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From the Editor’s desk... VOLUmE 17, ISSUE 04 PUBLISHER/EDITOR John White john.protrucker@shaw.ca PRODUCTION/CIRCULATION Tori Proudley tori.protrucker@shaw.ca ADMIN/SPECIAL EVENTS Donna White donna.protrucker@shaw.ca ADVERTISING/MARKETING John White john.protrucker@shaw.ca Tori Proudley tori.protrucker@shaw.ca CONTRIBUTING WRITERS Dave Madill • Mel McConaghy Ben Proudley • Scott Casey Ed Murdoch • Colin Black Tamara Weston PHOTOGRAPHY David Benjatschek • Ben Proudley HEAD OFFICE Ph: 604-580-2092 Fax: 604-580-2046 Toll Free: 1-800-331-8127 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.
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In my April editorial I directed our readers to page 10 to read Sgt Mark Whitworth’s article on driving lights. Many people went to his column hoping he would shed some light on this topic only to find Tamara Weston’s article in its place. I would love to be able to say that it was an April Fool’s joke, as suggested by one reader, but that was not the case. You can read some comments about this error in this month’s letters but it is suffice to say that we were more than a little embarrassed. Sgt Whitworth’s long awaited article on John White driving lights is on page 17 of this issue. (I hope) The presenters of the APNA Truck Show at the Tradex in Abbotsford, June 13 – 14, have given us another great reason to attend the show this year. In partnership with Barnes Harley Davidson they will be raffling off a custom-built, 2015, 750 motorcycle worth over $18,000. Everyone of legal age who attends the show can enter this free raffle and one lucky person will take it home. Once again they will be holding a Show and Shine at the APNA Truck Show. For those who would like to enter their truck, classic car or motorcycle just go to http:// apnatruckshow.com/ and fill out the registration form. It would be a good idea to register early as space is limited. Make sure to stop by our booth to say hello. While we are on the subject of the large commercial trade shows, Master Productions, the producers of the TRUXPO show at the Tradex, has announced that the date for Truxpo 2016 has been changed. Instead of being held near the end of September like it normally is, next year it will be held May 13-14. One of the reasons for this change is because of a conflict of show dates with the return to British Columbia of ‘DEMO International®’ which is being held September 22-24, 2016 in Maple Ridge. This live demonstration logging equipment show is presented by the Canadian Woodlands Forum and occurs once every four years. It attracts exhibitors and visitors from around the world and, like Truxpo, this show is heavily supported by both truck and equipment dealerships. Changing the date of TRUXPO will allow the dealerships as well as spectators, to attend both shows. Louise Yako, President & CEO of the BCTA explained that, “Early autumn through Christmas is the peak season for the trucking industry. Scheduling a major event like TRUXPO during slower periods is more convenient for the industry.” Speaking of dates - this year’s Provincial Professional Truck Driving Championships will be held in: BC on June 20th – at the Tradex in Abbotsford (778-888-6397); Alberta on June 20th at Westerner Park in Red Deer (1-800-2671003); Saskatchewan on June 6 at SLH Transport 855 Park Street in Regina (306569-9696); Manitoba on June 20th at Peterbilt Manitoba, 1895 Brookside Blvd (204-632-6600). The Nationals will be held in Regina this year at Evraz Place, 1700 Elphinstone St. (306-569-9696).
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LETTERS to the EDITOR
e Whit John agazine
rM rucke Pro-T
John White agazine Pro-Trucker M
Hi John I’m sure I’m not the only person to notice that the article on driving lights by Sgt. Mark Whitworth is missing. Hopefully you can print it in a future issue. I did enjoy your editorial on folks texting while driving. I once had to get out of my truck, and rap on the window of a fellow, who had fallen asleep at a construction stop. The look on his face was worth the slight delay. Keep up the good work. Ian Trehearne Thornhill B.C. Hello John, Was the wrong article placed under Sgt Whitworth’s column by mistake or, since it was in the April issue, was it an April fool’s joke? In either case it was extremely funny. I really enjoy reading Pro-Trucker, so keep up the good work. Bob Sokoloski Calgary Editor’s note: I wish I could say that it was an April fool’s joke Bob – but it wasn’t. Since there was little we could do to correct the situation after the fact, we decided to turn it into a contest. We took everyone’s name that emailed or called to let us know about the error and we put them in a hat. Ian Trehearne’s name was drawn and we will be sending him a package containing Pro-Trucker gear and a gift card for Tim Hortons so he can kick back and relax while reading this issue. I would like to thank everyone else who brought this to our attention. Your good natured giggles and laughter is still ringing in our ears… John As you know I have been involved in the trucking industry since the 1960’s as a professional driver/fleet management, etc. Through this time frame I was never involved in an accident. After reading your April editorial concerning distracted driving, I thought my encounter with a distracted driver on January 10, 2013 would be of interest to your readers. The “accident” occurred on a sunny day with very little traffic. The person driving was concentrating on mAy 2015
her iPod which was placed between the driver and passenger seats and she was smoking a cigarette as well. I was returning from working out at the local gym, walking with the traffic flow when the driver lost control and the vehicle jumped onto the sidewalk hitting me from the rear. The force flipped my body 180 degrees up onto the windshield of the car. I was hospitalized for three weeks and now 28 months later I am somewhat mobile but I will be attending physiotherapy for at least another year. The driver received a minimal fine and no suspension of her driver’s license. In my opinion, from a standpoint of percentages, stopping people from using devices is more of a challenge than eradicating drinking and driving due to the fact that almost everyone has a hand held device while not everyone drinks or takes drugs and drives. Unfortunately I believe that there has been no genuine commitment by the various levels of government to implement any change in the laws, or the penalty for breaking the existing law, up to this time. John Wilksne North Vancouver BC Editor’s note: Good to hear from you John. You are probably one of the few people I know who at 70 years of age is still going to the gym. I am sure that your efforts to stay in shape had a lot to do with you recovering at all
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and it could quite easily be the reason that you survived being hit. As a mere mortal I cannot assume to understand politicians and/or all the ins and outs of increasing penalties for distracted driving. That being said if I could assume anything it would be that once you have a law in place – increasing the penalties for breaking that law should not be all that difficult. If that is the case then we have a real problem as people are dying and no one in our government seems to be doing anything about it. The fact that this person received a minimal fine and no suspension only goes to show that even the courts do not fully grasp the urgency of this matter.
Friday night light show. For judging, we are hoping to secure volunteers from the Saskatchewan Trucking Association, local transport enforcement and/or our benefitting charity (this year will be the Saskatchewan Children’s Hospital). All proceeds are donated to charity. For further information go to http://bigrigshowandshine.com/ Thank you for helping us get the word out. Brad Jacek Moose Jaw Editor’s note: Good luck Brad there are some great trucks and truckers out there that I am sure will be more than willing to come out and support such a great cause.
Hi John, I was just reading through your April issue and saw RIVING HROUGH MY EMORIES your listing of western Canadian truck shows and your By Ed Murdoch request for information on other shows. There is a Ed has held a commercial drivers truck show in Moose Jaw, SK as well. The 2nd annual license for 63 years and has spent Saskatchewan Big Rig Show and Shine will be held the better part of 50 years on the on July 3rd and 4th at 93 Highland Road in Moose road. You can get Ed’s new book at Jaw. The show is put on 100% by volunteers, and prewww.drivingthroughmymemories.ca sented by Trans Canada Truck and Trailer, and Favel Transportation (who were also a first time participant in A Dying Species For many years the advancement in technology conthe Alberta Big Rig Weekend last year). We will have trophies in a few different categories, including lights, cerning trucks, and everything else as a matter of fact, paint, interior, chrome and combo. There will also be a moved at a reasonably steady pace. Big changes were
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few and far between but that suddenly changed with the invention of the computer. Today it is hard to keep up with the many changes that in the not too distant future could quite easily culminate in the obsolescence of truck drivers as we know them today. Back in the early 50’s, when I first grasped the steering wheel on a big rig, it was huge. But it had to be that big because there was no power steering pump under the butterfly hood. The larger the wheel, the easier it was to negotiate around a tight corner. Recently I drove a late model KW from Kamloops to Vernon and I could turn that rig around with one finger stuck in the spoke of the steering wheel. The first diesel highway tractors I drove had two
The
sticks. The main transmission had one reverse and 5 forward gears and the auxiliary transmission had either 3 or 4 gears giving you a total of either 15 or 20. Early trannies were not synchronized so the clutch was usually only used to start and stop the vehicle. Mack produced one of the first engine retarders that made a hissing sound in the B models I drove but had no noticeable effect on slowing the vehicle down. In the 60’s Fuller & Spicer began producing transmissions with only one stick with 12, 13 & 15 speed models. The plunger and flipper now did the work of the auxiliary transmission. Allison was one of the first manufacturers to produce an automatic transmission but the first ones required a tremendous amount of
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torque to operate so were usually just used on off-road and construction vehicles although one was wed to a 12 cylinder Detroit diesel manufactured by Freightliner. Fast forward to 2015 and there are fully automated dual-clutch transmissions being developed today that allow for seamless shifting with no torque interruption. Through Telematics these hybrid heavy duty trucks can ‘read’ the road ahead and adjust to the terrain without driver input. They automatically accelerate and decelerate while maintaining a safe distance from traffic ahead and can even bring the unit to a complete stop if necessary. They also have a LDW system (lane departure warning system) which self-corrects the vehicle without driver participation if the truck drifts about too much. V2V technology is a radar system which scans an area of about 2,000 feet around the vehicle and communicates with other vehicles carrying the same technology. It is designed to avoid collisions in driverless vehicles. These autonomous vehicles have already been tested in Europe where the driver is only responsible for driving when leaving the freeway or when overtaking other vehicles. Under normal conditions the driver is free to read, watch TV, talk with his wife on the phone, or make a peanut butter sandwich as long as he remains in the swiveling driver’s seat. Driverless convoys are also being tested where there is only an operator in the
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engine speed, a pyrometer to watch for turbo heat when turbochargers were introduced, then turbo pressure Drivers 70-90 CENTS PER MILE! gauges, transmission and differential temperatures to watch so that heat caused by friction could be reduced by backing off when ascending an incline or under undue load in the heat of summer, etc. One also had anywhere from 9 to 20 speed transmissions to manipuSuper B & tridem step late while attempting to avoid collisions with animals 2 yrs exp & acceptable abstract and other road users occupied with the same activities. Western Canada & USA Today we are close to the point where entry level Some dedicated runs applicants may be immediately put into a vehicle which pretty much drives itself and asks very little from the person behind the smallish steering wheel in regards to how the vehicle is operated. This ultimately may put So Jean decided to give some to Ol’ Spot, the yard truck drivers, as we know them today, on the endan- dog. All morning Jean watched Ol’ Spot but he seemed gered species list. to be fine so she decided to use them. Jean hired a helper to serve and the meal was a great ***** The Dinner success. After everyone had finished the helper came A group of friends got together regularly to social- in and whispered in Jean’s ear, “Mrs. Williams, Ol’ ize and the lady of the house had to prepare the meal. Spot is dead.” When it came time for Bill and Jean to be the hosts, Jean went into hysterics. She called the doctor and Jean wanted to have mushroom-smothered steak but he said, “That’s bad, I’ll call an ambulance and come she could not find any mushrooms. straight over.” “Why don’t you go down in the pasture and pick Soon the doctor and paramedics came in with their some of those?” suitcases, syringes and a stomach pump. One by one, “No,” She said, “Some mushrooms are poisonous.” they took each person into the bathroom, gave them an “I see varmits eating them and they’re ok,” he said. enema and pumped out their stomach. The scene was
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not pretty. After the last one was finished the doctor said, “I think everything will be fine now.” A short time later the helper came in and whispered to Jean, “You know, that fellow that run over Ol’ Spot never even stopped.”
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A good many years back the wife and I bought a new (to us) Mack F700 that was only a couple years old and was in excellent mechanical condition but needed a little TLC. First thing I did after getting her home was to jack her up and remove all the wheels. I broke these down and took them into town to a friend’s shop who had a sandblaster. I took the wheels right down to bare metal and then sprayed them with undercoat and three coats of shiny white paint. I figured with my nice “new” black truck these would set her off pretty nice. I went back home and mounted all the tires. Before installing them I decided to clean up the frame, repaint it and also do the spokes for my Dayton wheels.
First thing next morning I went out to the rig and starting with my wire brush to remove all the loose paint and get all the rust spots on the frame. I worked through lunch and had just started painting when the wife called me in to answer the phone. (Did I mention we had two kids --- 7 and 4 who had been watching Dad and getting underfoot?) I spent a good fifteen minutes on the phone and the wife poured me a coffee and made me a sandwich while I was talking. After the call I sat down and took a good one hour break eating and talking to her about our new truck and our hopes and dreams. I was just about to go back out when the front door opened, our two kids entered the house, and I heard Betty give a little scream. There they stood covered
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from head to toe in shiny black paint. “What were you doing”, she gasped. “We were helping Daddy paint the truck” John quickly answered. “I help too”, chimed in my normally golden haired, now black, little daughter Ruby. Both children were rushed to the bathroom, undressed and put straight into the tub. Betty tried to clean them up while I disposed of everything they had been wearing into a trash bag. Do you know how hard it is to get automotive paint off skin and hair with just soap and water? Needless to say it is not easy and finally some of it had to be left to grow out or be removed by brushing MUCH later. Next thing I did was head out to the truck and I was appalled at what two little kids can do in an hour with a paintbrush and a wire brush that was also used as a paintbrush. It seems that my daughter was the one that had to use the wire brush and that’s why she had more spatter than John. After trying to paint the frame, which I guess turned out to be too hard, they had decided that it was much easier just to paint the wheels that were leaning up against the fence. It took me almost two more days to finish the truck and get everything back together and for all the time that I owned that old girl I could always see the undercoat of black on my white wheels and it always brought a smile to my face as I thought of how my children tried to help Daddy.
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TYRES ACROSS THE POND 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.
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In a dark and hazy room, peering into a crystal ball, the fortune teller delivered grave news: “There’s no easy way to tell you this, so I’ll just be blunt. Prepare yourself to be a widow. Your mate will die a violent death this year.” Visibly shaken, the woman stared back at the old woman’s lined face … then at the single flickering candle … then down at her shaking hands. She took a few deep breaths to compose herself. Her mind raced. A question forced its way out - she simply had to know! Meeting the Fortune Teller’s gaze and trying very hard to steady her voice, she whispered quietly, “Will I be acquitted?”
In a few weeks I’ll reach the ripe old age of 65, although in reality I only feel my age when I look in the mirror and see my father looking back at me. I’ve told the company I’ll be retiring and leaving their employ. I’ll not be forced to retire, unlike my father’s generation, but I can’t wait to pull the pin for the last time. I don’t know if all the other old timers will agree with me, but I think we’ve had the best of times in this transport game. The times when you got the job done with the minimum of fuss and if you needed a hand with some problem, or just another pair of hands to lift something, there was usually a fellow driver there to help you. If you were out of the depot on a three or four day run there were no electronic devices tracking you. The load got delivered and then you phoned the depot from a public call box to say you were going for your back load. I was saddened to hear of the passing of Frank Cox, his ‘View From an Irish Volvo’ stories were great. If ever there
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was a race of people with a, get the job done work ethic, it’s the Irish. Although I never met Frank face to face, I’m sure we must have passed each other at one time or another on Liverpool docks when he worked for Carna Transport, him bringing in computers and me taking them out. Frank said he came off the continental haulage to let the young blood have a go, and he’s right, that is a young man’s game, but sometimes you need a bit of experience on hand to smooth things out. I heard a story one night as a bunch of drivers were sitting in a drivers digs drinking tea and shooting the breeze as you Canadians might say. Whether it’s true or not this story is typical of the no-nonsense Irish. At a small border post in the middle of nowhere a queue of trucks were waiting to cross. At the head of the line stood a young rookie with a look of terror on his face. A border official was waving a gun in his face and shouting in a language he didn’t understand. A big Irishman came striding up the line of trucks, with one punch he knocked the official out cold, kicked his pistol into the bushes and said, go, or words to that effect. But a lot of drivers don’t meet in digs and tell stories anymore, todays drivers sit in their cabs and play on laptops or tablets. A lot of them don’t even park in truck stops, preferring to drive as far as possible and find an industrial estate or turnout to stop in. A few of my fellow drivers have said I’ll be bored when I retire with nothing to do, but it’s the other way around, I’m bored already. My company
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doesn’t allow CB radios in the cab and I can’t talk to my buddies on my mobile phone, even on hands free, because my in cab camera will pick up the conversation. So it’s just, clock in, check the truck and get to the changeover point, swap trailers and back to base. All the enjoyment has been regulated out of the industry and a lot of modern day truckers are only concerned with getting from A to B without a thought for other drivers. Then when you hear of a man like Frank Cox who’s worked hard all his life, then not had a chance to enjoy the twilight years, it makes me all the more determined to retire. So just like Frank I’m making way for the young blood, they’re welcome to this over- regulated, electronically tracked business, where the government tells you to sit in a 35 hour course to learn what you already know or they won’t let you drive any more. R.I.P. Frank, my fellow Celt. ***** “Bob, I’m sorry. I’ve been riddled with guilt and I have to confess: I have been helping myself to your wife when you’re not around, probably more than you. I know it’s no excuse but I don’t get it at home. I can’t live with the guilt any longer. I hope you’ll accept my sincerest apology. It won’t happen again.” The man, feeling outrage and betrayed, grabbed his gun, went into the bedroom and without a word shoots his wife. Moments later the guy gets a second text: “Damn! I really should use spell check! That should be “wifi”.. Sorry!!
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The Bear’s View
Sgt. Mark Whitworth
Illegal use of Lights
Driving, fog and auxiliary lights continue to be a concern for many drivers. Some drivers are using these lights inappropriately and some have also added extremely bright light bars to the roof of their vehicles. Although the winter season is winding down, these lights can cause problems for other drivers at any time of the year. These lights wouldn’t be such a problem if drivers understood what the law says in relation to their mounting and use. Fog and auxiliary lights serve a purpose when used in poor visibility conditions such as fog or rain but rules need to be followed. First, none of these lights can be turned on while the high beam is activated and second, they are not to illuminate the roadway beyond a certain point in front of the vehicle. The specific distances vary with each province. This measurement can be found in the relevant acts and regulations for each province. We (enforcement community) often see improperly mounted
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PRO-TRUCKER mAGAZINEe
equipment and occasionally ones that emit light similar to aircraft landing lights that cause temporary blindness. Of course, these lights are obvious and are dealt with accordingly. Light bars mounted on the roof of a vehicle do not meet the criteria set in regulations for highway use and by law cannot be activated by the driver while operating the vehicle on a public highway. In addition, the light bar should be covered while on the highway. A cover indicates that the lights are not operable. The majority of aftermarket lights are not intended for public road use and usually this is specified on the packaging. Make sure you check notices on the package before you purchase as oftentimes we hear drivers say that the retailer told them the lights were alright for such use – many are not. Be courteous. I frequently drive highways at night and appreciate when an oncoming driver dims their lights well in advance of reaching my vehicle. Most drivers are thoughtful in this regard but a few fail to think of how their lights affect an approaching driver. It is particularly important that all lights be dimmed during poor driving conditions as soon as possible to minimize glare for an oncoming driver who is trying to keep in their lane. I’ve had occasions when I had to slow down to a near stop in heavy rain due to the glare being so great from approaching auxiliary lighting – fortunately, in one instance, I
was slow enough to be able to avoid an elk herd standing along the roadside that wasn’t seen initially. This is one of many examples of why drivers need to be mindful of how they operate this equipment. Some of you may be asking, what are the police or commercial vehicle inspectors doing to prevent these offences from occurring? I confirmed with CVSE that they watch for violations of this type as do police officers. However, it is likely that more can be done to educate drivers on the use of these lights. Typically, drivers with this equipment are stopped when lights are seen while activated at night and the use of the lights appears to be a concern. Obvious equipment violations like uncovered light bars, or extremely bright lights, are dealt with consistently. I’ll personally continue to raise the concerns expressed by road users with our officers and increase the attention given to the unsafe use of these lights. If drivers are able to identify or they encounter a driver who is misusing this type of lighting, please call the local enforcement office – police or CVSE to report the issue - the more detail the better. *****
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Rig of the Month
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I was born and raised in the small village of Oxspring, Division, and my mother was a stay at home housewife South Yorkshire, England in 1962. My father was a and home maker. Back in the day, neither of my parents design draftsman for David Brown, Bingham Pump had the time or money to learn to drive, and being the
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eldest son, I felt obliged to get my driver’s license as soon as possible. Throughout my childhood I collected quite an array of toy cars, trucks and the like, and I always remember playing with the little boy next door out on the sidewalk with our trucks. We would draw towns and cities on the sidewalk with chalk, and we invented our own companies with shop and recovery facilities, as well as a couple of tanker trucks, always pretending we were truck drivers. At school, I wasn’t very academic, so I studied subjects like motor vehicle technology, wood shop and geography. My focus was motor vehicle technology, and after leaving school in 1978 at the age of 16, I had all the necessary qualifications to secure a position as an apprentice mechanic with South Yorkshire County Council. During my time there, I got married to my first wife, and had 2 daughters, Kimberly & Carrie. At the age of 26, my employer decided I should get a class 1 license to make me more effective in my role. Soon after passing my class 1 driving test, I found myself getting more and more disheartened with the management decisions and decided to start looking for another job. Driving positions were not easy to get as most trucking companies were looking for drivers over the age of 25with at least 5 years’ experience. I had the age, but not
Keith and Denise Prigmore the experience. I ended up taking a position at Hepworth Clay Pipes as a mechanic, hoping that I could eventually use it as a back door into the delivery side of the business, as they had a fleet of their own trucks. Unfortunately, I had a clash of personalities with the Foreman, and ended up resigning. I took a position at a plastics company, where I was the Shop Maintenance Engineer, and looked after the day to day running of a small family run factory. I stayed there a couple of years and then the CEO wanted to sponsor me to go to College to upgrade my skills but I decided that was not what I truly wanted to do.
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It was at that point that, with the backing of my family, I bought a local taxi-cab company. I was then the proud owner of BC Private Hire, owning 3 vehicles and employing 6 people. It was a very busy business, and I ended up working around the clock and most weekends. The long hours meant there was not a lot of family time which eventually took its toll on my marriage. We ended up divorcing after 4 years and I ended up living back at my parents’ house, still running the taxi business myself. One day one of my regular cab customers, Malcolm Tomlinson, mentioned that the company he worked for as a Transport Manager was hiring class 1 drivers. I told him I had gotten my class 1 license but I could never find a job driving so I did not have any experience. He offered me a part time job, working one night a week as a contractor, hauling freight on a run from Sheffield to Glasgow. I jumped at the opportunity, and ended up driving a 17 tonne 2 axle body job with a reefer. Things went very well and I ended up getting more and more work driving truck which meant I was spending less and less time on the cab side of the business. At this point I finally realised driving truck was really what I wanted to do with my life so I made the decision to sell the cab company, and drive truck full time. As I got more experience in the truck, I was offered a chance to drive a tractor trailer, and I definitely didn`t need to be asked twice! I was given a MAN 22-320 twin
PAGE 24
steer, and a 45 foot reefer trailer. That was the beginning of a busy time, I was gone all week, most weeks, living in my new truck. The company I was working for ended up merging with a larger logistics company, Gloystarne & CO. They had terminals all around the UK and offered next day delivery LTL. The work I was doing during this time was varied to say the least. There were times when I would set off on a Monday with freight for 8 to 10 delivery drops on a 45ft curtain sided trailer. The first delivery would have to be on time, the rest of them would be down to luck, having to negotiate busy UK traffic, and narrow city roads. I would get as many as 4 or 5 deliveries done on day 1, the rest on day 2. I would then run to my reload location, where there would always be a line up to get loaded, and then make the 6 hour drive back to the yard. I would drop the loaded trailer, pick up another and start all over again. After another couple of days on the road I would head back home on Saturday morning. During my 10 years driving in the UK, I had a couple of more interesting moments to say the least. The most memorable was attempting to make a delivery to a wine store in central London with a dry van. It was the second of three drops, and the guy at the wine store was upset that I refused to carry 6 tonnes of bottled water half way down the trailer and lift it on the sidewalk. After a few
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calls to the supplier, I was to get a signature to confirm I had attempted delivery, and then leave. I then, like a fool, asked the store keeper for an exit route at the end of the street. He said, ``Yes, no problem, follow it through to Kensington High Street.`` What he neglected to tell me is that it was a 2 metre width restriction at the end of a one way street. When I got to the end and realized what the guy had done I called the local police and they sent an officer to assist me. After approximately 2 hours of looking at all the options and getting everyone in place, I started to move. First I had to reverse 200 metres the wrong way along a one way street, with cars double parked each side. Next I had to make a hair pin left turn and travel 150 metres along a one way street going the wrong direction to get back into normal traffic flow. This was only made possible with the help of 8 London policemen stopping traffic in all directions and making my escape possible. In the UK, the DOT do not operate scales on a daily basis as they do in Canada. One day, I was driving a Volvo 2 axle body job on my way back to the depot to finish my day and on approaching the scale, the radio was buzzing with chatter that the scale was open. I wasn`t too concerned, as I was empty, but as luck would have it, the police officer signalled me to stop at the scale. As I stopped I rolled down the window, and the DOT Officer climbed on my step to speak with me. After
asking to see my tachograph chart, which I knew was in order, she asked if I was loaded. I told her I was empty, and I had only 24 pallets. She asked what was on the pallets, and I told her nothing and repeated that I was empty. She gave me back my tachograph chart, bid me farewell, and headed off towards the Police Officer, mumbling about idiots sending in empty trucks for inspection. While working at Gloystarne, I met my wife, Denise, who worked in the office. She has been my rock and my best friend ever since. As we all know it takes a special person to put up with truckers and their unpredictable lifestyles. Fast forward to 2002, Gloystarne was sold to NYK Logistics, who took over the whole operation country wide. Our jobs remained more or less the same, only under a different name. NYK were mainly an electrical hauler and so were new to the LTL grocery side of things. They tried to continue on but eventually lost most of our contracts and then the redundancies began. In August 2004, Denise & I decided to get married, and we honeymooned in Ontario, Canada, where my youngest sister and my brother both live. At that point, I asked Denise if she would consider making the move to Canada. The answer was yes, and we returned from honeymoon, and started making plans on how we would start the emigration process. A few weeks later, one of my work mates gave me a
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After completing my Canadian Class 1 training and then my initial Operations Training at Westcan, I began in cab fuel training with my driver trainer, Dave. After one year of working incident free, I was approached by my Terminal Manager, who asked me if I would like to become a driver trainer. I have been training drivers on ground fuel for the last 9 years. Due to being incident free for most of my employment, I have received a Driver of The Year Award for 8 of those years. During my driving career in both the UK and in Canada, I have mainly driven one make of truck for each company. In the UK, I mainly drove MAN`s, and since being at Westcan, I have driven Macks. In the MAN fleet, there were some old worn out trucks, loose suspension and tired transmissions. One busy time, they rented a Scania 143-500, it was nice, comfortable and very quick but it frightened the life out of me trying to stop it - the brakes were junk. When loaded, I almost had to stand up on the brake pedal, nearly pulling the rim off the steering wheel, trying to stop in time. In Canada, the worst truck I drove was noisy, slow, the seat hurt my back, and the pedals were too close together. To select 1st, 3rd, 5th or 7th you had to use the palm of your hand to push the shifter, so you didn`t bash your fingers on the dash panel! On the other side of the coin, the best truck I drove in the UK was a MAN TG420XL, the last truck I drove before leaving for Canada in 2005. The best I have driven here
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copy of one of the daily British tabloid newspapers, which had an advertisement in it from a company in Western Canada looking for truck drivers. I took the newspaper home to show Denise, and we decided to give it a shot and apply. We got together all the necessary paperwork and completed the application. To be honest, we really didn`t think we would stand a chance. The newspaper that had the posting was a very popular one, read by hundreds of thousands of people every day, but we knew that to have any chance at all we had to at least try. A couple of weeks later, we received a phone call from Westcan in Edmonton, inviting us for an interview in Oxford, UK on October 31st, 2004. We went to the interview and met with the Westcan recruitment team. We were offered a contract at the end of the interview. The contract was initially for one year and we had the choice of working in Edmonton or Calgary. The next six months were manic, telling everyone our plans, selling all the things we couldn`t ship, and researching our destination, which we had decided would be Edmonton. We eventually flew to Canada, and arrived at Calgary International Airport on April 9th 2005. With suitcases in hand we hired a car and drove to Edmonton, not really sure what to expect upon arrival. That was just 10 years ago. Now myself, my wife and my step daughter all work for Westcan in different roles.
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in Canada has to be my present ride, a 2015 Mack 600 Pinnacle, full 2 pedal 12 speed auto, the first to have disc brakes on the steer axle and grossing at 63,500 kg`s, it`s a nice addition that has been a long time coming. Here in Canada, I have had a couple of instances where I have had heated conversations with people, trying to buy gasoline while I am unloading the tanker. They seem to think it`s okay to enter my work zone to try and get what they need, sometimes smoking, and really not thinking it through. The most memorable drive I have here in Canada was on one early Spring morning, heading south on Hwy 36 between Castor & Hanna, there was nowhere to stop and there had been freezing rain over night. It was like driving on a hockey rink. You could see the lines but they were underneath 25mm of ice. The tool box door on one of my trailers came open, and it took me approximately 2kms to stop safely. I climbed out of the truck to go and close the door, and the wind was so strong, it blew my feet from under me and I ended up under the trailer. I completed the journey to Sheerness Coal Mine in Hanna, and thought I might have to sleep over, but after finishing my unload, I could hear the ice melting, and I returned to Edmonton safely, all be it at a slow pace. Here in Canada we have electronic logs, which a lot of the drivers didn`t like when they were first introduced as a log book is a lot easier to manipulate…. Personally,
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I find I can do a lot more on electronic logs than I could on paper logs, as it counts in minutes, and not 15 minute increments, therefore I don`t need to falsify to get the job done. In the UK my wife Denise first started working for Gloystarne in the office as an Office Clerk, supporting the Transport Managers. She progressed eventually to planning in the Dispatch Office. When I went for my interview for the job in Canada, the recruiters wanted to meet her too, and asked what she did for a living. They offered her a position after she got a work permit upon arrival in Canada. After 1 year she got a work permit and started working for Westcan the next day. She has worked there for the last 9 years and has worked her way up to Office Manager. My step daughter was 10 years old when we came to Canada. On school vacations, she would go to work with my wife and `help out``. When she left school, she applied for an open CSR position, and was successful. She has progressed to being a Dispatcher on the city fuel and sulphur boards. Both my girls are some of the go to people for the drivers to get their issues resolved, we jokingly call them the GSD department (get s**t done). All in all, life right now is good. We work hard to try and go on 2 vacations a year. If I was to do it all again, there is nothing I would change. I love my life, my family and my job.
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may 2015
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TRUCKER’S FAMILY WEEKEND!
Pro-Trucker Magazine’s 15th Annual
BC Big Rig Weekend July 4/5 Chilliwack Heritage Park, Chilliwack, BC
70,000 SQ.FT. OF INDOOR TRADEBOOTH DISPLAY & TRUCK PARKING (BC ONLY)
Special Guest - Jamie Davis
Featuring Truckers’ Band
Total Rewind BIG RIG SHOW ‘N SHINE • TOW TRUCK SHOW’N SHINE INDUSTRY TRADE BOOTHS • ON-SITE CAMPING • DOOR PRIZES LIVE MUSIC • ROVING ENTERTAINERS SATURDAY NIGHT BEST LIGHTS COMPETITION STEAK DINNER FOR TWO WITH EACH TRUCK ENTRY For the kids Bouncy Castle • Face Painting • Balloons• Mini Golf
FOR MORE INFO CALL 604-580-2092 WWW.PROTRUCKERMAGAZINE.COM
13th Annual Alberta Big Rig Weekend August 15/16 Westener Park, Red Deer, Alberta PAGE 32
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a t r e b l A
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Pro-Trucker Magazine’s 13th Annual
Big Rig Weekend
August 15/16 Westener Park, Red Deer, Alberta
BIG RIG SHOW ‘N SHINE • TOW TRUCK SHOW’N SHINE INDUSTRY TRADE BOOTHS • ON-SITE CAMPING • DOOR PRIZES SATURDAY NIGHT BEST LIGHTS COMPETITION STEAK DINNER FOR TWO WITH EACH TRUCK ENTRY
Face Painting • Balloons• Mini Golf • Roving Entertainers
Special Guest - Jamie Davis
TRUCKER’S FAMILY WEEKEND!
For More Info Call 604-580-2092 www.protruckermagazine.com 15th Annual BC Big Rig Weekend July 4/5 Chilliwack Heritage Park, Chilliwack, BC mAy 2015
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PAGE 33
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The Ice Roads by Ben Proudley
I was recently invited to spend a few days in Yellowknife conceived notions of what I would see. The show portrays courtesy of Tli Cho Landtran Transport. Like many peo- the ice roads as being extremely dangerous and insinuates ple who have watched Ice Road Truckers I had some pre- that the drivers are a bunch of cowboys running wild and
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thank you to those who make the miles count
Our Employees and Contractors are our best asset. We would like to take this opportunity to congratulate our staff on receiving Safe Driving and Health and Safety Awards. In honour of North American Occupational Health and Safety Week, we would like to extend a Thank You to our Employees and Contractors for making safety the number one priority. It is the policy of Siemens Transportation Group Inc. to perform work in the safest manner possible. As a company, we strive to raise health and safety awareness by educating our Employees and Contractors through our top quality health and safety program.
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breaking all the rules to get the job done. Nothing could be farther from the truth. But let’s face it, if they showed what the ice roads are really like no one would watch the show. When I arrived in Yellowknife I was met by Brian Ginpil, the Director of Safety and Compliance for Tli Cho Landtran Transport, Continental Cartage, Valley Roadways, Custom Lantran Carriers and Christina River Lantran, all of which fall under the Landtran Group of Companies. Brian was responsible for my invitation and he generously took time out of his busy schedule to be my guide on the trip. Once we had collected our rental truck he gave me a quick tour of Yellowknife. During this tour Brian started to explain the process of how this well-oiled machine works. Our first stop was at a huge quarry, one of two areas that Tli Cho uses to stage loads before they go north to the diamond mines. Being late in the season the quarry was not full but it was easy to see from its size that it would take a tremendous amount of coordination to keep it all organized and flowing smoothly during winter road operations, which is February and March. Brian explained how the driver comes out and secures each load and then it is checked by a qualified load securement specialist. If everything is good the driver and the load securement specialist both sign off on the load confirming that it is safe to go up the road. It was very appar-
ent from the moment I arrived that safety is the number one priority at Tli Cho. When we left the quarry we headed over to Nuna dispatch which can best be described as the main control centre for shipping loads up the ice roads. This is where all the trucks bound for the ice roads, regardless of which company you are working for, are marshalled before leaving. Trucks arrive 30 minutes before their tee times so they can check in and be put into their respective convoys. The driver then checks the load one more time before heading out. The convoy you are assigned to may or may not include trucks from your own company. Each driver requests a departure time depending on what time of day they prefer to drive. The carrier dispatch enters the drivers name into the Nuna dispatch convoy. Your position in the queue then determines who joins you on that run. Each convoy consists of 4 trucks which are dispatched every 20 minutes, 24/7, except for 1 hour in the morning and 1 hour at night. The closing of the roads at this time allows the locals who live on the Ingraham Trail, the start of the winter road, easy access to their homes before and after work. C
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Our next stop was Tli Cho’s main yard where they have their own mini truck stop. They take very good care of their drivers. The driver’s room has washers and dryers, showers and food. The staff does a wonderful job of making sure all the drivers are well fed. Hot breakfasts can be ordered from 12 midnight to 9am and there are always sandwiches available to take along with you. For
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lunch and dinner there is a variety of soup and buffet style food available. This is where you really get a feel for the comradery of the crew. They pick on each other, tease, and playfully carry on just like one big family. As most of them told me, it helps to make the season go by faster and I’m sure the companionship also helps with missing loved ones back home. After spending some time with the guys and gals in the driver’s trailer/kitchen, I wandered over to Tli Cho dispatch. I expected it to be like Nuna dispatch with computers everywhere and a small army manning them. Nope. Not the case. Small army, yes, dispatcher, yes, lots of computers, no – just a few. That threw me a bit. Instead of using computers they do it old school which I could see is by far the most efficient way to keep things rolling in that busy constantly changing environment. They have four big white boards with driver’s winter road numbers, trailer numbers, loads, mine sites, and who is where loaded with what. It was fascinating watching the numbers move around on the board, never out of step, watching the dispatchers staying on top of stuff as load priorities changed, making adjustments as needed with the wipe of an eraser and movement of a magnetic number or two. As I watched the dance of the dispatch center I realized why they use white boards - there is way too much information that is constantly changing for a computer system to be used effectively. With a quick glance everyone in the
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room can see what is currently going on, what is going to all needs to happen. Wizards are probably the best way to happen, and what needs to happen, as well as how fast it describe the crew in dispatch. After a good night’s sleep Brian and I finally had the opportunity to take a trip up the road. This begins with a 68 km drive up the Ingraham trail, a provincial highway, 604.534.3246 www.thatstruckn.ca that leads to the ice road. As we travelled I could hear both 5721-A Production Way, Langley BC the loaded and empty truckers calling out their kilometer markers, much like on a logging road. Trucks are spaced out 1 km apart on the Ingraham Trail which allows traffic to pass safely as they travel up to the “From the simplest repairs to welding your frame the ice road entrance. As we proceeded up to Meadows, the customer comes first - before we go home!” first check point I saw that once on the ice the distance between trucks is reduced to 1/2 km. All loaded trucks Brakes • Lights • Wiring • Shocks • Welding stop at the checkpoints where they once again check load Decking • Air Systems • ABS Systems securement and update their log book. They then receive another tee time which, depending on weather and road 5th wheels • Kingpins and pickup plates conditions, is usually about 20 minutes after arrival. Panel Patching and replacement There are various other checkpoints along the way with
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Lockhart Lake Camp being about midpoint on the road. Here you can choose to have a nap or get food and coffee before heading up the road to your final destination. Depending on the mine you are delivering to a one way trip could take anywhere from 14 to 17 hours. Loaded speeds are strictly enforced at 25 kph unless posted otherwise and 10 kph over the loaded speed limit for returning empty trucks. The only exception to these speed limits is where a hammer lane has been put in for returning trucks. On these stretches they can go up to 60 kph. If you have a backhaul you must follow the same rules as trucks going up loaded – a slow and steady 25kph. The reason for the strict enforcement of the speed limits is and spacing is because a loaded truck at higher speeds can create a bow wave out in front of the truck which can cause the ice to break up. This is not a problem when going the posted speeds so, contrary to TV advertisements, the ice roads are in fact some of the safest roads to drive on the planet. Many drivers have said that they go north to drive the ice roads in order to get away from the dangerous winter highway driving conditions down south. Having been up the road in the daylight I was then given the opportunity to go up again at night with Dale Wishart, the night on road safety crew member - and it did not disappoint. It was a great chance to once again see the northern lights. I saw them often when growing up in Ontario but I didn’t realize until then how much I missed
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them. The run up at night also gave me a chance to compare the difference between day and night driving on the ice road. Everyone is different but personally I prefer to drive at night. I found the road was easier to see as there was no glare from the sun off the snow. Either way you have the spectacular scenery of the north during the day or the northern lights at night. In chatting with the drivers I found that even though they all have their own routines that they like to follow, they all agreed that having a routine is the best way to make it up and down the road safely and efficiently. You need to find what works for you and stick with it. When you are moving along at a snail’s pace it can be difficult to stay focused. Some of the longer straight crossings can take up to three hours to cross. For me the professionalism that the Tli Cho drivers had was unmatched by anything I have seen before. Not only the drivers, but the company as a whole is totally focused on safety, and professionalism. The DOT are present on the Ingraham Trail and often drive up to the first checkpoint on the ice road. Winter Road Security enforce road speed limits and safety. Make no mistake both Tli Cho and Winter Road Security take safety very seriously. There is no room for cowboys here. It is by the book, no exceptions, and no excuses. The Winter Road Security can hand out fines, suspend drivers and even remove them from the road
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permanently. The unsung heroes in all of this are the road crews. They are the first ones out to clear and prepare the roads for the season and they maintain the road with incredible skill. It is their responsibility to keep the road open and safe for everyone. I would like to send out a big thank-you to Brian and his whole crew for putting up with me being around asking questions and observing them as they worked. They made me feel welcome - just like one of the family. Who knows maybe next year I will take Brian up on his offer and spend a full season on the road watching the northern lights dance across the sky as part of the great crew from Tli Cho.
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From the Patch By Tamara Weston
Tamara and her husband Eric, were the Rig of the Month drivers in our October 2014 issue.
It appears that ever since I was featured on the cover of Pro-Trucker along with Eric, I can no longer go about my business unnoticed. I have become recognizable as “that girl” I go to get new tires on my truck and the boys have to make sure they tell me how they read the article, and how cool it is, what a nice truck I was driving etc. I go to the truck wash and they recognize first the truck then me, and go the extra mile to make sure she is good and shiny. It was on one of these spa days, that I was recognized yet again. He was an older gentleman, and his truck was an older Kenworth, car hauler. He was standing watching them shine her up; I had just walked up to see how they were making out with my truck. He introduced himself and started asking how I was making out, like he had known me for years. Asked me all about my truck, how I liked the newer trucks, all the while keeping an eye on his old girl. When he was all done asking me about things, he went on to tell me about his truck, how she had close
to 3 million miles on her. He went on to tell me about his adventures, driving back and forth across Canada, the best places to eat, which parts I should try and get to as well as some misadventures down in the States. Apparently, you don’t want to ever deliver cars down in New York, all they do down there is honk, and drive like lunatics. From all my adventures to that one moment, I learned something. I learned that for these old time truckers, it’s not just a job. It’s a passion. It’s a love affair more than anything. For some, it’s the love of the open road, the love of the adventure, for others it’s the love for their truck. For my new friend, it was definitely the love affair he had with his truck. He loved every inch of her, he knew each and every bolt, each and every scratch and he put every one of those 3 million miles on that old truck. I had begun to believe I was odd, that it was in fact just a girl thing, this love for my truck that I had. But, I was wrong, it’s not just a girl thing, and I was not the only one who felt a part of their truck. I know one thing for sure, I am sure glad I was asked to go down to Red Deer for Big Rig Weekend, and meet all you guys at Pro-Trucker and I am glad you thought we were interesting enough to feature on the cover of your magazine. I’m grateful for the adventures I’ve had and continue to have and more so for the amazing people I get to meet along the way.
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The Bear’s View
Constable Tim Schewe (Retired)
Bring Back Automated Speed Enforcement
According to B.C.’s new 10 Year Transportation Plan, safety on British Columbia’s highways and side roads is the ministry’s number-one priority. Four pages of the 56 page report are dedicated to the topic. Aside from physical infrastructure improvements and singling out left lane hogs for special attention, only the slow down move over law is mentioned. My wish is that the province would bring back automated speed enforcement. I’m not going to advocate for the photo radar program that the current government scrapped, but for time over distance or section control of vehicle speeds. Instead of an instantaneous check of velocity, vehicles are recorded when they enter and when they leave a highway segment. If the vehicle’s average speed in the segment is over the posted speed limit enforcement action is taken. Momentary inattention is not penalized, but consistent inability to follow the limit is.
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This type of automated enforcement is in use in Europe and the European Transportation Safety Council reports that “The majority of evaluations of sites using section control show evidence of reductions in average and 85th percentile speeds, most often indicating that these speeds were reduced at, or below, the posted speed limit.” Examples of significant reductions in collision numbers, injuries and fatalities are given for the various member countries that operate these systems. I suspect that if drivers chose not to exceed the speed limits, the need to worry about left lane hogs mentioned in the plan would be reduced. Section control would also free police to focus on other behaviours that we like to complain that they should be doing instead of speed enforcement. ***** A blonde got a job as a physical education teacher of 16 year olds. She noticed a boy at the end of the field standing alone, while all the other kids are running around having fun kicking a ball. She took pity on him and asked, “Are you okay?” “Yes.” he said. “You can go and play with the other kids you know.” she said. “It’s best I stay here.” he said. “Why’s that sweetie?” asked the blonde. The boy looks at her incredulously and said, “Because I’m the goalie!”
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The Lady and Her Legacy Her hands are cracked and callused from the work that she has done Her hair has lost its luster from the hours in the sun She stands there in that faded dress she has had for oh, so long Yet on her lips there is a smile, in her heart there is a song: She’s a woman and a mother, she’s a lover and a wife A very special person, the one who gave me life. I’ve seen her when she was happy, and seen her when she was sad Seen her cheer as I did well and cry when I was bad. Would she be proud of what I am, the man that I’ve become Dave Madill Dave Madill was Would she even look at me and say that I was her son Pro-Trucker Magazine’s Rig of the Month in June She tried to teach me how to live and how to be a man of 2001 and he has been entertaining I’ll try to make her proud of me and do the best I can.
Tow Truck Driver
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
He backs his truck into its spot at the end of a long hard day, No one knows what he’s been through just to make his pay. He started off at Four AM at an RCMP spot check Towed a car to impound but at least it was not a wreck. Changed a tire for a senior who had hit a bad pothole, Later there was a bad one when a car hit a light pole. Four went in the ambulance but he heard later two were dead, The cries of the victims still echos in his head. No one knows his anguish and no one knows his pain, Yet he must carry on -- still he feels it all again. Eight PM he backs his truck slowly into it’s bay, Twelve different calls and the end of another long hard day. PAGE 46
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