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Proudly September 2018
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september 2018
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FROM THE EDITOR’S DESK... BY JOHN WHITE
VOLUME 20, ISSUE 08 OF 11
PUBLISHER/EDITOR John White john@ptmag.ca PRODUCTION/CIRCULATION Tori Proudley tori@ptmag.ca ADMINISTRATION Donna White donna@ptmag.ca ADVERTISING/MARKETING John White john@ptmag.ca Tori Proudley tori@ptmag.ca CONTRIBUTING WRITERS Dave Madill • Scott Casey Greg Evasiuk • Mel McConaghy Ed Murdoch • Colin Black • Cyn Tobin Bill Weatherstone • Lane Kranenburg PHOTOGRAPHY Ben Proudley • Alicia Cornish David Benjatschek wowtrucks.com HEAD OFFICE Phone: 604-580-2092 Published eleven times a year by Pro-Trucker Magazine Inc., The contents of this publication may not be reproduced by any means, in whole or in part, without prior written consent of the publisher. The advertiser agrees to protect the publisher against legal action based upon libelous or inaccurate statements; the unauthorized use of materials or photographs; and/or any other errors or omissions in connection with advertisements placed in Pro-Trucker Magazine. The publisher can and will refuse any advertising which in his opinion is misleading or in poor taste. The publisher does not endorse or make claim or guarantee the validity or accuracy of any advertisement herein contained. All materials submitted for publication are subject to editing at the publisher’s discretion. The act of mailing or e-mailing material shall be considered an expressed warranty by the contributor that the material is original and in no way an infringement on the rights of others.
PUBLICATIONS MAIL AGREEMENT #40033055 RETURN UNDELIVERABLE CANADIAN ADDRESSES TO CIRCULATION DEPT. 9693 129th Street. SURREY, B.C. V3T 3G3 Email: tori@ptmag.ca
For all drivers, company owners and recruiters that have written letters, emailed and called their government representative concerning better training and trade certification for drivers, please keep up the pressure as it seems your efforts are starting to show results. BC Government sources have indicated that commercial transportation may eventually become a recognized trade. There is currently an in-depth study being presented to the Minister with this option, amoung others, for urgent consideration. A number of large and small companies have commented that trade recognition and better testing is long overdue and greatly needed in order to entice new drivers into the industry and relieve the pressure inflicted on the industry by the driver shortage. Police sources have also indicated that there is an extremely large number of false or falsely obtained Class 1 licences in Canada. Only a few companies, out of many, are a problem. If testing is left up to the private sector, such as is the case in Alberta, it leaves the opportunity for those few unscrupulous companies to sell licences or pass anyone with a pulse in order to get more business. Word travels fast in this industry and companies that are lax or unethical are soon well known by those looking to quickly get their Class 1. The good news is there has been talk that the Alberta government may take back the responsibility of testing drivers, from the private sector, and instead do it through a government agency. Both Saskatchewan and BC governments do oversee driver’s licencing but in the past, the ability for driving schools to request a specific inspector and request a specific route for testing, has also allowed companies that produce poorly trained drivers to be rubber-stamped and given a licence. In BC, driver examiners are ICBC (Insurance Corporation of BC) employees. A number of years ago we had an ICBC examiner that was an ex-driver who was fed up with the lax testing he saw done by unqualified examiners. He wrote a number of articles for us under a false name so that he would not get fired. He explained that, out of the approximately 10 current examiners, he was the only one who had driven a truck and even more surprising he was the only one to hold a Class 1 himself. Embarrassed by the press ICBC quickly had all their examiners take their Class 1. The kicker was that they did not take road training they just tested each other. Enough said. On another note, I was able to make it back to town in time on Sunday to attend the Chrome for Kids truck show in Mission BC. What a great turnout and what great trucks, cars, and motorcycles. I really enjoyed meeting old friends from past BC Big Rig Weekend Shows and next year hope to be able to take in the whole show. All money raised at Chrome for Kids goes to the Children’s Hospital. Truck pictures from the show can be found on pages 13-15.
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L ETTERS to the EDITOR
e Whit John agazine
ker M Truc Prote
John Whi r Magazine Pro-Trucke
Dear Editor; Giving the extremely high cost of a commercial ticket on British Columbia Ferries, I fail to understand why the corporation doesn’t offer a separate commercial drivers seating area and at very least either a light meal or coffee in the ticket price. I have traveled many times on the British Cross Channel service between Dover and Calais and on other routes. On these routes the commercial drivers have their own lounge to meet the requirements of rest away from the noise and disturbance of hundreds of ferry travelers, they also provide each commercial driver with a free meal regardless of the sailing time. On longer trips, each commercial driver is also given a stateroom (sometimes shared with other drivers) where they can sleep or relax. British Columbia Ferries is a crown corporation, in simple terms a government means of lying to the public while milking commercial carriers on every front, yet they give considerable discounts to recreational vehicles and their travelers. I suggest industry make it clear that if the RV traffic is receiving up to 50% travel concessions on major routes, commercial traffic which is a large part of the corporate mainstay, should also get the same treatment or better. Sincerely James C. Commercial driver
Editor’s note: If these are amenities are available on European Ferries then you can be sure that they are included in the price of the ticket. Governments don’t give anything away unless it is for votes and the traveling public that they give concessions to on major ferry routes, unfortunately, outnumber commercial drivers. But again, as I have said many times in the past, the key word here is “votes” and truck driver is still the most common answer under occupation in Canada. John; Well, here’s my 2 cents for the day!!! Will probably get me into $h^t but hey, when am I not!!! Everyone knows I drive truck and it’s a competitive deal. It’s a challenge in today’s world with the political happenings and the other stuff. What really has been bugging me for some time though is this. Truckers are their own worst enemies. As soon as you have more than 2 doing the same job it’s a competition which is a great thing. Keeps everyone on their toes to do a better job and succeed. Also when you have more than 2 doing the same job whether it’s sucking out sewer systems, moving iron, hauling groceries, gravel, fluid, or equipment, you get the cut rating and working for less. Rates go down and clients seek to get the cheaper deal as we all do. My point is we are all business owners of a truck and we could realign our own stars by setting a standard. Make an association or a code where it doesn’t matter what you transport you don’t work for less than the agreed amount for that commodity!!! And the ones that do cut rates get fined and run out of business!!! There is enough work here where all could enjoy a good life, make money and be with our families. I’ve watched companies come and go because of this alone. You can’t stay in business when you pay to go to work so if you had this in place maybe companies would stay in business
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longer. We are a laughing stock. Clients sit back watching us cut each other apart while they rub their hands together making millions not caring to see who will work for nothing. Its time the trucking community and all involved woke up, get it together and turn the trend in the opposite direction. It doesn’t matter the color of the door or whose name is on it. Let’s unite already!!! Yes, I know politics and politicians have played a major part in this also. So get off your asses next election and vote. Save the excuses!!! This my thoughts for today. Have a happy Wednesday everyone!!! Be safe!!! Chris Rauch Editor’s note: This has been a problem since deregulation which I suspect was brought on by lobbists working on behalf of large manufacturers. You will never get everyone on board when talking about unions or associations as the vultures move in as soon as others refuse to work for poor wages. One solution may be to follow the European lead and legislate hourly rates for workers and truck combinations.
Commercial vehicle enforcement departments are failing to address many of these driver safety issues as they are only interested in writing the drivers tickets without concentrating on the deeper portions of law with shippers and receivers. A concerned driver Facebook Posts… Sometimes all we get together is 30 minutes on a side street as I’m rolling thru town. Last night was one of those nights. Kayla raced into town to meet me, grab a hug, bring me 2 big meals, a case of Rockstar zero, and batteries for all my lights. After being gone 2 weeks that was family time. My son Jacob drove the message home last night. He wanted so bad to go out to eat at a restaurant. I couldn’t. And in the ensuing meltdown, he let it fly thru his sobs, “But we haven’t eaten with you in days!!” Reality check. I know he doesn’t understand. He also doesn’t know the hundreds of miles I’ve done nearly straight thru because we need this load on time. He doesn’t know this load is the down payment on the trailer that is going to have dad home nearly every weekend and a night or two in between. He doesn’t know that trailer is our breakout plan. He dealt me one hell of a blow last night but also motivated me beyond belief. I’ve just got to stay focused. And I also want to challenge those of you that get to eat supper with your family every night, take moment and look at them all and be thankful. More so than usual tonight. Blake Alan, Taber, Alberta
To the Editor I am wondering why so many drivers are expected to drive 13 hours in a 14 hour duty cycle, perform legal pre and post trip inspections (not just turn key and go), while companies and carriers further expect drivers to load and unload their trailers at client sites (abet by hand in many cases). The present regulations fail to take into account a wide range of conditions including load security and others which take time. It appears many companies forget “fatigue” is not only an issue for drivers but is a WorkSafe & WCB concern as much Editor’s Note: Thank you Alan for allowing us to print as attending work intoxicated. your post.
Professional Drivers Wanted Latest model Peterbilt trucks, serviced and washed every week Competitive pay, extended health and RRSP program Fleets include: Super B (deck and grain), Belts, Pneumatics, Liquids and Augers
Drivers can be located anywhere on the corridors: - Vancouver - Calgary - Winnipeg - Calgary to Edmonton - Kamloops southwards into the Okanagan Contact George: 1-866-484-8898 ext 221 or george.stewart@agri-trans.ca PAGE 6
Full job ad at www.agri-trans.ca
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DRiVinG tHRouGH mY mEmoRiES
By Ed Murdoch
Ed has held a commercial drivers license for 65 years and has spent the better part of 50 years on the road. You can get Ed’s new book at www.drivingthroughmymemories.ca As I sit here in the North Smokanagan (Okanagan) hacking and gasping for a decent breath of air because of the hundreds of forest fires burning in BC, my mind wanders back to a number of natural disasters I have experienced or witnessed over the years. I’m only recounting memories in which I had a personal connection although there were lots of other situations
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that developed in other parts of the country. They happen almost every day somewhere around the world but we often focus more on the ones that affect us thinking that it is something new. I was born in the Great Depression, the Dirty Thirties, so called because of the dust storms spawned by drought conditions ... a natural disaster. The first natural event that I remember growing up was a mild earthquake which occurred in 1944. The epicenter was near Cornwall, but tremors were felt as far away as New York City and Toronto where I was then a troubled preteen, lying awake at night listening to trucks from Smith, Husband, Motorways, Direct and other transport companies starting up from the traffic lights at Kingston Road and Main St. in the east end Toronto. Just after I entered university in Hamilton, in the fall of 1954, Hurricane Hazel, a category 4, struck Toronto and stalled there causing 81 deaths and in today’s currency approximately 1.3
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billion dollars. By this time I had been a driver for Eaton’s of Canada for 6 years hauling heavy freight while gaining some valuable experience maneuvering semis about the city and countryside. I went with a girl from Springhill NS where, in 1958, a mine bump killed 75 coal miners. She was a devout Roman Catholic and although we got along very well and she was drop-dead gorgeous, she was staying in a Catholic home for girls, unfortunately, the nuns weren’t as infatuated as I was when picking her up in my truck, go figure! Certainly, road-related and much used by the trucking fraternity, two spans of the Second Narrows Bridge over Burrard Inlet in Vancouver collapsed on June 17, 1958. Seventy-nine workers fell. Among the 19 dead were 14 ironworkers, 3 engineers, a painter and a commercial diver who drowned a few days later trying to recover a body. Twenty others were seriously injured. The current name of the bridge is the Ironworkers Memorial Bridge. Years of memorable seasonable storms came and went, fires occurring here and there but the one I remember in 1962 that stands out was a peat fire in upstate New York on and near the NY State Thruway or I-90. It didn’t create a lot of flames but did produce a pungent smoke which lingered for months, even over winter, burning underground. I remember the great fire in NW Ontario in 1981 which burned right up to the shoulder of Hwy 17 near Dryden and traffic was rerouted along Hwy 11 from Shabaqua to Fort Frances and north to Kenora to avoid the worst of it. In 1985 a tornado struck Barrie Ontario destroying 300 homes, killing 8 people and injuring 155. A day or two later I drove by on The 400 and much of the devastation was visible from the highway. Eight years later in Dorion Quebec, a school bus was hit by
a train killing 20 of the people on board. Apparently, the bus had stopped for the gates which lifted after the train passed but a second unseen train hit the vehicle at full speed breaking it in half. I remember this well as I was trucking a lot into and out of Montréal at the time. This actually happened to me in Chicago when I had to go over 3 sets of mainline tracks. I waited while a commuter train whizzed by and when the gates went up I started across. No sooner was I on the tracks when bells started clanging, lights flashing and the gates came crashing down on top of my trailer smashing them into a gazillion splinters. I scooted off the tracks at full throttle and The Birddawg survived to enjoy further escapades! One natural phenomenon I came close to experiencing firsthand was the Great Ice Storm of 1998. Millions were without electricity some for months and thirty-five individuals lost their lives. We had just picked up a load of mail from the Canada Post facility in Montréal and were westerly bound for the Victoria post office. The total cost of that tantrum of Mother Nature was 5.4 billion Canadian dollars. I also remember the Pine Lake Tornado which killed 12 Albertans near Red Deer in 2000. In the days leading up to June 19, 2013, Alberta, experienced heavy rainfall that triggered catastrophic flooding. A total of 32 states of local emergency were declared as water levels rose and numerous communities were placed under evacuation orders. Five people were confirmed dead and over 100,000 people were displaced. Total damage estimates exceeded $5 billion. Since then 13,000 citizens were evacuated in the La Ronge region of Northern Saskatchewan in 2015 due to wildfire. And then there was the granddaddy of them all when 80,000 residents of Fort Mac were evacuated two years ago, approximately 4,500 structures were lost or contaminated and well over 1,500,000 acres of prime forest were obliterated. The cost of this firestorm
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was a mind-boggling $10 billion Cdn. Right now at least 70 Canadians have succumbed to the searing heat of 2018 and it ain’t over yet so stay hydrated and indoors or in-truck as much as possible with the A/C on.
tYRES aCRoSS tHE PonD
T r uc k Wes t
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.
Inventive Dodges When I was reading John White’s comments From the Editor’s desk in a recent issue of Pro-Trucker, talking about ELD’s. He said: “That is until some programming whiz kid builds an app that allows a driver to “adjust” the information on the computer”. Well, I think it may just be a driver who invents a doohicky to circumvent the e-log. Although we’ve had them over here longer than you guys, I haven’t heard of a method of beating the electronic system yet. But, inventive, intelligent drivers have over the years thought of ways to get around speed limiters and logging devices they thought were keeping them from earning money. Over here in Scotland it started with the simple paper logbooks, some drivers would carry two or more books, We then moved on to the tachograph cards, you know the wax covered cards that were inserted into a dash-mounted machine. Again, it was just a case of using two or more cards, maybe one with another driver’s name on it. I remember when I worked for a company called Lep Transport. They subcontracted the continental work to an Irish firm, some of those drivers would have a small bonfire of “extra” cards in the yard after returning from a European trip. But the powers that be caught onto that scam, so the next thing those long-haul drivers did was to fit a switch, hidden of course, to interrupt the power to the tachograph machine. That too was eventually discovered, the next thing for their attention was the speed sender on the gearbox. When speedometer cables were replaced with an electric sender wired to the speedo head, it was discovered if you placed a magnet on the gearbox next to the sender it interrupted the signal to the cab and no speed was recorded. Then we got speed limiters. A buddy of mine from London was driving all over Europe at the time and got friendly with a mechanic in the dealership that serviced his truck. One day he was talking to the guy, moaning about how the speed limiter was holding him back from getting home to see his family as often as he would like. The mechanic said, “there’s a way around that.” On the dash of the truck, there’s a place to plug in a computer that reads the fault codes when there is something wrong with the truck. But it’s blanked off by an official seal, the mechanic took the seal off and showed my buddy how to disable the limiter with a wire paper clip straightened out and pushed into the correct holes. Using another paper clip into different holes disabled the distance recording part of the tachograph, for a small gratuity the mechanic gave my buddy a bag of the seals to keep with him. PAGE 10
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EMAIL: truckwest@shaw.ca WEBSITE: truckwestcollision.com But I’m sure if an ELD altering device is thought up by some whizz kid, or driver, it’ll communicate wirelessly or by Bluetooth, the technology is already out there. If you search the internet for clips of the bad guys stealing top of the range cars, they don’t need to break windows or jimmy any doors. One villain stands next to the keyless entry car with a black box while the other goes to the side of the house with his black box looking for a signal from the car keys. His box reads the signal through the wall of the house and transmits it to his accomplice at the car, the vehicle thinks the keys are there and opens, with a push of the start button the car is gone. Isn’t technology great. *****
OOPS!
A young ventriloquist put on a show in a small town. With his dummy on his knee, he started going through his dumb blonde jokes. Suddenly, a blonde stood on her chair and started shouting, “I’ve heard enough of your blonde jokes. What does the color of a woman’s hair have to do with her worth as a human being? Its men like you who keep women like me from being respected at work and in the community, and from reaching our full potential as people. It’s people like you that make others think that all blondes are dumb! You and your kind continue to perpetuate discrimination against not only blondes, but women in general, pathetically all in the name of humor!” The embarrassed ventriloquist began to apologize but the blonde yelled, “You stay out of this! I’m talking to that little guy on your lap.
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For more than 50 years, Manitoulin Transport has been providing comprehensive transportation and logistics solutions for clients across North America. Our success lies in our innovation and safety, and our dedication to reliable, on-time delivery. So, if you know where you’re headed, we have the training and career development to help you get there.
MANITOULIN TRANSPORT IS LOOKING FOR FULL TIME CLASS 1 TEAM’S & SINGLES AT THE FOLLOWING LOCATIONS... • Teams: Thunder Bay, Grande Prairie (LCV) • Line haul: Lethbridge, Hinton (LCV) • Hwy: Grande Prairie (LCV)
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For more information, please contact: Rickey Pagan 1-833-LTL-JOBS (1-833-585-5627) Email: rpagan@manitoulintransport.com | www.manitoulintransport.com sEPtEmbEr 2018
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miLE aFtER miLE By Cyn Tobin Cyn has been driving trucks for 34 years. She has hauled loads all across North America and specializes in expedited perishable freight. My Good Friend Murphy. One day last winter started out with a snow plow fanning the shoulders, only his spray was hitting the trucks parked for the night. This I found out as I stepped outta my truck and received a nice snow wash. What a wonderful wake up. I was suffering some severe camera separation anxiety as it was a beautiful day and my cameras were not with me. So, after dodging about 3 trucks in my lane and passing the by now customary truck in the snowbank, I stopped for fuel only to step down from the truck and wipe out in a diesel slick. So there I was covered in diesel in -26 weather with a -35 wind chill while fighting back the tears as pain ripped through my knee. I struggled to complete my fueling task while reminding myself that everything was fine, I have clean clothes and my shower bag lives on the passenger’s seat. After fueling, off I went to the shower. I left my truck right there in the fuel Isle with the doors locked as there was no way I was going to climb into the ole girl gob soaked in slimy diesel. Once I showered it was time to carry on and for the most part, oh my, what a beautiful day. Marshmallow clouds, blue skies, and with very few highway doddlers, onward I went. Just me and my thoughts into the blinding sunlight.
Open 6:00 am to 7:30 pm Mon to Fri 8:00 am to 5:00 pm Saturdays
CANYON CABLE 1988 LTD. 930-6th Ave., Hope, BC 604-869-9036 Toll Free 1-800-588-8868 As I was cruising along, mile after mile, Murphy was still wreaking havoc on my life. Unbeknownst to me, my fridge had decided to go kaput. So when I stepped into my bunk I did so into a puddle of water on my water logged carpet. As the cold water squished between my toes I realized my fridge had left me stuck. I wasn’t sure if I needed to laugh or cry, so I scourged out a few rather maniacal self-aimed utterances and asked myself, “Is it worth doing this every day?” I figured that after a good night’s sleep I would see if Murphy had moved on. Life on the road. Always a challenge, never dull. I have concluded that if it ever does get dull and the challenge wears off - then I’m doing it wrong! Stay safe.... Tomorrow’s another day!!!
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Chrome for Kids
Supporting BC Children’s Hospital Foundation ZZ Chrome is taking donations until September 30. Please make cheques payable to: “BC Children’s’ Hospital” and mail them to: #205-9780 197b Street, Langley BC
september 2018
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ZZ Chrome is taking donations until September 30. Please make cheques payable to: “BC Children’s’ Hospital” and mail them to: #205-9780 197b Street, Langley BC
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THANK YOU TO EVERYONE who made this show such a HUGE success! See you all agian next year!
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HEAD OFFICE BAY 205-9780 197B STREET LANGLEY BC (PORT KELLS) (604) 888-2322 OR 1-877-881-6008 ZZCHROME@TELUS.NET NEW RETAIL LOCATION BAY 26-4407 116 AVENUE SE CALGARY , ALBERTA (587) 620-8243 ZZCHROMECALGARY@OUTLOOK.COM
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Rig of the Month
Our September Rig of the Month is Jonathan Jones who was born in Meriden, a small village in England and immigrated to Canada in July 2004. Jonathan got his Class 3 licence while in the Army and his Class 1 shortly after leaving the military. He now runs under his own authority and resides in Nanoose Bay, on Vancouver Island. This is his story:
By John White
I joined the Army at 16 and spent the next 9 years having the best time of my life. If you can call being cold and wet and miserable, being shouted at by demonic monsters called Sergeant Majors, fun, then yes that was what I was having. After leaving the Army I tried my hand at building, which was my father’s trade but preferred to be out on the open road driving a
99 Truck Parts & Industrial Equipment Ltd. Employment Opportunities!! Truck Dismantlers • Mechanics • Parts Sales Full Time Hours 8AM-5PM Monday-Friday Extended Medical & Dental Benefits After 3 Months Email Resumes to: paul@99truckparts.com
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12905 King George Blvd, Surrey BC • Email: parts@99truckparts.com PAGE 16
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truck. Unfortunately, I soon found out getting a job was not all that easy. It was the same old problem. I spent a year or so doing local work but did not have any experience in long-haul, so the insurance companies would not insure me. That’s when I met a Dutch driver that said his company hires Englishmen, so my first international job was with a Dutch trucking company. They ran a small fleet of older DAF 2800’s out of a backyard near Eindhoven in Holland. The work was hauling general cargo from Holland and the UK to Turkey. A journey that entailed crossing into communist East Europe. There was always lots of paperwork to be done and being held up at borders for 24 hours was common, but the journey was always an adventure. I soon found that I missed the army but was told that, at the ripe old age of 25, I was too old to rejoin! A couple of years later the war started in Yugoslavia and the British government suddenly needed former soldiers, with combat experience & a truck driver’s license, to work in the Warzone. It was part of the UN Refugee Agency funded by the British government. For me, this combined the two things I enjoyed the most, but it also gave me a wider outlook on life. Our teams worked throughout the war in Yugoslavia running convoys into all the hotspots of that war. Our role was basically Humanitarian but being a government-backed operation with the ability to enter areas that the UN military was not allowed in by the warring factions, we had some very interesting missions. We also operated around the world in places such as Rwanda, Zaïre, the Congo, Kosovo & Albania. Providing the logistical support to the United Nations Commission for refugees. It’s basically a job that pays very well and has the sort of job satisfaction unimaginable in the real world. Not to mention the excitement and danger. The trucks we operated were a mixture of types. We had a small fleet of former war surplus British Army Bedfords that were used as secondary distribution in areas that had little in the way
Jonathan Jones of infrastructure like the central Bosnian mountains. The British manufacture’s ERF & Seddon Atkinson medium size delivery trucks had a single drive axle and a curtain side body, a payload of 10ton with a day cab for the driver. These trucks were used mainly in the north of Yugoslavia as they were found to be unreliable on the rough backcountry logging tracks. The main heavyweight vehicles were Dutch built DAF 3300 wagon & drags. (Straight truck and trailer) These had been built for work in Africa & had heavy duty everything. The truck was a double drive axle with a Fuller 13 speed gearbox and the DAF 350 bhp engine. The payload was 30 ton divided between the truck & trailer but was often loaded with far more. We later received a custom-built ERF truck for hauling fuel. This was on the same layout as the DAF trucks but with Kenworth 100-ton rear suspension. The deck on the truck was 20’ with container locks for the bulk liquid shipping container that was capable
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of carrying 20,000 litres of fuel. The cab had a bunk for the driver and a Cummins 350 engine. These trucks would go anywhere and could lean over at incredible angles without tipping over. After the wars in Yugoslavia and Africa our team was disbanded and I returned to normal life as a truck driver on European trips as far as Russia and the Middle East. I worked for an infamous company known for making the impossible -possible, Ralph Davies International. One of only a very few companies to send its drivers from the UK to China overland. It was okay but I wanted to settle down so I gave up long haul and worked for a local farmer learning the trade of buying & selling forage. Now that may not seem very impressive, but when your girlfriend has 3 horses it’s very handy! I bought a Springer Spaniel that I named Floss and for the next few years, I enjoyed living at my cottage and having Floss ride shotgun in the truck. The rising cost of living made me look elsewhere so when I was given the chance to emigrate to Canada I jumped at it. I flew to Winnipeg, Manitoba to meet with the immigration office but it was 2 and a half years before I was accepted. The British Government had in 2003 joined the Americans in forming the new interim government of Iraq and we had been given the opportunity to participate as the logistics team for the government, It was history in the making, I could not sit and watch it on TV, I had to be part of that history. I guess it’s in the blood. My work involved transportation of goods and personnel within Iraq on behalf of the joint US & British embassy’s. I was employed via a subcontractor to the US State Dep’t. Originally back in 2003, it was called “ORHA” Operation Reconstruction Humanitarian Assistance which turned into the “ Coalition Provisional Authority” ( CPA) and 3 years after first entering the country our team came under the “USMI”. My last 18 months was as a VIP driver, equipped with a 6 ton fully armored Chevy suburban. It has since become a quagmire of political, military, and sectarian violence and murder. Having spent nearly 5 years driving around this country, being blown up and shot at, (not always by the enemy) I can say a lot of improvements have been implemented but it’s never enough for a country that had nothing! And I mean Nothing before 2003. They complain that the electric was better before but you hear it from those that had it before. Less than 10% of the population and they were the privileged few in the Bathe party. Now there is more electricity than the country has ever had but the problem is that with the new-found freedom anybody can buy a washing machine or a TV and of course the country’s biggest import - Air conditioners! With the huge demands on the new electric grids that have been built, and constantly get blown up, the demand is far more than what is possible from the old power stations that we, the British, built before WW2. These are all things that the press fails to mention. After 5 years in Iraq, it was time for a change. I had purchased a property on Vancouver Island in 2005 and had for the past couple of years been spending my leave time developing the site. I intended to have a small ranch with horses. Having worked in the forage business both in the UK & Manitoba I understood the Hay business. Vancouver Island is predominantly covered in forest, meaning that 75% of the hay is imported from the mainland. With the Fraser valley being industrial, the areas for cultivation are not able to provide enough hay for all the horses on the island. Hay that is grown in the lower mainland also lacks certain minerals that horses require so the majority of hay sold on the Island is from either Washington state or Alberta. Having experience in both, Hay & Transport, I decided to buy my own truck to transport goods from the Island to Alberta. Buying my own hay in bulk allows me to sell the surplus to cover the cost of transport. When considering what truck to buy. I had 3 requirements; a big cab, a big engine, and maximum load space. Being an owner-operator for a bigger company would not give the PAGE 18
flexibility that I needed so I obtained my own operating authority for both the US & Canada. To have the maximum load space available generally means a B Train but the ferry crossing from the mainland and the smaller ferries to other islands are charged by the foot. Also, the smaller ferry’s only allow a maximum length of 53’. When delivering hay to the smaller offshore islands the length limitations will require you to leave one of the trailers behind and still cost you close to the max length of 53’ for little more than 300 bales of hay. To build a truck for the job. With the max load space being 60’ I needed to have a truck that gave me the flexibility of access to the islands whilst saving on the ferry costs. The rules for having a combination are quite complicated, but to get the truck & trailer within the overall max length of 75’ with a 60’ load space requires the truck to be a cab over or a day cab. My deck on the truck is 20’. The trailer is 40’ leaving 15’ for the cab and the space between the deck & the trailer. By having a single axle dolly I can have a 40’ step deck trailer, giving me extra load height. The deck on the truck can also be lower than the step on the trailer as there’s no 5th wheel hitch but a saddle & pintel hitch under the deck. The truck from front to back is 32’ but I can still load 300 bales on the deck of the truck, saving money on the smaller ferry’s. In 2006 I found a 2002 Kenworth K100E with the full Aerodyne sleeper, an N14 Cummins engine and most importantly, it was a 230” wheelbase. The truck was for sale in Cincinnati so I had the local Kenworth dealer check it over before deciding to buy it. I made the payments and whilst on leave from Iraq, flew to Cincinnati and drove the chassis cab back to Vancouver. The trip was not uneventful when having been stopped for speeding in roadworks, I discovered that the speedometer was 5mph out. What I thought was 55mph was in fact 60mph. The police patrolman asked for my state permit! Oops! I didn’t know I needed one for a chassis cab. He asked for my passport, then my driving licence, my passport was British and licence Canadian. Then just to confuse him more, I gave him my US Army ID card & my US Embassy access card. Having explained the situation, he ripped up the tickets and thanked me for my service. 2008 dawned with plenty of promise & optimism. The lumber mills on the Island were working overtime, the freight forwarders had more work than there were trucks available, my truck had been converted & repainted and all ready to go to work. It was Easter 2008; the Iraqi insurgents had opened an all-out attack on US bases & in particular the Green Zone in Baghdad. That day over 100 Katyusha rockets were fired into the green zone housing the west’s embassies and important Iraq government installations. Our warehouse was hit by 3 rockets killing 2 & injuring 6 others. It was not the first time our building had been hit and not the first time our team had fatalities inside the wire. A month later I was at home on leave on Vancouver Island and my bank asked me why I stayed in Iraq when they could give me a loan to get my business up & running. They suggested that I use my credit cards, as I could use them, get lots of air miles and then pay them off when the loan was issued. They also gave me a line of credit to use these while they confirm my loan that said was already approved. Over the next 12 weeks, they kept asking for documents from the Canadian revenue agency and the UK taxman. After providing all of the above they then asked for letters from the US Revenue agency. By the time I had provided all these documents proving I owed nothing, other than the maxed-out credit, and was down to my last $50 a rep from the RBC called me to say that they were no longer willing to give me a loan! Their reason was that “I no longer had an income” (Bastards) I told him that it was on record that I had asked if this loan was subject to my earnings? The bank’s reply had been that, no as it was an Equity loan and I had over half a million in equity. His reply was, “Make sure you make your payments.” Two days
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later the news broke that all the banks were going bust! Within days, the biggest two lumber mills on Vancouver Island closed their doors laying off thousands of workers. Cargo loads dried up overnight and I had only $50 left in my pocket! The only consolation was that my truck was all paid for including a year’s full pro-rate insurance that had cost me $23,000. With no discount and all the opportunities drying up, those first few months were the hardest. I borrowed from friends, sold assets for pennies on the dollar and got ripped off by loan sharks but thanks to a few small companies that were able to pay me for the load prior to me even leaving their yard I was able to get out to Alberta & find loads of hay. Farmers gave me time to pay by postdating checks and I regularly loaded 900 bales of hay in sub-zero conditions. I refused to give up and made payments to the bank and loan sharks over the next 18 months. Even Kenworth helped me out. I had gone to a side street workshop for a minor job replacing a seal on the transmission and they managed to blow up the gearbox! They failed to use a timing plate. My local Inland Kenworth collected the truck, rebuilt the gearbox, and put in a new clutch. ICBC refused to cover the costs, so I was left with a $12,000 bill that Inland Kenworth allowed me to pay as and when I could. Without the help of Kenworth, I would have gone bust there and then. March 2010. Haiti suffered a massive earthquake. I was driving over the Rockies when I got a call from an old friend from my days with the British Government team, who asked me if I would go to Haiti & work with the UNWFP. The UNWFP had several Mack Granit tractor units that they used to haul containers of food supplies to devastated areas of Haiti. Along with the Mack’s they also had over a hundred old US Army deuce & half’s that would carry the supplies over the rough dirt tracks into the mountains. A major problem arose when the Haitian state-owned oil company would not deliver the fuel required to run all the UNWFP trucks. With only 5 fuel trucks at their disposal for the whole country, the
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NEW Extended Hours Mon-Fri 8 am- Midnight • Sat 8 am- 5pm oil company would only provide a service to the local Haitian gas stations. For 2 months the WFP had to scrounge fuel from the UN Military, a very embarrassing and unsatisfactory affair. The UN is a very large organization with many working parts, some military but also civilian-run organizations such as the many humanitarian agencies, of which the World Food Programme is just one. These agencies are operated by career personnel After a year working in Haiti, I returned to Canada but things were still not much better for work so I returned to Iraq. After another 11 months, the US President pulled out most of the troops and support elements, including the department I now worked with. It was after returning to the Island when I saw an ad for a driver in an oilfield camp. This was the start of a new chapter in my life. Oil patch work. I spent the next 2 and a half years hauling potable water for a company in Bonneville. Living in camps on a 6 week on 2 weeks off contract. On my days off I would load my own truck with Hay, ready for my trip home at the end of the 6 weeks, It was while I worked for this company that an opportunity arose to be given two 100-year-old barns. The problem was they had to be removed from the land within two months. Cenovis had purchased some land from a farmer with a provision that the land be clear of all buildings. Each night after my last load, I spent hours cutting nails and fitting eye bolts to the two barns. My plan was to disassemble the barns in 10’ wide sections. Then lift them using a chain assembly and the company picker crane and flat pack the sections on to my own truck and trailer. I removed both barns to my place on Vancouver Island in two trips. The first was a granary barn 70’ long and the second a two story barn 60’ long. When the company I worked for lost the contract with Cenovis I was in a position to take a job hauling lime and then fuel from Edmonton to Yellowknife after which I was able to join the season’s winter road operation out of Yellowknife to the Divek Diamond mines. Having seen the TV show “Ice Road truckers” I had to give this a go. The TV show overdramatizes the work. The pay was low and the bitching and backstabbing was laughable. The work is hard in that the run up to the mine takes 18 hours, at an average speed of 25 & 30 kph, with a single 40 min break half way up. Then it was line up, get unloaded and grab a few hours’ sleep before heading back to Yellowknife. The return trip is only 9 hours because you can travel at 80kph on most of the route. Once back in Yellowknife you go to dispatch and get in the line for another load. So, to make any money, you needed to complete one load every 48 hours. Which after tax equaled $540. Dash for the cash, my ass. I stuck it out to the end of the season and left. I then joined Northwest Tank Lines, hauling a gas bottle in northern Alberta. Again, I was able to work a 6 weeks on and 2 weeks off rotation. On my 2 weeks off I loaded hay on my own truck for my horse and others. I enjoyed my time with Northwest but after 4 years I was fed up with being away from home all the
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time. I had been renting my house out for a long time but not being there to properly maintain the place my tenant let it fall into disrepair. She had invited the feral cat society to bring cats to my place and then allowed them to live in the house. She had cat towers all over the house and even made an access for them! It cost thousands to repair the damage. I have since repaired the house but there was still 10 acres to work on. I had paid off all my debts to the tune of $250,000 and now only have a mortgage so I decided to give up working for others and develop my own business. My ambition is to have a horse ranch with training arenas & stables. This brings me back to hauling hay. The cost of Hay on the Island due to the transport costs dilute the earnings that can be made from boarding horses. But if it’s you who are buying and selling that hay, then the costs from boarding horses can be greatly reduced by providing your own hay at cost price and then making a profit by selling the excess. The stick in the ointment is the costs of running the truck. The run to Washington or Alberta is not cheap so a load needs to pay each way. The advantages of my truck is the amount of available space with a full 9’6” of deck height on the 20’ deck of the truck. 8’6” on the 10’ top step and 10’6” on the 30’ of lower deck on the step deck trailer. This works well for odd sized loads or light but bulky loads. The disadvantage is that most freight brokers and trucking company’s find it awkward to assign a regular load to my set up. And the fact that I have my own operating authority, and beholden to anybody. Over the years, I have spent a lot of time driving in war zones. At a reunion a few years ago we talked about the fact that this work had never been publicly acknowledged or even known. All the TV shows about driving in dangerous places may be somewhat exciting to watch on TV, but as we all know they retire to comfortable hotels after the shoot. The dangers are over dramatized and frankly are probably staged.
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www.sunrisetransport.com During the Bosnian war, 52 European civilian truck drivers were killed whilst driving trucks for the UNHCR. In the 5 years I worked in Iraq on convoy missions, the US lost over 400 Civilian truck drivers from the US, Britain, Canada and other 1st world countries. They did not record the number of 3rd world subcontract drivers from places like India, Pakistan and the Philippines. The world’s press never informed the public of any these deaths but would only state the number of military personnel killed. The most frequent attacks on military personnel were when escorting convoys. It was the convoys that the Iraqi insurgents were attacking as soft targets. The Coalition forces in Iraq had over 4000 trucks on the road at any one time, each truck driver was a civilian employee of the large American company “Kellogg Brown & Root”. Mostly former military personnel, but not always and there were plenty of women drivers risking their lives alongside their male colleagues. 95% were working on the resupply of military bases under the TTM contract. The CPA / USMI consisted of only 25 drivers in the first year, independent of the military convoy systems we ran our own convoys from Kuwait to all parts of Iraq. Working for the Embassies and other State departments such as the FBI, US Marshals, Homeland security and other shady outfits. I have written a book relating to my time & the events of the other teams whilst driving in war zones. Vol 1 covers the first 3 years of the Bosnian war. With nearly 400 pages & hundreds of photographs never seen. The book will be of interest to both, today’s truck drivers & veterans of the war. As we worked in close collaboration with the military. Vol 2 will cover events such as the change over from the UN to NATO in Yugoslavia as well as our operations in Africa. It’s not often you get to drive your truck on a large cargo plane, settle down & then drive off the plane somewhere else in the world. Vol 3 will cover the work of drivers on convoys working on
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september 2018
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they become part of the family. “Operation Iraqi Freedom” 2003 to 2007. I was made painfully aware of this a few weeks ago on a trip to Slowing for the Rough Stuff. Vol 1. I intend to use some of the profits to set up an equine therapy the vet with our little three-legged Jack Russel, Dizzy. She hadn’t been eating and after one visit to the doctor and some pills, we for wounded soldiers. had to take her back on Saturday for an ultrasound. Upon arriving at the clinic we were promptly checked in and taken to a triage ommunication room. The doctor came in checked her over and concurred that an ultrasound was needed but we would have to wait until after 5 for By Greg Evasiuk the technician. Well considering it was only 10:45 I explained we would just head home. She informed me that we would then be Greg is a third generation trucker moved back in the queue and have to go through triage again… with over a million miles and 20 what? The other option she gave us was to leave Dizzy for the day plus years in trucking. He now sells to be kenneled. trucks for Nortrux. It was a quick decision, we decided to stay in the waiting room for 6 hours. There was no way my wife or I would leave our sick I tend to write whatever is top of mind whenever it is that I find little girl in a kennel alone. So we became residents of the lobby, the time to put pen to paper or fingers to keyboard as it were. So kind of like you would see in a movie or TV show when the famon the heels of a particularly rough week, I find myself thinking ily is waiting for the birth of a baby. Dizzy would get up every so about dogs. You see I am a dog person although we also share the often to go out to the bathroom and when we would come back in house with a couple felines. Well, I use the word ‘share’ loosely. she would wag her tail stop to greet the new patients. Her thing I believe they tolerate us as their slaves and would surely off us if has always been to cheer people up! There were some though that they could figure out how to drive to the store to pick up a couple couldn’t be consoled, that was the tough part of the afternoon, the of cans of Whiskers. That disdain is what keeps me from being people that came in with their pup and left without him in tears. a cat person. While I can admire their character we’ll still never I could feel these people’s pain as though it were my own connect. because it had been about 5 and a half years earlier. We had dealt It doesn’t matter what animal it is you prefer the one thing with the anguish of making that call for our two old dogs. It wasn’t all pet owners can agree on is how much they enrich your life. that they had been taken before their time, far from it, Sport and All you have to do is look on Instagram or Facebook and within Sabrina lived to be 14 and 15. The tough part was letting them seconds you can find one of your friends with a post of an animal go before we were ready. You see they were the kids before the doing something hilarious or even heroic. If you were to look at kids, they had been everywhere with us, they were our guardians the photo gallery on the phones of those same people you find it on walks through the bush or alone at the shop. Watching these filled with pictures and videos of that dog or cat. They sometimes people brought all that emotion back to the surface. take up more space than your kids! The reason though is simple What it also brought to my attention was how much my cur-
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rent pups brought to my life. Pi is our one-eyed Mexican street dog, I honestly don’t know what her breed is except that she was rescued on the streets of Cancun at 6 months old and brought to Canada where she caught our eye on the rescue website. Dizzy as I mentioned, a three-legged Jack Russel rescue, came to our lives shortly after. We needed to find a playmate for Pi and went to a farm that was fostering several dogs. I was looking at a couple of other dogs when my son came over with Dizzy and I have to admit I was worried. Worried that she’d be able to keep up to our active lifestyle, worried about her chasing her tail forever (that’s how she got her name). Watching Zach with her though and one look into her big brown eyes… well, you know. Lest you think we only have pets with missing parts I will let you know that our cats are completely intact as were our old dogs. Having Pi and Dizzy has been just like any of the others. They have their own little quirks but all do! For running, we’ve clocked Dizzy at over 35km/h and Pi has trained for both half and full marathons with Karen. Again they traveled with us and Pi even became a trucking dog for a bit but she never liked to get back in the truck after loading up in the bush. Dizzy stopped chasing her tail and although she is a bit OCD about things she’s very well behaved. They have both consoled us when we were feeling down and made us roll laughing with their funny antics. If you currently have dogs or had in the past you know what I mean. Ok, and for the cat people, I am giggling a little right now as I listen to our old cat Sylvia snore! All of those good memories are what makes it hurt so bad when they go. We got Dizzy’s test done and it wasn’t good. The only thing that could possibly work was surgery and it was not cheap. Being a part of the family though, she was getting whatever could help. She got the surgery and while they were in there a biopsy. Her issue was a stomach problem and after a week when she wasn’t eating we went back. The Doctor called the lab and got her test results a day early, again not good. He gave us something that was supposed to help her for a matter of weeks. Unfortunately, I was making that fateful call within days. I don’t write this story for sympathy but for hope. For the hope that you will consider rescuing a dog. For the hope that you don’t turn your back on one with some disability. That little Jack Russel brought more joy and laughs in her 5 short years with us than I can write in 20 pages. Check out her Instagram dizzylou.09 for some of the photographic evidence. If her page and memories can help save just one more dog I can almost see that little tail wag…
DELiVERinG tHE GooDS, SaFELY By Lane Kranenburg Lane is a former driver, fleet owner and former Executive Director of the AMTA Our Industry Can Change Things Thank you to all the industry people that wrote the Transportation Ministers to look at our driver training standards. It was nice to finally see our politicians respond to our request to look at the standards that currently are non-existent in both BC and Alberta. Alberta’s Minister of Transportation Mr. Brian Mason has assured Albertans that strict driver training standards will be in place soon, now we need to continue our push to have the profession of commercial vehicle drivers designated as skilled. Keep up the good work, let your elected representative know that we are the largest employer and we demand to be heard! As of July 2017, Ontario is the first Province in Canada to sEPtEmbEr 2018
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Diamond Insurance Agencies Ltd.
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MARILYN TAYLOR IS OUR COMMERCIAL TRUCKING SPECIALIST! Marilyn has over 30 years experience in providing insurance for Owner Operators & fleet transport companies operating in Canada & the U.S.A. introduce M.E.L.T. Mandatory Entry Level Training. All drivers looking to earn a class A licence MUST complete the M.E.L.T. program before they can go to complete their road test to obtain a commercial class A licence. This program consists of ten individual modules totaling 103.5 hours of instruction and uses a combination of interactive classroom sessions, simulation labs, hands-on yard work and in-vehicle training. If there can be a positive taken from the tragic crash in Saskatchewan, it did get the politicians to look at our industry and realize that we are a huge number and our voice is very important. Should our drivers collectively decide to stop driving, our grocery store shelves would soon be empty, and our cars would be unable to get gasoline and diesel. Keep the pressure on our Transport Ministers both Provincially and Nationally, write and insist on making our professionals regarded as skilled. It takes a huge amount of skill to operate a transport truck. I drove from Calgary to Vernon and Kelowna to visit family and I was astonished to see the number of trucks on that highway, it made me realize the importance of our industry and the drivers that negotiate these huge units on single lane roads sharing the road with four-wheelers and the many campers. Watching the trucks as compared to campers it made me realize how much more professional transport drivers are and as well made me wonder how the camper drivers can drive these units with only a class five licence and absolutely no training. These campers can be forty feet long and often are towing a car or boat, and the only requirement is an air brake course if it has air brakes. Our beautiful country is a pleasure to drive through and because our construction season is very short to build our roads and repair, it amazed me how the traffic continues to flow reasonably well. I hear complaints on the hold ups that are a result of construction, and I say give me a break, if these repairs and builds are not made your winter commute would be much more difficult. I thank the
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road workers with their patience with the loudmouths that sound off because they were delayed a few minutes. My hat goes off to the truck drivers that drive the Trans Canada number one highway and the professionalism they show. Thank you!
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REFLECtionS tHRu mY WinDSHiELD By Dave Madill Dave Madill was Pro-Trucker Magazine’s Rig of the Month in June of 2001 and he has been entertaining us with his poetry ever since. Dave has published three books of poems that are available by special order through Chapters Book Stores.
The FrankinTruck. Well, it was harvest time back on the farm and Dad had our old grain truck, a 48 International, hauling barley from the combine to the barn. Second load and Dad heard a large bang and the engine shut down. The investigation found a broken rod that had gone right through the side of the block so this truck was down. Quickly up to the garage and grab our B61 Gravel Truck and cut a hole in the tailgate, install a chute and back to the field while I shoveled 3 ton of barley off the old International and hauled it up to the garage and parked it out back. Couple days of hard work and the combining was done and we were wrapping up when Herman showed up to borrow our grain truck to do his fields. Dad reluctantly lent him the B model and away they went. Next day about 11 AM Grandpa came into the garage and said it looks like there is a fire up at Herman’s as he can see a lot of smoke. Dad and I piled into the pickup and tore up to the field to find that Herman’s son had decided to take our loaded B model across a fairly good slope and had flipped it over and it had landed on its back. The batteries had shorted out and
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Call Al 604-882-7623 sparks had set the grain straw on fire. Well, Dad and I and the rest of the neighbours that showed up managed to save most of the grain field but had to sit and watch 5 ton of oats and a B61 burn down to nothing. Next day I went up with the 960 loader and dragged what was left of our truck back home to the boneyard in the pit. Winter finally came and my neighbour Johnny and I were sitting around the garage when he asked why didn’t we put the engine from the burnt B61 into the International. Now that might work but it would be slower than molasses because of the low RPM of the diesel. After a bit of thinking, and some quick measurements, I came up with the idea of changing over the whole drivetrain. Now we had already removed the box and cylinder from the burnt wreck and put them on another truck we had purchased so with the help of our 960 loader and a cutting torch Johnny and I had the whole drivetrain back in the shop in just a couple of hours. Next came some checking and making sure the diesel had not been seized up. Then with a little bit of steam cleaning, things looked do-able. Dad showed up just as we pulled the old binder into the garage and after some explanation, he told us to go ahead but he doubted it would work. Now we had a challenge. Johnny and I spent quite a few weekends that winter in the garage and we ended up with a 48 International with a Mack engine, transmission, and a single Mack rear end. Had to call in a favor from a local mechanic to fine tune a few things but the first week in March we opened the doors of the garage twisted the switch and then backed out a Frankin truck that we christened Jove…a mixture of John and Dave. That old truck went on to be our grain truck for the next 20 years and was finally sent down the road after Dad died and Mom put the farm up for sale. One of the local farmers bought it and then used it for a number of years until his barn burnt down from a lightning strike with the truck in the barn. One thing everybody learned from that old truck was that you should never tell a mechanically minded kid that something is not workable and that Old Macks and Internationals go on almost forever. *****
WALKING ON THE GRASS…
The room was full of pregnant women with their husbands. The instructor said, “Ladies, remember that exercise is good for you. Walking is especially beneficial. It strengthens the pelvic muscles and will make delivery that much easier. Just pace yourself, make plenty of stops and try to stay on a soft surface like grass.” “Gentlemen, remember -- you’re in this together. It wouldn’t hurt you to go walking with her. In fact, that shared experience would be good for you both.” The room suddenly became very quiet as the men absorbed this information. After a few moments a man at the back of the room, slowly raised his hand. “Yes?” said the Instructor. “I was just wondering if it would be all right if she carried a golf bag while we walk?” This level of sensitivity can’t be taught.
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PRO-TRUCKER MAGAZINE By Dave Howard Dave Howard has been a Truck Driver, Armoured Truck Driver, and Alberta CVSE. He returned to driving truck because as he says, “The call of the road was too strong and in 2007 I left CVE and crossed over to the dark side or came to the light depending on who you talk to.” He now drives, “The Great Pumpkin.”
Well, I hate to bring this up but winter is just around the corner and with winter comes tire chains. From October 1st through March 31st and that can be extended to April 30th, if conditions warrant the extension, all Commercial vehicles 27,000 gvw and greater are required to carry chains or be equipped with traction control devices. On 3, 4, and 5 axle units one drive axle must be chained and all 4 wheels or both drive axles chained on outside wheels. Units With 6 or more axles must have one drive axle with 4 tires chained, as well as the outside tires on the rear drive axle As per the BC ministry proposed vehicle chain configuration chart below. Ok, it’s September why are we talking about this now? Good question the weathers good and rather than wait til the last minute it’s a good time to drag those chains out and do an inspection to ensure they are in good working condition, no broken side rail or cross-links and that they will actually fit your truck. For the new drivers in the group now is the time to dig those chains out and put them on in the yard on a bright sunny day because this is a skill you do not want to master on the side of the mountain in a snow storm. If you have never chained up, find someone who has and work with them until you are competent. When chaining up try and pick a Safe spot to install and remove your chains, halfway up smasher in the hammer lane is not a good spot. Don’t forget to use a high visibility vest or jacket
so you can be seen. Get comfortable putting your chains on, all the time you spend with your back to the traffic messing with tire chains you are in the kill zone and that is an area you don’t want to be in. You shouldn’t spend a second longer than absolutely necessary with your back to the traffic, every year drivers are killed chaining up so don’t be a statistic. I like to chain up at the start of the chain up area and then before I get onto the highway I stop and tighten my chains again. This reduces the risk of damage to equipment. The max speed, when chained up, is 50 kph. Make sure when you engage diff locks or the power-divider you do it while not under power (foot off the fuel) to minimize driveline damage. Textile covers (socks) became the rage but as of this year, there is a proposal on the table that they will not be recognized as per the ministry of transportation. They are hoping to have this enacted before chain up season so if you use them stay tuned to the ministry website for updates. Stay safe and compliant and I will see you next month when we will talk about winter gear and survival goodies for your truck.
The Bear’s View Constable Tim Schewe (Retired) Space Cadets More space equals more time. Think about that carefully for a moment as it should be a constant consideration for all drivers. Driving should be an action, not a reaction and the best way to make it an action is to give yourself time to think, plan and
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execute your decisions safely. The most familiar situation is following distance. You’ve heard about the two-second rule, haven’t you? Pick a spot that the vehicle in front of you is passing. Count one thousand, two one thousand and you should have just reached that spot yourself. Got there sooner? You’re too close then, back off. Of course, that’s for ideal conditions: light traffic, good daylight visibility, good traction, paying attention, well-maintained vehicle. Change any of these variables and you must leave even more time. The good visibility component is something that changes continually. Clear skies are not the only consideration. Winding roads, hills & valleys and large vehicles are some examples of things that can keep you from seeing far enough ahead. One of my favourite recent examples involves our Slow Down, Move Over rule. You drive around the corner and there’s a police vehicle with someone pulled over on the shoulder. No room in the left lane to move into as everyone there is trying to bulldoze the other out of their way. A quick glance in the mirror shows that the vehicle behind you is less than a second back. You can’t move over and you’d better be darn careful how quickly you slow down! Proper following distances or even a little more than is required would leave everyone an out and the time necessary to slow and move over safely. How often have you been passed by another driver who moves back over in front of you leaving less than safe following distance? Don’t they know that they are supposed to see all of the front of the vehicle behind them in the mirror before they move back? Now everyone behind has to adjust to regain the space and time that driver stole from them. It is becoming more and more difficult to find collision data for BC on line. ICBC lumps following too closely into high-risk
driving behaviours and reports the total. Some insight into the problem can be gained from Australia however, where one study estimates that up to two-thirds of drivers were following too closely but did not think that they were. So, don’t be a space cadet. Give yourself and others the time needed to drive safely.
CARGO LOAD SECURITY - MYTH OR REALITY?
By JC – A Company Driver From experience, many carriers believe that load security is a myth rather than a reality, this doesn’t hold true for the majority of flat deck and low bed operators who can clearly see when or where a load may shift or become dislodged posing a problem for the driver and likely the motoring public. Van haulers, on the other hand, tend to be under the impression that simply because their loads are out of sight, they are out of mind, and likewise don’t pose a risk or difficulty for the shipper or receivers. They further believe that simply loading a van trailer is all that is required to transport freight down our highways. The legislation, such as that in British Columbia, is somewhat clear in that any commodity of greater than 500 Kg combined weight, not per item, must be properly secured regardless of how it is transported. Alberta, on the other hand, specifies a much lower limit of only 100 Kg. That is unless the carrier has received a written exemption for a specific product from the applicable Commercial Vehicle Safety and Enforcement Directors for the areas they intend to transport exempted goods over. This means not one letter but several to ensure the driver or carrier doesn’t get fined for a violation in one jurisdiction while exempted in another. Security comprises of the applicable method of tie down, separation and blocking of a load to ensure that the load cannot shift, slip or fall (either
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sideways or off the back) of the vehicle it is being transported on or in. Where Van trailers are concerned this includes any part of the load being able to fall on the driver or other person opening the trailer doors or sides. Most trailers offer some kind of support feature, be it sidebars, e-trac or vertical restraints such as dividers used in reefer trailers to separate and contain loads. It isn’t just a matter of loading the trailer as the shipper sees fit and sending the driver down the road. Legislation for example in British Columbia clearly reads: Cargo securement 35.04 Vehicles must be equipped and cargo must be contained, immobilized or secured in accordance with the applicable requirements of this Division and the Standard and so that it cannot (a) leak, spill, blow off, fall from, fall through or otherwise be dislodged from the vehicle, or (b) shift on or within the vehicle in a manner that affects the stability or manoeuvrability of the vehicle. Here is where I should like to point out that there is a fine that applies to insecure cargo in B.C. This fine is $460.00 to either the driver, carrier or owner of the trailer if served directly on the owners by a designated Peace Officer. The fine also carries a number of demerit points which are added to the carriers safety profile and with enough violations can trigger an audit or a suspension. CVSA has a basic enforcement checklist which reads as follows: • Check all your cargo securement devices to ensure they are structurally sound. • Make sure you have the proper number, size, and a Working Load Limit (WLL)
embossed on the material. • Where load is visible, check to ensure the proper blocking, bracing, tarping and dunnage is used. • Check trailer tie-down anchor points for deformation, cracking and structural integrity. • Make sure that all anchor points are at least as strong as the tie down used to secure the load. • Ensure that the securing portion of a tie down exhibits no knots, stretch, deformation, wear or damage beyond the limits, or has been repaired or shortened. • Check that “over-the-center” types of tie down tensioners are locked in place and secured by an adequate secondary means to prevent its inadvertent release. • Make sure load is blocked, restrained or contained in such a manner that it will not shift. • Check that all incidental equipment that are not goods are also securely tied down. • Check for tailboard integrity. • Verifying that your end gates are secured in stake pockets. • Check both sides of trailer to ensure cargo is protected from shifting or falling. • Verify that rear doors are securely closed. I hope this little note will be taken into account by drivers who’s companies insist they move loads where they are likely to lose a day’s pay or more in the event of a weigh scale or roadside inspection of their cargo. The fine hurts and if you think your company is going to absorb the NSC penalty points you get on your abstract, you may want to think twice. I’ve faced this in person, that’s why I’m taking this opportunity to share this misfortune with those who may be unaware.
Just Why I stumble blindly from the truck: Each bone and muscle aches. Why do I do this to myself? How much more can I take? Thirty years of driving; I’ve hauled them one and all. Pulled flats and vans and tanks, Pulled loads both big and small. I’ve been on time and I’ve been late; Been early a few times. The shippers and receivers Are always messing with my mind. One thing that I don’t understand, Does dispatch have a map? Or do they pick delivery times out of a damned old hat? Dave Madill was Pro-Trucker Magazine’s Rig of the Month in June of 2001 and he has been entertaining us with his poetry ever since. Dave has published three books of poems that are available by special order through Chapters Book Stores or amazon.com PAGE 30
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