Pro-Trucker Driver Choice March April 2025 Edition

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FROM THE EDITOR’S DESK

BY JOHN WHITE

Expand our Market

The threatened tariffs from the U.S. once again put the Canadian trucking industry in a precarious position and at the mercy of a new administration. We have one export (oil) that would immediately affect our bargaining power and their economy. Still, because of the inability of our Federal Government to build a pipeline to the East Coast, we once again find ourselves at their mercy. I do not suggest curtailing our oil exports south as some people suggest because that would be shooting yourself in the foot. But for those who believe it will ever go away without some changes, I can only say we should never have legalized your weed.

Renewable energy sources like solar and wind are making strong inroads around the world, but we are a long way from not needing oil. Yes, environmentalists can object all they want, but the simple fact is that as long as it is needed around the world, there will be countries that will provide it. If it will be sold and consumed anyway, why are we sacrificing one of our country’s main assets to satisfy the minority who can’t see the forest for the trees?

Now, let’s talk about Canadian equalization payments. Quebec received $1,109,653,416.00 in Equalization payments every month of 2024. That is over half the total $2,104,402,750.00 distributed monthly among all the other Provinces and territories, except for Saskatchewan, Alberta, and BC, the three provinces receiving $0.00 equalization payments. Yet Quebec opposes a pipeline to the east coast. Equalization payments are entrenched in our constitution, and yes, I admit that this subject is far more complex than it seems, but if we are going to have a strong Canada, we have to stand united to ensure those payments can continue.

First of all, we should remove all tariffs between provinces. The problem here is Provincial greed. If I live in BC and want to buy a bottle of wine from Ontario (although I have no idea why…) I pay a higher price than they do. They, in turn, pay more for BC wine than I do. Who wins? Since our provincial taxes are based on the consumer’s price, they benefit from keeping them high. The loser? Consumers, of course. The same goes for other things that are often artificially inflated by monopolies, like gas and oil. They do expensive studies to show the public that they are concerned, but in reality, our Provincial and Federal governments have no reason to seriously question high prices and/or monopolies when they get higher tax dollars.

If we are to have a stable economy, we have to explore other world markets. We will always be closely tied to the U.S. due to the proximity and shipping costs, but we should also have other options that we can take advantage of at times like these.

EDITOR-IN-CHIEF

John White: john@ptmag.ca

PUBLISHER

Coast2Coast Business Pages Ltd.

ADVERTISING/MARKETING

Tony Arora: tony@coast2coastpages.com

John White: john@ptmag.ca

CONTRIBUTING WRITERS

• Colin Black • Greg Evasiuk

• Scott Casey • Dave Madill

• Glen Millard • Myrna Chartrand

Frank Milne

PHOTOGRAPHY

Ben Proudley • Alicia Cornish David Benjatschek wowtrucks.com

We need a pipeline to the East Coast to supply Canadian refineries there and also have the ability to export from our eastern ports. This would make it so we are no longer completely reliant on the U.S.A., where we are now forced to sell at below-market prices. Thankfully, even though the opposition at the time strongly opposed it, a new pipeline was put through to the West Coast, allowing for a higher volume of oil to be exported from there. This is one of the few things Trudeau did that I agree with. COAST2COAST

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RIG OF THE MONTH by John White

Pictures by: David Benjakschek www.wowtrucks.com

My name is Travis Telford, and I was born in Drumheller, Alberta, on October 27th, 1996, to Bryan Telford and Christy Booth. I grew up in Munson, a small village just north of Drumheller. I have an older brother, Brandon Kerik, and a younger one, Shane Telford: Travis Telford

My Dad and Grandfather, John Booth, were both truckers, and I spent a lot of time with them around the trucks and equipment. My grandfather ran a small business that handled everything from hauling materials to moving equipment and doing demolitions around the Drumheller Valley. Meanwhile, my Dad hauled oil and water. I was fascinated with the equipment and idolized these men growing up.

I was pretty young when they started taking me out to the shop, where I would watch them work on the trucks and equipment. They

taught me many old-school things that have proved valuable in my trucking career. One of the first and most challenging jobs I ever got was holding the flashlight - we all know it’s never in the right spot for Dad. On the weekends, when I didn’t have school, I would be up early so I could go with Grandpa to local gravel hauls. I learned many new things and words I couldn’t repeat at home. Like all young swampers, I also spent a lot of time napping in the bunk. We were not allowed to ride along with our Dad due to company safety issues, but we spent numerous hours washing his trucks and trailers and learning how the fluid side of the industry worked.

I learned how to pull wrenches, grease, oil, and wash equipment. Grandpa also taught my little brother and me how to run all his equipment and trucks, not just to learn but in case of an emergency. We both got hooked on running equipment, and by the time I was 13, I was backing our family boat into the water while my father was launching it. This led to taking over and backing boats in for others struggling on the boat launch.

When I turned 16, I started work at Fountain Tire in Drumheller, changing everything from car tires to semis and even tractor tires. Of course, after I got good at it, I had to go home and change my grandfather’s truck tires or fix any flats. I tried my best and worked my butt off at Fountain, finally working my way up to running the service truck. I enjoyed the challenge then, but it wasn’t the job I wanted. Trucking was a natural direction for me because it ran deep in my family. It wasn’t just my Dad and Grandpa; I also had uncles and aunts who drove, so it was often the main topic of conversation at family gatherings.

Just a few months after I turned 18, I got my class one. The next day, my grandfather gave me a 2003 International 9900i to drive, and I became part-owner of Dinosaur Oilfield Construction. I started by hauling asphalt materials and equipment around the valley, but in the winter, work was slow, so I took a driving job for an uncle hauling livestock panels across Alberta and Saskatchewan. It wasn’t easy to get started as insurance rates were much higher for me, and many companies wouldn’t insure me until I got some miles behind me and could prove I could handle the job.

After eight months, there wasn’t much work around, and I wanted to get back to driving on my own, so I went to work hauling lumber and other materials across BC to Manitoba. A couple of years passed, and after dealing with breakdowns, high insurance rates and some personal things, I decided to list my truck. After only a few years of driving and owning a truck, I considered walking away from it, except a 1996 Peterbilt 379 caught my eye. Every time I drove past the shop, all I could think about was how sweet it would be to have. The owners were very close friends, and we finally made a deal on the truck, and I brought her home. It was my new pride and joy,

and I named her “The Mistress.” I still hauled across Canada, but being gone 6 days a week took a toll on my personal life, so I got on pulling for a local company hauling fertilizer and grain, which left me time to move equipment around for my other customers.

We entered a few truck shows with the truck, and I also became a member of the Alberta Large Cars, where I got to meet a bunch of amazing people, and my driver friends list grew. This led to another job hauling equipment, which I really enjoyed. But this job wasn’t like others. I was moving burnt trucks to wrecks and new equipment, and since most of the loads were different, it kept me learning new ways to do the jobs and secure loads. One of the best pieces of advice I ever got was from an old timer who told me, “You have to try to learn something new each day, and if you don’t, you aren’t trying hard enough.”

Things were looking up, and I entered a photo shoot with my father to get some father-son pictures with our trucks, only to learn later on that it was for the Wowtrucks Calendar. It was quite a thrill to be on the front page of the calendar and then featured inside on my birth month of October. With things going well, I decided to

retire my old girl and bought a 2014 Pete 389 in October. Sadly, a month later, I was involved in an accident, and the car pushed my front bumper into my steer tire. The officer told me I had to get off the highway, so I grabbed a ratchet strap tied one end to the bumper and the other to his cruiser. He wasn’t too impressed with that, but I got the bumper damn near straight. He looked and said I’m assuming you have done this lots? I said, “No, officer, this is the first time…on this truck.”

Dealing with insurance was a challenge, and in the meantime, I had my buddies saying, “ Hey, you need more lights on that truck.” So we added a bunch of lights just in time for the Leduc Christmas Convoy. The following Friday, I was asked to participate in the Lethbridge Cruise that Jackie and Jason Koch organized to support the Angel Tree Foundation for Kids in Need. They wanted to gather as many gifts as possible to ensure every kid had a gift at Christmas.

Unfortunately, on December 19th, disaster struck. I was in Drumheller just 15 minutes from home when I received a call from my little brother to hurry home because our shop was on fire. By the time I arrived, the

whole shop was engulfed in flames. We dragged my 96 Pete away from the side of the shop and then got the excavator started and moved while the fire department did their thing. The sight next morning wasn’t a good one. After 50 years in that shop, everything we had was gone. We lost the 2014 Pete, a Volvo gravel truck, an old Atlas Chamber loader, and all the tools and parts we had accumulated over the years. It even damaged the side of our house.

We were always taught to help and support others in need, but it was tough to accept the help ourselves when we needed it. Sometimes, pride gets in the way. Some close family friends let us park in their shop until we got back on our feet. We went to work fixing a few things so we could put the 1996 Pete back on the road, and by January 4th, we were back hauling loads. As I said, it wasn’t easy to accept the help, but we really appreciated both the help and donations from everyone. It made life a lot easier for us, and we came away with a new appreciation for our friends.

A few months passed while we struggled with the huge loss and fighting with the insurance company, but we finally got the okay to clean up. When looking online for a

possible new truck to replace the one that burnt, I received a call from some close people who helped me with the fire to buy one of their trucks.

Things were looking up. We replaced the gravel truck, and our personal lives also improved. On July 3rd, we made a big purchase from the Koch Family, and we bought their 2018 Peterbilt 389, named Brain Damage, to add to our fleet. Later that evening, after we got the truck home, my other half, Mackenzie Porrill and I announced that we were expecting our first child. We found out we were having a baby girl and welcomed our daughter, Oaklee, into the world on March 8th, 2023. With her at home, it was tough to go away for days at a time because you miss so much, but I now had another reason to make it home safely.

Her great-grandfather, John, would tell customers that his greatgranddaughter was coming over for the weekend, so he wasn’t working. If you needed something, you had to wait until the following week. Grandpa was one of my biggest idols and support growing up. From driving me to hockey games to teaching me about equipment, he was a big part of making me the man I am today.

A few months passed, and we had the family over for Christmas when we announced our second child, our son, Lucas, was on the way. Things were slow on Grandpa’s side of the business, but he didn’t mind as it meant he would have more time to see his great-granddaughter. Unfortunately, on February 26th, 2024, he had a stroke and was rushed to Red Deer Hospital. We raced there to be by his side. At that point, I didn’t care about the trucks or anything else, but I had my trailer loaded for a job site that they needed Monday morning. My father knew how close I was to Grandpa, so he helped me out by taking time away from his job to drive my truck while I was at the hospital.

My head wasn’t in the game, but I had to return to work, and things didn’t turn out well. First, I blew an oil cooler, and then, a week later, I blew a steer tire. I was on edge the whole time and ended up being in an accident in Red Deer, resulting in the 18 Pete being out of commission for a few months. When he found out I was in an accident, my father raced up to my yard in Munson, grabbed my 96 Pete, and brought it to a shop in Beiseker, where we spent numerous hours preparing it for its CVIP. We finally got it on the road the following Monday.

Grandpa was transferred to Calgary Hospital, and any night or weekend we could get away, we were there beside him. He wasn’t doing great and had to lose his right leg due to blood clots, but he was determined to get out. While the 18 Pete was in the shop, Grandpa was helping me order new parts for the truck. We got him transferred back to Drumheller Hospital to be close to home when things turned to the worse, and his health went down. We lost him on April 21st, 2024, at the age of 87. The people who knew my grandfather knew what a hard worker he was. He worked harder than any 21-year-oldseven days a week, 6 am till 5, and some evenings to midnight, giving me a hand to get the truck ready for the next day. My parents knew that when we lost my grandpa, I was devastated. He was my idol, and my whole life, I had aspired to grow up like him and follow in his footsteps. He used to haul for the local RME dealer, and a few days after he passed, I had to haul a few loads for them. Those loads meant a lot to me.

Over the years, I’ve hauled some interesting loads and been to some interesting places to get loads, like loading in the middle of the Commonwealth Stadium or hauling stuff downtown to the Calgary stampede grounds.

Trucking isn’t for everyone.

Drivers are a different breed. Some people try, but when they get their feet wet and have a couple of setbacks, they realize it’s not for them. Others enter the trade with open eyes from knowing people who have gone through all the highs and lows. I was one of the lucky ones like that. I highly recommend that anyone who is not interested in a standard 9 to 5 job to give it a go. When I meet someone starting out, I try to provide them with pointers so, hopefully, they don’t have the same issues I had.

Being a truck driver can also be tough on relationships. As a truck owner, your truck is your money maker, so when it breaks down, you either take it to a shop that can cost you thousands or acquire the knowledge to fix it yourself, which often takes long hours on the weekend or late into the night so you can be ready for your next load. If you

are lucky enough, like me, to have mentors and supporters like my Dad and grandpa, life will be a lot easier. If not, then YouTube and Google will soon become your best friends.

Another big part of trucking that doesn’t get enough attention is the strong women in your life. My mother raised us kids while my Dad and grandpa were out on the road, and my other half, Mackenzie, stays home now raising our children. I can’t say thanks enough to my family and friends who helped me along the way and made me the person I am.

Trucking is a point A to point B job, and you’re often on a tight schedule, but that said, no load is ever worth your life, and you have to stand by that. I’ve sat for two days in a truck stop due to a snowstorm because the load and the anger of the dispatcher weren’t worth the risk.

Each trip can be an adventure. In my travels, I’ve made it a point to stop when I have had the time to sightsee a bit and have seen some pretty cool places. I took a personal holiday with my other half, Mackenzie, and our first child, Oaklee, a couple of years ago. We went to Reno, Nevada, for a truck show. We left a day earlier than everyone else so we could stop and do some sightseeing. A few old boys caught up to us along the way, and we continued to Reno. These old timers led the way and then showed us around Reno and the grounds at the show. It was a trip that we will never forget.

As of today, I’m trying to continue growing my company and pushing it forward. Luckily, I have angels, Jim & and George Lucas, Christine Ireland, and now Grandpa John looking down, protecting me on my travels.

Letters to the Editor

Pro-Trucker Driver’sChoiceMagazine

John, In your last editorial you suggested that trucking regulations be the same across the country and I couldn’t agree more. There are some areas where provinces could keep control like spring road closures and limits but the rest should be standardized including enforcement and driver training. When Chohan Freight Forwarders was suspended in BC they just brought in their trucks from their Alberta company and never missed a beat. The suspension lasted 22 days and then six months later one of their trucks hit another overpass. Drivers are responsible for knowing how high their load is, but shippers and companies should also shoulder the blame, be fined and be responsible for the cost of repairs to overpasses. This would put pressure on the whole industry, not just the driver. Too often, shippers will go with the lowest rate, but this does not always ensure the best drivers or company service. Some companies pay their drivers the bare minimum, and the result is hiring drivers with the least experience and training.

I work for a trucking company that would not approve of my comments, so please do not use my name.

Editor’s note: It is quite obvious that the penalties for hitting overpasses are not doing the intended job, and this is an embarrassment to the whole industry. Unfortunately, the public tends to paint all drivers with the same brush if there is an accident, rollover, or overpass hit. Any load over 4.15 metres is over-height in BC. Since December 10, 2021, there have been 64 overpasses hit by trucks, and they would all have been avoidable if the rules were followed. The tickets given for these hits were for No permit (24), Not measuring the load or incorrect measurement (18), not lowering equipment for transport (16), Failure to follow the approved route (15), as well as the odd ones for load securement, etc. As you can see, many drivers were given more than one ticket for the offence.

Yes, the driver is ultimately responsible and should be ticketed, but I agree that the shippers and company should share the blame. Shippers should be required to measure their loads and inform trucking companies of all over-height shipments. In turn, companies should acknowledge that they understand the load is overheight and supply special routes to the driver to avoid low overpasses. Failure of the shipper and company to do this should result in suspensions and the repair cost for public property. Drivers who do not measure their loads or follow the required route should be suspended pending a record review. Heavy fines and suspensions should also be assessed for companies not purchasing permits.

It’s a Matter of Opinion and Application

Well, it’s that time of year again to wax poetic about what I see online. Not to complain about it, I now realize it’s not that different from what used to be coffee shop talk. In the days before online forums and Facebook groups, a driver would stop for a break at a diner or restaurant, either sitting at a table or the counter, and there would be all kinds of trucker talk going on. Tall tales of horrific storms, trucks that had so much power they never had to shift, bad dispatchers, poor driving four-wheelers, accidents… sound familiar? I became aware of this while prowling the internet the other day, reading a chat about what was better, the Cat C15 or Cummins X15.

Honestly, I will say this question would have been just as contentious back in the day because it is really a matter of opinion and experience. After reading about a 100 or so comments, I left the page feeling bad for the guy who had asked the question because, except for a few answers, it devolved into namecalling with no real answers. It reminded me of politics nowadays. You either take one side or the other, and there is no real discussion. So I decided to give my own breakdown, given my experience with them and the other manufacturers.

First, it is not a fair comparison because Cat no longer makes engines for highway heavy trucks in the North American market. They are preemissions motors, which, of course, makes them much simpler and with a lot less electronics and sensors. That

is a huge advantage for uptime, given that you will never have to worry about DPF, EGR or DEF problems, which tend to be the biggest issues with all of the late model engines. On the flip side, the older motors are becoming increasingly hard to find parts for. NOS parts are getting scarce, and some of the sources of remanufactured pieces are questionable at best. That said, if I could build a time machine or find a new, pre-emissions cat-powered truck, I would take it over a brandnew 2025 with any power train. Yes, I know we have all heard of the guy who found the truck that has been sitting in a shop or barn since it was brand new and picked it up from his widow for next to nothing… Given the likelihood of that happening I’ll give a rundown of the trucks that are more readily available.

Volvo d13/ Mack MP8:

Whether you love or hate the Volvo Mack trucks, the engines are actually pretty good in the right application. I’ve owned a few, pulling tridents and super-bs with them, and they did the job just fine. They were really easy on fuel, quiet, and never left me on the side of the road. It had a decent engine brake, which was not awesome but better than the old ones. My biggest issue is that you have to take them to a Mack or Volvo dealer to service them or buy parts. My other gripe was that the 13L didn’t seem to have the same grunt when loaded heavy. They were all 505hp 1850tq engines but would seem to fall off on long pulls with big weight. I am not sure why, so don’t

By Greg Evasiuk

Greg is a 3rd generation trucker with over 1 million miles and 22 years in trucking.

shoot the messenger. It was just my experience!

Detroit DD16/15

My own DD16 was in a 5700 Western Star, and I drove several DD15s that my dad had. It was a tough engine to get used to shifting (maybe why so many have AMTs behind them?), but once I did, I actually liked it. They make good power down low and seem to sign off after 1550rpms. It’s not a great engine brake in my experience; it’s about on par with an old Cat, but there are no cool Jake noises! Mine got good mileage too, almost as good as the Volvo, which was surprising as it is a 16L motor. Again, it has to go to a Detroit dealer for service, but the freightliner dealer network is huge, and they have a deal with Love’s in some states for warranty work.

Paccar MX13

The little MX was in my favourite truck, but that did not make it my favourite engine. This one was set at 510hp 1850tq. I needed an extra truck and bought a used 2018 389L Flat top that was really sharp. My plan was to use it to pull my ramp step deck doing LTL and smaller equipment. When I ran the truck doing this light work, it was great. It got fantastic mileage, and I thought

it pulled pretty well. As happens in trucking way too often, my work changed, and I found myself pulling trains and low beds with it. That is when I stopped enjoying it. It seemed to have less power than the Volvo 13l, and the engine brake was about like that of the Detroit, so I started using way more DEF. Like the Volvo and the Detroit, only a Paccar dealer can service it.

Cummins

X15

I’ll do this as a two-part review, the first 305,000km…

This truck is factory set at 525hp and 1850tq. It’s the productivity series, whatever that means, and it’s in my 389L. I only say what truck it is because, fuel economy-wise, the Volvo and Detroit engines were aerodynamic trucks, and 389s are

far from that! I loved my X15 from day 1. It pulled like a freight train, light loads or heavy loads. The engine brake is unreal, and I’m two gears higher going down the smasher pulling trains and still don’t touch the service brakes. Fuel economy is - oh, did I say it pulls like a freight train?! The engine ran well, didn’t burn oil, and I was really happy then it threw a code. It was a faulty DPF sensor, and this was 2022 when shops were running COVID skeleton crews, so I replaced it myself. It was good for about a week, and then another sensor code on the emissions system. I had a three-week wait to get in the shop for the warranty, so I replaced it myself. Wash, rinse, repeat… so after sensor #4, let’s just say the right-hand side of the truck got lighter.

305,000 to present

The engine has been 100% trouble-free. It pulls like two freight trains and burns less fuel. I have been very impressed with everything on it. The programming is spot on, and the truck doesn’t roll coal or drive any differently than it did when I got it.

That’s my take on what the best engine is for me. I still love the old ones and could make a case for any new ones, depending on the situation. There’s a lot of personal preference for what you like to drive. It also depends on how much you like to wrench. Where do you run? Does appearance matter, or just the bottom line? Now, I’ll go back to the internet diner and read in Pro-Trucker about why my choices are wrong. And how all the new ones blow up in 200k… Maybe I should go find a real diner?

Driving Green: Unlock Fuel Savings with BCTA’s CleanBC HDVE Program

For BC’s motor carriers, fuel efficiency isn’t just about cost savings— it’s about staying competitive in an evolving industry. That’s where the CleanBC HeavyDuty Vehicle Efficiency (HDVE) Program comes in. Administered by the BC Trucking Association (BCTA) and funded by the Ministry of Transportation and Transit, the program has been helping trucking companies slash fuel costs and emissions since 2019.

With up to $15,000 per truck or $50,000 per fleet in rebates available, now is the time for eligible BC carriers to invest in fuel-saving technology.

Why This Program Delivers the Best ROI

When it comes to cutting greenhouse gas (GHG) emissions, the HDVE Program is one of the most cost-effective solutions in BC. Compared to other rebate programs, it delivers 20 times more emissions reductions per dollar spent. 1

Between 2020 and 2022, BC invested nearly $200 million in lightduty vehicle program spending to achieve a reduction of about 325,000 tonnes of carbon dioxide (CO₂).

In contrast, the HDVE Program achieved the same emissions cuts with under $10 million in funding. That’s efficiency trucking companies can appreciate.

With 5,000 commercial vehicles in BC benefitting from the program in 2024 alone, demand has never been higher. The program has helped fleets invest in game-changing technologies, including:

• Electric auxiliary power units to reduce idling

• Aerodynamic upgrades for improved fuel efficiency

• Hydrogen fuel enhancements to lower diesel consumption

• Zero-emission refrigeration units for temperature-sensitive cargo

Why More Funding is Critical

The HDVE Program is delivering results now, with a fuel savings return on investment of $18.49 for every $1 spent. 2 However, in 2024, the provincial government slashed funding by 75% — just as more fleets are looking to adopt efficiency technologies.

BCTA is calling on the BC government to reinstate annual funding to $3.5 million. Expanding

the program will:

• Help more fleets reduce operating costs

• Support a cleaner, more sustainable trucking industry

• Keep BC’s economy moving while lowering emissions

Take Advantage of HDVE Rebates NOW

If you’re a BC carrier looking to lower fuel costs and future-proof your fleet, now is the time to apply for HDVE Program rebates. Up to $15,000 per truck and $50,000 per fleet is available for eligible carriers. Don’t leave money on the table— invest in fuel-saving technology today: BCTrucking.com/cleanbchdve-program

Let’s drive progress together.

1. The cost per tonne of CO₂ reduced for the light-duty vehicle program is approximately $615, while the HDVE Program’s cost is about $31 per tonne, demonstrating the HDVE Program’s 20-fold cost efficiency.

2. For every $1 invested, participants save 113 liters of diesel, valued at $203.4 million in cumulative savings since 2019.

• $300 0 sign on b onus

• Increased mileage rate 10/2021

• Fuel Cap of 47 cent s p er litre

• Fuel p er formance pay program

• Direc t dep osit, paid t wice monthly

• Fast cards and passp or t s preferred

• No cost satellite communication s ystem

• Insurance/ license subsidy is upto 50% , equal monthly payment s, no interest

• Late model tractor preferred

• Safet y b onus paid quar terly

• Scales/tolls/fa xes paid

• Group insurance

• Excellent home time and exible dispatch

• Paid pick ups and drops

• All miles paid/prac tical miles

Please call Dina or Kaolin at 1- 8 0 0- 66 3 -2339 or Send resumes to kaolinm@berryandsmith.com dinae@berryandsmith.com

• Stable company in business since 1954

Safe driving record • Mechanically sound tractor • Cross bo rde r ca pa bilit y • Cu s to m e r se r v ice focu s

Madill

Sadly Dave Madill passed on May 1st of this year. He will always be fondly remembered and missed.

Cheating

A month out on the highway and it’s time that I went home

Lately I have noticed that my eyes have begun to roam

There was a waitress in Tulsa that sure filled out her top

She sent me some signals that she wanted me to stop

A lady in Calgary with tight jeans and a ponytail Was sending me a signal that with her I could not fail

Yet still I travel onward in my truck so alone

Waiting for the special load that will take me home

A lady waits for me there to hold me thru the night

How I long to kiss her and hold oh, so tight

Still I will travel onward and I wonder if she would mind

Could I cheat a little bit but only in my mind

Dave

Trade

Being able to agree and disagree with information, conjecture, and what if’s. As a citizen without elected responsibility, to recognize daily that there is so much I don’t know about the inner workings of government and the deals made, locally, federally and internationally, yet willing to learn about it all, is my fortune.

The fortune I do not possess is the answer to our current situation.

Some time ago, I wrote about Western alienation and how, historically, countries change and its inevitability. Do I want to see a united Canada? Of course. History however, has been proving it difficult to maintain that status quo.

We cannot just childishly turn off the water, electricity, and steel or add tit-for-tat tariffs on products or resources. All of what is being played out is a game of chess at the

international level. Pushing too hard one way or the other will have longterm consequences internationally. And in case you missed it, this also rings true nationally. Trade is a must.

We don’t have everything, but Canada is rich with “almost” everything needed. We have the resources, the land, and the ability with our skilled people to create a better environment for ourselves in the world. To do that we need unity.

Canada is the textbook definition of Middle Child Syndrome. It often feels left out and neglected and will accept whatever the older sibling is not doing at the moment. Canada has strong external ties but doesn’t feel connected with purpose

By Scott Casey Scott,

our Rig of The Month for May 2003 has written “Ghostkeepers” a book about his years as a gun toting truck driver while serving as a Canadian Peacekeeper in the former Yugoslavia.

internally.

Our nation constantly seeks approval to be part of the game yet lacks the confidence to step into the ring.

Canada is even-tempered but has trouble fitting in because of selfworth issues.

While we are plentiful in so many ways, this country abundantly lacks the resolve to truly stop being a tranquillized, emotionally jealous, and under-led global attendee.

A worldwide survey was conducted by the UN. The only question asked was: ”Would you please give your honest opinion about solutions to the food shortage in the rest of the world?” The survey was a huge failure. In Africa they didn’t know what ”food” meant. In Eastern Europe they didn’t know what ”honest” meant. In Western Europe they didn’t know what ”shortage” meant. In China they didn’t know what ”opinion” meant. In the Middle East they didn’t know what ”solution” meant. And in the USA they didn’t know what ”the rest of the world” meant.

Reaching the end of a job interview, the Human Resources Officer asked a young engineer fresh out of University, ”And what starting salary are you looking for?” The engineer replied, ”In the region of $125,000 a year, depending on the benefits package.” The interviewer inquires, ”Well, what would you say to a package of five weeks vacation, 14 paid holidays, full medical and dental, company matching retirement fund to 50% of salary, and a company car leased every two years, say, a red Corvette?” The engineer sits up straight and says, ”Wow! Are you kidding?” The interviewer replies, ”Yeah, but you started it.”

Green Isn’t Always a Colour

This story is about a few lessons from the school of hard knocks. It is from my learning years. I was working for Imperial Roadways Ltd. (I.R.L.) I drove a Chevy 6500 series town tractor. It had a 366 cu. V8 gas engine, 5 X 4 transmission and tandem drive. My job was to bring the trailers from the yard in Winnipeg to the customer’s warehouse. Places like Rothmans cigarettes, Manitoba Liquor Board, Nutty Club Candies, R.C.A radios and T.V.’s.

Sometimes, I just dropped the trailer at the dock and came back when it was unloaded. If it needed to be unloaded and counted by hand, I would drive past Sally Ann’s (Salvation Army) or by the Pogi office and ask if anyone would unload a trailer and get paid cash. Most of the people there were not reliable and were lazy. I got to know a man in his 50s, a smaller-framed French man with a lisp. He was a good worker, and I would try to get him to go to places where I wouldn’t mind unloading myself. At Manitoba Liquor Board, all you had to do was sit at the back door and count the cases and pull the boxes that looked like a leaker, make notes on the bills and wait for me to come and pick him up, pay him cash and take him back to where I got him.

I learned that Frenchie was a design engineer. He designed the residence for Saskatoon Hospital. I asked why he was here in Winnipeg. He said that he and his wife split up, and she wanted her share and his as well. If he made any money, she got a piece of it. He said all I need is

some money for rent, food and smokes.

During the week, I did city delivery, and on the weekend, I would come in and pull a short out-oftown trip. Maybe to Carberry for cookies or trips that were closer. I hoped to be a highway driver with one of the big highway trucks instead of the little Chevy.

By Glen Millard

Glen “The Duck” was born in Saskatchewan. He has driven trucks for 50 years, mostly long hauling. He’s now retired, that is until another adventure comes along.

same night. We left in good spirits and looked forward to a good trip. I had a map and a note as to what and where.

One weekend, they asked if I would be interested in taking an empty trailer to the Swan River area to unload the trailer with a wheel bearing burnt off, transfer the load onto the trailer that I brought, and bring it back to Dominion Tanners. They said it was loaded with green hides. My ears perked up, and I was getting stretch marks from smiling. I loved the smell and feel of leather.

This was a highway trip that I could get Frenchie to come and help as most of the time would be spent just riding in the truck.

The bonus was that I could take the yard tractor, an old Western Star that was older and more worn out than the Chevy but had a 220 Cummins diesel engine. I would almost be a highway driver, driving a huge diesel truck.

I swung by and asked Frenchie if he was interested. He said he would, but could he get a little more money for the job? I checked with the office, and they said yes, so everyone was happy. We arranged to leave early in the morning so we could return that

The trip up went well. When we found the trailer parked in a field with grass growing around it. It was in the middle of summer, so we didn’t need a coat. The trailer was what was called a bullpen in those years. It was a flat deck with 5-foot sides and metal hoops from one side to the other that held a tarp above the sides. In this trailer, the tarp wasn’t over the hoops. The tarp was just unrolled over the hides, front to back.

As we walked over to the trailer, we noticed a smell that was hard to explain. Frenchie looked at me and said he was glad he had asked for more money but wished he had asked for even more.

We climbed up the outside of the trailer sides, stood on the edge of the sideboards, and held onto a hoop. I told Frenchie to hold on tight as I would jump off the side and swing across to the other side by holding onto the hoop. Now, somewhere in this plan, I would take one side of the tarp, and Frenchie would stay where he was so we could roll the tarp back. (In between holding our breath)

As I jumped, my momentum knocked Frenchie off the side, and he did a half turn and a jackknife dive before landing on his back on top of the tarp. That woke up thousands of flies, and the smell got a couple of degrees stronger.

What we didn’t know until we got back was that the trailer had broken down in the early spring, and it had

sat there for four or five months.

The animal hides from the north trap lines were folded inside out, fur to the inside. Over the winter, they froze into bales, which were much easier to handle. I backed the trailer back to back, and we transferred the load. We were a mess. We didn’t talk much on the way back. I swung by Dominion Tanners, backed it into

a dock and dropped the trailer. I bobtailed Frenchie back to a street where he could catch a bus home. On the way, Frenchie said, “The only good part of this trip is that I’ll be able to sit anywhere I want on the bus.”

I also learned that a green hide had nothing to do with its colour.

A boy is sitting on a bus and eating one piece of chocolate after the other. A man sits down next to him and says: “Eating so much chocolate is not healthy for you boy.”

The boy replies: “My grandfather died when he was 112 years old.”

The man asks: “You think he became so old because he was eating lots of chocolate?”

The boy answers: “He became so old because he minded his own business.”

Wife sends a text message to her husband on a really cold winter morning: Windows are totally frozen, will not open. Husband replies: “Carefully pour some warm water over it and tap the edges first with your hand, if that doesn’t work, then gently with a hammer.” 15 minutes later, the wife texts back: “Oh no, I think the laptop is now totally gone.”

Stormy Weather

On Friday, the 24th of January, the UK was battered by 100 mph winds. Storm Eowyn was the first named storm of 2025. According to the TV weatherman, the jet stream was fuelled by snow falling in Texas. I bet the Texans were surprised to see a snowfall.

As it headed for the UK, the wind got stronger and stronger until, on Thursday evening, every cell phone in Scotland got an alarm call from the government to warn that the winds had been upgraded to Red, a danger to life winds, on Friday.

People were advised to stay at home. Schools and supermarkets were closed, and the winds were supposed to peak around 10 a.m. It was reported that the wind had reached a speed of 114mph when it hit the west coast of Ireland. As usual, reporters were out at seaside towns watching the waves crash onto the promenades, and there was also a reporter watching the M74, the main north/south highway from Scotland. Although most of Scotland was shut down, you could see trucks on the road behind the reporter. He said a few trucks were still on the road, and some had already been blown over.

You know what some truckers are like. The winds aren’t going to peak until ten o’clock? I could make it home by then! 100 mph winds? Challenge accepted!

Like most truckers I’ve driven in high winds, I found that the 16-foot tall curtain-side trailers I pulled for the last few years were better in the wind than other trailers. I think it was because they were lower to the road.

One windy night, I pulled into the truck stop where I used to swap trailers with the English drivers. You had to go to the reception to give the truck and trailer numbers to the guy behind the desk. This was so the truck stop knew how many trailer swaps to charge your company for. I had been on the CB all the way south with a buddy from another company, shooting the breeze, so to speak. As we waited our turn to give our details, the driver in front of me was asked for his truck number, which he gave when the guy behind the desk said trailer number, the driver said, I’m not pulling a trailer in those dangerous winds, as my CB buddy and me were both pulling 16-foot-tall trailers I couldn’t help but have a cheeky wee comment at his expense.

Well, Bob, I said, it looks like we were lucky to make it here in one piece, pulling those almost empty double-deckers. The driver just gave me a dirty look and walked away. I’ve always thought rigid trucks were more susceptible to the wind than truck and trailer setups. One windy

By Colin Black

Colin Black lives in Bellshill, Lanarkshire, Scotland and has been driving truck for over 40 years. His story shows us once again that the problems drivers face are universal.

day, I was driving a two-axle, 18-tongvw rigid curtain-side coming south from Dundee. On an open bit of road near Stirling, the wind hit me on my right-hand side. As I was nearly empty, there was not a lot of weight to keep me on the road, and the engine started to over-rev as the wind lifted the back axle off the road.

Luckily, another trucker saw my predicament. He was driving what we call a wagon and drag, and you might call them B trains or something. It was a rigid box van pulling a trailer, and he was obviously heavier than me and not as affected by the wind. He pulled alongside and blocked the wind. My truck immediately straightened up, and we sat side by side until we got to a more sheltered section of the road.

I’ve only been blown over once. It wasn’t really a truck, a Ford Transit one-ton with an aluminum box van body. One gust of wind was all it took to blow it onto its left-hand side. I sat there strapped in by the seat belt, trying to brace myself in the cab so I didn’t fall down to the other side of the cab when I loosened the seat belt. Wind - don’t mess with them.

The government does some strange things. First they put a high tax on liquor and then they raise the other taxes that drive people to drink.