Pro-Trucker Magazine August 2016

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AUGUST 2016

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From the Editor’s desk...

VOLuME 18, IssuE 7 of 11 PUBLISHER/EDITOR John White john@ptmag.ca PRODUCTION/CIRCULATION Tori Proudley tori@ptmag.ca ADMIN/SPECIAL EVENTS Donna White donna@ptmag.ca ADVERTISING/MARKETING John White john@ptmag.ca Tori Proudley tori@ptmag.ca CONTRIBUTING WRITERS Dave Madill • Ben Proudley Scott Casey • Mel McConaghy Ed Murdoch • Colin Black Tamara Weston • Bill Weatherstone PHOTOGRAPHY David Benjatschek wowtrucks.com Brad Demelo HEAD OFFICE Ph: 604-580-2092 Toll Free: 1-800-331-8127 Published eleven times a year by Pro-Trucker Magazine Inc.,

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The publisher does not endorse or make claim or guarantee the validity or accuracy of any advertisement herein contained. All materials submitted for publication are subject to editing at the publisher’s discretion. The act of mailing or e-mailing material shall be considered an expressed warranty by the contributor that the material is original and in no way an infringement on the rights of others.

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PRO-tRuCKERMAGAZINE MAGAZINEe PRO-tRuCKER

Rarely have I received a response to an editorial like I have to my last one that concerned trade certification for truck drivers. Comments have come from many areas of the industry. One trucking school owner explained that they offer a variety of courses with varying degrees of difficulty and only run the cheaper courses because they are forced to so they can compete with other schools. This is understandable and my comments were not intended to John White infer that all driving schools were “puppy mills” for class 1 drivers. The general consensus is that most driving schools would welcome a fully structured basic entry course as long as it were mandatory across the board.

As everyone knows, the problem with quickie courses is that drivers who take it are not fully trained and that is why most companies require a minimum of 2 years’ experience before they will consider hiring you. There is good reason for this – the insurance companies demand it. Governments talk safety to get votes but insurance companies know the risks. On the other hand If you take the 8 to 12 week “MTI Way” course you are considered by the insurance companies to have 2 years’ experience. MTI partners with leading trucking companies including Trimac, Challenger, Bison, Sutco and DCT Chambers who take their graduates and mentor them for the next 3 months. But here is the kicker, the BC government is no longer willing to provide student loans to take this course. After years of specializing in producing fully qualified drivers the BC government is essentially slapping all drivers in the face by saying it is not necessary to put safe drivers in the middle of your workplace. Go figure. Just before a provincial election? That could be a big mistake.

On the other hand Ontario, the only forward looking province at this point, has developed a mandatory entry level training (MELT) course that will take effect July 1, 2017. Although not nearly as extensive as the course offered by MTI, and still not recognizing truck driving as a trade, it is the first step we have seen to date that may eventually lead to certification.

On another note we head out today for Alberta Big Rig Weekend and although times are tough in Alberta, with many companies understandably unable to support the show this year, we are determined to put it on for our many loyal friends. This year some of the drivers have organized a lighted truck convoy that will travel around Red Deer on Friday night to raise money for Fort Mac. At BC Big Rig Weekend there will be a Strong Man Competition organized by Scott Wallace the reigning BC Strong Man champion. They have an official judge and an MC to keep everyone entertained.

Also Colin Black our writer from Scotland will be in BC to take in the show on his first visit to Canada. See you there!

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LETTERS to the EDITOR

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John Whi r Magazine Pro-Trucke

John I have a question about NAFTA. What would happen to Canadian truckers who go down to the States if the U.S. withdrew from the NAFTA deal? Would it be less work for us? More economic hard times? With the fear of Donald Trump possibly becoming president it looks like NAFTA could very well be scrapped by the U.S. Cory D. Editor’s note: At this point in time it is anyone’s guess.

Trump was not taken seriously early in the debates and the very idea of him ever winning the Republican nomination was considered laughable by most political pundits. Yet the July 22-26 Reuters/Ipsos opinion poll found that 39 per cent of voters supported Trump, 37 per cent supported Clinton - 24 per cent said they would not vote for either one. Taking into consideration the variables, this is considered a dead heat.

It seems to be a sign of the times where the general public is so disillusioned by politicians that they are revolting, not by voting for someone, but by voting, “anyone but”. We have had some good examples of that in Canadian voting of late.

One saving grace is that the President of the U.S. does not have as much power to pass laws and legislation as Canadian Prime Ministers do. They can try but everything still has to be approved by congress.

John, I just read your editorial in Julys issue and I’d like to add a different view point that no-one seems to be looking at. Currently the movement afoot is to get government to do something to recognize truck driving as a professional trade/ recognizable skill, in the same way as a ‘red seal’ trade currently is. Might I respectively suggest this is the completely wrong way to do this.

Setting aside the fact government at all levels is incompetent, and unable to accomplish much in the way of good, many recognized skills and trades pre-date modern government, and even many countries, yet they have been recognized as such, most of their existence, due to their non-governmental guilds, that set up the required skill sets, minimal standards and apprenticeship programs, long before governments came along and adopted their standards.

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My suggestion is we first form a professional drivers guild. The best way I can currently see to do this would be through OBAC or OOIDA, or both, being both these organizations are set up specifically for drivers and O/O’s. I’ll throw my thoughts on unions aside and suggest the Teamsters into the mix as well.

I didn’t mention our provincial trucking associations, because I don’t see them set up to work to the drivers benefit, on this matter, without being influenced by what their carrier members want, which isn’t always the same.

Just my thoughts on how to reach the same goal, by a different means, versus the current approach that doesn’t seem to be working very well.

Yours etc.

Iain Richmond Editor’s note: You would think that the organizations you have mentioned already would have banded together to lobby the various levels of government but for some reason that has never happened. There has been the odd mention over the years but unfortunately I am not aware of any of them making it a real priority where they hold the politicians feet to the fire. It has always been a struggle to get “independent” owner operators and company drivers to join any organization in any great numbers but who knows, if trade certification were made a priority, it could be the rallying cry that is needed.

FROM

THE

DRIVERS SEAT

By Ben Proudley Ben has been a Class 1 driver for 17 years. He started out driving wreckers and currently heavy hauls for Hertz Equipment Rentals. Ben was our Rig of the Month in March of 2008

In our last issue the conversation was brought up about driving schools and licensing, the whole problem being how student loans are given out. The fact is that the government has changed the rules again. Let’s face it, at the end of the day it really does not affect us all that much. Most of us have been drivers for a long time now, so what if they are just putting under qualified people on the road? Stop and think about this for one minute, WE ALL COMPLAIN ABOUT THE YAHOO’S ON THE ROAD! So why not help to fix the issue?

Never mind just trucking. The whole driving system needs a major overhaul. Talk about a broken system. We are focused on the poor truck driver training schools out there, but we also need to look at the basic driving schools as well. You need good habits right off the start.

The quality of drivers on the road is a complete joke. In BC we have a graduated license system. In my opinion, as a professional driver, it does not work worth a damn. I watch the cheaper schools turning out bad drivers. The “better ones” are a bit better but they are outnumbered

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by the poor ones. Therein lies the problem. Poor training right at the start cannot necessarily be fixed with better training later in life.

So as much as we want to be a trade we also need to start right at the bottom and work our way up. Fix the basic problem as well as lobby for our “Profession” to be a red seal trade. Around where I live I see the cheap schools who train a Class 1 driver in a daycab truck pulling a 40 foot van. Once he passes with that configuration he can drive anything he wants, as long as someone will hire him. That guy could be pulling oversize loads if he wanted to and someone would give him a job. What is scary it that it is a very real thing around the trucking industry. Hire them cheap and hope for the best.

I am slowly working on a list of ways to make it a viable thing for our industry to change itself into a trade based program. I have no doubt in my mind that someone, somewhere has tried this before. Since I am lucky enough to have friends in law enforcement here in BC, (depending how you look at it) I am working with them and using their contacts to try to move this slowly up the chain. It is going to be a long process but as Andy Roberts wrote in his last article we need to push for change. If we do not who will? The government is not going to. They only do things if it seems to help them along.

If enough of us start to rattle a few cages maybe, just maybe we can help to bring change. One of my favorite quotes as of late has been, “Be the change you want to

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see”. We all complain about the poor drivers out there, stop complaining and do something to help. Be part of the solution, not the problem. Go to MTI’s Facebook page and follow the link. Take 10 minutes out of your day and make the world a safer place for all of us and our families.

For those of us who started or grew up in this industry back when we were considered professionals, we need to teach this to the younger ones. This is a great place to start. Let’s all work to bring back the professional in driver, back to the good old days. Yep I admit it now. I am getting old.

On a side note I had the chance to chat with a reader on Facebook messenger just recently about how much he enjoys the magazine and how much he appreciates the time and effort we as writers put into our articles.

I promised I would pass this along to all of our writers and this seems like the best way. So if you have written for us in the past or are a current writer, thank you from Gerald Ross who, through your writing has been inspired to become a third generation trucker. His father graced the cover of Pro-Trucker Magazine a few years back.

Hopefully one day when his dad looks at him and says he is now a Professional he too will be willing to share his story with us.

If writing for us is something you would like to do, please get in touch with us. We welcome articles and stories from everyone.

From the Patch

By Tamara Weston

Tamara and her husband Eric, were the Rig of the Month drivers in our October 2014 issue.

Life works in some mysterious ways, this I’ve learned along the way. I was blessed with the joy of giving life to three beautiful daughters, then life gave me the gift of two amazing step sons. But for every gift and happy moment, life likes to throw some pretty nasty curve balls. I get that things happen as they should and for a reason but honestly sometimes enough is enough.

We as truck drivers sacrifice so much to do what we do. Our needs and wants take a back seat to the needs and wants of others. We give up birthdays, holidays , graduations, missed doctor appointments and we drivers will drive for days with a broken tooth because we can’t find the time to go to the dentist. I don’t want to climb up on my soap box and preach but fellow drivers, when was the last time you flipped your visor down and looked in the mirror and honestly asked yourself “how do you feel?” I’m not talking emotionally or mentally(these are important too) but physically. What is your body telling you?

Most of us out here don’t eat right, rarely do I eat three

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meals a day and most of us are coffee addicts. We do not live like most, our sleep patterns alone are enough to make the average person shutter. Now I know like many of you out here, I’m stubborn, strong willed and refuse to miss a load due to a cold or upset tummy but, what are we doing to ourselves in the process? We do not have the luxury of going home every night or working a schedule that allows normalcy - no gym membership here. I do my best to manage myself, I’m not a huge junk food person. I try to drink as much water on the road as possible and I make healthy food choices, which is difficult at best when the only food choices I have sometime is a 24 hour truck stop/gas station.

Why am I stating the obvious you ask, well back to my question, how are you feeling? Last year around this time the love of my life looked at me and said “Holy babe you’re getting a belly,” despite my desire to choke him, he was right I was getting a belly. I chalked it up to my job, I had been running the highway steady for over a year, there was no more puddle jumping, less hose dragging and way less work. Yep, I convinced myself, it was due to my job.

Last month I was taken to the hospital via ambulance due to severe abdominal pain, my first thought was my appendix. Four shots of morphine, a CT scan, x-rays and 8 hours later it was determined my appendix is fine but they thought I had an ovarian cyst burst. Antibiotics

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and pain meds in hand, I was sent home. Six days later I’m back at doctors still feeling crappy. He sent me for an ultra sound and that’s when they actually found the problem.

Tumors, such a life changing word. My uterus is full of them. My belly was bulging from them - not because I was getting chubby. When going over everything with specialist I began to piece it together, my body had been telling me all along something was up but I was too busy to listen. We as drivers go get our medicals when needed and I know we all assume, especially me, that it’s enough to have an annual checkup.

My cousin for example, because he is over 50, goes every year now and as far as he knew everything was a-okay, blood pressure, eyes, etc. I was just getting right with the whole idea of what was happening to me when I received a call from his sister, he had been air lifted from Grande Prairie to University of Alberta hospital and was having emergency open heart surgery not for a heart attack but for an aortic dissection. The cause? High blood pressure. His wife and family live on Vancouver Island, and in those first few days I’m sure it felt like they were a million miles away. He too had early warning signs but was busy and worked out of province. He is now home on the island recovering and doing really well despite the whole ordeal, but this past month has been a doozy.

We live, eat and breathe trucking, just like many of you. It’s high stress, and hard on us mentally, emotionally and physically. What I’m taking from all this is I’m going to listen. Listen to my body when it tells me its tired or stressed or hungry. I’m going to go to my doctor and get blood work done regularly and not just go to whatever Doctor charges the least for my drivers medical.

So, fellow drivers, how are you feeling?

THE DIESEL GYPSY

By Bill Weatherstone This is an excerpt from Bill’s book, “The Life and Times of William John Weatherstone.”

Bulk Carriers - The Beginning

In the first part of 1957, I hired on with Bulk Carriers in Sarnia, Ontario. I had never hauled a tanker before, but they were willing to teach me the ropes. The highway asphalt season was coming on and they needed drivers for the new Trans-Canada Highway building boom.

I went through the usual road testing process and passed with flying colours. The B-61 Mack and the Fruehauf, triaxle tank trailer was to be my dedicated equipment. The next item was my first load. They said that I was to be

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at the refinery at 10:00 pm, load, and then deliver to an asphalt plant near London, Ontario, just 60 miles away.

They told me that the refinery crew would show me the loading procedure. The instructions included, that under no circumstance, should I let moisture or water get into the tank after unloading. It would create a serious danger.

KEEP IT DRY. I was at the plant on time, and was instructed and helped in the loading. The loader gave me the same warning as the company did. I was also warned never to wear short sleeve shirts, or short pants, in case of a splash from loading, or unloading. The product was in the 400 to 500 degree F. temperature range. If I were to get any on my bare skin, find cold water and submerse the area.

Try to bare the pain, and do not try to wipe or brush it off, as the flesh could come off with it. With fabric covering, you could take it off right away. I acknowledged the information and I was on my way.

I arrived at the London plant on time and all I had to do was to open the loading hatch on top of the trailer, hook up a single stainless steel hose to the storage tank pump, start up the electric motor and crack the valve open.

Simple enough, except nothing happened. The receiver came along and said that the valve on the tanker was cold and frozen solid. He gave me a heavy steam hose and said to direct the steam onto the trailer valve until it thawed out and begins to flow, and then the hot product would

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eventually melt its way through and pump off. After an hour of hot, wet steaming, it cleared and began to move.

If the top hatch were not open, the pump would not only move the product, but would also suck the sides of the tank in. Then you would really be in deep %#!.

The load eventually was unloaded, and all valves closed. It was just starting to rain, and after all the warnings about keeping the tank interior dry, I went up top and closed the loading hatch, to make sure that any moisture could not enter. (THAT WAS A BIG MISTAKE!) I hit the yard, and was told to go home, and get some sleep. One of the yardmen was going to load the truck for me, and then I could come in and leave directly on a long trip.

Well my mistake was to close the loading hatch with the trailer interior still hot. A closed hatch, holding in all that heat makes the tank sweat and then leaves moisture on the bottom of the tank as it cools. The hot, airtight tank creates a vacuum as it cools, and could suck in the walls and collapse them, severely damaging the tank.

The yardman went over to load up. Fortunately, the tank resisted collapse, but did have some water, spread out on the bottom from the sweating. Loading at night, they did not see it in the black interior. When the product hit the bottom of the tank and mixed with the water, all hell broke loose. The loading temperature was well over

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Call Al 604-882-7623 400 deg. F and was coming out of a high speed 6� loading pipe. The product started to foam like hell and the trailer started to bounce violently, and then came out like a geyser. The loaders flew off the platform and the safety valve shut down. It created a bloody dangerous mess, all over a little bit of water.

The safe way to keep it dry is to drop the hatch latch into the opening then drop the lid down on top of it, leaving the lid open about 2 inches. The heat escapes, and no vacuum would be created, and rainwater cannot enter. That is the part about keeping dry, that no one had explained to me.

Well I was off the hook for having creating the problem.

They accepted the fact that, I was not properly informed.

Fortunately, no one was hurt and no real damage occurred.

It was just a messy cleanup. That incident really sunk into my brain. All the theoretical instruction that you receive is no match for practical experience.

I ran like a lunatic after that, there was so much work; we had a hard time keeping up. The time came when they were looking for four volunteers to go up North to the Lakehead, for the balance of the season to work on the Trans-Canada Highway. The Lakehead today, is known as Thunder Bay, Ontario. I jumped at the chance. Jim M. and I ran up there together. It was just over 1,000 miles, north and west of here. It was bad road and muskeg, and took us over 30 hours from Sarnia, to make the trip running empty. There was no such thing as a logbook in Canada, at the time. You ran until you could not go another inch, flaked out for a few hours then carried on. Two other drivers would follow us up there, a couple of days later.

Once at the Lakehead, (at the time, properly called, Fort William & Port Arthur, the twin cities) Jim and I decided to split a double room at a hotel downtown. The other two drivers would share a room in the same hotel next to us.

We saved a lot of money, that way.

It was what you could call a long hot summer. It was full of crazy happenings and experiences, some comical and some dangerous. It was a great time. ***** Some days while driving through traffic the supply of available swear words is insufficient to meet my demands.

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A Passing Glance

Eighty percent of male truck drivers admit to glancing down into passing cars hoping to see a naked woman.

The other 20 percent are liars.

Some days, on monotonous routes (Toronto to Montreal), the opportunity to look into vehicles as they cruise past, makes a boring day almost enjoyable.

Hours-long stretches of overly familiar interstate requires creative ways to pass time - and people watching is safer than doing puzzles on my cell phone.

On weekdays, in populated areas, it’s conceivable that several hundred vehicles (possibly thousands) pass my driver’s window. When traffic flow smooths out, and I allow myself to lower my guard down one notch from hyper-alert, I admit – I look. Ladies, you needn’t worry about being leered at by creepy truckers while you drive. We save that for the Walmart parking lot. Besides, it’s not really “looking”, but more like

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instantaneous glancing. With most truck’s top speed at 65 mph, and other vehicles flying past at 70-75, we get a one-second glimpse into the lives of our motoring countrymen.

For the most part, passing vehicles contain normal people busily doing activities normal people do – shopping, working, and picking up the kids from the sitter. A vehicle’s contents and activities reveal who’s on vacation, who’s a hoarder, and who smokes with kids in the back seat. It’s what I don’t expect to see that makes long days worthwhile.

People eat and drink in their vehicles. That’s why cup holders and stain-resistant upholstery were invented.

My anecdotal observations indicate water, coffee, pop, and fast food breakfast sandwiches are the most popular consumables. Near Winnipeg, one woman decided she needed to take her homemade spaghetti to go. With one hand under her plate, one on the fork, and a knee controlling the wheel, she manoeuvred her car at 55 mph through Headingly and cruised off towards Portage.

Another woman, enjoying her morning doughnut on a workday commute, cruised past with a box of 24 glazed and dipped in her lap.

After 5:00 on Friday nights I expect seeing construction workers, factory workers, and college guys starting their weekend parties early. It’s not only the young and blue collared who enjoy car parties, but

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also well-to-do couples in British Columbia who “put wheels” on their crystal wine glasses.

When cars jam on the brakes in front of me and pull over in a cloud of dust, I no longer expect a deer in the road, only persons in various stages of digestive distress. I’ve witnessed countless liquid arches whizzing semi-discretely from behind open doors, grown men returning from the woods with a shredded newspaper under their arms, and a grandmother holding back a little girl’s ponytail as the child emptied the contents of her stomach into the ditch as the grandmother emptied the contents of her soupy handbag.

After 30 + years on the road I’ve seen so many quirky sights that little surprises me now. Except for the New York woman with her face tattooed (not grease painted) like the drummer from KISS. Or the woman with a 100+ Winston cigarette packs scattered front seat and back. And the amateur maestro near Calgary, who, at 5:30 am, enjoyed animatedly conducting an imaginary orchestra with a cigarette, a Molsen Canadian, and his penis.

For the record, of the tens of thousands of cars that have passed by my window only a very few have had naked ladies in them. To the woman outside Saskatoon I’m guessing you were trying to keep your outfit from getting wrinkled on the drive to the office. Then again, who’s looking?

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TYRES ACROSS THE POND Colin Black lives in Bellshill, Lanarkshire, Scotland and has been driving truck for over 40 years. His story shows us once again that the problems drivers face are universal.

On The Edge

When I started my driving career with NCL, National Carriers Ltd. 40 or so years ago, parcel delivery firms were a wee bit thin on the ground. Before the likes of Amazon and the internet, people ordered stuff from catalogues. The van I used was a Commer walk thru, which was an ideal design for multi-drop with sliding doors on the drivers and passengers side. With a door into the load area the driver could walk from his seat into the back of the van, UPS use a very similar van in their modern day fleet.

When I started with NCL there was a probationary period where the new starts got a taste of most types of the work they had to offer. When a list of the available routes was posted, I applied for, and got, High Blantyre and Hamilton.

This run was mostly house deliveries with a couple of firms thrown in. A normal day was 56 deliveries and three collections. One of the collections was a company called Anthony Karpe, they made up and shipped Christmas hampers, so as you would imagine they had their busy times. No palletised loads back then, it was all hand-bombed, a conveyer belt was pushed up to the van and the boxes came in a nonstop stream. Obviously as the van got loaded the distance between the belt and the load got shorter so you weren’t running between the belt and the front of the van. It kept you going but I never dropped a hamper in all my time there.

There were still families who packed big trunks or wicker baskets with all the stuff they thought they would need for a fortnight and sent it on the train to their holiday digs when they had their annual holiday. Cheap foreign holidays were still to become popular so most families went to seaside hotels or bed and breakfasts.

But with the exuberance of youth come the mistakes, one day I was delivering to a cul de sac of about six large detached houses. I got no reply at the door of my delivery,

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so I looked about to see if any neighbours would take the parcel in. With nobody in any of the other houses I thought I would try the big double garage before I took the parcel back to the depot. The up and over door was unlocked, but when I pulled it up a golden Labrador bounded out and started running round in circles on the grass. He must’ve thought it was an early release for good behaviour. Luckily the dog didn’t take off down the street and disappear, but it did take me ages to coax it back into the garage.

Another mistake could’ve had more serious consequences. There were a couple of farms on my route and as they were right on the outside edge of my area I usually tried to hurry through those deliveries. One day I took my eye off the ball driving up the narrow track leading to a farmhouse.

On the nearside of the van was a steep drop to the field which was about 15 feet lower than the road. I was almost at the farmhouse when the nearside back wheels went over the edge. Luckily the back axle grounded bringing me to a halt, because if it had gone another couple of feet I would’ve been upside down at the bottom of the slope. I walked up to the house with the delivery and asked if somebody could pull me back onto the road. Unfortunately the farmer was out and his wife said she couldn’t drive the tractor so there was nothing for it but to phone my depot.

A mechanic arrived in a small van, which, even if he could’ve got past my van, probably wouldn’t have been man enough to pull me back onto the road. The farmers’ wife

said the mechanic could use the tractor to pull me out, so with another lesson learned I was on my way. *****

Behaviour Experiment

You start with a cage containing four monkeys, and inside the cage you hang a banana on a string, and then you place a set of stairs under the banana. Before long a monkey will go to the stairs and climb toward the banana.

You then spray ALL the monkeys with cold water. After a while, another monkey makes an attempt. As soon as he touches the stairs, you spray ALL the monkeys with cold water again.

Pretty soon, when another monkey tries to climb the stairs, the other monkeys will try to prevent it.

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Now, put away the cold water. Remove one monkey from the cage and replace it with a new monkey. The new monkey sees the banana and attempts to climb the stairs. To his shock, ALL of the other monkeys beat the crap out of him.

After another attempt and attack, he knows that if he tries to climb the stairs he will be assaulted.

Next, remove another of the original four monkeys, replacing it with a new monkey. The newcomer goes to the stairs and is attacked. The previous newcomer takes part in the punishment – with enthusiasm -- because he is now part of the “team.”

Then, replace a third original monkey with a new monkey, followed by the fourth. Every time the newest monkey takes to the stairs, he is attacked.

Now, the monkeys that are beating him up have no idea why they were not permitted to climb the stairs. Neither do they know why they are participating in the beating of the newest monkey. Having replaced all of the original monkeys, none of the remaining monkeys will have ever been sprayed with cold water. Nevertheless, not one of the monkeys will try to climb the stairway for the banana.

Why, you ask? Because in their minds, that is the way it has always been! This is how today’s Parliament and Senate operates, and this is why, from time to time, ALL of the monkeys need to be REPLACED AT THE SAME TIME! DISCLAIMER: This is meant as no disrespect to monkeys.

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Rig of the Month

by John White

I was born in 1940 on a farm near the village of Komarno, Manitoba. My father Steve, raised beef cattle there. In 1949 my family decided to “pull up stakes” and relocated to a farm in the Municipality of Rockwood.

The farm itself is between Stonewall and Balmoral. It was here we started a dairy and grain farm in partnership with my uncle, Bill Buchkowski.

Besides being a partner in the farm my Uncle also had a trucking company called Buchkowski’s Transfer. The company was comprised of a three ton truck that he used to haul cans of milk and cream from the small surrounding farms to the dairies in Winnipeg. My Dad drove the transport truck for Uncle Bill and quite often I would get the chance to go with him. I remember one time, in the middle of a winter snowstorm, the visibility was so bad that I had to walk ahead of the truck as a guide to keep my Dad from going into the ditch.

My siblings and I attended a one room country school called Good Hope, which was only a mile away from our farm. I quit school after grade eight as I was needed to work on the farm. At seventeen I started driving a 1955 Ford one ton hauling milk for my Uncle Bill and then after a while I upgraded to the “big boy” a 1958 three ton. I worked 8-9 hours a day, 6 days a week for $5.00 per day, and so began my career in both trucking and the dairy industry. I had a driver’s license but I didn’t have my license yet so my Uncle Bill told me that if ever I got stopped by the police or the road inspectors to tell them I was only driving for the day and was not getting paid, that way you could drive without a chauffeurs license.

Luckily I was never stopped and when I turned 18 the PAGE 22

first thing I did was go out and get my chauffeurs license.

The system was really quite simple at the time. A local woman, Mrs. Watts, was licensed by the government to test drivers and you did not even need a truck - I took mine in a car.

Back when I was driving for my Uncle Bill all the milk and cream was hauled in cans, the cream came in 3 gallon cans and the milk in 8 gallon cans. I was not a big guy and lifting those 100 pound milk cans was no easy feat, but it was good for body building and, as it turned out, hernias.

There were a lot of dairies in Winnipeg back then, there was Silverwoods, Lakeside, Modern, Crescent, Lucerne and Palm to name a few. Today there are only two left in Winnipeg, Lucerne and Parmalat.

The dairy farms in the area did not all send to the same dairy so an arrangement was made between all the small milk truck transporters to meet every day on the side of Highway #7 and sort out our milk cans. That way each truck would only have to go to one or two dairies instead of having to deliver to them all.

In 1955 two regions in our area, Rockwood and Victoria decided to amalgamate for the purpose of hauling milk and cream. They formed a co-operative named Rockwood Victoria Co-op Limited that was a co-op owned by all the dairy farmers who joined. The co-op wanted to switch over to hauling the milk in bulk tankers but many of the small dairy trucks did not want to change over. Each dairy truck was a franchise so you could not just by-pass them and go to bulk tankers, you had to buy their franchise and their trucks. Determined to make the

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S

Shirley and Ted Glucki mons was for furious driving (that is what they called it back then) and I was told to just go and see the Justice of the Peace, pay the fine, and it would be all settled. The Justice of the Peace was a woman and when she asked me if I was guilty I said yes. Well she took my license, my license plates, my chauffeurs license and my registration away for six months! That really put me in a bind because now I couldn’t drive the milk truck.

I went to see my lawyer, Howard Pawley, (who later became Premier of Manitoba) and he told me that my biggest mistake was not coming to see him first. He told me

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change, Rockwood Victoria soon started buying up all the small dairy trucks in the area. In 1961 they bought my Uncle Bill’s trucks and I went with them. Thus began my career with Rockwood Victoria Co-op Limited.

It’s always exciting out on the road. You never know what is going to happen next. One day while driving a 1958 3 ton truck, hauling milk cans, my driver’s side front wheel came off. It rolled down the road ahead of me, bounced over a fence and ended up leaning against a farmer’s garage. I was still young at the time and there was no power steering but luckily I was able to keep the truck on my side of the road until I got stopped. Of course there was a lot of damage to the front axle and suspension so it was towed back to the shop.

After 3 months of being employed by Rockwood Victoria and hauling milk cans I developed a hernia – I told you those cans were heavy - and I couldn’t work. The president of the company told me to stay home and not do any heavy lifting because in three months they were purchasing bulk milk tanker and I would be driving it.

In 1963, being a young man and doing young man things, I was living it up in Stonewall one night when the local town cop tried to pull me over. At that time a town cop could not pursue you outside the town limits so I put the car in reverse, got away from him, and left town. Thirty three days later the R.C.M.P. handed me a summons while I was driving the milk truck. The sum-

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that a summons has to be served within 30 days and the charge of furious driving is anything over 70 miles per hour. I was served 33 days after the incident and because I drove away from him in reverse I couldn’t possibly have been going 70 mph. He said that if he had of gone to court for me the ticket would have been thrown out but it was too late - I had already pleaded guilty.

When the President of Rockwood Victoria, Milton Good, asked me why I wasn’t driving I told him that I had lost my license. He told me to be ready the next morning and he and Secretary Ernie Brennan would pick me up and take me to their Insurance Company (this was private insurance in Manitoba, before Autopac). Next morning we went into town and for $5000 he posted a bond that allowed me to drive the milk truck from 8 A.M. to 6 P.M. This all happened around the time that I was starting to date my wife-to-be and having my brother chauffeur us around was not working out all that well.

Good friends are hard to find and you never know when or where you will meet one. One day one of our drivers was having a bit of a problem with one of the producers, the boss asked me to go along with him to see what the problem was. Apparently she thought that he was stealing milk from her as she was normally paid for 100lbs of milk but she was getting less than that. While I was there she bawled the driver out. I was in the back of the truck with him and I said something to the driver

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i n fo @ t i m s t r a i l e r re p a i r. c o m in Ukrainian. Luckily it was nothing derogatory towards her because she instantly said, “I understand Ukrainian.”

I stood my ground and as we got it sorted out I found that behind her crusty exterior she was really a good, kind-hearted woman and in the end we became very good friends. She gave me a turkey each Christmas, her son came for a ride in the truck with me, and my son and my wife and I were invited to both her daughter’s weddings.

There are tricks to every trade and we all seem to find ways that make our work day easier. Whenever I was driving I would keep candy and bubble gum in my truck to give to the kids after I had finished pumping the milk.

I would tell them they had to ask their mother if they could have it first so they would run to the house to show their mom. That way I always knew where the kids were when I was moving the truck. They used to say to me, “Mr. Glucki you are our best milk truck driver.” Well I guess so, I was their only milk truck driver.

We’ve all had close calls but I had a pretty spectacular one when I was on Inkster Boulevard driving into Winnipeg. As I was going under the Perimeter overpass, a car came careening off the overpass and narrowly missed landing right on my milk truck. The car bounced and landed upside down on the nearby railroad track and surprisingly the driver walked away from the wreck unhurt. A quick call was then made to the Railway Company so that they could let their engineers know that there was a car on the tracks.

In 1967 I married my wife Shirley. We have two sons Richard (Rick) and Douglas (Doug) and a daughter Sheryl. My wife Shirley was a school teacher for thirty five years at Stony Mountain Elementary. When Shirley was teaching, and our kids were in school, I often finished my milk pickups by two in the afternoon so I would spoil them by having a hot meal on the table when they got home.(I love to cook). Now that our family is all grown up and married, Shirley and I are blessed with six grandchildren and 6 great grandchildren.

From 1969 to 1972, along with my truck driving job and operating our farm, I partnered with my good friend Jack Bouskill and we sold and serviced Snow Prince and

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Arctic Cat snowmobiles. In 1972 we sponsored a driver in the International Snowmobile Race from Winnipeg to Saint Paul, Minnesota. My partner and I drove the backup service vehicle and our driver, Mike Darowany, did very well right up until he blew a piston near Walker, Minnesota, which put us out of the competition.

Another big interest of my family and I is collecting antiques. In my collection, besides many small articles, we have a 1924 Mack Truck purchased by the City of Winnipeg to move street cars around, a 1926 Federal, a 1938 4 door Chevrolet Sedan with all original upholstery, a 1938 Diamond T stake box with hoist, a 1938 Diamond T fire truck with all fire equipment on it, a 1950 1 1/2 ton Chevy, a 1950 Studebaker car with bullet grill and a 1965 Oldsmobile car with only 100,000 miles. We also have several farm tractors, some of these are restored and some are not.

One summer one of the drivers rolled the truck and tanker so I took Shirley with me when I went to Fond du Lac, Wisconsin, to have the tank repaired. There were five sections (skins) on the tank and three of them needed to be replaced. The people at the factory suggested that we replace all five skins to make it look new again so I called AutoPac in Winnipeg and got permission to do that. When we were coming home Shirley and I were stopped at the Canadian Customs because they thought we were bringing in a brand new tank and not a repaired one. They wouldn’t let us into Canada! It is an awful feeling to be without a country!

The American Custom Officials laughed at us and the Canadian Custom Officials growled. Finally our broker rescued us, he explained the situation to the officers and we were allowed back into Canada.

In 1975 I had a bout with Cancer. The Cancer was in a muscle in my wrist. My Cancer Doctor said that the type of Cancer that I had was as rare as, “Orchids growing on your farm.” Fortunately for me with treatment I was Cancer free. To do the surgery a deep cut was made in my arm so they could graft skin on the incision. After that I would show the cut to my grandkids and tell them not to mess with Grandma because that was where she bit me.

After I recovered and went back to driving I was offered a job as the truck manager of another dairy. The President of R.V.C. at the time heard about the offer and asked me if I would be interested in being Secretary and Manager of R.V.C. and still continue to drive for them.

Of course I said yes.

I became Manager of R.V.C. in 1975 while I was still a driver. At the time we had 114 producers that produced 150 litres to 2,000 litres every second day and we hauled their milk with 4 trucks. Today we have 14 producers who produce 2,000 to 18,000 litres each. Some of our producers ship up to 18, 000 litres every day.

In 1981 I was awarded Runner up for Driver of the Year award by the Manitoba Dairy Association and in PAGE 26

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1984 they awarded me Driver of the Year.

And I also served as a Counselor for the Municipality of Rockwood for 9 years and found it very interesting.

The biggest issues in our rural area were Spring flooding and Winter snow storms.

It seems that these days very few drivers stay with one company for very long. Rockwood Victoria has been a great Company to work for as can be seen by the number of years that many of their drivers have worked for them.

The Stewart brothers Alex, Ken & Lloyd have worked for them for 30, 33 and 34 years respectively, Glenn Main has worked for them for 34 years and this past April 2016 marked my 55th year working for Rockwood Victoria.

Drivers have to have a milk graders certificate in order to haul milk in Manitoba. The course is put on by the milk board and amoung other things it teaches you how to take a milk sampling and how to grade the product.

I stopped driving full time for Rockwood Victoria in 2009 but still hold my milk graders certificate and still haul a load now and then when necessary. I still continue to be Manager and Secretary-Treasurer of the Company.

Over the years both past and present Board of Directors have been very good to me and I appreciate working for people like them.

I love my job and God willing I will continue to work for them a few years longer. I consider myself very lucky.

I have a loving family, good friends and have enjoyed a long and happy career. What more can a man ask for! 

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DELIVERING THE GOODS, SAFELY

By Lane KRANENBURG Lane is a former driver, fleet owner and former Executive Director of the AMTA

Alberta Trucker Statistics

When I went out to secure some traffic statistics the newest available were from the year 2014 and I was only able to get the Alberta stats, although I hope that I can secure BC traffic stats and when I do I will forward those by way of this publication.

Often when you see that a truck has been involved in a serious collision, regardless of real facts there is a public perception that the trucker is at fault, however that is not true, in fact in about eighty percent of the collisions that occur on our roads involving commercial trucks the trucker is not at fault. Saying that I do feel that the record of the causes of collisions can be reduced by driving defensively and having the right attitude while operating your truck. So here goes: In Alberta during 2014, 57 people were killed and 633 injured, with the number of collisions at 529, all involving commercial trucks.

The

NEW Extended Hours Mon-Fri 8 am- Midnight • Sat 8 am- 5pm Let’s talk about vehicle conditions that were involved, 518 had no defects, 3 tires were deemed the culprit, 3 were a result of a load shift, 2 were brake related and in 3 cause was uncertain.

Now let’s talk about driver condition in collisions, 95.8% driver condition was normal, 2.2% the driver was impaired, 1.4% the driver had been drinking, 0.2 % were drug related and 2.8 % was attributed to fatigue, with 1% undetermined. Now looking at these statistics we should be proud that so few were involving drugs and/or alcohol, however before we stick our chests out too far let’s look at collision cause.

Causes of these collisions were as follows. Run off of the road, 34.8% of the total, follow too close

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was second at 20.3%, left turn across path was 8.7%, improper lane change 6.8%, stop sign violations 6.8%, disobey traffic signal 4.3%, improper turn 4.3% left of centre 3.9%, improper passing 3.4%, unsafe back 2.4%, yield sign violation 1.4%, fail to yield at uncontrolled intersection 1%, and last 4 deemed unknown cause which represents 1.9% of the collisions with big trucks. Just a note that the highest month for collisions was September.

Anyway the forgoing numbers are interesting and the real stat that I have a problem with is the fatigue related collisions, having investigated several collisions where fatigue was suspect, I found the driver to be very alert and blaming the deer crossing the road or the car that cut him or her off, however the physical evidence at the scene indicated otherwise.

I know these statistics may be boring, but they give a good insight on our road issues that cause the incidents, He worried that it might be due to a second surgery the doctors had not discussed with him. Finally, he musand where we as professionals should be aware. tered up enough energy to pull his hospital gown up so ***** could see what was making him so uncomfortable.

Kinda hurts when you pull on he Taped firmly across his pubic hair and private parts that tape . . . were three wide strips of adhesive tape, the kind that A policeman was rushed to the hospital with an doesn’t come off easily... if at all. aWritten on the tape inflamed appendix. The doctors operated and advised in large black letters was the message: him that all was well, however, the patrolman kept feel- “Get well soon, from the nurse in the Ford Explorer you pulled over last week.” ing something pulling at the hairs in his crotch.

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DRIVING THROUGH MY MEMORIES

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By Ed Murdoch

Ed has held a commercial drivers license for 65 years and has spent the better part of 50 years on the road. You can get Ed’s new book at www.drivingthroughmymemories.ca You no doubt will remember a couple of years ago the BC Ministry of Transportation and Infrastructure decided in its wisdom to increase speed limits on certain stretches of BC’s major highways. Some saw it as a positive thing while others predicted it was a step backward in safety and crash reduction. The BCTA was very quick to issue a statement saying that “most trucking companies are unlikely to allow higher speeds among their fleets because of concerns about safety and fuel efficiency.” Furthermore, according to President and CEO Louise Yako, “Carrying freight or passengers from one place to another quickly is important, but getting them there safely is more important.” I agree. And she goes on to say, “Trucking companies are also aware that operating at higher speeds means greater fuel consumption and more greenhouse gas emissions. In fact, Natural Resources Canada estimates that a heavy commercial vehicle travelling at 120 km/h can consume up to

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39 per cent more fuel than if it were travelling at 90 km/h, with an accompanying increase in emissions.”

Ms. Yako left out the part about extended stopping distances and about speed creating more wear and tear on equipment from tires to drive-lines and brake shoes. There is also the fact that traveling at higher speeds that cause more fatigue and stress on the driver.

Statistics show that excessive speed in 50% of crashes involving big rigs was a contributing factor and in many cases the sole cause. I would think that speed is a contributing factor to all accidents ... if you don’t move you don’t get hurt. And then there are the fines for speeding – no speed does not pay.

Recently that same Ministry of Transportation announced that there would be a clawback of some speed limits on BC highways where the limit had been increased but something of a puzzle emerged from the data amassed over the past 24 months or so. Researchers discovered that of the 33 jurisdictions where limits were increased crash rates in 19 of them either remained the same or were reduced, but in seven of the higher speed zones people were actually driving slower but a sharp increase in accidents was experienced … go figure. The Coquihalla, from Kamloops to Hope on the other hand, chalked up the lowest crash statistics in 10 years. There has not been

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enough data collected to give definite conclusions to these aberrations however the 11% increase in accidents in the 33 jurisdictions seems to be fairly consistent with the 9% increase in accidents on all other BC highways where the speed limits were not increased.

I may have written in a past issue about the Christmas celebration put on by one of the companies that we leased our truck to over the years but I believe it may be worth repeating. The regular festivities included a meeting which was an opportunity to air differences between the lease-operators, who made up the majority of the fleet, and the operating staff. My beef was that all units registered to the company paid the same fuel tax based on the fleet average rather than on individual performances. To make my point I gave an example of how different owner operators and company drivers drove by telling of an occasion when my wife and I were running from The Bay area of California to Montreal. During the course of one day we were passed five times by the same company truck. We ran super-single so following a short overnight stop, when we both got a decent night’s sleep, I started up in the early hours and before reaching our first stop of the next day … guess what? … yup we were passed once again by the same company truck.

Now when I say passed I don’t mean a slow overtaking that takes miles to complete but a very quick out,

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pass, back in and gone scenario. This was back in the late ‘80s when we were still on an austerity kick and spent most days yawning along at 55 mph.

When pressed at the meeting to reveal the average fuel consumption of a company truck we were taken aback when the controller sheepishly admitted it was 4.3 mpg. At the same time Claudette and I were consistently averaging 8.6 mpg in our ’86 Freightshaker, with the popular Caterpillar 3406C engine, exactly twice the company average.

In no uncertain terms, and supported enthusiastically by every owner-operator in the room, I asked, “Why should we have to subsidize the company wagons?” With their backs to the wall the administration yielded to our demands to, from that day forward, base the fuel tax on each truck’s individual performance.

And guess what? We received a cheque for overpayment over the past several months. Sometimes the squeaky wheel does get the grease.

On another note the United States is awaiting a mandate from Congress that will pin every heavyduty vehicle to a top speed of 65 mph by having to install speed limiters on commercial trucks over a certain weight. The two Canadian provinces, Ontario and Quebec, where it has been law for several years now, while still being observant, have cut back on the aggressive enforcement that was part of the com-

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Along with the OOIDA, who has taken the issue to court, I do not for one second believe it will positively impact safety on the highways. It’s rather just another measure of control, something that we rail against but have pretty much come to accept as inevitable in the industry.

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IDLE TIME

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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.

The Switch

There is a question that arises for some drivers as their career progresses which is often a difficult one to answer.

Pros and cons must be weighed and options discussed.

Family members, if the situation dictates, should be consulted before wading into the change in professional direction.

Of course there is a good chance it will be met with open arms, but sometimes it won’t be. The responsibility factor doesn’t change it only shifts from one degree to another.

What is this switch?

The switch is moving from driver to dispatcher.

I can hear the gasps of shock from many of you at this point. There are always comments about how dispatchers are full of farm produced fertilizer and in some cases that is the absolute truth. Those dispatchers have a lot to learn about man management as opposed to equipment management. Sending a truck and it’s freight to a location is considerably different than sending a driver to a location.

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from being delivered on time and intact because of a dispatchers inability to choose the correct person for the job.

It’s not a job for everyone and not everyone can do the job.

There is substantially more to the dispatcher job description than merely tasking trucks with loads. Drivers are the first person the customer actually meets face to face and the dispatcher is often the first point of contact with a trucking company - of course that’s not always the case with company load brokerages being involved- but generally they are the first. The dispatcher fills the roll of price manager, quality control technician, media relations officer, and mediator.

Being the person in control of all of those different hats, sets them up for the general perception of being the bad guy. The dispatcher is caught in the middle of everyone’s needs, the companies, the drivers, the customers (both shipping and receiving), and the law. It’s a complicated juggling act at best where some succeed and equally as many fail. And regardless of the outcome they will be the butt of everyone’s jokes. Drivers can be overheard at truck stops referring to themselves as second class citizens because of the treatment they receive from customers and the average motoring public. If that is the case, then it’s safe to say that dispatchers could be considered third class citizens as they operate under the scorn of all parties. So the next time you are ranting and raving to your dispatch take a breath and think about what forces are controlling them as well. The switch is never graceful. 

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CALLING ALL

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What will you remember What will you remember when it’s time for me to go Will you remember how I held you and how I loved you so; Maybe you’ll remember me being on the road You slept in our bed alone, my side was oh, so cold, Will you remember what I whispered, as I held you oh, so tight Will you just remember the long and lonely nights?

Will you remember how we kissed on the day that we were wed Or just the nights you spent alone in our marriage bed, Will you remember how I looked the day you took my ring Or just that you were alone as I worked for everything.

Don’t remember me as a driver, remember me as a man Remember me as a husband who does the best he can Remember me as a lover who walked with you stride for stride Remember me as the man who took you for his bride Remember all the good times as I will remember you, Remember, Darling most of all, I gave my heart to you.

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 or amazon.com PAGE 38

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7/11/2016 1:19:10 PM

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