Pro-Trucker Driver's Choice - May June 2021 (Find your Trucking Job)

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At Transam Carriers, we believe that success is not achieved without professional human attitudes. We are proud of providing some of the most flexible work options in the industry for an optimum work-life balance. All of these, in conjunction with new equipment, modern technologies, in-house truck shop, and cross-dock facility, make Transam an exceptional workplace that we call here our second home.

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NOW HIRING Company Drivers & Owner Operators 2022 VOLVO Trucks available

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Our dedicated transportation division ensures each client’s portfolio encompasses tailor-made coverages; from private auto, cargo and pollution to D&O, bonding and warehousing. Our unique relationships with major transportation insurers, allows us to negotiate enhanced coverages at the most competitive rates available. Our in-house claims manager follows every claim along to a successful conclusion and is available 24 hours a day, 7 days a week.

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FROM THE EDITOR’S DESK BY JOHN WHITE BC MELT Program – the Good, the Bad and the Ugly. First I want to say that there are many very reputable driving schools. They take pride in offering courses beyond what is legally required - not just quickie courses that are often the only course available at some unscrupulous schools. After over 20 years of trying to embarrass Provincial and Federal authorities into upgrading Class one training, it took the tragedy in Humboldt to see any change. And after well over three years of “studying,” the BC Provincial Government has finalized a MELT Program that will come into effect in October of this year. The Good: 1. 140 hours of training far exceeds the number of hours other provinces have set. 2. 20 hours of training to be a MELT instructor. These are experienced drivers who will be following a detailed curriculum put out by the province. 3. Written tests so that you know the classroom work has been done. 4. Students must pass a skills evaluation test to be eligible to take the road test. 5. If a student qualifies on the road test with an automatic transmission vehicle, they will be issued a restricted driver’s licence prohibiting driving with a manual transmission. Let’s skip the Bad and go straight to the Ugly. 1. All training will be with a 48-foot trailer and, “It is expected that employers will provide new Class 1 commercial drivers with industry and job-specific training to orient them to any unique vehicle configurations or cargo securement requirements that are necessary for business operations within each sector.” This does not work. Example: Humboldt. 2. Mountain driving –Student Assessment Requirements calls for “Highway/ freeway and mountain driving,” but mountain driving hours are nowhere to be found in the official driving school curriculum. 3. No winter driving training. There should be an endorsement. 4. Unbelievably, the current driving test will NOT change. As usual, if you practice the route, you’re a driver. 5. Some driver examiners have never driven a truck. Their knowledge comes from reading a manual. If this were a good learning tool, we would not need schools or MELT programs. 6. There is nothing in place to evaluate a driving school. Therefore there are no consequences for poor, little, or even no training. If a driver’s skills are only assessed by using the current road test, how does the examiner know if they have been trained or, if like too often in the past, the license has been purchased? What is needed? 1. Driver examiners who are ex-truck drivers and know the job. 2. Full road test to ensure the school has fully covered and the student is proficient at all the skills outlined in the curriculum. 3. A specific number of mountain driving hours embedded in the curriculum. 4. Winter driving endorsement. 5. A graduated licensing system, which includes articulation point endorsements, for different trailers and loads. 6. More rigid rules to get an NSC – weed out the fly-by-night companies and owners who constantly flout the laws and skirt rules. Conclusion: There will always be loopholes that the unscrupulous will crawl through. Until the provinces put teeth and possibly a rat trap at the other side of the loopholes, the MELT programs will not accomplish what they could have, and, in my opinion, the politicians will still have blood on their hands. MAY / JUNE 2021


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RIG OF THE MONTH by John White

Over the years, many people have come to Canada to drive trucks. Some have been successful, and some have not. This issue’s feature driver is one of the successful ones.


y name is Sean Leatherland, and I was born in 1969 in Whitby, North Yorkshire, England. I have been interested in trucks and trucking for as long as I can remember. The main reason is I grew up around trucks. I am a third-generation driver as both my father and grandfather were in the transportation business. Dad had his own small road transport company. When I first left school, I worked in an auto body repair shop, where I worked on small cars until I was old enough to work for my dad. I started driving 7.5-ton trucks on a car license. I drove all over the UK, delivering doors and building materials to brand new housing developments, but I always wanted to drive bigger trucks. At the age of 21, which is the legal age to get your class 1 in the UK, I was itching to get out and start driving

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a truck. In February of 1990, when I was finally old enough, I tested for my class one, but I hit a roundabout and failed miserably. I retook the test 2 days later and passed with no problem. I wanted to drive big trucks, but first, I had to prove myself to my father. I started on small rigid trucks and then graduated to bigger rigid trucks that could carry 15 tons. I was eventually allowed to drive class 1 trucks as a lease operator for my father, hauling general merchandise, lumber and steel bars for Slater’s Transport in Malton, New Yorkshire. I had many mentors. I worked with many old-school drivers, who taught me, among other things, to rope and sheet a load. (tarping in Canada). They were all old names in the industry. I was given a 1982 Volvo F10 while working for Slater’s Transport, and I

Sean Leatherland stayed there for 2-3 years. After that, I left the family company and went to work doing UK bulk haulage for Jeff Sayers Bulk Haulage. Jeff gave me the chance to buy my own truck and work for him as a subcontractor. I bought my first truck, a 1989 Volvo F10, from Slater’s Transport, with the help of Maurice Foxton, who was the director of Slator’s. They sold it to me at a reasonable price, and then I worked for Jeff for 3 or 4 years. But I always wanted to do more things like travel Europe.

MAY / JUNE 2021 I spent some time at JGB Transport in Aberdeen, moving oilfield equipment and then at Bulmers Transport, moving 30’ bulk intermodal containers. But the longing to do more was still driving me. I wanted to get into European Bulk work. One day while loading road de-icing salt in Middlesborough in the northeast of England, I got talking to a guy who was loading next door. He was loading scrap aluminum for Germany, and I thought that I would love to be doing that, so I decided to make it happen. I made some telephone calls and got on with Avalon European, predominantly hauling potatoes from France and Holland. They had a bulk tipper (end dump) division, which I eventually progressed to. In the bulk division, we hauled animal feeds and grains to Italy, Greece, France, Germany. Even as far away as to Russia with scrap metal. It seems I have never been satisfied with staying in one place, and I was getting restless again. I wanted to gain more experience and see new places. In mid-2011, I was interviewed by a company hiring for a Canadian Company. In October of 2011, I went for another interview in Manchester, after which my wife and I decided to sell everything and move to Canada. On January 4th, 2012, I flew over to start my training with The Alliance Group, working on a contract with Manitoulin Transport. I did two weeks of the classroom with hands-on training, but I failed my first road test. Then two days later, I retook the test and passed. It seems there is a bit of a pattern here. I had a driver coach for a week, going to Whitehorse, Prince George, and North Battleford and then I drove team, leaving Acheson, AB, on a weekly run to Toronto. It was not long before I was bored with that run. I didn’t want to see Toronto anymore. I wanted to see the Northwest Territories and the Yukon, so Manitoulin gave us the chance to MAY / JUNE 2021

do 2 Whitehorse loads a week. We did that run for six months, and then I was allowed to go as a single driver going to Whitehorse, Yellowknife, Fort Simpson, Hay River, Inuvik. After those six months of being in the Northwest Territories and the Yukon, Manitoulin asked me to be a driver coach, which I did for 18 months. I enjoyed the experience. It was interesting seeing the different types of personalities that I was training. But by now, l had the urge to be an owneroperator again. As a trainer on the road, our freight for Prince George used to leave at 10 pm from Acheson. On one trip, a guy I was training was driving, and I was in the passenger seat when he started to fall asleep. I asked him if he was okay to drive, and he said he was tired. We were only at Edson, which is 3 hours from Edmonton. I took over driving and drove the rest of the trip while he slept. When we got to Prince George, we got a hotel, and I told him that we had to leave at 1800 local time, which is 1900 Edmonton time. He slept in, and I had to wake him up, so we ended up leaving later than we were supposed to. He was driving when we left Prince George, and as we got near McBride, BC, it was dark and snowy. We were only doing 50-60 kph up the hill when a huge moose came over the snowbank. There was plenty of time for us to stop, but he didn’t - he hit it, so we stopped to check things out. The moose was dead, and the rad was pushed in, but there was no coolant leak, so I figured we could limp the truck back to Acheson. At this point, I decided that he was no longer driving. I got in the driver’s seat and drove the rest of the way. When we got there, we went straight into the office, where we had to fill out an incident report. After filling it out, I went up to the office to confirm where they wanted the trailer, and when I came back down, I saw the guy running through the yard. I guess he realized he was done for because I


never saw or heard from him again. In January of 2013, I got involved with the Mackenzie Valley winter road, running Norman Wells, Colville Lake, Tulita, and Deline while continuing my run into Whitehorse. Around that time, I asked Manitoulin if I could put my own truck on with them as an owner-operator. They said I could, but I found out I wasn’t allowed to buy one until I was a permanent resident of Canada. Once accepted, to be a permanent resident, you have to go around the flagpole, leave Canada, and re-enter. I got my permanent residency in August of 2014. It required a lot of paperwork being filled out and a good chunk of cash, but it was worth it. On the way back home after becoming a permanent resident, I was thinking, this is it, I have my residency, I’m going to buy my own truck. My first stop (after I kicked everyone out of the car) was at Kenworth, where I purchased a brand new 2015 W900L, which I put on with Northwest Transport. I thought it was awesome. After 2.5 years of not owning my own truck, I finally had my own long hood conventional again. This is what I had been working for. I was back as an owner-operator, and it felt great. We have all had trips to remember, and one of mine was at Eagle Plains, Yukon. The road had been closed for two days due to a blizzard, and then there was a small window of opportunity to head North once the storm passed. Two of us decided to chance it, but looking back, we shouldn’t have taken it because the wind picked back up again just after we left, and the snowdrifts on the road were horrendous. We ended up stuck at hurricane alley, at km 454, for two days before the Yukon snowplows were able to rescue us, so we could carry on to Inuvik. I stayed on with Manitoulin for two years, and then I decided to leave. I wanted to travel more of Pro-Trucker Driver’s Choice Magazine

12 I had an idea stuck in my head that wouldn’t stop. I wanted to build my own truck. I had made friends at the Pierre Letourneau, the salesman at Western Star, who became a good friend of mine when I bought my first Western Star. He put the seed in my head that I should build my own, and it took three years for me to decide that it was what I wanted to do. In June of 2020, after 5 or 6 weeks of designing (axle, cab, chassis configurations), we finally got a plan together of exactly how I wanted it built. We placed the order in June, and the truck arrived at Western Star in the last week of October, where it went into their shop for final fittings. The truck went on the road in November of 2020. It is a Western Star 4900SF with a Cummins X15 565 with a 2050 easy pedal clutch into an 18B transmission. The truck is double railed, front to back with Nuway 52000 lb suspension with a 60” spread, with wide 8’6” wide track axles with all-disc brakes.

back. So after a year, I came back to Manitoulin. One of the managers at Manitoulin Transport had said to me before I left, “You’ll be back within a year,” and it was exactly one year to the day that I ended up coming back. When I came back, I was happy that they put me back in the North. This is where I felt I belonged. North America. I felt I hadn’t seen or experienced enough. So I went to work for Kencor heavy haul out of Nisku, AB. and preferred carriers in Spruce Grove, where I hauled oilfield equipment down and back to the southern states (Texas and Louisiana etc.). But the oilpatch wasn’t doing good at that time, and I kept thinking about the North and wanted to go Pro-Trucker Driver’s Choice Magazine

In April 2018, I sold the Kenworth and bought a Western Star 4900SF, which started my love of the Western Star brand. In January 2018, I moved to Sparwood, BC. I still worked with Manitoulin, but I was now with their heavy haul division. The Sparwood terminal specializes in heavy haul for the mines. It is mainly low bedding and general deck work.

After I bought my truck in 2018, I said that it was the last one I would buy. I’ve also said that about this truck, so who knows how many more there might be in the future. I want to take the time to thank Pierre, and the rest of the staff at Western Star North in Acheson, for the build of the truck and the time spent in helping me design and maintain it. I love Canada, this is my home now, and I would never move back to the UK. My wife loves it here, and my 11-year-old daughter, who was one year old when we arrived, has never known another home. She and is a true Canadian. She swims competitively, plays ringette and kickboxes. But the thing that makes her a true Canadian is that she likes to watch hockey fan. And me? I love my job. I get to do heavy haul in the summer and run the ice roads in the winter. Each one is an excellent change from the other, and it keeps me focused and looking forward to the change of each season. MAY / JUNE 2021

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Letters to the Editor

cker azine Pro-Tru Choice Mag ’s Driver

Hi John, Thanks for taking the time to read and post this in your magazine. It’s an honour for us, as this is in memory of our dad Butch (Cletus) Weber. He passed away ten years ago on August 12th, 2011. Dad was a truck driver for as long as I can remember. His fleet of light blue long-nosed Kenworth’s “The Blue Crew” was his pride and joy. He got his class 1 at age 18 and drove right up until we lost him at age 68. He worked for Harv Wilkening, Ashton Transport and at the end was with Lipsett; he loved his job but, more importantly, the people around him. Whenever someone realized who our dad was, we were met with, “Oh, you’re Butch’s kid! He’s so great he taught me…” Dad loved sharing his wisdom with new truck drivers and spending weekends at his shop with his buddies, many of who worked for him. His passion for truck driving has filtered down through the family, both his son-inlaws have class one licenses, and his grandsons drive truck as well. For a man with only a grade 6 education, the success he amassed is truly inspiring. It goes without saying that he was my hero for so many reasons. I know he’d be so proud to see his name once again in your magazine, and I hope that this The Last Run The trucking community has recently lost another very popular driver and friend. Rick Dhaliwal was a friend to everyone who met him. Whether on the road in the shop or at a truck show, his constant smile and ready laugh was infectious and could be seen even when he was polishing wheels. He will be greatly missed by those who knew him. Rest in Peace, Rick.

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brings him to someone’s mind with a smile. Rest easy old man. We miss you. Thank you again. Danielle Bugden (Weber)

Editor’s note: Trucking is a tough life, and we lose too many good people at too young an age. Butch will be remembered by many as a mentor and friend.

MAY / JUNE 2021 15


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Travels With Ringo By Dennis Sova I was always interested in the big rigs, so when a chance to retire early from my lifetime career came up, I took the gold watch, got my class 1 and hit the road. For the next ten years, I hauled everything from potatoes to Zambonis in Western Canada and the U.S., acquiring many (mostly) happy memories along the way. “These puppies won’t be weaned for a while yet, but I have one here that’s ready to go home with you right now,” said the breeder as he poured us a glass of sherry. The little guy was shaking with fright as he was deposited in my lap. I petted him to put him at ease, and it worked! He focused his gaze on a plush tiger twice his size on the backrest of the couch, leaped at its throats and began shaking it to pieces. “He’s perfect; we’ll take him!” I said impulsively. My better half would remind me of those words for the next sixteen years, as we came to realize that he may have been a “return” by a previous buyer. Jack Russell puppies are a nature’s way of testing your patience and sense of humour, but fortunately, Ringo was fully grown and somewhat tame by the time I graduated to highway driving. My wife had a full-time job, and with “grandma and grandpa” not always there to babysit, it looked like I had got myself a swamper. Now, I’ve seen

many drivers with canine companions, but usually of the white fluffy type, not like our pint-size terrorist. I was a bit apprehensive of how this would work out as we set off on a five-day trip to Alberta. I was pleasantly surprised when Ringo was on his best behaviour, instinctively understanding the rules that kept us both safe. From then on, he would be at the back door whenever he saw me pack my trucking bag. He became a regular visitor in several small-town “shipping and receiving” offices as I attended to the paperwork. Fortunately, the ladies did not realize that his meandering from desk to desk was actually a hunting expedition for unattended snacks. He caused Customs officers to break into smiles (OK, maybe just the female officers) and kept me warm at night in -30 weather in Edmonton. But the best part was the mandatory

walks that cleared the stupor of the road from my head and straightened out my sore back. We found some incredible scenery and had many “I can’t believe they pay me for this” moments. Our favourite place on the Edmonton run was the pretty little Portal Lake on the BC - Alberta border. A short trail cut through the woods and along the lakeshore and took exactly 30 minutes, making the grumpy woman who lived in the electronic log system happy. We arrived one late afternoon and found the car parking area empty. Great, we’ll have the place to ourselves! But instead of his usual enthusiasm, Ringo refused to follow me. With a lot of coaxing, we made it back to the truck and resumed the trip. A short distance away, there were numerous cars and RVs, haphazardly stopped all over the road. The occupants were milling about on the shoulder, some holding toddlers. (A former Park Ranger gave the Latin name “Touri Ignoramus” to some park visitors - for a good reason!) Adjacent to the roadway was a mountain stream, presently occupied by several bears - big guys, with humps on their backs. Fortunately for everyone, fishing appeared to be good, so they were busy getting lunch. As we slowly drove by, Ringo quietly surveyed the scene from the passenger seat and gave me an, “I told you so look.” I reached over and scratched his ears. “OK little man, from now on, I’ll listen to you!”

Friendship Friendship among Women: A woman doesn’t come home at night. The next day she tells her husband that she slept over at a friend’s house. The man calls his wife’s ten best friends. None of them know anything about it. Friendship among Men: A man doesn’t come home at night. The next day he tells his wife he slept over at a friend’s house. The woman calls her husband’s ten best friends. Eight of them say he did sleep over and two claim he’s still there. Pro-Trucker Driver’s Choice Magazine

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Distracted Driver I

t was a fine Sunday in July, and we had just got back from church, and, except for the necessary chores, we planned on taking the day off. I was sitting under the big Maple tree, sipping on a cool beverage and chatting with some neighbours who had dropped by. Just then, I noticed Dell driving by in his ½ ton (he tooted the horn and waved) and mentioned to Dad that it looked like he was heading for his Gravel Pit just past our place. About 15 minutes later, we could see a huge cloud of dust coming down the road at a very good clip. I mentioned to Dad that it looked like Dell’s new tandem gravel truck, but it sure as hell was moving faster than its usual speed. I figured it must be Dell’s son, Garry, and as it passed by, I could see I was right. Garry was only 12, but like most of us farm and trucking kids, he had already been driving for a while. Unfortunately, he thought his last name was “Petty” and that everything had to be done wide open. As he passed, Dad said that he hoped the kid was ready for the soft spot in the road just past the other side of our garden. Dad had just finished that comment when we heard the crash and looked up the road to see Dell’s truck in the ditch with the engine still going at full revs. Len’s pickup was the closest, so we jumped in it and headed for the scene. When we got there, I jumped out of the back

and ran up to the driver’s door and opened it. I could see Garry slumped over the wheel with blood all over his face and his head touching the front glass and his foot still on the go pedal, so I quickly reached over him and shut the engine off. Len was the next on the scene and told me to move so he could help Garry. Then he yelled at Dad to take his truck and get Dell. Dad took off up the road to the pit while Len and I slowly moved Garry out from behind the wheel and onto the grass on the other side of the road. By this time, Garry had started to come to, and we could see the blood on his head was from small cuts that had little pieces of green glass in them. The windshield had not broken. It only had a crack in it. We then saw that Garry was still holding the bottom half of a broken 7 up bottle, which explained the green glass. Mom soon arrived on the scene and cleaned up the cuts and wounds, putting some gauze around his head to stop the bleeding. Dell and Dad came back while we waited for Gary to regain consciousness. They checked him over for any more damage and then loaded him in Dell’s ½ ton, and

By Dave Madill Dave Madill was Pro-Trucker Magazine’s Rig of the Month in June of 2001 and he has been entertaining us with his poetry ever since. Dave has published three books of poems that are available by special order through Chapters Book Stores.

they headed for the hospital. Len and Dad went over Dell’s truck, and we could see what had happened. It looked like Garry had taken his eyes off the road to take a slug of pop just as he hit the soft spot. This jerked the wheel to the right and into the ditch. When the truck hit the ditch, his pop bottle had hit the metal above the windshield and shattered, cutting Garry’s face up pretty well and then he was knocked out when his forehead hit the windshield. I got our tractor and pulled the truck from the ditch, and then we towed it up to Dell’s pit and went back and relaxed for the rest of our Sunday. Garry got only a couple of stitches but spent a couple of days in the hospital with a concussion. Dell had about a $500.00 bill to repair his “new” truck. No one got badly hurt, and they fixed the truck, but I learned one thing from this whole situation - when you’re driving – DRIVE and concentrate on what you are doing. Oh yeah, and slow down a bit Mr. Petty.

Grandmas know everything! Little Tony was staying with his grandmother for a few days. He’d been playing outside with the other kids for a while when he came into the house and asked her, “Grandma, what is that called when people are sleeping on top of each other?” She was a little taken aback, but decided to tell him the truth... “It’s called sexual intercourse, darling.” Little Tony just said, “Oh, OK” and went back outside to talk and play with the other kids. A few minutes later he came back in and said angrily, “Grandma, it is not called sexual intercourse! It’s called Bunk Beds!”

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Changes T

here’s been a change in me. As the years went by, I found that I was no longer enjoying the culture and the government rules. The overnight delivery, electric logs and inspections of trucks and license qualifying were getting to me. I was getting old. I thought it was time to hang up the keys, so I sold the trucks, thinking I would relax and enjoy old age. I stopped driving for about a year and spent my time doing the odd jobs around the house. I quickly found out that when a person retires, there are no weekends. One day is just the same as any other day. A friend with about eight trucks and did mostly heavy hauling asked if I would drive for him. At first, I said no, but after he had twisted my arm, I said I’d try it, but I am very fussy. I don’t go into Vancouver traffic, no short hauls, only one or two days, then return. Run paper logs and very loose delivery times. He laughed and said, “no problem.” I need a driver that knows what he is doing. It is not a job for rookies. He said that I could haul for B.C. Forestry, carrying bridge timbers. His trucks were all late 1990’s old school, with no electronics, and very well maintained. He said that he had to keep them in excellent repair because he could not afford a break down on a logging road. One of the first trips was to haul a load from Chilliwack to Manson Lake, B.C., with a “B” train. Manson Lake is about 160 km west of McKenzie, B.C., on a forestry logging road. It was 30 years since I pulled B-trains, but it came back quickly. I felt at home – old school! Chilliwack to McKenzie was standard blacktop, but, as usual, the traffic had no consideration for others on the road. The VHF radio had the usual crap. One guy was telling how his boss was a bum that didn’t know what he is doing, and the other guy was explaining why he and his wife split up. So that part of the

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trip was not new. By Glen Millard Once I got to Glen was born in Saskatchewan. the forestry road at He has driven trucks for 50 McKenzie, the road years, mostly long hauling. He’s changed completely. now retired, that is until another The trail was one adventure comes along. lane, and the VHF was all business. Logging trucks were dropped about 60 feet into the river. I calling their mile markers so others turned back to the truck and trailer and knew where they would meet, and thought that moments like this could the road was rough gravel with soft cure constipation! spots. There was almost no traffic, but I made the turn okay, and when I got I only travelled at 40mph or lower, so to the unload area, I was not surprised to the load did not move. The road (trail) see there was no Loading dock. The site was narrow, with hills up and down and boss said that where I stopped was good. sharp corners. The load that I had was They would bring the Cat over, and he a rock drill needed to blast a new road could pile the dirt behind the trailer, at Manson Lake. After 3 hours, I got to then skid the load off Of #2 trailer. I a junction that was about 5 or 6 miles could split the trailers and unhook the to the job site. It was late, so I thought #1 trailer, and they could pile the dirt up I would pull over and have a nap, then to the front of the trailer and drag the leave in the morning. It looked like a load off. He said they would push the worse road than what I had been on, so dirt piles away from the trailers, and I wanted to do it in the daylight. When I could hook up. Believe it or not, it morning came, I got up and had a duck’s worked, and nothing broke. breakfast – a drink of water and a look The yard hands seemed rather around, and I was ready for the world. strange. I don’t think they were running Within a half-hour, a rough-looking on all cylinders. One fellow wore plastic character in a beat-up pick-up came to ski boots in the summer in the mud and my door and said he was the boss and rain. I asked about his boots, and he said I could follow him to the site of the that he had bad ankles. The site boss unload. He turned out to be a good guy. told me that nine people lived in an old He cautioned me to be sure that I was log house that was the only thing left of straight going onto a temporary bridge the old townsite of Manson Lake. He because there was a 90-degree left turn said that they live there all year around. immediately after the bridge. That’s There was a sign on the old house that when I understood what my boss said said “General Store.” He said I could - no rookies. get breakfast for $18.50 consisting of I started across the narrow deck – coffee, toast and eggs, but if I wanted there were no side rails – and it was bacon, it would be an extra $10.00. about twice as long as the truck and I told him that I would pass. Once I trailers. The width of the deck was the was unloaded, I headed for the bridge. width of the truck tires, plus about a foot This time it was a blindside right turn on each side. When I came to the end, I onto the bridge. I started into the turn, stopped before the left turn and got out thinking if I missed that corner, I would to survey the situation. There were no soon know if I was going to heaven or guard rails, and there was a sheer cliff hell, but I made it, so I guess I’ll have to on the right, and on the left, the trail wait a little longer to find out. MAY / JUNE 2021 21





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ELDs, Roads and Covid A

nd now the news! June 12 was the date for mandating certified ELDs in Canada, but due to pressure from certain entities, including the PMTC, the start date has again been postponed perhaps until next year. One can spend up to an hour a day entering lies in a paper logbook. ELDs remove the falsification and chances of a citation for committing an offence. When I was a safety officer, one of my drivers turned in illegible paper logs thinking that the messier the entries, the less likely a DoT official would look closely. Wrong! He got a whopping big ticket that, following much cursing and gnashing of teeth, dramatically altering his outlook! The problem with the deadline of June 12, which Transport Canada held firm, is that there are no certified ELDs on the market in Canada. This poses stress for American truckers that have been using ELDs for five years. Will their units be certified and grandfathered? Vehicles with engines manufactured before 2000 are exempt because most do not have ECMs necessary to operate an ELD. I am not aware of very many drivers that do not like the idea of ELDs. The time saved could get one 110 clicks closer to

one’s goal, and the respective DoTs like them too, and often just wave the unit on.

By Ed Murdoch

Ed has held a commercial drivers license for 65 years and has spent the better part of 50 years on the road. You can get Ed’s new book at

Truckers mostly dislike this melt and freeze time of year. I was westbound many years ago and about to round the curve just past the Albert Canyon maintenance yard when I saw a driver frantically waving his arms. Around the corner was an enormous housesize chunk of ice that had broken away from the rock wall and completely blocked the road. I did the only thing I could and went around it on the eastbound shoulder, luckily avoiding oncoming traffic which had come to a screeching halt. Pheeeew! Add dust to the mix above, and the result is a filthy truck and trailer. One can leave Calgary with a freshly washed semi that looks brand new and arrive at the wet coast looking like it’s never seen a damp cloth in its life. I met my son Chris in Sicamous recently. He was westbound coming from Calgary. I could not read the lettering on his Peterbilt, and although the truck is red, it appeared to be dull grey. Only his lights, which he wiped PER MILE! off periodically, were clean.

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I can remember l e a v i n g Edmonton in the evening in the late spring with a clean

unit bound for the deep south and noticed road maintenance had been seal coating the highway surface. No problem, I thought, I can’t see anything because it’s dark, there’s no speed limit to slow me down, and everyone has gone to their digs for the night. I thought everything was cool until I stopped for customs. Reaching for the grab handle to lower myself to the ground, it felt sticky, and my hand wouldn’t slide down the bar. It turned out to be tar, and the entire truck and trailer were covered in this black sheen. I routed myself over to Pasco, WA, where I knew there was a good truck wash, and after a couple of hours and several buckets of acid wash, Maybelline looked brand new again. The truck speed limiter debate has been unwrapped again in the Excited States with the new administration in Washington. Trump refused to pursue it, but the ATA has sent a letter to Secretary Buttigieg to add it to the Biden agenda. The OOIDA still opposes it, as do most truckers here in Canada, primarily because of the split speed limits on many state highways and differing limits in different provinces. Slower trucks in the passing lane create road rage, and of course, down there, pretty much everyone carries a gun. A driver in Texas was injured recently by a speedster who thought he was going too slow while overtaking another semi. Remember the driver from Winnipeg that brought home nine bullet holes in his truck from Wisconsin? MAY / JUNE 2021 23 The ATA’s proposal would include two speed limits, one at 65 and another at 70. The OOIDA says only the larger carriers can afford such luxury for capital costs and repairs when necessary. The little guys that go forever without getting citations for speed and running a clean ship would be compromised. It is another wait and see situation. And finally, during this Covid-19 pandemic, many drivers can not schedule a date and time to be vaccinated. Every trucker that ventures away from their home is placing themselves in a hazardous situation and should be on the priority list with first responders. Drivers are the glue that holds North American populations together during this difficult time. By

the time my son Chris arrives back to Ontario, he will have crossed 14 jurisdictions with five repeats. A letter has been sent to the Center for Disease Control signed by the North American Truck Stop Organization, the American Trucking Association, the Truckload Carriers Association, National Private Truck Council, National Association of Small Trucking Companies, St. Christopher Truckers Relief Fund, and the Tank Truck Carriers - all heavy players in the industry. It states, “Truck drivers should be allowed to receive a vaccine in any state or province, no matter where they reside, due to their length of time away from home. Truck drivers also must be allowed to receive their second

vaccination at a different location, as it is improbable that they would have the ability to return to the primary vaccination site on a specific date or time.” They wrote, “Our members are concerned about how they will gain access to COVID-19 vaccinations while continuing to work. Providing vaccinations, preferably one-time dosages, at truck stop clinics or rest areas throughout the two countries would be a viable solution to ensuring essential workers in the trucking industry are receiving the protection they need.” Amen to that! Be well and be safe … 10-4!

Math Problem The owner of a golf course in West Virginia was confused about paying an invoice, so he decided to ask his secretary for some mathematical help. He called her into his office and said, “You graduated from the West Virginia University and I need some help. If I were to give you $20,000, minus 14%, how much would you take off?” The secretary thought a moment, then replied, “Everything but my earrings.”

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Congratulations to Ocean Trailer and the Keay family on their 40th Anniversary.

It was 1999 when I, as an inexperienced editor of the brand new Pro-Trucker Magazine, attended Ocean Trailer’s opening of their new 40,000 square foot, 22 bay facility in Coquitlam, BC. The pride Chuck Keay showed as he talked about the business he built, from renting out highway trailers while using the family home as an office in 1981 to the opening of the new facility, was palatable. That pride is a family trait, and after Chuck passed, Sid Keay took over the reins, and since then, the expansion has continued. They now have outlets in Delta, Surrey, Calgary, Edmonton, Winnipeg, Nanaimo, Prince Rupert and Prince George. This growth has come through good customer service, loyal employees, and pride in workmanship. Congratulations to Sid Keay and family for continuing a great family tradition - I’m sure Chuck would be proud. Pro-Trucker Driver’s Choice Magazine

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MAY / JUNE 2021

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Female of The Species I

was surprised to read about a big supermarket taken to court over inequality between male and female wages. I thought paying females a lower wage for similar work had been stamped out a long time ago. About 38000 mostly female shop floor workers took the supermarket chain to the court of appeal and won their case for discrimination between the wages of male and female employees. While it doesn’t give the shop floor workers an automatic right to have their wages increased in line with the male warehouse workers, it is a step in the right direction. Personally, I think the shop floor workers should be higher paid than warehouse workers. They sit at checkouts all day dealing with all those annoying members of the public coming through the doors, and they deserve a medal. I know I’d rather shunt pallets around a warehouse than deal with bolshie members of the public. These days, there are many female truck drivers doing a great job, and I believe, for the most part, they make just as much money as male drivers. That being said, it is not as simple as whether you’re a male or female when paying a driver’s wages. Age and experience play a big part in how much certain companies think they can get away with paying. Of course, if the trucks they run are modern, top spec with big power and plenty of

chrome, that can turn some younger drivers’ heads to accept less of a wage than most drivers are getting. When I worked at Glasgow airport for Lep Transport, the firm that took our overnight freight down to London had a woman driver. Amanda was very good at her job, and because female drivers were a bit of a rarity back then, it was suggested that the boss send her to what he considered awkward collections and deliveries. Maybe he reckoned an attractive blonde driver would get a better reception than a male driver with attitude. It worked, and when the company opened a small office across from our depot, Amanda took over its running. She transferred pallets from the overnight London trucks onto local delivery trucks, and just like most truck drivers, she could run an office and drive a fort lift just as well as drive a truck. Unfortunately, she had to leave when her husband lost his licence. She had to give up her job in order to drive him around until he got it back. The young clerks in my office suggested she come into work on her last day with a dress on, and she did. Maybe they were hoping for a mini skirt, but she came in with a nice blue dress that was well down below the knee. After all, she was still jumping on and off the forklift.

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.

But back in the early days, the female of the species were a little less inclined to take a job driving a truck. Most trucks had no power steering or vacuum-assisted hydraulic brakes. And a lot of UK cab overs were built with a wooden frame covered with sheet aluminum or fibreglass. The only thing between the driver and the engine was three sheet metal pieces and maybe an old blanket to deaden the sound and keep out the draughts. The stereotypical driver of the times looked like a bodybuilder, with broad shoulders and big strong arms, not a good look for a woman. Then Volvo, Scania, Daf, Mercedes and the rest started to import and build trucks with a few more creature comforts like power steering and a car-sized steering wheel. A heater that actually put out some heat, a cab seat with suspension, and when sleeper cabs started to make an appearance, that meant she could sleep in the cab and not in some room with another half dozen snoring male drivers. The world of the female trucker had finally arrived.

A Veterinarian Goes to the Doctor A Veterinarian was feeling ill and went to see her doctor. The doctor asked her all the usual questions, about symptoms, how long had they been occurring, etc., when she interrupted him: “Hey look, I’m a vet - I don’t need to ask my patients these kind of questions: I can tell what’s wrong just by looking.” She smugly added, “Why can’t you?” The doctor nodded, stood back, looked her up and down, quickly wrote out a prescription, handed it to her and said, “There you are. Of course, if that doesn’t work, we’ll have to have you put to sleep.” Pro-Trucker Driver’s Choice Magazine

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Scratching Each Other’s Backs A

few years back, I was unloading a load of lumber at a wholesale yard in Montana. It was a sunny August day, and the run had been free of unwanted surprises, so I arrived at the receiver early. Before arriving, I had called ahead, and upon arrival, I was greeted by a forklift operator who thanked me for the heads up. He directed me where to untarp my load, saying he would check with me in about a half-hour to see how I was coming along. The sun was high in the sky, and the heat was radiating off of the black canvas tarps. Halfway through untarping, my shirt was wet with sweat, and my arms and face dark and dirty from the roadweary tarps. The forklift operator came back before I was done, thanked me for working quickly, and then said he’d help me roll up the tarps and unstrap the load. If you have ever worked in the flatbed industry, you may understand that being offered help from the shipper or receiver is rare. We worked quickly and pleasantly together, talking at first about my trip down and his job, then getting into topics like fishing and family. Once the load was ready to be unloaded, we just leaned against our respective equipment and kept talking. It was a nice break from an otherwise busy day. He looked at his watch and figured it was time to get on with his day, so I got back into the cab while he unloaded my truck. As a forklift operator, he was fast, precise, and cautious. I was impressed with his performance. When he was done, he signed the

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By Dave Elniski

Dave Elniski lives in Southern Alberta. Like many drivers, he started out driving smaller trucks. He later got his Class 1 license and hit the road mostly as a flatbed driver in Western Canada and the USA. He currently works as a transportation safety professional in Alberta, is a proud army reservist where he enjoys driving military trucks, and is a happy husband and father.

paperwork, and we continued to talk. He also bummed one of my Marlboro Reds. I told him that I was happy with him and the company he worked for; it was an unusually nice experience. He said that he enjoyed working with me too and said that it was nice to have a truck driver in their yard who was polite and professional. I went out on a limb and asked if he would call my company and say to them what he said to me. I worked for a company that gave a kickback to drivers if somebody received praise from a customer. I told this to the forklift operator, and he laughed, saying his company had a similar recognition program. I thought to myself, “Why let all of this praise go unrecognized?” Figuring there was no harm in pitching an idea, I told him we should call each other’s supervisors and give the other person praise for their work-related performance. No lies: just an honest report on how positive the unloading experience had been. He agreed, so we lit up some more Marlboros, leaned up against the empty flatbed, and made the calls.

A few days later, my company sent me a message thanking me for my good work with the customer. I chuckled to myself, knowing that it took some extra effort to have that praise recognized. I hope that the forklift operator received his recognition as well. Trucking can be a lonely, nasty, ugly profession. There is a lot of negativity in the industry, and while I am happy to be involved in transportation, I am not blind to some of its downsides. While the above story is a fun one to tell friends and coworkers, I learned through that encounter how important it is to be vocal about the good work of others instead of remaining silent and only bringing up negative behaviours. On occasion, I reach out to the supervisors of law enforcement officers, drivers, and other people I encounter through my work as a safety professional and praise the actions of their workers. I don’t do this in a hollowly-lavish manner; I have to be genuinely impressed with the person’s conduct. And let me tell you, letters and phone calls of praise to others are the highlights of my job, for giving a sense of appreciation in an industry full of pessimism and negativity is an uplifting gift we all have the power to give. MAY / JUNE 2021 35

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Highway Safety? T

here is a long-contested piece of highway in British Columbia known for its scenic 95km stretch between the town of Merritt and the city of Kamloops. The road meanders through a valley of lakes and windswept cattle ranches. With the exception of the 2km long, 8% grade of Cardew Hill just ten minutes from Kamloops, Hwy 5A is relatively flat. Just before the city limits of Kamloops, there is the Knoff Lake Brake Check. Then it’s down the hill and off to points east. Unlike its little two-lane sister, the two and three-lane Coquihalla begins with a thirty-five-minute pull 7% grade leaving Merritt to the summit at Helmer road. That uphill beginning is followed by the infamous Moose Alley in the hollow north of Surrey Lake summit. Then another fifteen minutes further, and there is the 6% decent leaving the Inks Lake Brake Check down to yet another brake check and the government weigh scales. From there it’s another long hill and all points east. There are conflicting arguments to this story that currently finds Hwy

5A in the middle of a “No Truck Route” dispute. The Coquihalla was built with the direction of streamlining all traffic between Vancouver and the East. This includes commercial vehicles. Many truckers argue that Hwy 5A is easier on fuel and tires because of the single short hill than the long steep grades of the Coquihalla. The cross debate is made with the knowledge that to get to Merritt from either Hope or Kelowna, and there are two major mountain ranges to climb before arriving in Merritt. So what’s one more hill that isn’t nearly as extreme as the preceding routes? There is also the factor of the government weigh station. Hwy 5A doesn’t have a permanent weigh scale. So it’s believed many truckers go that route to avoid the scrutiny of CVSE. Then there is the collision factor. Both highways see a number of

By Scott Casey

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

commercial vehicle collisions each year. But here is where the gap in splitting hairs narrows. Because the Coquihalla is a four-lane highway, with three-lane sections in one direction, there are fewer collisions, fewer fatalities, and fewer highway closures. The 5A, in contrast, with its narrow winding two lanes, is often torn asunder by commercial vehicle rollovers that close the highway for hours at a time, even without the unfortunate loss of life in a fatality collision. In almost all cases, commercial vehicle collisions on Hwy 5A are predominately driver errors. So at what point is it a matter of public safety to close a highway to commercial vehicles?

A Vampire Bat A vampire bat came flapping in from the night, face all covered in fresh blood and parked himself on the ceiling of the cave to get some sleep. Pretty soon all the other bats could smell the blood and began hassling him about where he got it. He told them to leave him alone and let him get some sleep, but they persisted until he finally gave in. “OK, follow me”, he said and flew out of the cave with hundreds of bats behind him. Down through a valley they went, across a river and into a huge forest. Finally he slowed down and all the other bats excitedly milled around him, tongues hanging out for blood. “Do you see that large oak tree over there?” he asked. “Yes, yes, YES!!” the bats all screamed in a frenzy. “Good” said the first bat, “because I didn’t”

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Moving on Up! A

s promised, I have a very exciting news update!! One might say that I’m moving on up like The Jeffersons!! I’m thrilled to be moved into my brand new 2022 Pride and Class 389 Peterbilt, which I have named “The Brain.” I was lucky enough to get a hair salon appointment this March to get my pink hair back so that we can rightfully be named “Pinky and The Brain!” There was always much confusion with the last truck, “Pinky 2.0,” because I always called my truck, Pinky while some people on the road, as well as fellow drivers, called me Pinky. This time I figured that we go with a new truck name, and this seemed very fitting I can somewhat describe my truck in the words of The Nitty Gritty Dirt Band. “Cadillac, Cadillac Long and dark, shiny and black Open up them engines, let ‘em roar Tearing up the highway like a big old dinosaur.”

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I think it drives like a Cadillac, and it’s long, dark, shiny and black. My Paccar motor doesn’t do a lot of roaring, but I tore up the highway in the first month and put on 13000 miles. Not winning any speed or power races, but the fuel mileage is upwards of almost one mpg better than Pinky 2.0 got. The Brain has a stand-up bunk with bunk beds that I’m really enjoying. I can honestly say that I love the look of a flat top sleeper better, but the practicality of a stand-up is much nicer for living space. My belongings all have their own place now, so no more sleeping with my clean and dirty clothes at the foot of the bed and no more groceries in bags all over the floor blocking the cupboards. On my first trip out, I thought I broke the transmission. I was trying to split the low gears, and I couldn’t. I panicked, but it finally dawned on me that I now have a 13-speed and not an 18-speed transmission. I didn’t even

By Myrna Chartrand Myrna was born and raised in Oak Point, Manitoba and was our April 2019 Rig of the Month driver.

clue in on the red splitter as I’ve been so used to only ever seeing a gray one. I’ve been very lucky to be on my third custom truck from the company. Pinky 1 wasn’t that old when I got it, but I was the third driver assigned to it when I moved in. I have been with the company for eleven and a half years now and proud to say I work for a company that goes the extra mile to show appreciation for hard work. I would give 100% at any job that I was given but having these breast cancer awareness trucks makes me give 150%. I love the attention that the truck gets, and as a representative of the company, I feel I need to show off the truck as much as I can. I love going to different truck shows and events as well as truck photoshoots.

MAY / JUNE 2021 41 Going to truck events helps me to also pick out some extra accessories for the truck that I can add on to give it my own “pinky” touch. In 2019 I was given a tall pink shifter from a company in Kentucky that was a vendor at a truck show I attended. I spotted it as soon as I walked by them, but the price was a little out of my budget. At the end of the show, the guys said that since the truck was done up for such a good cause, they would gift it to me. I moved the shifter into the new truck, and it fits the decor quite nicely. The show was put on by Lifetime Lugnut Covers in Britt, Iowa, who makes custom accessories for trucks. I took a little look at their

catalogue and found just what I needed to add something extra to “The Brain” that would be in memory of my mom. They are custom engraved floor plates that mount just inside the door. On my side, I have engraved, “One Day At A Time,” which was one of my mom’s funeral songs. On the passenger side, I have engraved, “I’ll Be In Your Heart Forever,” which was something she wrote in a letter to me before she passed. Pro Image Signs also made me two vinyl stickers for that same floor plate that read, “Mom 1948-2009.” I always say that my mom rides around with me every day, but I figured this would be a way to honour her memory.

Amazon was also a great help in accessorizing seat covers, floor mats and bedding. You really can find everything online. I think, for now, my shopping spree is over - keep in mind I said, “for now!” It’s great to make these trucks that we live in just a little more like home. Again, I can’t thank the company enough for giving me the opportunity to drive such a special, eye-catching truck. I will care for it as if it were my own! So please, everyone, watch out for Pinky and the Brain as we try to take over the world!!

Foreign Aid The transfer of money from poor people in rich countries to rich people in poor countries. How did you do it A man went to the police station and asked to speak with the burglar who had broken into his house. “You’ll get your chance in court.” said the cop. “No, no, no!” said the man. “I just want to know how he got into the house without waking my wife. I’ve been trying to do that for years!”

Our Ladies

Dave Madill

MAY / JUNE 2021

They sit alone at home and wait sometimes with their tears, We drive along the highways, our minds on shifting gears. We hope that they will wait for us and this lifestyle that we live, Then we return to them for the love they have to give. The many things our ladies do, no man can understand. They sit alone and wait for their truck-driving man. They are the reason that we work, the reason that we drive, They’re the basis of our nation and they keep our world alive.

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No School, Old School, New School L

et’s go back in time to 1905. You are 15 years old and want to become a Teamster. You apply at the local drayage company, and they hire you as a swamper. You go with several Teamsters over the next year, and they teach you how to handle and look after the horses and wagon. You learn from the “Old School” Teamsters. In one year, the boss gives you an older horse and a small wagon, and you deliver things around town. The old Teamsters keep an eye on you and keep teaching you. After four years, you have now gradually become one of the head Teamsters driving six horses and a big wagon and are on longer hauls. You have progressed from little to big. Then in 1910, the boss informs you he has bought a gasoline-powered truck and, since you are young and good at your work, you will be the driver. The salesman delivers the truck and shows you how to start it, check the water and oil, then takes you around the block. So there you are with the truck – no oldtimers to help you, no one to show you or educate you. You are now on your own and in a situation of “No School.” As time goes on through trial and error and hardships, you make it happen. Then two years later, the boss buys a bigger truck, instead of a 1000 lb. load, you now haul 2500 lbs. and for further distances. This is a new experience as there have been a few changes made to trucks. In the meantime, you teach the new driver that takes over your old truck all you learned – This is the start of the “Old School.” For the next 40 years, you go through all the changes in the trucking industry. They added dual wheels so they can carry more weight. Completely changed the electrical system (now you only have to push a button to start it). They went from steel rod brakes to cable brakes to hydraulic brakes to air brakes. Then they added 2-speed axles, tag axles and two transmissions. Every time you got

Pro-Trucker Driver’s Choice Magazine

a new truck, you taught yourself all about the latest accessories and equipment. Then came the big change when they brought in the semitrailers. That took some getting used to, but you mastered it in time. You are still in the “No School” era. As you mastered these things, you passed on your knowledge to the new drivers – again, you are establishing the “Old School” training. You are not alone. There are 100’s of drivers that have done the same as you and taught themselves. Then in 1950 (you are 60 years old) you and many other “old” drivers have taught many new drivers how to operate the trucks. Did you notice how I went from drive to operate? Anyone can drive a truck. But how many can operate a truck? I’ll take the operator every time. Just like you in the horse days, they start as a swamper and work themselves up to a small truck delivering around town, then onto the highway and gradually out of the body trucks to the semi-trailers and the longer hauls. This is called the “Old School” – start-up small and end up big. So this is the system we used for another 40 years. It’s like an apprenticeship program. The new driver goes with an old driver. Oh, I forgot, you retired in 1955 when you were 65 – I nearly had you going forever!! Then 40 years later, in 1990, if a person wants to become a truck driver, you go to a driving school rather than apply to a trucking company for a job. This is called “New School.” By law, the government tells you that you have to go to a driving school to become a certified driver. (Please note: Not all driving schools are the same, like everything in this world, there are good ones and bad ones. The following is just an example of one BC school as of March 20, 2021). So you walk off the street into the school, the first thing you

By Frank Milne

Retired Driver, Lease operator and company owner

have to get is your Air Brake Certificate – that takes two days of classroom time. Then you get 21 hours of instruction which includes getting trained on how to pre-trip a vehicle. Then you are a certified truck driver. Did you notice I said driver-not operator? Anyone can drive a truck – put it in gear and let the clutch out, and you are driving a truck – an operator does it knowledgeably and safely and has regard for the equipment. This takes time and experience. So you walked off the street, and two days and 21 hours later, you are now certified to drive semi – or B train or doubles. No “Old School” starting small and getting bigger. This is like going to an airline school and being trained to fly a 747 in a week. Best of luck to your passengers!! If the government thinks that the driving school program is such a success, why don’t they do the same for the mechanics, plumbers and electricians? Two days to become familiar with their tools and 21 hours of shop experience with a qualified instructor, and they get their certificate. Or Do we have the driving school and then six months of driver training with a Class 1 driver – which is somewhat the same format as the tradespeople are doing. Who would you hire? Your choice. The old driver came up to the young driver and said, “you’ve got a chip on your shoulder.” The young driver replied, “Yeah, what are you going to do about it”? The old driver replied, “put a chip on your other shoulder to even you out.” MAY / JUNE 2021 43





in the trucking industry. 1-877-724-8976 MAY / JUNE 2021

Pro-Trucker Driver’s Choice Magazine


INDEX AutoRoute Transport........................................................................................ 33


Berry & Smith ..................................................................................................... 35 Centurion Trucking Inc. .............................................................................. 17

Big Rig Power .......................................................................................... 03

Docktor Freight Solutions ............................................................................. 24

B & W insurance ............................................................................. 02 & 06

HWT Transportation ....................................................................................... 47

Cool Heat Truck Parts .......................................................................... 26

Golden Express Trucking Inc. ..................................................................... 05

Cool-It Highway Services .................................................................. 37

Grant Transport Inc. ......................................................................................... 22

Diamond Insurance ............................................................................ 35

Jagged Edge ....................................................................................................... 19

Howes Lubricator ......................................................................... 38 & 39

Key West Express Ltd. .................................................................................... 15

Michel’s Ultralift Technologies ...................................................... 23

Light Speed Logistics Inc. .................................................................. 13 & 46

Mobalign Services Inc. ......................................................................... 09

North Coast Trucking Ltd. ........................................................................... 45

Norris & Co. .............................................................................................. 33

Select Classic Carriers ..................................................................................... 31

Ocean Trailer ......................................................................................... 29

Shadow Group of Companies ..................................................................... 39

The Gear Centre ..................................................................................... 09

Shergill Transport Ltd. ................................................................................. 27

Trucking App .......................................................................................... 21

Tajveer Transport Ltd. .................................................................................... 25

Trucker’s Together Fuel Services ................................................... 08

Transam Carriers Inc. .................................................................................... 04

Truck West Collision .............................................................................. 33

Watt & Stewart Trucking Inc. ........................................................................ 32

Ultrack Systems Inc. ............................................................................. 48




Dennis Sova

Colin Black

Frank Milne











Glen Millard


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Scott Casey

MOVING ON UP! Myrna Chartrand


MAY / JUNE 2021 45

Contact: Jason

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Calgary - USA - Calgary Calgary - Mississauga - Montreal Company Drivers: US Singles (ON to Mid-West).......$0.64 US Singles (Open Board).............$0.54 US Teams...................................$0.66

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Daryl: 403-483-2802 122 Carmek Blvd, Rocky View AB MAY / JUNE 2021 47

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Hiring Company Drivers and Independent Contractors for our Domestic and Cross Border Fleets. With the continued growth of our company, we are looking for new drivers that take as much pride in trucking as we do. Great Pay - Top Miles - Upgraded Fleet - Steady and Consistent Work Contact us at or 1.888.878.9585

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