date technology such as tools, equipment, vehicles and educational material. If want to ensure we get good apprentices and future journeypersons we need to invest in them.

Advocacy: Some trades, like construction, have powerful lobby forces moving their agenda in Ontario. Motive Power trades have none. We need someone to advocate on our behalf for things like fair provincial and federal funding, tax law change that allows us to claim the cost of tools and education, employment insurance reforms that guarantee benefits after the first week of trade school, funding to help apprentices afford trade school, government transparency on trade data, and access to new technology for trades schools.

Industry promotion: We need new workers, and young people need good jobs. Let’s start bragging about what we can offer talented new technicians: lots of employment opportunities in a constantly changing high-tech trade that rewards continuous learning and self-motivation. We play an important role in society, keeping families safe and freight flowing on public roads. We need to educate the general public about the value of a healthy repair and maintenance industries. Full employment keeps motorist costs down and ensures they have a choice of where to get their vehicles fixed.

Benefits: Let’s capitalize on our buying power to save money on everything from cell phones and insurance to hotel rooms, car rentals, and restaurants.

Sustainability: We must look at ways to be able to sustain and not deplete monies we have in reserve. We can do this by corporate sponsorship, government funding, claiming investment into high schools and trade schools.

Representation: We could set up a registered, not-for-profit organization that takes direction from its members, working on behalf of the trades, and being accountable to us for its efforts to improve the industry.

It’s time to stand up for ourselves and advocate for our share of the money OCOT collected from us. Let’s put our own house in order and stop expecting the government to do it for us!

Lindsey Bakker is 310s,310t certified with 30 years of experience. He’s also the owner of Lindsey’s Tire and Auto Centre in Kingston, Ont. You can reach him at lbakker3@cogeco.ca.

The post COMMENTARY: How should OCOT money be spent? appeared first on Auto Service World.

The Specialty Equipment Market Association (SEMA) has filed a petition in federal appellate court to require the government to allow replica car manufacturers to immediately begin production.

Under a 2015 law—the Fixing America’s Surface Transportation Act (FAST Act)—low volume automakers may sell up to 325 replica cars each year that resemble production vehicles manufactured at least 25 years ago. The FAST Act set a deadline of December 4, 2016, for the U.S. Department of Transportation’s National Highway Traffic Safety Administration (NHTSA) to issue any necessary regulations to implement the law.

The agency has yet to take any action.

Prior to enactment of the FAST Act, the U.S. had just one system for regulating automobiles, which was established in the 1960s and designed for companies that mass-produce millions of vehicles. The lack of regulatory flexibility prevented small businesses from manufacturing turnkey vehicles. Eager to produce replica vehicles under the new law, many companies made capital investments and took customer orders on the assumption that sales could begin in late 2016. However, NHTSA has failed to issue regulations or undertake any other action allowing the small automakers to produce and sell vehicles as permitted by law.

“SEMA warned NHTSA in 2018 that it would file suit if companies could not begin production of turnkey cars as authorized by the FAST Act,” said SEMA President and CEO Christopher J. Kersting. “SEMA has made every effort to work collaboratively with NHTSA for over three and a half years, although the agency has taken no action to implement the replica car law. Consequently, companies have not hired workers, businesses have lost money, and consumers have been denied their rights to purchase replica cars.”

Vehicles produced under the FAST Act will be current model year clean cars. The U.S. Environmental Protection Agency and the California Air Resources Board have developed guidelines and regulations to confirm that the engine packages to be installed will meet current emissions standards.

The replica car provision was designed to be easy for NHTSA to implement, as it is an extension of the common-sense approach to overseeing kit car production that the agency has employed for decades. While the FAST Act requires NHTSA to “issue such regulations as may be necessary” to implement the law, the agency also has other options such as issuing a guidance document that will allow production to begin immediately. SEMA has asked the court to compel NHTSA to take action.

www.sema.org

The post SEMA sues U.S. government over Replica Car Law appeared first on Auto Service World.

The Motor & Equipment Manufacturers Association (MEMA) joined over 400 other organizations and businesses in signing a letter to the U.S. Congress urging an autumn passage of the United States-Mexico-Canada Agreement (USMCA).

The National Association of Manufacturers delivered the letter to Capitol Hill on Oct. 15.

“North America is the most significant trade market for the United States globally, with Canada and Mexico purchasing one-fifth of the total value of U.S. manufacturing output,” the letter states. “Canada and Mexico alone, despite representing less than four percent of the global economy, buy more U.S.-manufactured goods than our next 11 trading partners combined.”

MEMA, along with groups and companies such as American Automotive Policy Council, American Iron and Steel Institute, American Trucking Associations, Cummins, FCA US LLC, Ford Motor Company, General Motors, Magna International, Precision Metalforming Association, Toyota Motor North America, Inc., and Volvo Group North America laid out the benefits of USMCA to Congress.

The USMCA will replace the 25-year-old North American Free Trade Agreement (NAFTA) and modernize provisions that will strengthen America’s innovation engine, expand U.S. manufacturing access to Canada and Mexico, and improve transparency as well as pro-competitive activity for trade across all three countries.

The letter ends by calling on Congress, “to make consideration and approval of the USMCA a top priority this autumn to promote the continued growth of America’s manufacturing sector and well-paying manufacturing jobs across the United States.”

“Our country depends on a strong and successful motor vehicle supplier industry,” MEMA President and CEO Bill Long said in a video about the need to pass USMCA. “Every state is a motor vehicle parts manufacturing state. Every single one. Passing USMCA is a vote to ensure America and the American vehicle parts manufacturers have what they need to thrive in an ever more complicated and competitive global market.”

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Volvo Cars to radically reduce carbon emissions as part of new ambitious climate plan

Volvo Cars has launched one of the most ambitious plans in the automotive industry, aiming to reduce its lifecycle carbon footprint per car by 40 per cent between 2018 and 2025.

Announced this morning, it is the first tangible step towards Volvo Cars’ ambition of becoming a climate neutral company by 2040.

The plan represents concrete actions in line with the global Paris climate agreement of 2015, which seeks to limit global warming to 1.5 degrees Celsius above pre-industrial levels.

Volvo Cars’ 2040 ambitions go beyond addressing tailpipe emissions through all-out electrification, another area in which the company is at the forefront. It will also tackle carbon emissions in its manufacturing network, its wider operations, its supply chain and through recycling and reuse of materials.

As a near term step towards its 2040 ambition, Volvo Cars is implementing a set of ambitious, immediate measures in its efforts to reduce the company’s lifecycle CO2 footprint per car by 40 per cent between 2018 and 2025. At that point in time, the company also aims for its global manufacturing network to be fully climate neutral.

“We are transforming our company through concrete actions, not symbolic pledges,” said Håkan Samuelsson, chief executive. “So at Volvo Cars we will address what we control, which is both our operations and the tailpipe emissions of our cars. And we will address what we can influence, by calling on our suppliers and the energy sector to join us in aiming for a climate neutral future.”

To realise the significant 40 per cent reduction of its CO2 footprint per car by 2025, the company has devised a number of ambitions for different parts of its operations. The previously communicated goal of generating 50 per cent of global sales from fully electric cars by 2025 is a prominent one, which would result in a 50 per cent reduction in tailpipe carbon emissions per car between 2018 and 2025.

Other short-term ambitions include a 25 per cent reduction of CO2 emissions related to its global supply chain by 2025, a 25 per cent share of recycled plastics in new Volvo cars by 2025 and a 25 per cent reduction of carbon emissions generated by the company’s overall operations, including manufacturing and logistics.

Volvo Cars was the first conventional car maker to commit to all-out electrification and phasing out cars powered only by an internal combustion engine. As of this year, every new Volvo launched will be electrified and the company today also launches its first fully electric car, the XC40 Recharge. Starting with the XC40 Recharge, Volvo Cars will disclose the average lifecycle carbon footprint of each new model.

The XC40 Recharge is the first car in Volvo Cars’ new Recharge car line. Recharge will be the overarching name for all chargeable Volvos with a fully electric and plug-in hybrid powertrain. The Recharge car line aims to further boost sales of Volvo Cars’ electrified cars and encourage plug-in hybrid drivers via incentives to use Pure mode as much as possible.

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Pennzoil says it has completed the relevant testing protocols for the new ILSAC GF-6 oil standard.

The company anticipates three of its Platinum oil products, in a wide range of viscosities, will meet the standard, which is set to launch in May.

The licensing period is not yet open, but Pennzoil says the following products meet ILSAC GF-6A- and GF-6B test limits:

ILSAC GF-6A:

* Pennzoil Platinum Full-Synthetic Motor Oils – SAE 0W-20, SAE 5W-20, SAE 5W-30 and SAE 10W-30

* Pennzoil Platinum High Mileage Full Synthetic Motor Oils – SAE 0W-20, SAE 5W-20, SAE 5W-30 and SAE 10W-30

ILSAC GF-6B:

* Pennzoil Platinum Full Synthetic Motor Oil – SAE 0W-16

As soon as the process is open for licensing, Pennzoil will seek licensing approval for these products and claim ILSAC GF-6 on the first-use date which is expected to be May 1, 2020.

The International Lubricant Specification Advisory Committee (ILSAC) announced plans for the next generation standard for passenger car motor oils, GF-6, about seven years ago.

It was driven by the automotive industry’s ongoing push for improved fuel economy which led to engine downsizing and greater use of turbocharged gasoline direct injection (TGDI) technology. This necessitated increased protection against Low-Speed Pre-Ignition (LSPI) and timing chain wear. ILSAC GF-6 motor oils will meet the requirements of modern engines currently unmet by GF-5, including improved fuel economy compared to motor oils meeting the GF-5 standard, and helping prevent LSPI and timing chain wear.

The GF-6 standard will be split into two sub-categories:

GF-6A: Backward-compatible standard for SAE 0W-20, SAE 5W-20, SAE 0W-30, SAE 5W-30, and SAE 10W-30, but not SAE 0W-16. This standard will continue to utilize the ILSAC starburst symbol for licensing.

GF-6B: New standard for SAE 0W-16 ONLY, developed to meet the specific needs of modern engines. This standard will not be backward-compatible to previous categories and will have a new licensing symbol for the bottle.

The post Pennzoil says three Platinum oils ready for GF-6 appeared first on Auto Service World.

CAF executive director France Daviault gets the conversation going at one of the final stops on her cross-country tour.

The Canadian Apprenticeship Forum (CAF) has wrapped up a cross-country tour, soliciting ideas on how to turn all the talk about the current skilled labour shortage into concrete action.

CAF held 10 “community consultations” in four metropolitan centers to pick the brains of some 500 stakeholders, including representatives from the construction, HVAC, electrical, automotive, and carpentry trades, as well as union leaders, educators, and journalists.

CAF executive director France Daviault met with 27 people at one of the final meetings earlier this week at Toronto’s George Brown College.

“I get that we’ve all been talking about this forever. As the need becomes more dire, and as businesses start having to turn away business because of a shortage of labour, perhaps when we put our heads together, we will identify some tactical items that we can all benefit from,” she said.

“I don’t know what the catalyst will be that finally turns what we know into action. I don’t know what will break through the logjam, but it can’t come soon enough!”

Throughout the two-hour meeting, a wide range of topics were discussed, including:

* low completion rates for apprentices in some trades,

* the high cost of tooling in some trades,

* streamlining the registration process for apprentices,

* early introduction of young people to the idea of working with their hands, and

* how to position trades so they are more attractive to young people entering the workforce.

To add another perspective on these topics, the views of youth will be also surveyed, at the association’s upcoming national symposium.

All of the feedback will be collated into a final report for the project’s sponsor, Economic and Social Development Canada (ESDC). It will be used to inform CAF videos and literature.

The consultations are part of a three-year project. Phase 1 research culminated in the publication of “Apprentice Demand” a document that calculates the need for apprentices across a variety of trades.

“Through our research, it became clear that within five years, there’s going to be a need for 167,000 new apprentices in the top Red Seal trades across Canada,” said Daviault.

That report is available on the CAF website.

www.caf-fca.org

The post CAF aims to turn labour shortage talk into action appeared first on Auto Service World.

The automotive aftermarket is facing disruptions that threaten to hamstring the $21.6 billion industry.

That is one of the key messages the Automotive Industries Association (AIA) of Canada has for the federal parties competing to lead the nation.

In advance of the Oct. 21 election, AIA has released an industry primer, outlining some of the biggest challenges faced by aftermarket auto part manufacturers, distributors, and installers.

At the top of the list is open access to repair information, telematic vehicle data, security protocols, tools, and training.

“Aftermarket businesses across Canada may not be able to participate in the digitalization of the automotive industry,” the AIA letter states. “This is not because they are not competitive or unable to ‘go digital,’ but because vehicle manufacturers have positioned themselves as gatekeepers of data generated by the connected vehicle.”

It reminds the candidates that the automotive aftermarket is a powerhouse, contributing to the national economy and employing 389,900 Canadians.

“The automotive aftermarket is downstream to vehicle manufacturing; the introduction of change upstream, means change downstream,” it explains. “As vehicles are outfitted with digital communication platforms that support the transmission of vehicle data out of the vehicle (including information about the state of the vehicle) and transmission of data into the vehicle (including over-the-air updates), the entire automotive supply chain must have instant and direct access to these communication platforms.”

Other workforce disruptions include a growing technician shortage, it says, fueled by increasing retirement rates and a general challenge attracting individuals to the skilled trades.

The post What AIA wants federal candidates to know about the aftermarket appeared first on Auto Service World.

Organizers and supporters of the new “Repair It Right” program issued a rallying cry for industry unity on Tuesday night.

About 35 people – representing provincial and national associations, parts distributors, manufacturers, repair chains, and industry trade publications – were asked to spread the word about a new way to ensure that independent auto repair shops have access to OE service information, tools, training, telematics data, and security protocols.

Repair It Right is the proposed new slogan for what was once referred to as the Right To Repair – a name that has been adopted by a number of tech industries calling for open access to repair information.

Requests for Service Information
can now be made at

www.aaro.ca

with a promise of quick
response and follow-up.

Tuesday’s meeting in Mississauga was essentially a coming out party for the program, developed over the past year by the Automotive Aftermarket Retailers of Ontario (AARO) in response to what it saw as a lack of progress on the issue by the Canadian Automotive Service Information Standard (CASIS).

In a dramatic split with the National Automotive Trades Association (NATA), AARO proposed abandoning the Canadian agreement, which it called toothless and outdated, in favour of working with the U.S.-based National Automotive Service Task Force (NASTF).

Since its departure from NATA, AARO has developed working ties with NASTF, and launched Repair It Right as an improved way to request blocked service information, obtain training and industry information, and gain vehicle security professional (VSP) credentials.

All that’s left, they say, is to let aftermarket professionals across the country know that it’s available to them. The industry is urged to check out the details at the AARO website.

Diane Freeman, executive director of AARO, said the evening was to get the entire industry on the same page.

“We’ve been talking to other associations and groups across the country,” she said. “We’ve invited them here to make it clear what message we need to get out to repair professionals.”

She described the event as a kind of update for the industry.

“The industry needs to know what we’ve been up to, what’s available to them, and how they can get involved. We want everyone onboard.”

Toronto shop owner John Cochrane, who got the ball rolling last year, said it had become clear to many in the industry that the Canadian solution simply wasn’t going to provide what the aftermarket needed.

“CASIS never got fully developed,” he said. “It was controlled by a very small group of people, and it was not moving forward. This is important stuff for our industry. We need it to move forward.”

He said Repair It Right addresses the two big gaps that repair professionals face: information access, and vehicle security codes.

“I hope this is the embryo of something really big,” he said. “And it will be big if everyone in the industry has a same passion to find a solution.

The evening started with a fiery speech from business consultant Bob Greenwood, who said the industry’s future depends on its learning how to cooperate and act in lock-step.

“The Canadian aftermarket is in a crisis. It is a crisis we are not talking about. It is a crisis of information. It’s a crisis of collaboration. And we had better sort it out fast,” he said. “We’re all in this together. Let’s sit around the same table and start talking about how we’re going to solve these problems together.”

J.F. Champagne, president of the Automotive Industries Association of Canada, said he hasn’t given up on CASIS, but he is open to the idea of finding other ways to achieve the same solution.

“We’re still at the CASIS table,” he said. “The bottom line is we need to find the right solution that helps people fix cars. Perhaps there is some kind of partnership with NASTF that might be workable. Nothing is mutually exclusive here. We can work through CASIS, through NASTF, through AARO, through AIA. We leave our options open.”

Repair It Right is run by a Canadian task force of 16 people from four provinces, all but four of whom are licensed automotive service technicians.

Members of the Canadian task force are:

Mike Adema (Georgetown),

Eric Mileham (Orangeville),

John Cochrane (Toronto),

Ju Chen (Toronto),

Mark Lemay (Barrie),

Roydon Rump (Ottawa),

Luanne Fedosoff, AARO,

Diane Freeman, AARO,

Steve Gushie, Carquest Canada,

David Cochrane, Delphi,

Sean Hill (Saskatchewan),

Girard Benoit (Montreal),

Tamara Ghosn (Ottawa),

Corey Grant (Nova Scotia),

Niall Black, Motorcade,

Mark Ascott, Barrie and Area Auto Repair Association (BAARA)

Corporate and association supporters include:

Carquest

Delphi

Saskatchewan Independent Automotive Professionals (SIAP)

Maslack

Vast Auto

Groupe Monaco

Automotive Sector Council of Nova Scotia

AIA Canada

Barrie and Area Automotive Repair Association (BAARA)

Motorcade

Ontario Automotive Recyclers Association (OARA)

Auto Recyclers of Canada (ARC)

Automotive Aftermarket Retailers of Ontario (AARO).

www.aaro.ca

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Details have been released about the much-speculated API GF-6 specification for motor oils.

Starting May 1, 2020, oil manufacturers will be required to move fluids to the new API GF-6 specification.

With the new GF-6 specification comes a brand-new set of engine tests not seen in the industry before, and splits the API specification into two categories:

GF-6A applies to grades with viscosities 0W-20 and greater

GF-6B applies to grades with viscosities lower than 0W-20 (Grade 0W-16)

According to Wakefield Canada, makers and marketers of Castrol oil in Canada, the transition to GF-6 also brings a new API “SP” spec, which replaces the transitional API SN+.

“This means that the GF-5 SN+ protection against catastrophic engine failure associated with Low Speed Pre-Ignition (LSPI) is now automatically covered by the new GF-6 specification,” a press release from Wakefield states.

The company says Castrol has already transitioned all applicable automotive fluids to the new GF-6 specification. This will be reflected on Castrol labels starting May 1.

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The Auto Care Association and the Automotive Aftermarket Suppliers Association (AASA) have announced a strategic partnership to educate and activate the industry and consumers in the fight for access to, and control of, vehicle data through a consumer education campaign called Your Car. Your Data. Your Choice.

Your Car. Your Data. Your Choice. is an initiative created to engage car owners, policymakers, and other stakeholders on car data – what it is, why it matters, and its implications for consumer choice.

Without control of and access to the diagnostic and repair information wirelessly transmitted from vehicles, consumers could face increased cost and inconvenience, jeopardizing the future of the aftermarket and forcing consumers to pay more for – or worse, delay – car repairs.

The partnership will be focused on the Your Car. Your Data. Your Choice. campaign and activities aimed at raising awareness, educating the industry, and obtaining support for Right to Repair and access to data positions among the industry and consumers.

“We are proud of this partnership to fuel the fire and amplify our message to both the industry and to consumers,” said Bill Hanvey, president and CEO of the Auto Care Association. “We are aligned in our message and our common cause of ensuring the growth of our industry for generations to come. Together, we are amplifying the industry’s voice, raising the pressure on lawmakers and combining our resources to get to the only solution that we will accept: consumers having the right to control where their vehicle data goes and aftermarket access to that data, especially for repair and maintenance.”

“We have created a spirit of collaboration that will allow AASA and Auto Care to unify the industry and achieve success in access to vehicle data and motorist freedom of choice, putting aside individual recognition and goals for the greater good and future of the aftermarket,” Paul McCarthy, president, AASA. “This is a critical issue, and we are stronger together. The aftermarket must win access to data, and if you believe in free markets and consumer choice, it is right for the aftermarket to prevail.”

Any company in the automotive aftermarket is invited to participate in the campaign and help our industry achieve broader public awareness and support on the issue. An online Vehicle Data Toolkit including FAQs, printable wallet cards as well as digital assets can be found at autocare.org/telematics.

www.autocare.org

www.aftermarketsuppliers.org

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Canadians who transport dangerous goods may soon have to prove their competence through new training and assessment requirements.

The Canadian General Standard Board (CGSB) is suggesting changes to the country’s transportation of dangerous goods (TDG) regulations – particularly as it regards training.

The Canadian General Standard Board (CGSB) has released its first draft of proposed changes.

The new National Standard of Canada CAN/CGSB-192.3 is entitled “Transportation of Dangerous Goods Training, Assessment and Competency.” Once it is finalized and published, the CGSB will propose an amendment to Part 6 of the Transportation of Dangerous Goods Regulations, allowing the new standard to be incorporated by reference.

According to Transportation Canada, current provisions in Part 6 are largely administrative in nature, where a valid certificate does not guarantee that a holder has the knowledge and skills to adequately perform their job functions. Furthermore, the current term “adequately trained” is subjective and open to interpretation.

Government spokespeople have said Canadians would benefit from knowing that the handling, and transport of dangerous goods will be done safely by competent persons.

The proposed amendments will require that persons who handle, offer for transport or transport dangerous goods be deemed competent through training and assessment according to a Competency Based Training and Assessment Standard (CBTA). These standards will be incorporated by reference into the amended regulations and includes a general awareness component as well as a function-specific component.

The potential impact is greatest on small businesses that may not have the know-how or financial resources to train and assess employees.

Large companies with many locations and employees across Canada may find the new training requirements to be an administrative burden, and in some cases costly if they require third-party training and assessment services.

It could be a boon to training institutions who can hire out their services to a wide range of companies.

Those interested in obtaining a copy of the draft standard and corresponding comment form during the public review period, should contact Beata Hart at Beata.Hart@tpsgc-pwgsc.gc.ca.

All comments must be submitted to CGSB using their comment form by October 24 2019.

Click HERE to view the complete list of planned and potential changes to the regulations that Transport Canada expects to bring forward over the next two years.

EN: https://www.tc.gc.ca/eng/acts-regulations/transportation-dangerous-goods-initiatives-planned.html#CG-I-Amending

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The Canadian Apprenticeship Forum (CAF) says it will develop a National Strategy for Women in Trades by 2020.

The forum has announced that a task force of its members from across the country will oversee the development of a strategy, based on extensive consultations with stakeholders.

“Our country is going to need thousands of new trades professionals in the next five years, and the creation of a National Strategy to help attract more women to the trades will be critical to meeting labour market and economic needs,” said Shelley Gray, CEO of B.C’s Industry Training Authority and task force participant. “To do this, it’s important to develop workplaces that are welcoming, positive, and inclusive of everyone interested in pursuing an apprenticeship.”

The task force is comprised of apprentices, tradeswomen, representatives from women’s organizations, labour groups, employers, educators and jurisdictional apprenticeship authorities. It will inform specific strategy content and establish a national target to increase participation and retention of females in skilled trades careers.

“We already know what the barriers are,” said France Daviault, executive director of CAF-FCA. “Insights from this task force, along with 20 years of CAF national research in the area will provide a clear direction on how to create sustainable change.”

She said the entire skilled trades community needs to work together and set targets for increasing female participation.

“What gets measured gets done,” she said.

The The National Strategy for Women in Trades will be presented at the National Apprenticeship Conference in Calgary, Alta., on May 24-26, 2020.

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Statistics Canada reports that Canada’s economy expanded for the fourth month in a row in June, as 17 of the 20 industries the data agency tracks expanded.

GDP grew by 0.2 per cent overall, as a 0.2 per cent decline in the goods-producing sector was more than offset by a 0.3 per cent gain in the much larger service sector.

The wholesale and retail trade industries grew in June, as did construction, mining, oil and gas, finance and insurance.

Manufacturing, meanwhile, shrank by 1.4 per cent.

June’s numbers mean that for the three months of April to June, Canada’s economy grew at a 3.7 per cent annual pace. That’s better than what economists were expecting, and the fastest pace in more than two years.

For comparison purposes, the U.S. economy is currently growing at a two per cent annual pace, according to the latest data.

A surge in exports is the cause of much of the growth, as household spending actually inched lower. But exports of goods rose 3.7 per cent in the second quarter, following declines in previous two quarters. Exports of services, meanwhile, rose 1.1 per cent.

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Police in Nova Scotia say they found 27 fake motor vehicle inspection (MVI) stickers during multiple spot-checks on Halifax and Dartmouth roads last week.

The traffic blitz also discovered 20 legitimate MVI stickers that had exired.

In all, some 94 tickets were written and 29 vehicles towed away.

But it is the phoney stickers that really concerns them.

“Even one false MVI is a road safety issue because, keep in mind that, from what we have found anyway, these sell anywhere from $180 to $250,” said Sgt. Monier Chediac of Halifax Regional Police Traffic Services in a CTV report that you can view HERE. “And so, a lot of times, if someone is buying a sticker at that cost, it’s to bury or conceal more significant issues – sometimes in the thousands of dollars.”

Half of the 27 vehicles had bald tires or faulty brakes. One had a rusted-out frame.

Years ago, annual motor vehicle inspections were required across Canada, but now Nova Scotia is the only one that still requires inspections every two years.

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By Allan Janssen

The new president of AASA says he’s committed to working closely with his counterparts in Canada and other countries as they respond to technological and political developments with global implications.

Paul McCarthy, who took over for Bill Long as the head of the North Carolina-based Automotive Aftermarket Suppliers Association in July, said aftermarket players around the world increasingly need to cooperate on strategic approaches to potentially disruptive innovations.

“I think everybody across our industry, in groups here in North America and around the world, need to look for opportunities to work together,” he said in an interview with Jobber News. “We’ve already started – particularly with regard to big issues we’re all facing.”

McCarthy said a growing percentage of aftermarket suppliers are taking a global view of supply chain issues. And increasing vehicle electrification, automation, driver assist systems, and evolving trade relationships are completely rewriting the rules of how parts suppliers interact.

In North America, AASA has collaborated with AIA Canada on a response to the growing threat to consumer’s freedom to choose where to have their vehicles maintained.

Business tends to do very well
when the rules are firm.
We’re entrepreneurs.
We figure out how to
succeed within the rules.
But it’s difficult when
 we don’t know what
 the rules will be
 tomorrow or next month.

“We have a very good relationship with AIA Canada,” he said. “We are all trying to figure out these new frontiers of what the technology will bring to our industries and the challenges they’ll bring to our ability to service vehicles and the consumer’s right to repair.”

McCarthy has been with AASA and its parent organization the Motor & Equipment Manufacturers Association (MEMA) since 2001.

He acknowledged that recent developments in Washington have created some challenges for part manufacturers on both sides of the border.

“Uncertainty is the new certainty in the U.S.,” he said, “and that’s a big challenge for all of our members.”

He said the biggest problem is determining how the rules of the game are changing.

“Business tends to do very well when the rules are firm. We’re entrepreneurs. We figure out how to succeed within the rules,” he said. “But it’s difficult when we don’t know what the rules will be tomorrow or next month.”

The North American automotive industry has long been integrated, though, and he does not expect that to change.

“We believe the close relationship between Canada, the U.S., and Mexico will continue because it just makes so much sense,” he said. “From a production standpoint, it is very important for North America to be integrated in order to compete with other regions around the world.”

He said he is ultimately very optimistic about the future of the aftermarket.

“The existing business has a much longer tail than we appreciated,” he said. “There are all these (ICE-powered) vehicles in operation already. Even as the new technology comes in and grows as a proportion of new vehicles, our studies show that going out to 2030, the vast majority of the market – the maintenance and replacement market – remains the products that we know and are familiar with.”

New technology will also bring new market growth for the aftermarket.

“We’re already starting to see that. Think about all the lights in the dashboard. There are more all the time for new ADAS products. All of those involve multiple sensors,” he said. “The aftermarket makes good money off sensors. They all need periodic maintenance or replacement. Our members that deal with ADAS are already struggling to meet demand.”

On electrification he said we’re already seeing opportunities in converters, inverters, electric heating and cooling systems, and lots more.

“We have to move from a position of fear to determination, and from threat to opportunity,” he said.

In a freewheeling discussion, McCarthy offered his views on a number of other issues of the day.

Market consolidation: “As a trend in the industry, it is very likely to continue into the foreseeable future.”

New distribution competitors: “The investment community panicked a few years ago but we’ve found that auto parts aren’t books. The automotive aftermarket has a very different value chain. The people who win will be the ones who best meet the needs of everyday consumers.”

New retail dynamics: There are things we can learn from Amazon and from other E-tailers and omnichannel retailers.Aside from providing the right part, right place, right time, there are some new criteria: convenience, user experience, seamless online-offline utility. This is a true battleground and I’m confident we’ll compete effectively.

Technician training: That’s a huge challenger for our industry. We can fix tomorrow’s vehicles. But to do it we have to attract a new generation of technicians, train them, and convince consumers of our abilities.

Right-to-repair: “Our fight has become tied to consumer choice – something that has been a turning point in convincing politicians to listen to our concerns. Preventing monopolistic power really matters.”

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The federal government has created an advisory committee to help promote apprenticeships and skilled trades across Canada.

Founding members of the committee are Mandy Rennehan, founder and CEO of Freshco; Jamie McMillan, an ironworker and the founder of KickAss Careers; and Matt Wayland, executive assistant to the international vice-president and Canadian director of government relations for the International Brotherhood of Electrical Workers.

Additional members will be announced in the near future.

The advisory committee will lay the groundwork for a national campaign to encourage apprenticeships and promote the skilled trades as a career of choice. The committee will also lead consultations, explore partnerships, and provide advice to the Minister of Employment, Workforce Development and Labour.

A press release from the Prime Minister’s Office points out that the government has already made investments to support skilled trades workers and to make sure people in under-represented groups have the opportunities they need to enter the trades. The establishment of an advisory committee builds on those measures, and is designed to help more young people pursue good, well-paying careers in the trades.

“Canadians count on tradespeople every day,” Prime Minister Justin Trudeau said. “They power our industries, keep our vehicles and public transit moving, and build the places we call home. By promoting in‑demand careers in the trades, we can help more young people find good, well-paying jobs and build a stronger economy for the benefit of all Canadians.”

Patty Hajdu, Minister of Employment, Workforce Development and Labour, said a national apprenticeship campaign will serve to encourage Canadians to enter the skilled trades.

“The skilled trades offer well-paying middle class jobs but many young people never consider this as a first choice career option,” she said.

In Budget 2019, the Government of Canada announced $6 million over two years to create a national campaign to promote skilled trades to young people.

Canada will need 67,000 new journeypersons to sustain our workforce in the 10 largest Red Seal trades by 2023.

Young women continue to be less likely than young men to express interest in a career in the skilled trades. According to an OECD survey, only 2 percent of 15-year-old female students were planning to pursue a career in the skilled trades.

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Canada‘s economy grew by 0.2 per cent in May, according to the latest numbers from Statistics Canada.

It is the third increase in as many months, thanks to a rebound in manufacturing.

The Conference Board of Canada say the news is another sign that the economy is continuing to recover from a weak start to the year.

“This aligns with our forecast that overall economic growth would strengthen in the second quarter,” said senior economist Constantinos Bougas. “Today’s release also gives the Bank of Canada more reason to stay on the sidelines.”

According to Stats Can, the real GDP grew by 0.2 per cent in May, the third consecutive month of solid growth. On a year-over-year basis, real GDP was up 1.4 per cent compared to May 2018.

The construction sector activity recorded its third consecutive monthly gain, with the gain entirely driven by the residential construction sector, as non-residential building activity edged down 0.1 per cent.

Manufacturing activity also posted healthy growth in May, thanks to a 2.3 per cent rise in durable manufacturing output. More specifically, motor vehicle production bounced back in May following temporary shutdowns in April.

With a 1.0 per cent expansion, transportation and warehousing led the way on the services side of the economy. The rail transportation segment was particularly strong.

On a negative note, declining activity in the wholesale trade sector subtracted the most from growth in May, but this followed strong back to back gains in March and April, so a decline was not surprising.

Following a strong 5.5 per cent output increase in April, the mining, quarrying, and oil and gas sector gave back some of those gains in May, with output falling by 0.8 per cent. The drop was driven by a 6 per cent fall in oil sands extraction activity, leaving overall oil and gas extraction down 2.5 per cent month-over-month.

Following three consecutive increases, retail sales declined by 0.1 per cent in May, leading to a 0.4 per cent contraction in retail trade output, its second consecutive decline.

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Catherine McKenna, Minister of Environment and Climate Change

The Global Automakers of Canada (GAC) say siding with California’s vehicle emissions plan could be putting the cart before the horse.

The GAC expressed their concern over the recent announcement that Canada has signed a Memorandum of Understanding with California to pursue stringent regulatory measures to reduce greenhouse gases and air pollutants emanating from vehicles.

Environment Minister Catherine McKenna signed a vehicle-emissions agreement with California Wednesday with hopes of achieving 100% of all light-duty vehicles sold in Canada be zero-emissions by 2040.  Canada will also offer a rebate up to $5,000 for qualifying zero-emission vehicles and tax incentives to business looking to upgrade their fleets to zero-emission.

McKenna indicated that the ideal result would be for the U.S. to continue with one national standard, but acknowledged right now it looks as though there will be two – the national standard from the White House and the one followed by California and at least 13 other states that have aligned with California.

While the GAC said it is fully supportive of the need to de-carbonize transportation it is concerned that the agreement could be seen as a signal that Canada will side with California over the U.S. when it comes to emissions standards — a position that could undermine the proposed North American free-trade agreement.

“Our concern is that today’s announcement appears to be putting the cart before the horse,” said GAC president David Adams. “The situation with respect to emission standards for light duty cars and trucks through 2025 in the United States has not been settled yet, and Canada’s current regulations incorporate by reference those same standards.”

“While we appreciate that the (Canadian) federal government might wish to pursue more aggressive standards than those of the United States, we support the actions of our industry associations in the United States that have appealed to the President to continue with responsible – yet challenging – emission reduction targets that would also be acceptable to California – to preserve one national standard in the U.S. and effectively North America,” said Adams.

Mark Nantais, president of the Canadian Vehicle Manufacturers Association, believes it would be to Canada’s benefit to encourage California and the U.S. federal government to resume their talks to develop a single standard.

He said if the U.S. splits its standard and Canada picks a side, it could raise prices of vehicles or limit available car models as companies simply refuse to produce cars that meet Canada’s and California’s demands.

www.globalautomakers.ca

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KYB Americas recently hosted U.S. Senator Todd Young at the company’s Franklin, Ind., manufacturing facility.

The Senator’s visit included a plant tour, as well as a meeting with KYB executives, in which several issues threatening the industry such as the consumer’s right to access vehicle data, China tariffs and proposed auto tariffs.

“It is quite an honor to have a U.S. Senator visit our facility,” said Aaron Shaffer, KYB director of product and marketing. “He was incredibly gracious and listened intently to our concerns.”

Shaffer described the dialogue as fruitful, saying it provided the Senator with a good understanding of the challenges the automotive aftermarket is facing.

“We look forward to continuing our conversation with Senator Young during the Auto Care Legislative Summit in September,” he said,.

The Senator’s visit was coordinated by the Auto Care Association and KYB.

www.kyb.com

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A car dealership in Kirkland Lake, Ont. has been fined $45,000 for failing to protect the health and safety of its workers, after a vehicle fell off a lift, injuring two service technicians.

Lake Shore Motors must also pay a further $11,250 to a special government fund set up to assist victims of crime.

Justice of the Peace Theodore A. Hodgins in Kirkland Lake ruled on June 18 that the company failed to provide information, instruction and supervision on the safe operation and inspection of an automotive hoist.

The incident occurred on Feb. 21, 2017 when the two workers were using a hoist to raise a vehicle requiring repair.

The 10,000-lb capacity two-post lift was equipped with arm restraint gears designed to lock the swing arms in place. An investigation by the Ministry of Labour revealed that at least one of the four arms on the hoist had swung out of place, causing the entire vehicle to slip off the restraint arms and fall.

Both workers, who were standing underneath the vehicle at the time of the accident, suffered critical injuries.

An examination of the arm restraints revealed that the gears that were supposed to lock the arms in place were not functioning properly. The teeth on the gears were worn, rusted and in poor condition and the metal bars that hold the restraints together were bent.

Ministry of Labour inspectors found that one of the swing arms moved easily out of the set position when pushed by hand, a second swing arm moved out of position when forcibly pushed by hand, and a third swing arm moved out of the set position when forcibly pushed by two inspectors. A Ministry of Labour engineer concluded that the restraint devices had not functioned properly for an extended period of time.

Pads on the swing arms were found to be worn and in poor condition.

Several of the other hoists in the shop were in similarly poor condition. A privately retained hoist inspector concluded that the hoists showed years of wear. A number of items were identified that needed to be addressed in each hoist. Four of the hoists failed their examinations.

A company had previously been hired by Lake Shore Motors to inspect all hoists at the workplace. That company performed the inspections, which were primarily visual and lasted approximately 15 minutes per hoist. The company indicated that there were no defects in the hoists and that they were fit to use.

Neither the inspecting company nor its owner were certified by the Automotive Lift Institute as lift inspectors. (This certification is not required by the Occupational Health and Safety Act in Ontario.

The equipment manual for the hoist states that all moving parts and telescopic arms should be inspected daily for evidence of uneven or excessive wear. Furthermore, arm restraints are to be inspected and lubricated every two months.

Investigation by the Ministry of Labour revealed no such inspections had taken place on any of the hoists and that such inspections, if done properly, would have uncovered the defects.

Lake Shore Motors had not provided the workers with any information or instruction on inspection requirements and had not trained or instructed the workers on how to inspect the hoists. As a result, there was no regular maintenance routine in place for the hoists.

The company’s joint health and safety committee had not performed any monthly inspections in the months leading up to the incident.

Lake Shore Motors Ltd., which sells and services both new and used cars, trucks, and SUVs, is located at 1155 Government Road West in Kirkland Lake.

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Following the U.S. National Highway Traffic Safety Administration (NHTSA)’s probe in November, Transport Canada has opened a probe into braking issues in nearly 250,000 General Motors full-size pickups and SUVs.

Transport Canada’s probe covers 249,700 2015 through 2017 model year vehicles including the Cadillac Escalade, Chevrolet Suburban, Chevrolet Tahoe and GMC Yukon as well as 2014-2017 Chevrolet Silverado LD and GMC Sierra LD vehicles.

The U.S. agency said it had 487 reports of hard brake pedal effort and nine incidents of vehicles incurring damage as a result of colliding with another vehicle or fixed object at low speeds and reports of two injuries. NHTSA said if the pump fails to operate, the amount of brake power assist can be significantly reduced, extending vehicle stopping distance.

www.transportCanada.ca

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Export Development Canada says trade confidence among Canadian exporters has hit its lowest level in seven years.

According to an annual survey, all five components of EDC’s index were down, continuing the decline seen in the 2018 year-end survey.

The drop of 5.3% brings the trade confidence index down to 69.8, almost four points below the series’ historical average.

“Disruptive international trade policies have clearly shaken the confidence of Canadian exporters,” said Peter Hall, chief economist with EDC. “One third of respondents are already negatively impacted by protectionist measures now in place, and an overwhelming majority see no resolution of major global trade issues within the next year.”

The Trade Confidence Index, released this week by the export financing agency, showed that tariffs and trade barriers remain a top concern for importers and exporters.

Looking ahead, few Canadian exporters said they expect any respite. In fact, more than 90% of respondents either said they expect protectionism measures to worsen (47%) or stay the same (45%) over the next 12 months.

More than 40% of respondents with an opinion said they anticipate the next global recession to occur within the next two years.

The survey was taken from March 19 to April 15, before U.S. President Donald Trump lifted steel and aluminum tariffs on Canada, a move that’s expected to help clear a path for the ratification of the new North American trade deal.

www.edc.ca/en/article/trade-confidence

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The Motor & Equipment Manufacturers Association has heralded U.S President Donald Trump’s decision not to impose tariffs on all goods coming from Mexico into the United States.

“We are pleased that he heard the motor vehicle parts supplier industry, which represents the largest sector of manufacturing jobs in the U.S., and that he agreed that tariffs would hurt American businesses and consumers,” reads a statement from MEMA.

“Our industry depends on a vibrant and health North American supply chain, and Mexico is a critical trading partner. In 2018, two-way trade with Mexico in auto parts totaled $93 billion – or $255 million worth of goods a day. It is critical that confidence and stability in this supply chain remain in place,” the MEMA release states.

“MEMA strongly urges the Trump administration to put the threat of these and other tariffs aside and return to working with Congress to ratify the United States-Mexico-Canada Agreement (USMCA).”

Bill Hanvey, president and CEO of the U.S.-based Auto Care Association, also expressed relief at the news that new tariffs would not be imposed on imports from Mexico.

“Mexico is the United States’ largest trading partner when it comes to auto parts, with more than $55 billion imported in 2017,” he said. “U.S. companies benefit from having largely duty-free access to Mexico’s labor market for certain important steps along the supply chain. A new tariff would have resulted in higher prices for U.S. consumers and job losses for U.S. businesses. The association will continue to work with the administration and Congress on ensuring long-term, open access to U.S. trading partners like Mexico.”

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