CTM SEPTEMBER EDITION

PRICELESS! SePteMber 2009

Canadian Trucking Magazine

PMA No. 41859012

www.canadiantruckingmagazine.ca

Canadian Trucking Magazine www.canadiantruckingmagazine.ca

Carl Sveinson editor

Contact Info:

The person that attempts to make all this make sense. Still working on it!

P/O Box 6 Stn F Wpg Mb R2L 2A5 Telephone is (204) 997 8876 Fax is (204) 755 2641

carl@canadiantruckingmagazine.ca

CtM Girl of the Month

Dave MacKenzie Publisher Director of Client Services Official sales guy/coffee shop bandit!

dave@canadiantruckingmagazine.ca Drew thornson Down the road Contributor drew@canadiantruckingmagazine.ca Angie Dola Client Services (The person that does all the stuff we don’t want to!)

angie@canadiantruckingmagazine.ca Vanessa trudeau Client Services Not-so-new person!!!

vanessa@canadiantruckingmagazine.ca

Patti blackmore Graphic Designer Call (204) 888-8423 for your print layouts today!

Publications Mail Agreement No. 41859012 2

September 2009

If you know someone that is interested, have them contact: ctmgirl@canadiantruckingmagazine.ca

Subscription Service It seems the magazine is a hit with you folks, as we have a lot of inquiries about getting subscription service. When we informed these folks that the magazine was free, they responded that they wanted to ensure they received a copy, and wanted to have a copy mailed to their home address.

So, after much discussion and research, we determined that we can indeed comply with your request. For more information contact customer services at subscribe@canadiantruckingmagazine.ca All advertisements, and/or editorials are accepted, and published by Canadian Trucking Magazine on the representation that the advertiser, its advertising company, and/or the supplier of the editorials are authorized to publish the entire contents and subject matter thereof. The advertiser, its advertising company, and/or the supplier of the editorials will defend, indemnify and hold Canadian Trucking Magazine harmless from and against any loss, expense, or other liability resulting from any claims, or suits, violation of privacy, plagiarism, copyright or trademark infringement and other claims that may rise out of publication of such advertisement and/or editorials. Press releases are expressly covered within the definition of editorials.

Canadian Trucking Magazine

Carl Sveinson Editor Canadian Trucking Magazine random thoughts Highbeam and Foglight use.

Scenario: you are Eastbound on highway 17, East of Kenora, it is 11:30 p.m. As you approach a left curve in the road, a truck coming towards you rounds the rock cut, and has full moose search lamps and fog lights glaring. The driver of the on coming truck drives past you, unconcerned about the fact that he completely burnt out your retinas, and caused to temporary blindness that is lingering.

This has happened to me on far too many curves on two lane highways, I can honestly tell you that it is cause for concern for many drivers, because not only does it make it almost impossible to see the road, it makes it difficult to determine the positioning of the oncoming truck.

Now as difficult as it was back when I was driving, it is even worse when you factor in the technological advances in lighting. Combine this with the fact that headlights may not be aimed properly, and some folks have taken to installing overpowered, illegal headlights, and you have the makings of a tragedy waiting to happen.

Ladies and gentlemen, remember that when you can see a vehicle approaching around the curve, or you are within 450 meters of another vehicle, turn off high beams, moose lights, or fog lights. And keep in mind that fog lamps are intended for use during foggy conditions, not to compliment you Canadian Trucking Magazine

headlights.

Fumes for thought.

The other day I was puttering in the garage, which is what men do when they really are looking for stuff to do so their wives will think they are busy, and won’t find real chores for them to do. I decided to strip some paint off of an old chair I had purchased at a garage sale in hopes of uncovering some long lost heirloom. From that point I woul sell it at Christie’s Auctions, make a small fortune, buy a luxurious yacht, and sale around the world. My wife, loath to burst my fantasy bubble, allowed me to buy it, as the sticker price was a lowly two bucks. I scowled at her as she snickered. We will see who laughs last when she isn’t allowed on my yacht!

Anyway, I was about to set my financial plan in play when I picked up a can of paint stripper, pried the top off, and proceeded to put it up to my nose to conduct the male’s ritual of testing for noxious fumes. I was about to take a sniff when I caught myself, and gave myself a stern talking to.

Understand that I have have spent numerous years conducting classes teaching others the ways of Dangerous Goods, as well as Workplace Hazardous Materials System, and here I was about to perform an act that would cause me to tear a strip off of someone for doing.

Now I am absolutely certain that us men are genetically defective. We are. Consider September 2009

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some facts that lead me to this conclusion, and you will probably come to the same opinion. (I am sure the lady readers are already nodding in agreement) First of all, think about this, I was about to sniff a product that had a warning on it stating that the fumes were toxic. Yet how many guys will walk into a shop, pick up a bottle of chemicals, take off the top, and sniff it? Even though the bottle says it is toxic! But that isn’t good enough! The guy has to pass it on to another guy to sniff, and he will DO IT! Did you ever wonder why women live longer than men? It’s because they are smarter! Pass that same bottle of chemical to a woman, tell her to sniff it, and she will tell you where to go. Us guys think we are indestructible. That is until we wake up one morning and find a green head growing out of the side of our neck! We will at that point look in the mirror and curse because it means we have another face to shave!

What is the point of this rant, you ask?

The point is that a lot of us take unnecessary risks, and don’t pay heed to the risks associated with our jobs. For example, the last time you hauled dangerous goods, did you bother to check the MSDS, or the Emergency Response Guide to determine what your hazards your freight presents?

You should have. It is your responsibility to know this before you leave the shipper.

You can’t protect yourself, or the general public from the hazards associated with the product you are hauling if you haven’t.

Think about this; if a driver was hauling this freight through your neighborhood, would you be upset if he didn’t know the details of is load? I would. After all, he is traveling down the same roads that my family travels on.

Next time you are hauling DGs, take a moment to get to know the nature of your freight. Your life could depend on it.

Drive carefully!

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Canadian Trucking Magazine

gary and darlene cox Show off their new HERD Super Road Train Grill Guard!

Gary and Darlene Cox of Milton, Ontario, took time out to take some pictures of the new HERD Super Road Train Grill Guard mounted on his beautiful black Pete.

Have a look at the following pages, and you will fully appreciate how a grill guard can not only add protection to the truck, but adds to the beauty as well.

As you may recall Gary won the grill guard after entering a draw at the CTM booth at the Fergus Truck Show.

Congratulations again, Gary and Darlene, and we look forward seeing the truck at next year’s truck show.

Gary was featured on the cover of the August CTM magazine, and we have the pleasure of illustrating the beauty of shear magnificence of the guard and truck now that they have been united.

We hope you never have to employ that piece of equipment for what it was intended, but we know that beneth that beauty is a beast that will cause wildlife more than a slight headache

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Driver to Driver Dave MacKenzie Director of Client Services dave@canadiantruckingmagazine.ca Dave brings over 32 years of transport experience from company driver to owner operator, from recruiting and retention to executive, enforcement and compliance.

Many of you ask if I use a big truck to do the delivery run each month. I wish! No, just a little four-wheeler with my laptop and a box of Cherries. But we are stepping that up to the new CTM Special Event Cruiser. More information about that further in my article this month.

Right now, I have to spend some words on the H1N1 PANDEMIC (also called the

‘Swine Flu Virus’). This is no joke, folks! You need to pay attention to this. The chance of losing time on the road = O/O losing his

truck, house and maybe his life. For those of us over the age of 50, we have a bit of a pass because our bodies have built antibodies over the years to fight it, so it will just be a severe 10

September 2009

flu. Some children have strong antibodies so they too can fight this off. For the age groups between 20 and 50, it can be and has been deadly.

What is a PANDEMIC INFLUENZA? Simple. By definition, it is an epidemic that spreads throughout the world. Influenza A is the type of influenza virus involved in all influenza pandemics as it can undergo major changes or shifts in genetic makeup, producing a completely new strain for which most people have little or no specific immunity. As a result, large numbers of individuals become infected as it spreads. For an INFLUENZA VIRUS to be considered a PANDEMIC, it must be a new virus with the ability to spread efficiently among people, causing widespread illness and DEATH. Now Driver, I hope I have your attention, as we have enough death threats with weather, fatigue and four-wheelers. This one we can prepare ourselves for and form a conscious defense. The fact is that one in three people don’t wash their hands after using the restroom. One in 100 will wash their hands after covering their sneeze or cough. They are Canadian Trucking Magazine

using the same public places as you and I telephones, door handles, buffets and everywhere we go. In my vehicles, I have placed an alcohol-based hand cleaner. The alcohol content must be 60% or more to kill H1N1.

When I use the restroom, I rinse my hands in warm running water, add soap and create lather in my hands, fingers and nails. I rinse under warm water and use a single use towel to dry. I turn off the tap and open the door with a paper towel. Does this sound like too much? Not where a life is concerned. If I notice in my rest stop that my server is showing symptoms of influenza, I contact the owner or operator to send them home. Not only for all of us, but their staff too can be wiped out by one overly loyal employee showing up with H1N1.

Symptoms of H1N1 include sudden onset of fever, headache, chills, muscle aches, physical exhaustion and a dry cough, with subsequent onset of sore throat, stuffy or runny nose and worsening cough. I use my hand cleaner every time I step into my truck or fourwheeler.

Kristin McCallum, Convoy For A Cure is an ALL female driver truck convoy to raise money for breast cancer research. The convoy will take place on October 3, 2009. It will start at the Husky Truck Stop in Acheson, Alberta (Hwy. 60 & 16) and will go around Edmonton to the Roadking Travel Centre in Sherwood Park, AB. This will be an approximate 65 km route.

Canadian Trucking Magazine with the CTM cruiser will be there and I hope you can attend too. If you are a female truck driver, Canadian Trucking Magazine

check the convoy in your area and get your dispatch behind you to make sure you get in on this.

Speaking of good causes…Little Warriors who stand up for our kids require your donations. A $10 a month donation for one year really helps. You receive the inspirational Little Warriors song and collectible boy doll name Jesse. Visit the website at littlewarriors.ca.

William and Kaitlynne gave the “thumbs up”

to the Wells Grey Inn in Clearwater B.C., our favorite 24 stop on Hwy 5. I like to plug this fav stop of ours because they keep their restaurant open 24 hours for us with great food and a welcoming attitude. They’re there for us, so we have to stop in to keep it there for us. Drop in and say Dave sent ya. Grab

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a room at our CTM discount price.

Drew was busy down in Texas at our fav truck stop at Carl’s corner. If you are going

south it’s not hard to drop by. Loads of parking, good food, great-priced fuel and a good place to stretch your legs and shake off the cobwebs. You might even get a chance to meet Willie Nelson or some of his friends and get some pictures! Make sure to let them know Drew from Canadian Trucking Magazine sent you and you might get something free! If you missed Carl’s & Drew’s five page spread in the August 15th edition, hit our web page at www.canadiantruckingmagazine.ca and read the digital version. If you are missing our magazine, subscription details are on page 2. Join hundreds that have it delivered right to their mailbox.

It was great to see a lot of old friends and readers at our truck stopping in Calgary while Carl and I were attending Pro Truckers Big Rig weekend. Congrats to John and family for once again putting on such a great weekend for us in the industry. It is a load of work, (even though the White and Proudley Family make it looks so fun & easy) and we all have to take our hats off to them and thank them for quality events and a stellar magazine. I want to especially personally thank John for the pop can trick (wink, wink).

I said I was going to talk about our CTM Cruiser and truck stopping and events. Carl 12

September 2009

is taking his super suburban, adding decals and HERD protection to the front, packing it with magazines and CTM Gals and heading to the truck stops and events. The CTM Cruiser will be at Convoy for a Cure in Edmonton & Carl’s Corner Texas in October.

We are always happy to get a few photo shots with readers and old friends. My friend Terry pulled out all the stops and knows that big Canadian Trucking Magazine

trucks and small puppies attract CTM Girls!

page. Or maybe it was their guard dog Scarlet. Beauty & the Beast!

Meanwhile, Mike Taylor managed to get about ten pictures with the CTM Crew?

If you looked closely at my Driver to Driver

While our new friends Jock & Suzanna from Drummondville had Henry the Iguana kept picture this month or came over to say hi at the truck stops, you may have noticed something important on the road equipment! A 15 lb box of Cherries picked by Kaitlynne and William for my travelling enjoyment! I eat them like popcorn! There’s also my trusty Dell laptop securely there thanks to my RAM LAPTOP MOUNT. A few months ago, you might have seen an Ad by GPS Central talkthe CTM Gals at bay. Yes folks, Courtney held Henry - proof in this month’s Pet of the Month page and Courtney is our CTM Girl

ing about GPS and Ram mounts. Sold me! I ordered one right away for the delivery van and it mounted in minutes. No holes. Just bolted down to the existing seat bolts. The laptop sits there snug and secure and available. If you are using GPS system combines with your Lap Top or just PC Miler or Maps and Trips, this is a great way to mount your laptop. This is hardly an info commercial, but more how I feel about safety and convenience.

I often tell the story about how I used to sit Canadian Trucking Magazine

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the laptop on the jump seat beside me. One day, standing in the cab, stretching my legs, backed to the dock, the forklift drove on, bouncing the tractor and sending me seated onto my new $3,500 laptop, destroying the screen and keyboard. Never again now!

GPS Central, located just off the Blackfoot Trail on 48 Ave in Cowtown.

Everything in our magazine reflects experiences from our crew here. A lot of things you see advertised like the HERD protectors to

the Pathfinder cameras from Cruisercam are items we support and I have used on my rig.

I don’t mind telling you how these have saved me big bucks in the past in animal strikes.

The Thermal imaging PathFindIR from Cruisercam is something new I have only used in the van and saw a great demonstration on at Fergus from our good friend who sells them from Medicine Hat. It is amazing!

It sees the animal 1,000 feet away in pure darkness! If you are leasing a truck, put on a HERD, hook up a PathFindIR add it to the lease and protect your investment. The first time they save you a strike and thousands of dollars and down time, remember reading this and buy me a coffee and pie.

Speaking of food, and putting in a plug for gadgets and places I love on the road… I was listening to a couple of drivers jawing on the CB about how bad they felt after eating in Chilliwack. I jumped right in and asked why they did not eat at Gloria’s right off Lickman Road. They had never heard of it. Drivers, 14

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us silver backs have to let the young fellows in on our best food stops. So many of them get taken in by sparkle and shine and miss where a good home-cooked meal is at a reasonable price. That is why I like to spotlight them. I still meet drivers on the road running on a belly ache from the last meal that won’t digest or digests too quickly. Enough said there!

Look forward to seeing you on the road and listening to your input on CTM, this is your magazine, targeted to and for, you so the input is important to us. My driver to driver is to inform, almost sounds like a series of info commercials sometimes, but are products and places I deal with and respect. Watch for me next month and the CTM Cruiser and Gang, perhaps you might be in here. Happy trails Dave.

You can email me at Dave@canadiantruckingmagazine.ca or call 204 997 8876.

Hey driver, do you know who this is?

Turn to page 59 to find out!

Canadian Trucking Magazine

ers scrambling to find competent operators and drivers. (Those of us that have survived previous recessions will remember those recruiting frenzies!)

The problem that will all too quickly surface will be the dire shortage of seasoned drivers!

With the ever changing rules, regulations and requirements, compounded by diminished revenues, it becomes considerably less attractive to potential new entries into our industry! As regulatory bodies impose more and more stringent policies and greater penalties upon drivers and carriers, this shortage will only escalate.

Drew thornson Always change.....

I was talking with a bunch of transportation executives a while ago. I listened as they explained to a group of fellow owner operators, how during the current recession, that drivers are easy to find.

Granted, there has been a huge reduction in the volume of freight. The fact remains however, that those volumes will eventually return in time. We have already seen those numbers increase these last few months.

During recessions, our industry tends to forget that its’ future needs tend to be overlooked if not ignored completely. Those in control seem to forget that the industry has lost an enormous number of drivers due to industry cut backs.

This is particularly true of the new entries to the trucking industry! So many of whom, were the first to feel those cut backs. We will soon find that those individuals have moved on to different fields and those carriers will soon be scrambling to locate qualified people! This will be of special concern as fleets desire to expand in their number of manned power. As volumes increase we will soon see the need for well trained operators return! Once again, we will see those carriCanadian Trucking Magazine

The last economic upswing occurred about 10 years ago. During that period we watched as carriers scrambled to “fill seats”.

Even going so far as to actively seek out potential new drivers from abroad. (There are very few of us that don’t work along side of at least a handful of “New Canadians”).

Once again it becomes an issue of adequate training! Just as it was then! The impact on the industry has been, and will be again, a reduction in public confidence of our industry on the whole!

Hey driver, do you know who this is?

Turn to page 59 to find out!

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respecting Others, respecting Yourself

professionals, we broke the ground for women coming into the industry, making trucking an easier career to follow now.

by Sandy Long Back in the ‘70’s & ‘80’s, women came into the trucking industry in increasing numbers as solo drivers mainly due to the anti discrimination laws. The divorce rate was rising also, causing more women to seek ways of making enough money to survive as singles. Trucking was attractive to us because of the money to be made, much more money than waiting tables or being a secretary.

Traditionally considered a ‘man’s job’, trucking always had women drivers though almost all ran team with husbands and family members. With the influx of women entering the industry, many male drivers felt threatened and thought that women were taking a job from a man with a family to support.

Some of these men resorted to violence to try to stop women from driving truck, most settled for severe verbal abuse with a little sabotage thrown in.

We lady drivers, that started then, had to work twice and thrice as hard as the men to prove we could do the job. We never knew when we would be harassed, threatened or actually injured by some guy that thought we should be at home instead of in that truck.

Most of us persevered though, standing our ground, running hard, delivering on time, taking it on the chin, asking for no quarter. We worked hard, and we played hard too, we were discrete about it though. By our actions, forcing companies and our male counterparts to consider women drivers as valuable 16

Sadly, that positive image of lady drivers we fought so hard to achieve, is slowly being eroded by the actions of a few of the women entering the industry. We are seeing some companies that find excuses to not hire women drivers even though the lady drivers inquiring are experienced with clean records, and newer male drivers are showing little or no respect for lady drivers. Why is this you might ask? It goes back to when women started into the industry in part.

Back then, companies thought that women were physically weak and couldn’t do the job. The male management thought that women would be unavailable due to monthly body functions or would be too emotional during these times and thought that all women were wanting to drive truck to find husbands to support them. They also thought that women were less responsible than men and wouldn’t be able to keep up to schedules. Some companies and male drivers thought that women who drove truck were only there to serve their sexual needs.

In the last 10 years, I have seen many women drivers who exhibit a total lack of self respect for themselves. How are they doing this? Turn on the CB close to any major truck stop and you are likely hear at least one woman driver talking trash and in certain areas, working the lot at night. Pay attention while going down the road and there are women drivers who ‘flash (or worse)’ their male peers. Both of those activities promote the belief that women drivers are here to serve the males in a sexual manner.

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Canadian Trucking Magazine

In the last year, I have seen at least five women drivers go up to a male driver and not just ask him to watch her blind side into a dock or parking space, but to actually ask the male to get in her truck and back it in for her! Many of my male friends that pull flats relate that they are seeing more females pulling flats that cannot or will not secure their own loads or throw their tarps, instead either asking a man to do it or putting on suggestive clothing to attract assistance.

I know personally of one woman who is in a lease purchase program that sat for five days after turning down a load in a dead freight area because it went where she didn’t want to go. Then after she finally accepted a load, got to the town she was going to a day early and told dispatch she couldn’t load for a day after she delivered because she had to do laundry.

It gets better! After loading the load after that, she laid over three days so she could meet some guy that she had found on the internet and then during the next load, she had to call dispatch and reschedule her delivery appointment because it was the wrong time of the month! This all happened in a 30 day period.

Please show some self respect if you are going to drive truck. You are not only representing your company and yourself, but you are representing all of us that made it possible for you to be out there in a truck. By not conducting yourself as a professional and a lady, you show disrespect for all professional lady drivers and make it hard for them to be respected in return, but most of all, you are contributing to the negative image of the trucking industry current in the media and the public’s minds.

Respect is gained through having the self Canadian Trucking Magazine

respect to do the job and do it well.

Think about the job. If you can do it, but only need a little help at a particular time, then by all means ask for it. If you cannot do all aspects of the trucking job you have taken, then find another job to do whether in the industry or out. If you are not out here to make a good living and are only looking for fun and games, then please, go home and get a day job.

Leave trucking to those of us who love it and who do it proudly and professionally.

Ya’ll be safe!

Sandy Long is a long time truck driver who is also very active within the trucking industry. She is a freelance writer for layover.com, a life member of OOIDA, member of the WIT and owner of two websites: Trailer Truckin’ Tech, a yahoo group dedicated to the education of new and prospective truck drivers and www.satinandsteelsisterhood.com for women in non traditional jobs. Sandy welcomes comments at ladygodiva1953@yahoo.com

Hey driver, do you know who this is?

Turn to page 59 to find out!

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Suite #100A rocky Mountain Plaza PH 403-262-1455 FAX 403-269-6410

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September 2009

Canadian Trucking Magazine

Chris Sveinson Show me you got game before you get paid…

After the final whistle of the Pro-Bowl has blown you sit in your favorite recliner watching the NFL Network like so many hardcore fans, pining for late April to arrive for the annual spectacle that is the NFL draft. It is a weekend of tears and cheers as you watch your favorite team, as well as 31 others go through 7 grueling rounds, drafting players from the year’s class of college prospects.

Like any other professional sport, the first round is where all the hype, as well as where the money (especially in the NFL) is at. It is where a fresh faced rookie who has yet to step onto an NFL practice field can potentially make as much, or more money, than a proven veteran.

In my opinion this is a seriously flawed system; a rookie can negotiate his contract to get the most possible out of a team without having taken a single NFL snap. An example of this is the San Francisco 49ers’ 2009 first round selection, Michael Crabtree, out of Texas Tech, who still remains unsigned because of a contract dispute.

He feels he should have been drafted higher than Darius Heyward-Bey who went to the Oakland Raiders with the 7th pick overall. Crabtree feels that he should be paid as such, and now threatens to hold out the entire season, and is also threatenCanadian Trucking Magazine

ing to possibly re-enter the 2010 draft.

The problems that come with a contract hold-out can be career affecting, as there is a large learning curve that comes with the transition into the NFL. Though the player may have been an All-American in college, what that player faced in college is nothing compared to the physical talent at the NFL level, and it takes time to adjust to that speed and intensity.

This is why it is so important to get these rookies signed, and into training camp as soon as possible in order to get them accustomed to playing at the NFL level. Any lost time hurts the overall development of that player should he miss any time because due to a holdout, and also affects his team.

Though these types of contract disputes are not uncommon, it begs the question, if the NFL adopted a rookie salary cap much like the NHL where rookies can make a maximum of $875,000 before bonuses, would the league still have these types of problems? The answer would probably be yes, but to a much lesser degree because rookies are paid as rookies and the veterans who have proven themselves make the money they deserve, everyone would know where they stood coming into the league and there would be very little to dispute.

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The NFL currently uses a rookie salary structure based on an individual team rookie cap that fluctuates with the league’s regular salary cap, which is the pool from which teams pay their rookies as per the league’s CBA. Draft order is also taken into account when it comes time to negotiate a contract, with the first half of the first round choices being considered the elite of the draft class. These “prospects” are drafted high and paid very well based on their performance in college and at the NFL combine.

This is the part that doesn’t make sense; you’re paying a guy upwards of $118 million dollars (Michael Vick’s rookie contract, the highest in NFL history) based on what he did in college? To me, that is a lot of money to spend on a guy that may not even make it in the NFL… and there have been plenty of examples in the history of the league that have been branded a “bust”.

I’m not saying that all high round draft picks are busts; many go on to have very successful careers, and warrant the money they are given. It just does not make good business sense, would a company pay top dollar for a guy just coming out of university with no real experience? Just because they show potential does not mean they will realize that potential and succeed, there is generally a starting point and the top isn’t it.

Now in the grand scheme of things the real victims of this current system are the veterans of the league itself, because general managers have to make room for these high priced rookies, proven veterans feel the pinch and now become disposable.

The reason this system has worked for so long is because of the creativity of team GM’s, the overall value of the contract may be worth $20-$60 million (the average high end rookie salary) with much of it guaranteed, but the remainder laden with

performance incentives. Usually the player will have re-negotiated his contract, or possibly been released based on his performance before seeing the big yearly salary, but the team still takes a cap hit because of the signing bonuses on these contracts.

NFL Commissioner Roger Goodell has made it clear that he wants to change the rookie salary system to match the models of the NBA and NHL. Goodell says it’s not about owners vs. players as the league is rolling in revenues, but veteran vs. rookie and distributing the money to the players who have earned it. The time is coming when proven NFL veterans get what they deserve, and rookies get paid to prove they are deserving of bigger contracts down the line. The league needs to make a change and looks like it could be on the horizon with negotiations on the CBA ongoing.

As an NFL fan it pains me to see a highly touted prospect off the field because he thinks he’s worth more than his draft slot would indicate. I say Crabtree is lucky to be in the position he’s in. He needs to get the deal done, get on the field, and show the 49er’s he’s got game and then worry about getting paid.

Hey driver, do you know who this is?

Turn to page 59 to find out!

Dawn truell President Cross Border Services C-tPAt and border Issues Just in case you haven’t experienced the bor-

positive for cocaine. The Canadian truck

ders lately in/out of Canada/U.S.A., both

driver was arrested and charged under the

U.S. Customs & Border Protection and

Controlled Drugs and Substances Act with

Canada Border Services Agency are cracking

importation of a controlled substance and

down on security at all border points. You may

possession of a controlled substance for the

find yourself being hauled in for Secondary

purpose of trafficking. RCMP and CBSA in-

Screening, whether you are crossing in a truck

vestigations are ongoing.

or in a passenger vehicle. My advice to you is

Over $832,000 worth of cocaine

have all of your appropriate documentation

seized at rainbow bridge: Niagara

with you ready to provide to the duty officers;

Falls, Ontario, July 29, 2009 – The

passport, drivers license (photo enhanced pre-

Canada Border Services Agency officers at the

ferred), birth certificate if you don’t have your

Rainbow Bridge seized 6.6 kilos of cocaine

passport and correctly completed manifests if

worth an estimated street value of over

transporting. Do not offer information, answer

$832,000. On July 24, 2009, during the exam-

the questions as asked of you only, joking

ination of a vehicle coming from the United

around at the border is not advisable!

States, CBSA officers discovered two pieces of

Recent border issues: Over $20 million

suspicious luggage. Using various detection

worth of cocaine seized at Peace Bridge: Fort

tools, including an X-ray machine, they found

Erie, Ontario, July 31, 2009 –Canada Border

seven packages of cocaine that were duct-

Services Agency officers seized 167 kilos of co-

taped and concealed within the linings of the

caine worth an estimated street value of over

bags. A spring-loaded baton was also seized.

$20,875,000, this is the largest cocaine seizure

Officers arrested the 22-year-old driver of the

made this year by CBSA. CBSA officers inter-

vehicle, a resident of New York State, and his

cepted the contraband drugs on July 28, 2009,

23-year-old female passenger from New Jersey.

after a 23-year-old truck driver from Niagara

Both subjects have been charged under the

Falls, Ontario, was referred for a secondary ex-

Controlled Drugs and Substances Act for pos-

amination. During the offload examination of

session for the purpose of trafficking and for

the truck's cargo, officers discovered packages

importation of a controlled substance.

of cocaine in four suitcases and one duffle bag.

Chicago — A U.S. Customs and Border

A narcotics identification kit test was adminis-

Protection K-9 officer working with his part-

tered, and the contents of the packages tested

ner, Rambo, seized more than 10 pounds of

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September 2009

Canadian Trucking Magazine

opium at the Chicago foreign mail facility on

trol canine team was working at the check-

Tuesday. CBP K-9 Rambo detected the ship-

point when the canine alerted agents to the

ment of opium while screening arriving inter-

possible presence of narcotics or other contra-

national mail at the foreign mail facility at

band coming from the tractor-trailer. The ve-

Chicago O’Hare Airport.

hicle was referred to secondary inspection

Monday, August 17, 2009 U.S. Border Pa-

where agents discovered an estimated

trol agents assigned to the Falfurrias, Texas

$5,250,800 worth of marijuana concealed

Border Patrol station discovered 6,563 pounds

within the load of citrus the trailer was carry-

of marijuana hidden within a load of citrus

ing. The Drug Enforcement Administration

Sunday evening. The marijuana has an esti-

assumed custody of one adult male, the con-

mated street value of more than $5.2 million.

traband and the tractor-trailer. For further in-

A tractor-trailer rig pulled into the Border

formation on any of above please contact

Patrol checkpoint for inspection. A Border Pa-

su-do-ku

crossborderservices@cogeco.net

RATING: MEDIUM

4 1 2 5 3

7 2 7

6 1 6 8 5 9

3 9 6 3 1 5 9 3 7

4 7

4

Complete the grid so that each row of nine squares, each column, and each section of nine(three squares by three) contains the numbers 1 through 9 in any order. There is only one possible solution to each puzzle.

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September 2009

Canadian Trucking Magazine

Kelly Anderson President Impact Transportation Solutions

red Flag Alert on Job Applications I was recently visiting with the President of a company with which I’ve had a relationship for the last ten years. He introduced me to his new Vice President in whom he has placed a lot of trust, and hopes for great things for his business as a result of this Vice President’s efforts and long track record of reported successes.

When I walked in the door the Vice President (let’s call him John) stood and quickly greeted me by name with an extremely firm handshake. We decided to sit and visit for a minute getting to know each other. He fired off numerous questions to me regarding Impact and the Society. I answered his questions and it seemed that the meeting was about… in his opinion… to draw to a close.

I took this chance to ask him to tell me a little about his background and that’s when the situation changed.

John went from a leg crossed toward his new employer, leaning toward his employer, and a solid 90% confident eye contact to crossing the opposite leg, leaning away from his employer, crossing his arms, covering his mouth, only making eye contact about 10% of the time, and all at once his socks needed continual adjusting and he began to itch. This was the most dramatic change I had ever seen and the most visual signs of deception I’ve ever had a person exhibit in such short amount of time.

The skills I used in the detection of John’s deception were learned from John E. Reid and Associates in Chicago IL. You can look them up at www.reid.com and if you can’t attend their school they do sell DVD’s with their instruction material. Check out “The Reid Technique – Hiring the Best” My client and friend was oblivious to what had just happened. Later he asked me what I thought and I outlined the signs of deception I observed and inquired about the background investigation. John’s work history had been verified as much as possible since he claimed to have been self employed for the last 4 years or so. All his references had been called as well. One thing to keep in mind, his references are usually his friends, and their agenda is to help him get a job.

Here are a few statistics to keep in mind when reviewing applications and resumes: • Eighteen percent of applicants have a criminal record within the past 7 years • Thirty Five percent misrepresent education and professional credentials • Thirty Five percent misrepresent previous employment My client was shocked and concerned about my observations and asked me if I would mind checking a little more on John’s work history. I agreed to help.

I went to the internet and entered his name.

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25

Interestingly he was listed on several social networking sites and had his work history outlined on one of them. Furthermore, I found two press releases from previous employers announcing the addition of their new “super star”. Once I put his complete record together as a result of his online resume, press releases, and the incomplete resume he supplied to my client, a much less stable job history emerged. He hadn’t held a job for more than 2 years in the last 10 years.

As a result of attending many national, state, and local events and working with hundreds of carriers across the United States and Canada I have met and know a lot of people.

It is interesting to see these people who seem to have a new business card every time we run into each other.

This leads me to one of the first red flags I look for and have seen often over the last 11 years of independent consulting. Whenever I see an application which indicates, or a person who has, changed jobs every one and half to two years, I suspect this person doesn’t bring results or value to the organization and as a result of efficient background investigation I usually validate my suspicions.

Why does it take one and half to two years for the change to take place? I believe this is caused by a three stage process. Stage one the four to six month honeymoon; Stage Two - the four to six month realization that things aren’t getting done; Stage Three - the six to twelve month tolerance for pain. Once the pain exceeds the cost and the pride of the person having to admit they made a bad hire, a change is made.

Once the change is made the non-performing executive updates their resume with your great name and their impressive title and someone else hires them on face value again.

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September 2009

Returning to the story of John, he was smart enough to leave off some of his employers to show some stability. He also had an impressive list of references. As I mentioned above his references are his friends and they have an agenda. Another truth is birds of feather flock together. Interestingly enough, John recommended one of his friends (references) for another position my client had available.

These two men would have been compensated very well for the incredible value they were going to bring to the organization.

As I researched the other executive applicant’s background I found he wasn’t smart enough to leave off some of his employers to show some stability in an otherwise unstable work history. Moreover, John and this applicant cross paths at numerous employers.

Posing as the dynamic duo at point of hire, departing as Beavis and Butt Head.

The first red flag I had in this situation was when my client verbally shared the impressive list of companies this individual had worked for at a senior and sometimes worldwide level. My second alarm came during our face to face meeting. The final nail in the proverbial coffin was the falsification of the resume.

Remember the three stage process outlined above. Well, I took the falsification information to my client. You would think that he would immediately have dismissed this liar and fraud. Nope! He asked me if I thought his claims of business growth at his past employer was true. Basically, he was willing to keep this guy if he could deliver the results he lied about previously. It appears to me my client will have to go through all three stages to make a change. However, the length of each stage will be substantially shorter.

Canadian Trucking Magazine

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27

When you're hiring truck drivers, your first goal is to learn as much as you can about the person sitting across the desk from you. Your second is to never forget that it's there goal to impress you, probably by telling you whatever you want to hear. At a time when drivers will work at two, three, maybe even four places in a year, you're in the hot-seat. Due diligence soaks up time, money, and effort you don't have, and-even if you're committed to rigorous screening tests corroborated by reference checks-all you really have to go by is what the driver scribbles down on his job application.

Here at the bureau 60% of the investigations we process for our members reveal the database having information (places of employment, accidents/tickets, failed drug tests) that the driver omitted on his application Mastering the art of reading between the lines can take years of experience, and even the wiliest guy with the six-pack gutcheck can get fooled. Ask Neil Melgaard, who's been working around trucks and truck drivers for the better part of 40 years. "I was managing a farm and we had three rollovers with one truck in 10 months," he explains.

"And I thought my hiring instincts were pretty good. I figured there had to be a better way for me to know more about the person I was trusting with my equipment and reputation before I hired him." Turns out there wasn't. The provinces do notoriously poor job of exchanging information on driver abstracts, and insurance companies report to the Insurance Bureau of Canada, which for years filed accident records by policy number. Unless you know the company the driver was work28

September 2009

ing for and its policy number, you're out of luck. Besides, most big trucking companies have such high deductibles that accidents aren't reported to the insurance company unless there's an injury.

So in 1997 Melgaard founded the Professional Drivers Bureau, a Calgary-based company. The Bureau has kept up with the times, covering all the changes and regulations, while still maintaining Canada’s only nation-wide central database with over 160,000 driver work histories on file - We know with these hard economic times, any additional spending is hard to justify. What we want to point out is… It’s not worth trying to save the money by cutting back on safety and compliance. We do not wish to replace your Safety & Compliance or Recruiting Department. We only want to be that ‘extra’ tool your Safety/Recruiting Departments can use.

What we're trying to prevent is the driver who gets into an accident in Texas, gets fired when he returns, and then represents himself to the next guy as clean driver. "How would you know about that accident? Who is going to tell you?" The answer, Melgaard believes, is the driver's last employer. The integrity of the bureau's database relies on carriers filing a termination report immediately after a driver has left, ensuring that the information is accessible when the driver arrives at his next prospective employer. The report asks the carrier to outline the dates the driver was employed, answer a brief survey about his performance, detail any accidents, injuries, or negligent damage to equipment or cargo, and explain the driver's reason for leaving. The bureau credits companies $4.50 for each termination report they file, since it reduces the administrative hassles of having to chase down missing information.

There were questions about the Privacy Act. The bureau operates as an association, which gives it greater legal flexibility to exchange inCanadian Trucking Magazine

formation among its members. It has to have hard copy with the driver's signature on ittypically the company's job application-in order to perform a search. No one outside the bureau staff ever sees an actual termination report, and the database itself is not for sale.

When a driver asks to see his file, or to add a letter of explanation or refute, we comply.

Indeed, a driver who has nothing to hide has nothing to fear. "I once spent an hour talking to a guy who said he couldn't get another job because of us," Melgaard says.

"This is a man who said he had no accidents when he filled out his most recent job application. When the employer called us and asked us to do a search, we showed that he in fact had five accidents, one major. I explained to this man that he didn't get hired for two reasons: one, he outright lied, and two, he's got a problem with accidents. Neither had anything to do with us."

Since Professional Drivers Bureau launched in 1997 the common factor has always been we are here for the Transportation Industry.

There have been several changes with the bureau since the beginning; one of the latest changes/programs the bureau has launched will have the most impact within the Transportation Industry.

We have launched the Repair Trust Fund.

By researching with both the Public & Government Insurance groups, it is proven that with a ‘buy-down deductible’ covering claims within the first $20,000.00, the Repair Trust Fund would save you anywhere between $796 and $1,989 per year/unit. The actual cost of the Repair Trust Fund will be less than a ¼ of a cent per mile and your coverage is up to $20,000.00! If there were more claims that the Fund has accumulated, the difference would be actual usage.

The Repair Trust Fund doesn’t operate like conventional insurance. It is based on actual Canadian Trucking Magazine

usage from the ‘pool’ of money that all Members pay into. It covers damage whether due to an accident or negligence from a low of $250.00 to a high of $20,000.00.

This program will not cost you extra money……….it will save you money, because any money you put into the Fund, is returned to you in the form of repairs. Keeping your trucks in good repair shows your customers, other drivers and the general public a strong image of safety and maintenance.

Lets face it - we all know that fender benders happen. They have happened to most of us. We also know that repairing these little dings can run into the thousands, and with the economic times we are experiencing, it can be tough to pay those extra expenses.

However, you have no choice but to fix them, because you can’t have your truck pulling up to a customers door looking as if it just came from a game of bumper cars. No matter which way you look at it, insurance is one of the biggest, if not the biggest expense you have. Unfortunately, half the time you may not claim on it, because it seems that as soon as you do, the rates skyrocket. So what happens to those minor dings and scratches? If they are not a safety risk, they are set aside until things pick up, or you find the money somewhere. Why are you paying for insurance again?

Conventional insurance and a buy-down deductible are expensive! With the Repair Trust Fund you’re not paying for a high-rise building with our name on it. What you put into the fund, is what you take out - it’s that simple!

Should you have any questions concerning these or any other programs we offer, please feel free to contact us directly.

Professional Drivers Bureau Ltd. Phone: 403-207-5817 or 888-999-5693 Fax: 403-273-8887 or 888-999-5694 E-mail: scott@pdbci.ca

September 2009

29

Band Spotlight - Bob Smith Blues project I started to get involved in the trucking world at the age of 4 when my dad took me for my first trip. My dad was a mechanic, a truck builder and drove trucks most of his life. My passion for trucks was passed on by him.

As a kid I went on many trips until I was old enough to work with him as his assistant as a truck builder.

He got me my first job at 14; maintaining the fleet, doing oil changes, weld parts, and doing grease jobs until I was about 16.

Every time my dad would ask me to get one of the trucks, and bring it into the garage for maintenance, I would play the driver’s 8 track tapes, and that's how I discovered the Memphis sound. I was hooked on rock singers like Gene Vincent, Carl Perkins, and Elvis Presley. They had a way to deliver such intensity while they were performing their songs.

My passion for trucking was huge, but at the same time I had this amazing passion for music. One was as intense as the other.

I got my first band when I was 16. We rehearsed but nobody really seemed as 30

September 2009

hooked as I was. Shortly after I discovered Led Zeppelin, and Black Sabbath. At age 17, I had my first serious band. We played Led zeppelin, Black Sabbath, AC/DC, Alice Cooper etc. We did gigs from 1981 to 1983.

In the fall of 1983, I moved to Toronto, and played with many local bands. I moved back to QuĂŠbec in 1986, and played gigs with a heavy metal band. At that point, I thought our sound was too dark, so I played my last gig with them in my hometown of Farnham QC at the annual fair, even though we packed the arena. The audience we attracted was very responding well to the material we played, but not the business people who were part of the exhibit. They made sure I would never play there again.

I thought at the time that I would take a break with music. But destiny would have me make new friends, artists and painters who introduced me to the jazz and blues.

I was watching blues and jazz videos to get inspired, and then I heard of Robert Johnson and seriously started playing the blues.

Canadian Trucking Magazine

I wanted to have it down to a science.

By 1989, I moved back to Toronto and got a job as a Dock worker and shunt driver for Robert Transport in Brampton ON. In 1992 while working as a highway driver for CAT transport, travelling across

the U.S.A, I made an important stop at the North East Pennsylvania truck Stop on interstate 90. It was at this particular truck stop that I purchased my 1st harmonica, and from that day forward I have never stopped playing.

In the fall of 1994, I was asked to go on a team run to Hernando, Mississippi just south of Memphis *home of the Blues*.

After the delivery, we were sent to Memphis Tennessee for our pick up but ended up laid over there for the weekend.

We bob tailed and parked next to Beale Street, which of course is the famous blues strip of Memphis. Sitting on a park bench playing my harmonica, I was invited to a play with some regulars. This is when I first sang the blues for an audience. From that Moment, I knew in my heart, that Canadian Trucking Magazine

singing the blues was my destiny.

From 1994 to 1998, I was driving part time, playing the blues and going to school. For the past 12 years I've been a local driver for Normandin Transit out of Napierville, QC which has allowed me to kick off my career as a Blues singer/harmonists.

I have recently released my 1st album *Breakfast at Midnight* which reflects a lot on the life of a truck driver. I invite you to sample 10 of my songs on the album at: http://www.myspace.com/bobsmithbluesproject On October 3rd 2009, In Cardinal Ontario, the Bob Smith Blues Project will be performing along with Jimmy James (one of the most powerful blues guitarist in Quebec) at the *Convoy for a Cure* event, an ALL female truck convoy that raises money for Breast Cancer research.

You may visit www.bobsmithbluesproject.ca <http://www.bobsmithbluesproject.ca/> or www.breakfastatmidnight.ca to check out some tracks. <http://www.breakfastatmidnight.ca/> - Bob Smith

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31

Courtney comes to the rescue as Drew seems to have forgotten what the “e” stands for on the fuel guage!

CTM Girl - Courtney

two to Go: Atlanta A Crucial Stop In race to the Chase DAYTONA BEACH, Fla. — Time is dwindling and stakes are skyrocketing as NASCAR Sprint Cup Series teams prepare for Sunday night’s Pep Boys Auto 500 at Atlanta Motor Speedway.

Only two races remain in the Race to the Chase — the 10-race stretch that precedes the Chase for the NASCAR Sprint Cup — and the Labor Day weekend event at Atlanta, a move from the track’s previous October slot, is one of them.

Three drivers — standings leader Tony Stewart (No. 14 Office Depot Chevrolet), secondplace Jimmie Johnson (No. 48 Lowe’s Chevrolet) and third-place Jeff Gordon (No. 24 DuPont Chevrolet) — have clinched Chase berths.

Nine spots remain before next week’s cutoff race at Richmond International Raceway, which will set the Chase field, and 12 drivers are vying for them.

Mix history with drama — Sunday’s Atlanta event is the track’s first series night race — and possibilities resound.

Matt Kenseth (No. 17 R&L Carriers Ford) occupies the hottest seat. He’s 12th heading to Atlanta, holding the last Chase-eligible spot, but only 34 points ahead of 13th-place Kyle Busch (No. 18 Pedigree Toyota).

“I think we are going to have to run well both weeks to get in, unless someone has a problem,” Kenseth said.

Three other drivers — fourth-place Denny Hamlin (No. 11 Farm Bureau Toyota), fifth-place Carl Edwards (No. 99 Cancer Center Ford) and sixth-place Kurt Busch (No. 2 Miller Lite Dodge) have the most realistic shot at clinching Chase berths this week.

The scoop: Any driver who leaves Atlanta with a 196-point lead over 13th place will clinch.

Hamlin has a 230-point cushion over 13th; he can lose 34 points and seal his spot. Edwards has an 199-point cushion over 13th, but his best shot at clinching means winning on Sunday.

Busch has 192 points over 13th; he needs four more, and like Edwards, a Sunday-night win is his surest clinch scenario.

Site Of Chase Battles, Atlanta Now Sets The Stage For Them Atlanta Motor Speedway’s second annual event has produced plenty of twists since the Chase for the NASCAR Sprint Cup’s 2004 inception. Beginning with Sunday’s Pep Boys Auto 500, Atlanta assumes a new, but no less important, role — setting the table for next week’s cutoff race at Richmond International Raceway, which locks in the 12-driver Chase field.

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Canadian Trucking Magazine

Race fans weathered, well, the weather, to show their NASCAR love Sunday in Montreal as they rooted on drivers in the NASCAR Nationwide Napa Auto Parts 200 at the Circuit Gilles Villeneuve in Montreal, Quebec, Canada. Fans were able to witness both a dry track and rain-tire track race when showers rolled over the area.

Canadian drivers finished in the top 5 with Andrew Ranger in third and Jacques Villeneuve in fourth. (Photo Credit: Jason Smith/Getty Images)

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Driver introductions included Budweiser girls taking them to waiting Dodge trucks for parade laps around the road course. Here, Kyle Busch, driver of the No. 18 Interstate Batteries Toyota, is escorted on the grid prior to the start of the NASCAR Nationwide Napa Auto Parts 200 on Sunday at the Circuit Gilles Villeneuve in Montreal, Quebec, Canada. (Photo Credit: Jason Smith/Getty Images)

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September 2009

Canadian Trucking Magazine

Jack Lee President/CEO 4Refuel Inc. Ways to Cut Summer Fuel Costs Humour me a moment – while you’re filling

on three methods of refuelling. The first is

your gas tank, do you fret over what would

commercial card-locks, which are time-con-

happen if you spilled a bit of fuel? Do you

suming – about 20 minutes per fill. But they

sweat over the impact it would have on the

are a relatively safe alternative as long as

environment, the facility employees or their

drivers pay attention. Most fuel spills at card-

insurance rates? Of course not. You think

locks occur after a long day and in most cases

about other things. And so does everyone

the station absorbs the cost of a small clean-

else, right? Okay, now consider the daily re-

up. But if it’s a large spill, the clean up is on

fuelling of huge fleets of trucks or the equip-

your tab and it sometimes involves environ-

ment spread over large construction sites.

mental inspectors.

Multiply that small chance of spill by the thousands of litres, the hundreds of tanks

The second method of refuelling is site stor-

and all those operators thinking about other

age tanks. This eliminates the loss of time

things while they fuel.

spent travelling to card locks but bring a new set of drawbacks. Keeping the tank full is the

It’s stating the obvious to say that all this

first concern; if you don’t have remote mon-

poses enormous risk to employees and the

itoring and it runs dry, you’re back to the

environment. But what’s less obvious is the

card-lock and losing time again. But the

impact this has on productivity, employee

biggest risk is in using it. Every fuelling ex-

health, insurance rates and the staggering

poses your staff, the environment and you to

costs of cleaning up a fuel spill.

considerable risk. If your dispensing equipment is old, if you don’t have detailed proce-

Transport and construction companies rely Canadian Trucking Magazine

dures or don’t carry out regular training, a

September 2009

39

Convoy For A Cure Upcoming events

Watch for events in your area!

Go to www.convoyforacure.com for more information

40

September 2009

Canadian Trucking Magazine

costly spill is inevitable. I don’t mean only

fill a tank, their only thought is to do it safely.

large spills that bring whopping environmental clean-up bills and huge hikes to your in-

Wheel-to-wheel is the safest, most convenient

surance rates. I also mean the odd small spills

and reliable way to get fuel – and it pays back

that create cumulative contamination and

dividends.

bring huge clean-up costs not covered by most insurance companies.

With wheel-to-wheel fuel delivery, professional operators are specially trained to min-

Fuel is toxic – it’s hazardous to employees

imize risk to employees, equipment and the

and the environment – but spilling it is even

environment. Compared to card-locks, you

more dangerous – to your bottom line and

save time otherwise lost on trips to card-

your insurance premiums

locks. Compared to site fuel tanks, you save money otherwise spent maintaining tanks

Over the years we’ve been told of hundreds

and premiums for emergency service. But in

of refuelling catastrophes. In one case, a

both cases, wheel-to-wheel can save you

truck driver started filling his truck after a

thousands of dollars associated with spills,

long day on the road and fell asleep; allowing

clean ups and insurance premiums.

thousands of litres to flood the area a foot deep in diesel. It gets worse. Instead of care-

Using wheel-to-wheel and getting rid of your

fully removing the contaminated soil to pro-

site fuel tank substantially reduces your envi-

tect the ground water and the community,

ronmental risk exposure. If you’ve ever had

the owners ploughed the fuel into the

to clean up a spill, you’ll also know the high

ground. But none of this had to happen.

cost of the rates that follow for years after.

Avoiding this cost can represent tens of thou-

The third method of refuelling is profes-

sands of dollars. And the insurance experts

sional fuel delivery. Wheel-to-wheel service

agree.

puts fuel in the hands of professionals. Many companies provide safe, reliable refuelling

Richard Frost is the Loss Prevention Coordi-

done by specially trained and certified refu-

nator for National Accounts and Associa-

elling professionals. The best part is, fuelling

tions at Federated Insurance Company of

can be done while your trucks are parked

Canada, a leading property and casualty in-

and your equipment is idle – unlike tanks

surer of businesses across Canada. Mr. Frost

and card-locks that interrupt your productiv-

tells me, “A business using professional refu-

ity, wheel-to-wheel improves it. And there’s

elling services substantially reduces their ex-

no daydreaming with these guys. When they

posure to costly fuel spill remediation. If your

Canadian Trucking Magazine

September 2009

41

people aren’t handling the fuel, they aren’t spilling it either. The difference is, a top-performing wheel-to-wheel provider with professionally trained drivers like 4Refuel has a 0.001% incident rate backed up with a stellar clean up record. But if your drivers are filling at card-locks or in your yard, the risk of a spill is considerably higher and so are all the associated costs.”

If all this doesn’t make a dent, then consider this: professional fuelling makes you green without even trying. And it even saves you money. Your company can proudly take its place in the Green Revolution for the reduced environmental risk and lower overall GHG output of wheel to wheel. And guess what? You can promote your new green philosophy to employees, clients and the community. It’s known to help you attract and keep the best people too.

Hey driver, do you know who this is?

Turn to page 59 to find out!

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September 2009

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Continued...

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43

pet of the month

Courtney caught Henry, the lot lizard in Calgary!

Scotia was ever watchful for intruders.

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September 2009

Allie takes cute to new levels!

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Continued...

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Mission: Women In Trucking was established to encourage the employment of women in the trucking industry, promote their accomplishments and minimize obstacles faced by women in trucking.

The organization is an active group that finds opportunities to promote the accomplishments of women in the industry.

This organization has been created for you, both men and women, who are either involved in the industry, or have a career interest in being a part of one of the largest networks of professionals in North America. Nearly one out of fourteen workers are already employed in jobs that support the transportation industry, but the need for drivers and other trucking professionals continues to increase.

You can become a member of Women in Trucking by completing the application.

Your support of this non-profit organization will help us provide the needed resources to encourage women to become employed in the trucking industry. Additionally, your dues will help us to motivate the transportation industry to look closely at any obstacles that might prevent women (and men) from considering a career in trucking. Our goal is to provide a greater understanding of some of the special challenges women face on the road. From restroom parity at loading docks, to ergonomically designed cabs in the trucks, women often find themselves faced with obstacles that might not be obvious to those who found them acceptable in the past.

Thank you for your interest in Women In Trucking.

We look forward to serving you and supporting your career in the transportation industry.

Ellen Voie President/CEO Women In Trucking PO Box 400 Plover, WI 54467-0400 1-888-GO4-WITA (1.888.464.9482)

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September 2009

Canadian Trucking Magazine

Word Search Michigan Features

Ann Arbor Battle Creek Dearborn Detroit Flint Grand Rapids Huron Kalamazoo Lake Michigan Lansing

Canadian Trucking Magazine

Lions Livonia Menominee River Mount Arvon Ontonagon Red Wings Saginaw Tigers Traverse City Warren

September 2009

51

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September 2009

Canadian Trucking Magazine

not limited to women. In fact, currently, twenty-one percent of our members are men. If you think about it, you don’t need to be a dog to join the humane society, do you?

Illinois Features What do women want? The Arbor Day Foundation doesn’t require t h a t I you’re a am tree to support their efforts.

ellen Voie CAE President/CEO Women In Trucking, Inc

Word Search

often asked to explain what issues women in the truckAurora ing industry have that are Bears different from men. The Blackhawks answer is, “none.” Every Bulls one of the concerns that Cahokia our members have affects Chicago both men and women.

Cubs So, whyDriftless do womenArea need Elgin their own association?

FortDespite Massacthe They don’t!

O u r members include anyone w h o supports our mission; Women In Trucking was established to encourage the employment of women in Joliet trucking industry, promote their acKaskaskia River complishments and minimize obstaNaperville cles.

Peoria Are thereRockford issues that are unique to women?Soldier No, but Field there are issues that Springfield affect women more than they affect Wabash men. These areRiver some of the conWhie Sox cerns we are focusing our efforts on Wrigley Field Let’s look and working to alleviate.

name, “Women In Trucking,” our membership is

at some of the top obstacles women face in the trucking industry.

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53

the better Half Angie Dola Client Services Little Miracle For those of you who are familiar with my article “The Better Half ” you may notice it is only in here every now and again. Let me explain why. I am a mother of 4, enough said…so to find the time to write it can be challenging. With that being said it was especially important for me to set aside the time this month (even with it being the most busy month of the summer preparing for kids going back to school and all of their activities and being on the PTA etc.) because of what happened on July 20 2009. Those of you who follow us and are fans on Facebook are a bit more familiar with what I am On July 20 of this year Dave MacKENZIE and I had our 4th child together. There were some major complications in the de-

livery room during our son’s birth. To brief the story for those not familiar with the situation, our son Andrew Scot MacKENZIE (or as Dave calls him “Drew”) born 7lbs 3 oz, stopped breathing and went 8 minutes without oxygen and needed to have CPR 54

September 2009

done to bring him back and then from there he was placed on complete life support for the first 11 days of his life needing oxygen and all sorts of other things to keep him alive.

It was so difficult to watch our baby boy’s

lifeless body hooked up to all those machines and medicines to keep him alive, not even being able to hold our own baby.

We had daily sit downs with the doctors and for the first 5 or more days of his life he was the “sickest” baby in the whole NICU. The doctors even tried to have subtle conversations with us about having to have a “different” kind of conversation and asking us if we wanted to see a minister. For those 11 days of him being in the NICU was the most difficult and terrible time in our lives and while going through that we still had 3 other small children to care for. During this time we reached out for support, as well as thoughts and most importantly prayers for our son’s life to be blessed and with us here on earth.

Canadian Trucking Magazine

After 28 days in the hospital, Andrew FINALLY came HOME! Dave and I wanted so much to thank you all that thought of us in our time of need and prayed for our baby boy when he needed it the most. There are no words that I can ever use to express our gratitude for those of you that were right there next to us any way they could have. Dave and I truly believe that because of you and your prayers, (and the help of modern day medicine and wonderful doctors and nurses of course) that you helped save our son’s life and we thank you from the bottom of our hearts.

I am happy to announce that as I write this article Andrew is doing so well and growing

so big every day (He is almost 10 lbs already!). He has been home now for 3 weeks and we are loving every second of it! He had his hearing checked and it’s great, he had his eyes checked and they are great and he had an MRI and it came back normal and he has monthly occupational and physiotherapist appointments just as follow ups to monitor his growth and abilities due to him going 8 minutes without oxygen. He had his first follow up appointment last week and he was right where he should be for his age for everything! Thank you so much for all of your support and I just really hope that you all really know how much you all mean to us!

Thank you!

Love Angie, Dave, Kaitlynne, William, John and most of all Andrew.

May the road rise up to meet you.

May the wind always be at your back.

May the sun shine warm upon your face, and rains fall soft upon your fields.

And until we meet again, May God hold you in the palm of His hand.

Check out our Facebook page and become a fan. We’d all love for you to get to know us better as we would love to get to know you all better too! You can add Carl Sveinson, Dave Mackenzie or myself as your friends too and get to know our more personal side! Hope to see you all soon!

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Permits, road Conditions, and Weather resources bC road Conditions bC Permits

1-800-550-4997 1-800-559-9688

Alberta road Conditions Alberta Permits

http://www.drivebc.ca/

http://www.transportation.alberta.ca/611.htm 1-800-662-7138

Saskatchewan road Conditions http://www.highways.gov.sk.ca/road-conditions/ Saskatchewan Permits 1-800-667-7575 Manitoba road Conditions http://tgs.gov.mb.ca/roadinfo/Default.aspx?AreaID=100&ln=en-CA For access by telephone call (204) 945-3704 or 1-877-MBRoads (1-877-627-6237).

Manitoba Permits Phone: (204) 945-3961 Toll-Free: 1-877-812-0009 Ontario Permits http://www.mto.gov.on.ca/english/trucks/oversize/index.html Head Office Tel: 416-246-7166 or 1-800-387-7736, Dept 4 Fax: 905-704-2545 Ontario road Conditions http://www.mto.gov.on.ca/english/traveller/conditions/ Quebec Permits 514 873-7620 in MontrĂŠal or 1 800 361-7620. http://www.mtq.gouv.qc.ca/portal/page/portal/accueil_en/faq/permis_speciaux Nova Scotia Permits http://www.gov.ns.ca/snsmr/smp/ Phone: 1-800-898-7668 (Toll-free in NS) or (902) 424-5851 Nova Scotia road Conditions http://www.gov.ns.ca/tran/winter/roadconditions.asp New brunswick Permits https://www.pxw1.snb.ca/snb7001/e/2000/2006e_1.asp New Brunswick Road Conditions http://www.gnb.ca/0113/roadcond/dist-map-e.asp 1-800-561-4063 Newfoundland road Conditions http://www.roads.gov.nl.ca/cameras/default.stm PeI road Conditions http://www.gov.pe.ca/roadconditions/index.php3?map=off NWt permits http://www.dot.gov.nt.ca/_live/pages/wpPages/services_commercial_permits.aspx NWt road conditions http://www.dot.gov.nt.ca/_live/pages/wpPages/roadConditions.aspx Yukon road conditions http://www.511yukon.ca/ Canada Weather http://weatheroffice.gc.ca/canada_e.html U.S. weather http://www.nws.noaa.gov/ 56

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Canadian Trucking Magazine

Jordin from the Wells Gray Inn!

It’s Max and Corey from the Blue River Husky!

Nick, Sam, and Jamie from Saskatoon Husky!

It’s Samya from the Husky Truck Stop in Calgary!

It’s Shelly, Heather, and Joann from the Red Bull Esso in Radisson, Sk! Canadian Trucking Magazine

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CANADIAN HOURS OF SERVICE SUMMARY Driving/On-Duty Time

- A driver cannot drive after being on duty for 14 hours in a day, unless the driver is deferring off-duty time to the next day.

- The driver also must not drive exceed 13 hours of drive time in a day.

- The driver cannot drive after the 16 hour window has ex pired.

- The driver may not start a new work shift unless 8 con secutive hours off-duty have been completed.

Off-Duty Time

- Drivers are required to take at least 10 hours off-duty time each day.

- At least 8 consecutive hours of off-duty must be taken be fore commencing the driver’s work shift. The 2 additional hours of off-duty time can be taken in minimum 30 minute increments. A period of off-duty that is 15 minutes or less must be logged as on-duty.

Splitting the Sleeper Time - A single driver is allowed to split the sleeper berth time into two breaks, providing that the two breaks equal 10 hours, and that neither split is less than two hours in length.

- Team drivers are allowed to split sleeper time into 2 breaks as well, but the total time taken must be at least 8 hours, The 2 breaks must each be 4 hours in length, and the additional 2 hours must be taken during the day in minimum 30 minute breaks. It is acceptable for the driv ers to take the breaks in the sleeper berth.

16 Hour window

- A driver may not drive after 16 hours after the work shift began. If the driver started a shift at 6:00 a.m., all driving, and other on-duty activities must be completed by 10:00 p.m.

Off-duty deferral

- Providing the driver has taken 8 consecutive hours of off-duty time, the 2 hour time remaining can be delayed until the next day. Total driving time for the 2 days must not exceed 26 hours, and total off-duty time must equal at least 20 hours. The driver must indicate on the log sheet the first deferral day, and the second deferral day.

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â&#x20AC;&#x153;Quotablesâ&#x20AC;?

If evolution really works, how come mothers only have two hands?

- Milton berle When women are depressed, they eat or go shopping. Men invade another country. It's a whole different way of thinking.

- elayne boosler When you go into court you are putting your fate into the hands of twelve people who weren't smart enough to get out of jury duty.

- Norm Crosby I can always tell when the mother in law's coming to stay; the mice throw themselves on the traps.

- Les Dawson Housework can't kill you, but why take a chance?

- Phyllis Diller Mistakes are a part of being human. Appreciate your mistakes for what they are: precious life lessons that can only be learned the hard way. Unless it's a fatal mistake, which, at least, others can learn from.

- Al Franken A man is never drunk if he can lay on the floor without holding on.

- Joe e. Lewis eighty percent of married men cheat in America. the rest cheat in europe.

- Jackie Mason Any kid will run any errand for you, if you ask at bedtime.

- red Skelton 62

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Canadian Trucking Magazine

U.S. HOURS OF SERVICE SUMMARY Driving/On-Duty Time

- A driver may drive a maximum of 11 hours after taking 10 consecutive hours off duty - The driver cannot drive beyond the 14th hour after coming on duty, follow ing 10 consecutive hours off duty - The driver may not drive after 70 hours in 8 days.

Off-Duty Time

- A driver may restart a 7/8 consecutive day period after taking 34 or more con secutive hours off duty.

- CMV drivers using the sleeper berth provision must take at least 8 consecu tive hours in the sleeper berth, plus 2 consecutive hours either in the sleeper berth, off duty, or any combination of the two.

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