Pro-Trucker Driver Choice September October 2025 Edition
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FROM THE EDITOR’S DESK
BY JOHN WHITE
For Canadian truck drivers, crossing the U.S. border isn’t just about customs paperwork, ELD checks, and safety inspections—it’s also about language. Under U.S. regulations, commercial drivers must be “proficient in English,” able to converse with officials, understand traffic signs, and complete documentation. On paper, it sounds straightforward. In practice, it’s anything but.
Canada is a bilingual nation, and our trucking workforce reflects that diversity. Thousands of professional drivers grew up speaking French first, while many new Canadians in the industry are fluent in Punjabi, Hindi, Tagalog, or Mandarin long before they master English. These are highly skilled, safety-conscious professionals, many with years of accident-free records. Yet, some face extra scrutiny or even denial at U.S. ports of entry because their English doesn’t meet an inspector’s subjective standard.
The real issue is not safety—it’s the vagueness and inconsistent enforcement of the U.S. rule. While everyone agrees that communication is essential, the question remains: how much English is enough? Do drivers need perfect grammar, or simply the ability to understand “bridge out ahead” and “weigh station open”? Blocking qualified drivers over a technicality disrupts supply chains and unfairly penalizes professionals who are performing their jobs safely.
That raises the obvious question: should Canada impose similar rules on our side of the border? After all, if the U.S. demands English proficiency, wouldn’t it make sense for Canada to follow suit?
The answer isn’t so simple. Unlike the U.S., Canada is officially bilingual. Any regulation here would need to account for both English and French, respecting the rights of francophone drivers who have built long careers operating primarily in French. A language proficiency requirement in Canada would mean that Canadian law enforcement and CVSE personnel would need to be proficient in both English and French, enabling them to enforce the law effectively. Currently, New Brunswick is the only province in Canada where being bilingual is mandatory. Quebec has a French requirement only. Add to that our growing reliance on immigrant drivers—many of whom begin their careers with limited English or French—and a strict testing requirement could worsen the driver shortage at a time when the industry is already stretched thin.
It’s also worth remembering that Canadian roads are designed differently. Our signage relies heavily on international symbols rather than text, making it easier for non-native speakers to navigate safely. Modern technology, from GPS navigation to translation apps and bilingual dispatch systems, continues to bridge communication gaps.
Still, language can’t be ignored. A common-sense solution would be a functional bilingual standard—requiring drivers to demonstrate the ability to understand critical road signs, communicate with enforcement officers or emergency responders, and manage essential documentation. Carriers could support this by offering training programs that focus on practical, job-related language skills rather than academic fluency.
Trucking is about moving freight safely, efficiently, and reliably. That depends more on skill behind the wheel than on polished English grammar. Canada doesn’t need to mirror the U.S. model—but we do need a balanced approach that puts safety first without closing the door on qualified, hardworking drivers who keep this industry moving.
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RIG OF THE MONTH by
John White
David Benjatschek called to say he had just done a photo shoot with a great guy who had an interesting story to tell. His name is Dale Croswell from Thorhild, Alberta. His daughter, Melissa Ohla, asked if she could write his story. It turned out she has a talent for writing, and instead of writing Dale’s story, I was able to go fishing with my grandkids, Mason and Mackenzie. Thanks, Melissa, you did a fine job, and the fishing was great. This is Dale’s story:
I was raised in Newbrook, Alberta, a small community where trucks were as common as tractors and part of everyday life. My dad was a trucker, and so were several of my uncles. Uncle Al, Uncle Homer, Uncle Gerald and even my cousin Larry followed the same road. For a boy growing up in that world, trucking wasn’t just an occupation; it was part of the family fabric.
The sound of a diesel engine rumbling in the yard early in the
Dale and Debbie Croswell
Pictures by: David Benjakschek www.wowtrucks.com
morning, the smell of grease and fuel on my dad’s clothes when he came home, and the stories swapped around the kitchen table all worked their way into me before I was old enough to really understand them. When other kids played ball or dreamed of being cowboys, I was fascinated by trucks. I’d watch my dad and uncles roll out, their rigs gleaming with pride, and I knew deep down that one day I’d follow the same road.
By the time I was ten or eleven years old, I was already behind the wheel. My dad was the one who taught me. He had patience, but he also believed in doing things right. He didn’t just show me how to turn a wheel or shift gears; he made sure I understood the responsibility that came with handling a machine that could move mountains and the respect that came with sharing the road.
I can still picture my hands gripping that big steering wheel, my dad sitting beside me, guiding me along with a steady voice. He never raised his tone; he didn’t need to. A look or a few calm words were enough to teach me the lesson. I remember the first time I managed to keep the truck steady down a gravel road. The smile on his face told me I was on the right path.
When I turned sixteen, I went straight down and got my driver’s license that very day. I couldn’t wait another hour. Two years later, on my eighteenth birthday, I made sure I had my Class 1 in hand. That was the real milestone, the piece of paper that said I wasn’t just a kid who grew up around trucking anymore. I was a trucker myself.
In those early years, I had plenty of mentors. My dad was number one, but I also looked up to my uncles and many of the old truckers in the
area. They were tough, hardworking men who treated their trucks with pride. I admired the way they carried themselves, steady, dependable, always ready to lend a hand when someone was stuck in the snow or broken down on the side of the road.
Each of those old-timers had something to teach. Some knew every nut and bolt on an engine, others had tricks for handling icy hills or heavy loads. But more than that, they taught me about attitude. Trucking wasn’t just about horsepower or miles, it was about character. It was about being the kind of man others could count on.
My first truck was a 1969 Chevy with a 366 engine. It wasn’t much by today’s standards, but to me it was a ticket to freedom. I can still remember the thrill of firing it up and taking it down the road, knowing it was mine. In 1971, I bought a
a GMC 9500 with a 318 Detroit and a gravel box, one of the first trucks in the country to haul a pup trailer behind it. That was something to be proud of. It made me feel like I was part of something new in the industry.
From the very start, I was independent. I never drove for anyone else. I worked with my dad, but I always owned my trucks and hauled my own loads. That independence became a defining part of my career. While others worked years for companies before striking out on their own, I built my life from the beginning as my own man behind the wheel.
Trucking has been a life of variety and adventure. The work took me all over, sometimes close to home, sometimes far away, and often into places where highways ended and only cut lines or bush roads carried
work exciting.
There were stretches when the job meant being away for weeks at a time, staying in camps. Logging, paving, gravel hauls, or reclamation projects often meant living side by side with the crew. Those camps may have been simple, but they were full of laughter, stories, and friendships that lasted a lifetime. Sharing meals and evenings with the men I worked with built bonds as strong as family, and I look back on those days with nothing but fondness.
Other times, I hauled closer to home, running gravel, asphalt, or equipment where I could park my truck at night and sleep in my own bed. Those were special times too, giving me more moments with Debbie and the kids, while still keeping the wheels turning and the work moving forward.
Wherever I was, I took pride in the job. Snowstorms, icy hills, crooked roads, those challenges made me sharper and stronger. I was fortunate that, despite it all, I never had an accident. Some might call that luck, but I believe it came from the lessons my dad taught me early on:
respect the road, respect the machine, and keep a steady hand. Those values guided me through every mile.
Though trucks were always my first love, I also built up a string of machines over the years. Cats, hoes, and other heavy equipment that kept me working when the hauling slowed down. Some days I’d finish a haul, park the truck, and climb into a dozer to push gravel, clear brush, or shape ground.
A lot of that work was tied to cut lines, carving paths through the bush, or reclamation jobs, where we’d restore the land after projects were finished. Reclamation wasn’t glamorous work, but it was honest. There was satisfaction in taking a torn-up patch of land and returning it to something close to what it had been before. Between the trucks and the machines, I stayed busy, kept the bills paid, and kept food on the table.
Through it all, my family was at the center of everything. My wife, Debbie, was my partner in every sense. She handled paperwork, organized the business, and kept things running smoothly whether I was home or away. She raised our
kids, managed the household, and still found time to keep the business side in order. Without her, I wouldn’t have been able to do what I did.
Our kids grew up around the business. Doug and Cam learned to drive young, and Melissa followed in Debbie’s footsteps, keeping the details in order. Everyone pitched in. When I was away, they held things together. When I was home, we worked side by side. It was never just “my” career; it was a family business from the beginning, and each of us had a hand in making it succeed.
My dad also played a huge role in shaping my life. He passed away in 1981, far too young, but the time I had with him left me with lessons I carried all my life. I remember working alongside him in the 1950s, hauling gravel. We’d stop at a little store on the way to the pit, buy a ring of kielbasa and orange pop, and roast it over a fire before loading up again. They were simple moments, but they meant everything. He was my father, my mentor, and my best friend.
By 2004, after decades of hauling, running machines, and spending years on cut lines and in
camps, I thought it was time to retire. I’d put in my share of miles, worked long days, and built something to be proud of.
But retirement didn’t last long. Trucking wasn’t just a career to me, it was in my blood. I missed the rhythm of the work, the feeling of climbing into a truck, and the satisfaction of a hard day done right. So it wasn’t long before I was back at it, this time taking a new direction.
Together as a family, we transitioned into the gravel industry, putting my experience and equipment to use differently. That led naturally into concrete, and before long, we had added that side of the business as well. Gravel and concrete became our new focus, and they carried us into the next chapter of our lives.
Today, Debbie and I work
alongside our kids, Doug, Cam, and Melissa in the gravel and concrete business. We’re in our seventies now, and it means the world to us to see the next generation carrying things forward.
What started with my dad, passed down to me, and now continues through our children, has become more than just a business; it’s a family legacy. The trucks, the machines, the long days of hard work, they’re part of who we are. Each of our kids brings their own strengths, ideas, and energy, but the foundation remains the same: honesty, hard work, and pride in a job well done.
There’s a deep satisfaction in looking back over all these years, from my first days driving with my dad, through the long hauls and camp jobs, through the string of machines and reclamation work, through
gravel and concrete, and seeing how it has all come full circle.
I set out to make a life in trucking, and along the way, I built not only a career but also a family business that will last beyond me. That’s the greatest reward of all: knowing the road doesn’t end here, but keeps going with the next generations.
It’s been a good life. Hard at times, sure, but always worth it. Trucking gave me independence, friendships, and a chance to build something lasting with my family. It taught me the value of hard work and the importance of staying true to yourself.
If I had the chance to do it all over again, I wouldn’t change a thing.
Letters to the Editor
To the Editor:
I’ve been driving long-haul for almost 20 years, and I still don’t understand why drivers here are still paid by the mile instead of by the hour. Every time I’m stuck at a shipper for three hours or waiting out a storm, I’m effectively working for free. With the rising cost of living, I think drivers should be paid for every hour we’re on duty.
Bob Philips Edmonton
Editor’s note: The “Paid-by-the-mile” model has been a trucking staple for decades, but things have changed a lot over the years. The delays appear to have increased with the volume of traffic on the road. UK and European drivers have traditionally been paid by the hour, and the system works well for them. Will we see a national shift? It may take regulators and industry leaders to push the conversation forward, but you are not alone in your thinking. Many drivers have said the same thing.
John,
Since Canada made ELDs mandatory, I’ve noticed mixed reactions among drivers. Personally, I don’t mind the technology—it keeps everyone honest— but ELDs make us less flexible when dealing with real-world problems like weather, border delays, or lack of parking. Sometimes ELDs seem like just another layer of stress.
Nav
Basrur Winnipeg
Editor’s note: ELDs were designed to improve safety and compliance, and in many ways, they have. That said, you’re right about the loss of flexibility—especially when dealing with road closures due to accidents or weather, and then you have border slowdowns and parking shortages. All of them eat up valuable driving time. The device doesn’t bend when real-life problems do. Unfortunately, ELDs encourage some drivers to race the clock, which often doesn’t end well.
To the Editor:
I’m a newly licensed driver who went through the MELT program here in Saskatchewan. I feel confident with the basics, but after being on the road for a while, I realize I’ve still got a lot to learn. Two of my friends have gone into trades (electrician and plumber), which I didn’t consider at
the time. I love driving and have always wanted to do it, but they have a lot more support and a guaranteed wage. My question is: Why doesn’t Canada have a Red Seal or apprenticeship program for truck drivers, like it does for other trades? Wouldn’t that encourage more people to be drivers?
Just sign me a greenhorn in Regina
Editor’s note: Many others and I have been advocating for making truck driving a Red Seal trade for years, and the arguments are strong: standardized training, national recognition, and a clearer career pathway. Critics argue that trucking is too diverse—encompassing long-haul, local, heavy-haul, and specialized routes—to be fit into a single Red Seal certificate. However, that doesn’t hold water, as electricians can work on a wide range of projects, from houses to apartment buildings and huge hydroelectric plants. Some industry groups are lobbying for apprenticeship-style models that would give new drivers mentorship and structured progression. If this idea gains traction, it could change how the public views our profession—and attract the next generation of skilled drivers.
Pro-Trucker Driver’sChoiceMagazine
Bad Drivers
Bad drivers… I don’t have to let that hang out there for long without everyone conjuring up their latest memory of someone in the motoring public lacking common sense, lacking attention or outright being a menace on the roads. It is a topic that is discussed ad nauseam, along with more causes and cures than we have room to write about in this magazine. I would, however, like to focus on one area near and dear to my heart, behaviour around oversize loads.
My niche in the industry is hauling mainly big, ugly machines and loads. I don’t like to use the term heavy haul because there’s a big argument apparently over what constitutes “heavy haul,” so to save the argument, let’s just call it oversize transport. About 95% of what I haul is over 8’6” wide, over 14’ high, on multi axle trailers and exceeding 110’ long. In addition, outside of the spring ban season, we are usually permitted for extra weight over and above the legal limits for axle groupings. If you’re in this group too, you may want to skip down a paragraph or so while I explain pilots.
When you are on a permitted load, depending on your size, you may require pilot cars or escorts, as they call them in the states (explain this to your wife before you say you’re waiting in Houston for an escort!) Pilots are there to alert and or stop traffic, add extra eyes on the load for tight spaces and sometimes to check clearances on overheads
and bridge rails. A good pilot or team of pilots can be the difference between smooth sailing and twisted metal. That said, they can only do so much.
On one of my most recent trips, I was tasked with taking a large module for a project from Calgary to Prince Rupert. The dimensions of the load were 20’8” wide, 13’9 tall, and 69’ long. My trailer had to be stretched out to 56’in the well, so I had nearly 60’ from my drives to the first axle on the trailer. Being this size in Alberta required two pilot cars and daylight travel only. In BC, we needed a route study, travel plan, four pilots, approval from all the highway districts we were travelling through and night travel only from 11 pm to 5 am.
After we loaded on the first day, we waited for rush hour to be over in Calgary and left the manufacturer at 6:30 pm. Aside from almost not being able to make it out of the gate, we had a clean and painless run out to the Shell on Highway 22 just north of Cochrane. We had to shut down over an hour short of sunset because there is a severe lack of parking for loads that size.
Day two started at sunup and was again uneventful except for a few impatient passers. This is my first point of education for anyone following a piloted load. If a pilot car is blocking you from passing, it’s for everyone’s safety, not because they’re being a jerk! The truck driver and all of the pilots are in radio
By Greg Evasiuk
Greg is a 3rd generation trucker with over 1 million miles and 22 years in trucking.
communication with each other. The rear car is instructed to keep traffic back and hold specific lanes to clear obstacles. They also know when oncoming traffic is coming towards you, as the leader is letting them know. As I said above, pilots can only do so much, and some drivers still push past, putting everyone at risk. We ended the first part of this day at 2:00 pm at the AB/BC Border.
At 11 pm that same night, we hit the road into Beautiful BC, although it was dark, so you would never know it! There was a time when I questioned the nighttime-only travel for the biggest loads in BC, but the lack of traffic more than makes up for the lack of vision. After Tete Jaune, we encountered only a handful of vehicles en route to our parking space just past Prince George. Yes, only 361km were travelled in that shift; that is the downfall of oversize hauling: the restricted hours! High milers need not apply!
The next night we rolled again at 11 pm. The first major challenge of the night was the town of Burns Lake. With a long, wide load, you have to shut down traffic through all of downtown as you need to use the oncoming lane to make the first hard right as you come into the town.
After that, you essentially need both lanes to make all the twists and turns, along with avoiding any parked cars. It all went surprisingly well. It was some time later when we had a real scary near miss.
With two pilot cars in the lead, the first one runs about a km ahead of the load, scouting and also waving vehicles to the side. The second car runs about 200m ahead of the load, again waving cars to the side and or stopping them when the load will require the whole road on a bridge or between two narrow guardrails. It was a bridge where we came to
our next “teachable” moment. My second car had its stop sign out and was waving that and its lighted wand to stop vehicles before a blind corner onto a bridge, and I was on said bridge. No one else would fit… A white Cadillac Escalade blew past all of his flashing lights and signs, which required taking the shoulder of the road. Between my hitting the brakes hard and him presumably doing the same while he cranked it towards the ditch, we missed hitting by inches.
With my youngest having just attained her papers months ago, I had
A man goes to the lawyer: “What is your fee?”
-Lawyer says: “1000 US dollars for 3 questions.”
-Man: “Wow - so much! Isn’t it a bit expensive?”
-Lawyer: “Yes, what is your third question?”
the chance to review the licensing handbook for Alberta once again. There is nothing in it about what to do when encountering oversize loads or pilot cars. I mean, it seems like common sense to me, but as the above-mentioned incidents prove, it is not. Honestly, I’m pretty sure writing it in a handbook wouldn’t solve anything either, but we need to start somewhere. I would even advocate for pilots being able to run blue flashing lights when they need to stop traffic, as it seems to be the only colour that gets people’s attention. Bad drivers… what’s the answer?
Different World
Editor’s note: Jim Park has always been one of my favourite truck driving writers. I first met Jim when he was working for Highway Star magazine. He came out to one of our BC Big Rig Weekend Truck Shows. We had a dunk tank, and some of the drivers dared us to have a competition. We agreed, but Jim said he wasn’t much of a pitcher, so he insisted that one day we do the same thing on the golf course, and I agreed. I was playing a lot of ball at the time, and Jim got pretty wet. I am definitely not a golfer, and unfortunately, Jim has never had the opportunity to get his revenge. This is an open challenge, Jim. Come out to the APNA show next year, and you can kick my butt on the golf course. Up to now, you are the only person who hasn’t.
This is an article that Jim wrote about 10 years ago, and he graciously allowed me to reprint it. It is still one of my favourite articles that shows new drivers what they missed in the “good ole days.”
New truck drivers don’t know how easy they have it today. Air suspensions, power steering, climate control, air ride seats, no gear shift ... Today’s big trucks are Cadillacs in every way compared to the trucks industry pioneers worked with. I had many opportunities to reflect on how far trucks have come in the past half-century when, over the past two weeks, I spent a few days at Mack’s Customer Center in Allentown, Penn, driving one of their prized restorations -- a 1957 B61 Mack -- and then a week later, I found myself Orlando, Fla. judging the 2014 Truck of the Year contenders for the American
Truck Dealers.
You simply can’t compare today’s trucks to their predecessors. They are as different as a DC3 aircraft and a Boeing 767. Alternatively, the Phillips console radio our grandparents (or great grandparents) had in their living rooms and an iPod. And let me be perfectly clear; I’m not denigrating the B61. It was state of the art in its time and remains an iconic reminder of trucking’s early days. Mack produced the B-model between 1957 and 1966 in all sorts of configurations for many different applications. Lots of them are still running today -- most as restoration projects but there are a few still working. I wonder how many Cascadias, Pinnacles or ProStars will still be running in 2065?
Mack’s 1957 B61 can be seen at the Customer Center in Allentown, Penn.
The truck Mack entrusted to me that day rolled off the assembly line 1957, making it a year older than I am. It’s probably in better condition than I am too, but that another story. One of the earlier versions of the truck, it had a 170 hp / 600 lb-ft Thermodyne engine mated to a 5-speed main transmission and a 2-speed auxiliary -- a duplex in other words. They came with 5x3 and 5x4 transmissions as well. The seat had no suspension save for a thick foam cushion full of springs. There was no heater or air conditioner, and the beefy steel springs on the front and rear axles ensured the driver became vividly aware of every pebble, crack or pothole on the road.
The giant steering wheel provided
By Jim Park
leverage to help with tight turns. The steering wheel is gigantic -- part of the armstrong steering system. For those too new to get the gag, ‘armstrong steering’ means the driver reefs really hard on the big wheel to turn it. It was of necessarily large diameter to give the driver some extra leverage in tight spots. And don’t kid yourself, the big wheel was of little advantage. When the truck isn’t moving, it’s near impossible to turn the wheel. When reversing into a dock, the tight maneuvering often required even with the much shorter trailers of the day meant the driver had to inch the truck forward or backward to even begin turning the wheel. Palming the wheel as we do today wasn’t even a possibility. You got a real workout just alley-docking the truck.
Two Sticks -- One for Each Hand
Then there are the transmissions -- yes, plural. The main and the auxiliary. Today, they are bundled together in the same box, roughly speaking, with the two gearshifts replaced by the shift lever and a hilo range selector, roughly equal to today’s 9- or 10-speeds. The triplex and quadraplex transmissions (5x3 and 5x4) roughly parallel today’s 13and 18-speed gearboxes.
In principal, they are easy enough to command. First gear on the main
box, low then into high on the auxiliary. That’s the easy part. Next, shift the main into second, but before engaging the clutch, you pull the auxiliary out of high, rev the engine, slip it into low and engage the clutch. Now you’re in second low. Depending on the load, you might have to do that all the way up through the gears ‘till you get to top speed. More likely, you’ll cheat and run through a few gears in low before you have to start splitting them. It only gets worse when you get into the 3- and 4-speed auxiliaries.
Talk about distracted driving. Both hands on the wheel -- even one hand on the wheel -- wasn’t always possible.
Shift timing had to be impeccable, and good drivers could often skip shift and even split odd gears. If you missed a shift, the old bulldog would bite you but good. The teeth on the gears were spaced pretty widely apart, so there was a good chance that a partially engaged gear would kick the shifter back. If you were lucky, the meaty part of the palm of your hand took the brunt of it. Drivers have had wrists and fingers broken by the kickback.
If you happened to miss a split shift, you wound up in what they called double-nothin’ -- both transmissions in neutral. That often meant a full stop to get the thing back into gear, though some of the better drivers could finesse them back into gear, if they could remember which gear they were in.
You’ve no doubt seen pictures of drivers with one arm wrenched through the steering wheel gripping a shifter while to other arm grapples with the other stick. God forbid you happen to hit a pothole at that moment, because the big steering wheel with all its leverage could whip around and easily break an arm.
The first tractor-trailer I drove back in ‘78 was an R-model Mack with a twin-stick 6-speed and a 283 horsepower Maxidyne engine. A relatively simple transmission to sort out -- the taller stick was hi-lo and the shorter was 1 through 5. It usually only required one range shift from lo to hi, usually in fourth. Often, you could start in hi forget about a range shift.
Getting the hang of the duplex Mack let me drive wasn’t much of a chore, but I’m glad I was careful to get out of hearing range of its caretaker before attempting a range shift. I ground a few gears, but didn’t cause any permanent damage I don’t think. After all, it’s a Mack. The palm of my tender, keyboard-toughened right hand continues to remind me of my lack of shifting finesse. Drivers had two shifts to make before revs and momentum were lost.
Off with the Rose Colored Glasses It was a noisy, rough and physically demanding truck to drive, and I was just bobtailing around the course at the now-retired proving grounds at Mack’s Customer Center. My shoulders were a little stiff at the end of the day, and still ached the next morning when I went in to drive a couple of Mack’s contemporary models. It was a good way to illustrate how far truck technology has come. I can only imagine how drivers would feel after eight or ten hours of banging around the city in one of those trucks. We look at them nostalgically today, but they beat drivers up pretty good.
The other makes and models of that vintage were the same. There was almost no suspension to speak of, drivers baked in the summer and froze in the winter and there was barely enough room behind the wheel for even a 200-lb driver. Sharp metal edges were everywhere in the cab. There were no seatbelts or air bags, no adaptive cruise control or stability
control systems and certainly none of the comforts drivers enjoy today like upholstery, air conditioning, lumbar supports, automated transmissions, subwoofers, GPS, etc.
The old trucks were primitive mechanically, too. They lacked the massive torque and horsepower we take for granted today (hence the larger number of gear ranges). I recall reading the spec sheet on a Caterpillar engine from the 60s. I can’t remember the model, but compared to Cat’s recent C13 engines, the old engine was more than twice the weight for less than half the horsepower.
But primitive wasn’t necessarily bad in all respects. It wasn’t uncommon for drivers to tear an engine down at roadside if they threw a bearing or something. Most of what could go wrong with them could be fixed or jimmied with a bit of whiskey and some baling wire. Sadly, that’s no longer the case. With today’s telematics capabilities, the truck can self-detect a fault, notify a nearby shop and book itself an appointment. But they can still sit for days waiting for parts.
Say what you want about them, I love the old trucks. They smelled like trucks -- hot oil, grease, diesel, sweat, etc. I guess they didn’t invent those stinky little Christmas tree air fresheners ‘till sometime later. And while I really like new trucks too, I doubt many of today’s trucks will still be running 50 years from now, so enjoy them while you can. The upside is few of them are likely to break your arm just because you missed a shift. That has to be seen as an improvement.
Building Safer Workplaces Through Joint Health and Safety Committee (JHSC) Training
Every day, workers across BC’s transportation industry face unique challenges, from navigating busy highways to handling heavy cargo under tight deadlines. While these challenges are part of the job, workplace injuries do not have to be. Creating truly safe workplaces requires more than just posting safety rules or distributing personal protective equipment. It demands a collaborative approach where workers and management unite to identify hazards, reduce risks, and champion a culture where everyone goes home safely each day.
This is where Joint Health and Safety Committees (JHSCs) become game-changers. When properly trained and empowered, these committees transform from compliance checkboxes into dynamic safety leadership teams that make real, measurable differences in workplace safety outcomes. SafetyDriven – Trucking Safety Council of BC is proud to offer indepth training designed to empower committee members and help British Columbians stay safe.
Who is SafetyDriven?
SafetyDriven is dedicated to helping companies in trucking and related industries build robust, effective safety programs. Through
BY: SAFETY DRIVEN: TRUCKING SAFETY COUNCIL OF BC
practical training, tools, and support grounded in regulator-approved standards, we help employers and workers work together to reduce injuries, stay compliant, and enhance productivity.
What sets SafetyDriven apart is our understanding of the commercial road transportation industry’s unique challenges. We know that a onesize-fits-all approach to safety does not work when you are dealing with everything from long-haul drivers to warehouse operations, from small family-owned businesses to large fleet operators. Through our comprehensive suite of resources, specialized training courses, and hands-on expert guidance, we provide practical solutions that actually work in the real world.
Our mission is clear: to empower companies like yours to create or strengthen your existing health and safety programs, with the goal of reducing workplace injuries and fatalities industry wide.
Understanding JHSCs: More Than Just Compliance
A Joint Health and Safety Committee represents something powerful - the coming together of employer and worker perspectives to create a safer workplace for everyone.
These committees consist of equal representation from management and workers, creating a balanced forum where safety concerns can be raised, discussed, and addressed collaboratively.
Think of a JHSC as your workplace’s safety intelligence network. Committee members serve as the eyes and ears of the organization, identifying potential hazards before they cause harm, investigating incidents to prevent recurrence, and recommending practical improvements that make everyone’s job safer.
Legal Requirements in BC
WorkSafeBC mandates that:
- Workplaces with 20 or more employees must establish a functioning JHSC
- Workplaces with 10-19 employees must designate a worker health and safety representative (requiring 4 hours of training)
- All JHSC members selected on or after April 3, 2017 must receive 8 hours of training to fulfill their roles effectively
But here is what the regulations do not capture: the most successful JHSCs go far beyond minimum compliance. They become integral parts of their organization’s decision-
Dave Madill
Sadly Dave Madill passed on May 1st of this year. He will always be fondly remembered and missed.
Endless Highway
Thirty years of driving on a highway without end
Another lonely truck stop is waiting around the bend I’ll joke and tease the waitress and talk to the other guys
We’ll talk about conditions and tell a couple lies
Then it’s back to this old truck, the highway looms ahead Sometime before tomorrow I’ll spend some time in bed.
The highway never seems to stop, it goes on around the bend,
From east to west and north to south, it never seems to end.
Could there be a highway that leads to heaven’s gates?
And maybe one that runs to hell, where the Devil sits and waits…
Let me take the right road, when it’s time to make that ride,
And have lots of room for parking, when I reach the other side.
Thirty years of driving on this highway with no end
Could there be a better truck stop somewhere around the bend.
making process, influencing everything from equipment purchases to work procedures to company culture.
Under WorkSafeBC regulation, new JHSC members must complete eight hours of foundational training within six months of selection. Each member is also entitled to eight hours of education leave each year to attend safety training.
SafetyDriven’s Enhanced Approach: Beyond the Minimum
While meeting regulatory requirements is essential, SafetyDriven believes in developing JHSCs that truly excel. Our comprehensive training programs build on the foundation requirements with specialized modules tailored
to the transportation industry’s unique challenges. Designed for both new and existing members, including worker health and safety representatives, this comprehensive full-day workshop covers:
• How to create and maintain an effective JHSC
• Conducting thorough workplace inspections
• Identifying hazards and completing risk assessments
• Performing incident investigations effectively
Your Next Step
A JHSC with well-trained members is a proactive safety asset - not just a compliance checkbox. Equipped with knowledge and tools, committees help foster trust, improve risk management, reduce incident-
related costs, and elevate everyone’s safety awareness.
Contact SafetyDriven today to learn how our specialized JHSC training can help your organization build the kind of safety leadership that makes a real difference. Because when it comes to workplace safety, ‘good enough’ is just not good enough. Your workers deserve better, your business deserves better, and with the right training and support, your JHSC can deliver it.
Ready to get started? Visit SafetyDriven.ca or call 604-8882242 to discuss your JHSC training needs. Together, we can build safer workplaces while driving safety forward in our industry.
Keeping fit on the Road
Marcel Larouche was our May 2011 Rig of the Month driver. My first contact with Marcel was when he called to sell me advertising space. This was a surprise because I was supposed to be selling advertising space. It turned out he was publishing a newsletter in support of the BC container haulers. His genuine concern and the fact that he only wanted money to cover some of his personal expenses won me over, and I ended up supporting the cause. This led, a while later, to me asking him to tell his story in the magazine.
Marcel was an army brat and blessed with a great sense of humour. In his story, he talked about moving to Germany. He said, “On my first day of school, my teacher was not impressed with my behaviour and sent me home. As I walked out, I was thrilled to see a big Canadian army truck coming my way, so I stood to attention and proudly saluted. It turned out it was
Surely you heard that back in the day, most people were slim. Maybe that was thanks to four packs of cigarettes a day, the Mom & Pop quality food or perhaps the natural tallow that was used has since been replaced by corporate seed oils/vegetable oils. Something has changed! One thing is sure: body mass and basic fitness are not likely to inspire the next generation, who are busy looking at their phones.
Something can be done! The engineered food selection found at most truck stops is not the type A kind of meals we need as truck drivers - we can do better. Basic good physical health at no extra charge while on the road is doable. With the help of modern technology that tracks every one of my steps, I can motivate myself to get 10
my dad, who was not pleased, but he gave me a ride home. This ride in my dad’s army truck was one cool moment for me, although I am sure my Papa remembers it differently.
By Marcel Larouche
K steps a day. That’s me and my personal goals, but you don’t need to match me to reach your personal goal. 3000 or 20,000 steps a day might be just right for you. It really is a personal choice, but waiting for motivation is like waiting for a bus while sitting at home. It takes commitment, not motivation. Best to git-r-dun. Tracking the numbers is good, and walking really does the body good. It is also good to see towns in a new light. Places you have driven through for years look different once you have walked around them. A little side adventure is always exciting.
An app and a good, comfortable pair of shoes. Nothing fancy, just basic stuff, and off you go. Depending on your dedication, even more can be done by replacing
“excuses” with commitment! There are or should be some heavy items on your truck offering satisfactory weights. Plenty of motions can be done using eight-pound tow hooks. Lift them in various ways, a bunch of times, until you feel the burn, and that is your first set! 3 to 5 sets should do it. When that no longer challenges you, move up to chains, a single with two hands, for three sets or three with one single hand! Big, strong dudes could probably do that with triples. And then... oh yeah, there’s more... a load bar with chains! Please remember, just like before chaining up to avoid injuries, use common sense and always take time to warm up!
Have a great day, cause the alternative sucks!
Qualifying pack sizes
Shell Rotella® T6: 5 litre, 18.9 litre & case goods
Shell Rotella® T5: 5 litre, 18.9 litre & case goods
Shell Rotella® T4: 9.5 litre & 18.9 litre
For more details or to submit a request online, scan QR code or go to rotella.ca/rewards.
• $300 0 sign on b onus
• Increased mileage rate 10/2021
• Fuel Cap of 47 cent s p er litre
• Fuel p er formance pay program • Late model tractor
• Dire c t dep osit, paid t wice monthly
• Fast cards and passp or t s preferre d
• No cost satellite communication s ystem
• Excellent home time and exible dispatch
• Paid pick ups and drops
• Insurance/ license subsidy is upto 50 % , e qual monthly payment s, no interest • Safet y b onus paid quar terly • Scales/tolls/fa xes
• All miles paid/prac tical miles
• Stable company in business since 1954
Learning Curve
I’ve read a lot about driver training lately, but back in the days of my youth, driver training was still to be invented. Experience was a thing you picked up as you went along. You watched and learned from other drivers, even basic stuff like tying a tarp on a loaded flatbed trailer.
When I was just about nineteen or maybe twenty, I had my car driving licence and was working in the repair shop of a big haulage company called WH Malcom. Back then, you had to be twenty-one to get a truck driving licence. So, I was shunting trucks in and out of the shop, doing repairs and fuelling up the trucks that were going south on the night shift. Then, I would hook them to the trailer they would be pulling, checking for lights out and kicking the tyres.
When a driver came in looking for a job, I was surprised when the manager came out of the office and asked me to go on a drive with him to see if he was capable. We went out in a small tipper, 16-ton gross weight, four-wheeler. I don’t know if it said a lot about what the manager thought about me, a young driver with no experience on the road. Or they were going to hire the guy anyway and were going through the motions.
I remember one day I was desperate to get clocked off and go to meet a girl I liked. I rushed to finish the last truck, topped off the fuel tank, and backed away from the pump. But I was too close to the concrete surround of the pumps, when I turned the steering wheel, I caught the front bumper of the AEC Mandator I was driving. The lovely chrome bumper was pulled out about two feet. I pushed it back in as straight as I could, but it was kinked beyond repair.
By Colin Black
Colin Black lives in Bellshill, Lanarkshire, Scotland and has been driving truck for over 40 years. His story shows us once again that the problems drivers face are universal.
my house, the poles used for drying the laundry.
The first job I got was with a haulage company when the ink on my truck licence was still wet. I was pulling box vans and bulk grain trailers. Then, one day, when the work was slow, I was working in the yard when the boss came out and told me to help another driver change a torn tarp on a loaded flatbed trailer. Everything went well enough until it came to roping the load again. I had no idea how to make the hitch that tightens the rope; we call it a dolly.
So, when the driver on the other side of the trailer threw the rope over, I just looped it around a hook and shouted ok. But I made my mind up to find out how it was done, I looked at hitches on loaded trailers and practiced when I got home with some rope tied to the poles behind
I was only in that job for a year, like a lot of companies, when the work dropped away and things were quiet, they paid men off. As whiskey was their main source of income, it was just before the Christmas holidays when the payoffs came, what a time to lose your job. A young guy who started around the same time as me got paid off. He was married with a young family, and it really got me mad. Strangely, although I didn’t know how to rope a trailer, I was getting kept on, but I had another job lined up with a family acquaintance for the start of the new year. Although I was mad enough to tell them to take their job and shove it, I kept my calm and just said I wouldn’t be back after the holidays.
Then I moved on to a small company that had three other drivers. They could see right away how inexperienced I was. But, like good experienced drivers do they taught me the things I needed to know. And so began my trucking life.
I decided to make my password ”incorrect” because if I type it in wrong, my computer will remind me, ”Your password is incorrect.”
