pro-trucker magazine february 2013

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February 2013

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VOLuME 15, ISSuE 1

PUBLISHER/EDITORJohn White

[email protected]/cIRcULATIOn

Tori Proudley [email protected] Jen Grimshaw [email protected]

ADMInISTRATIOn/SPEcIAL EvEnTS

Donna White [email protected]

ADvERTISInG/MARKETInGJohn White [email protected] Grimshaw [email protected]

cOnTRIBUTInG WRITERS Mel McConaghy • Dave Madill

Ben Proudley • Ken Davie Ed Murdoch • Frank Cox

Colin Black • Mark Whitworth PHOTOGRAPHY

Hank Suderman • David BenjatschekJen Grimshaw

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Published eleven times a year by Pro-Trucker Magazine Inc.,

The contents of this publication may not be reproduced by any means, in whole or in part, without prior written consent of the publisher. The advertiser agrees to protect the publisher against legal action based upon libelous or inaccurate statements; the unauthorized use of materials or photographs; and/or any other errors or omissions in connection with advertisements placed in Pro-Trucker Magazine. The publisher can and will refuse any advertising which in his opinion is misleading or in poor taste. The publisher does not endorse or make claim or guarantee the validity or accuracy of any advertisement herein contained. All materials submitted for publication are subject to editing at the publisher’s discretion. The act of mailing or e-mailing material shall be considered an expressed warranty by the contributor that the material is original and in no way an infringement on the rights of others. Pro-Trucker Magazine is written and pro-duced in Surrey, B.c., and printed by coastal Web Press Inc., Langley, B.c.

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PrO-TruCKEr MAGAZINEFrom the Editor’s desk...

John White

Winter is still in full force across the country but people are already inquiring about the Western Canadian truck shows that spring and summer will bring. Below is a partial list please call us with those we have missed.

One show that will be missed this year is the Vancouver Island truck show, traditionally held on the August long weekend in Saanichton, BC. Ron Basi, explained, “The show organizers have decided to skip 2013 and hold the show every second year starting in 2014.

“It will give our volunteers, who spend a lot of time organizing and planning our show, a chance to travel to other truck shows during the off years. One of the shows that we are planning to attend is the American Truck Historical Society (ATHS) show in Yakima Washington May 30-June 1. For those who aren’t famil-iar with the ATHS, they have a national truck show that bounces between the two coasts and northern and southern regions each year. Some of us drove our trucks to Pleasanton California 3 years ago and were completely amazed at the size of that show. There were over 850 trucks from all over the States. The venue was so large, that a lot of folks brought their own customized golf carts to get around.

“You haven’t seen anything until you’ve seen a pimped out golf cart with Alcoa’s, dual stacks and enough lights to make someone like Clayton Moznik want to add another row of LED’s to his Freightliner. There was a huge swap and shop plus a multitude of T-shirt, toys and chrome vendors. It would be really cool to meet up with different trucks along the way and convoy down to Yakima for this event.”

If anyone is interested in joining this convoy they can email Ron Basi at [email protected] truck shows that will be held are:APnA Truck Show - June 16-17, Tradex Centre Abbotsford BC.Call: 604-596-9287 or go to www.apnatruckshow.caBc Big Rig Weekend - July 6-7, Chilliwack Heritage Park, Chilliwack BC.Call: 604-580-2092 or go to www.pro-truckermagazine.comDuncan Antique Truck Show (ATHS) - July 13-14, Cowichan Exhibition Fairgrounds, Duncan BCCall: Ed Petillion at 250-743-7818cariboo Truck Show - Billy Barker Days - July 18-21 – Quesnel BC.Chester De Raspe 250-991-2754 or email - [email protected] Acres - 44th Annual Show and Reunion - August 9, 10 & 11 - Irricana, ABCall: 403-935-4357 E-mail: [email protected] Big Rig Weekend - August 17-18 – Westerner Park, Red Deer AlbertaCall: 604-580-2092 or go to www.pro-truckermagazine.comMcLean Mill Antique Truck Show - August 31-September 1, Port Alberni BC Call: David Hooper - 250-724-5509 Email: [email protected] Show n’ Shine - Tentative date September 20-21 – location to be finalized.Call: 1-866-821-8180



LETTERS to the EDITOR

John White

Pro-Trucker Magazine

John White

Pro-Trucker Magazine

Letters to the editor are occasionally edited for length, language and objectionable content.

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Hi John,My name is Ross Crampton. Could you please forward

this to Dave Madill my old friend from long ago? I’ve been reading his stories in your magazine but his picture looks nothing like the Dave I knew so I’ve hesitated until the December edition where he talks about his CB handle The Bookworm. That clinched it. I knew it was him!! I’ve called two other people on the phone over the years who ironically also had wives named Betty so I wanted to be sure I had the right one this time. We ran countless miles together and shared many experiences so I’m hoping to hear from him.

Also last summer at Hot August Nights in Edmonton I had the pleasure of meeting Gord Cooper as he was pit-ted next to us with our bio-diesel jet funny-cars. Maybe you could do a story about an old trucker who also drives Prairie Gold the world’s first bio-diesel jet powered funny-car. Just a thought...

Editor’s note: We will be in touch about a story Ross. By the way - it would take a jet car to beat Gord’s “Smokin’ Gun”. (We put Ross in touch with Dave who was very surprised and happy to hear from him.)

John,I am a long time reader of Pro-Trucker Magazine.

Thanks for the great work you are doing in bringing aware-ness to the trucking industry. I would like to take this opportunity, through your magazine, to bring up an issue I have witnessed time and time again in my 15 years as a class 1 driver. I find it very frustrating when you approach a warehouse with multiple docks only to find the truck, next to where you are supposed to park, is not lined up straight. This puts the driver who is trying to back up in a very awk-ward and nervous situation. If a truck at the dock is even slightly at an angle, there is a chance the driver backing up beside him might take the mirror out on the blind side. I would like to urge all the class 1 drivers to please show some courtesy to others while parking your trailers.Irshad KhanRichmond, B.C.

John,I have been out of the trucking business for over 15 years

now but I have been trying to figure out the “new” logbook rules and I am wondering if this system is safe? Is it true



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that once the clock starts on your log that you are obligated to stop after 14 hours? (Actually that part makes sense more or less) Does that mean that if you get tired that you can’t stop for a couple hours to eat or snooze because if you do the clock keeps ticking and you lose that time? Is there no longer an off duty option?

A person I know says that the truck stop that she and her husband run has been affected by these regulations. I have friends that are contemplating quitting because of the over regulating of the industry. What are your thoughts this? Maybe I am just misunderstanding these rules.Andy Oeste

Editor’s note: I gave this letter to Ken Davey and this is his reply. “Well Andy, the last 15 years in trucking have been a whirlwind of change. Even those of us working in the Industry expend a lot of energy just trying to keep up. New trucks now need 2 fuels, they drive at lower rpm’s and automatic transmissions have become a viable option. The old log book rules that you worked under involved 3 simple rules and 2 exceptions. The simple driving limit of 13 hours was reset after 8 hours in the sleeper. There was no men-tion of a 24 hour day. For drivers on a multi-day trip this 21 hour cycle caused the driver to reverse sleep patterns, when maximising available driving hours. For example: A driver starting at 6am Monday would have to be in the bunk by 7 pm and then up driving again at 3am Tuesday. By

Wednesday he was starting his day at midnight. Note that I said it was possible but in my experience it rarely, if ever, happened. The other hours of the day would be filled with loading or napping or eating.

The new log book rules tried to correct this reversal of workday times-and it does. Unfortunately, it means log books are way more complex. Since you drove they have added rules that apply in a 24 hour day, a work shift (the time between 2 sleeps), a reset for work cycles and an unstoppable day clock.

Don’t let the complexity scare you. The new log rules were picked up by our most of our drivers in less than an hour… the real difference for you will be that a carrier will actually expect you to follow them.”



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John,Subject: november Editorial

It is a sad day when we treat our servicemen and women in this way and continue to increase the contri-butions we provide for people who add nothing to the welfare of our countries. We do not do any better down here in the US.

I too hope the politicians on both sides of the border get the gumption to start treating our servicemen as the first class citizens that they are instead of the current lack of support.Thanks for your words. Doug NicoliVancouver, WA

Editor’s note: It is a sad day when our veterans have to take the Federal Government to court just to receive fair treatment.

Here in Canada a federal court earlier this year sided with veterans who sued the government over the way it handles disability group insurance. About 4,500 veterans joined a class-action lawsuit, objecting to the government clawing back money paid out for pain and suffering.

“The government of Canada has been taking advan-tage of Canada’s disabled, ill and disadvantaged veter-ans for far too long,” said Dennis Manuge, who started the lawsuit.

“The money will never fix any of us but it does provide



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a little bit of dignity to do some things you might not oth-erwise have been able to do because of your disability, or to allow your family to do things.”

Manuge, is a former mechanic who was injured in 2003. He estimates he lost about $10,000 to government clawbacks, while others are losing up to $3,500 a month.

John,We deal daily with a traffic circle in Chemainus that

is a pain when pulling both 53 foot trailers and Super b’s. Running over them is the norm and there is no option not to. I readily agree with the letters that say they are poorly designed for trucks. The traffic circle we use is right at the entrance / exit to one of our larger sawmills and handles a large volume of both 4 wheelers and com-mercial traffic - and not safely.

I would like to ad that it is great to see a letter from a reader not involved directly in the industry praising a driver for doing his job, avoiding an accident, saving lives and not contributing to the carnage on the highway. I have been teaching my grandson (Thai) how to drive and I constantly remind him to “READ” the traffic both behind us and approaching us. This obviously was some-thing this professional driver was doing in order to see and react to a potential accident. It sounds easy when you write it but I bet in reality there are “butt clench marks” on his seat. My hat is off to this driver and my thanks

to him for making a difference in how these people will regard those of us drivers who try to make a difference.Dennis Ruttan Duncan, B.C.

Editor’s note: Isn’t it funny that we did not see that story plastered on the front page of the newspaper...

Hey John,Thanks to Sgt. Whitworth for clarifying the laws

regarding the use of auxiliary lights. My judgment as to what is offensive may be changing marginally as my age advances, but there is a vast contrast between properly-aimed lights - of which there are still plenty - and the others.

When I was a kid I thought auxiliary lights made an oncoming car look cool, but it was very rare to be blinded by them. North American OEM headlights were extremely lame in those dark days, but one always had the option of buying replacements of European manufac-ture which were vastly superior. In those days I did this upgrade immediately upon starting to work a truck. But one had to aim these high-performance lights properly, or their effectiveness was impaired. If they were aimed too high, one was always informed quickly and repeat-edly the first night out and we all know how embarrass-ing, that was. Like walking around a mall with your fly open. r



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Fifty Three FootersThis is what a 53 foot outfit looks like on this side of the

pond, six axles and 44 ton gross. The truck is a Renault Premium cabover and since the company is French, Renault is the most common make in the fleet. We don’t have the kind of mountains BC does, so we only have one drive axle, the truck centre axle is an air lift for when it is running light. The engines are Volvo, 450 or 460 power but limited to 54mph, that’s about 87 kph Canadian.

To accommodate the extra length, the third axle on the trailer has been moved back and is a steering axle to cut down on tyre scrub.

Unlike Canada, these trailers are still a novelty over here. Of all the companies I’ve seen on the road who’ve been included in the Government scheme to run these lon-ger trailers, this is the design they’ve all been using.

I had to smile when I read an article in a local magazine. The boss of an old family haulage firm in the north of England, that is running some of these 53 footers, said they were the longest trailers in the country and possibly the longest in the world.

I can’t believe the grandson of the founder, and boss of a big haulage company like that hasn’t read any magazines showing American or Canadian trucks and trailers.

The government, as per usual, has made a pig’s ear of the whole issue of putting these longer trailers on the road. Instead of allowing all transport firms to run these trailers, only a chosen few hauliers were given the opportunity. Now we have a two tier transport system, with the lucky few able to ship more freight per trailer and therefore make more money.

I don’t know what all the fuss is about, in all my years on the road, it’s not long trailers it is the shorter trailers that have given me the most grief.

One company I worked for had a 28 foot box van that had a single axle right at the tail of the trailer and if you were not careful it could make you look like a rookie when backing into some loading docks. This trailer was only used on a Friday to collect groupage for shipping to the continent. So, after pulling normal long trailers all week, concentration was needed to avoid being ridiculed by your

Tyres Across The PondColin Black lives in Bellshill,

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buddies when the short trailer decided to go its own way.As you will see in the photo, I work for Norbert

Dentressangle at the moment. In the December/January issue, my fellow Celt, in his view from an Irish Volvo, said that for the most part Norbert drivers he spoke to were happy with their lot. Working for a big company who regularly update their fleet will keep most drivers happy. He also said, when you see a lot of grey heads working for a company, it’s usually a good sign.

He’s right when he says Norbert are a big company, I think they’re about number 2 in the UK, if not in the world. And they do replace their trucks on a regular basis - this is a plus if you live in that cab all week.

But I think he’s only halfway right when he says a lot of grey headed employees are a good sign. A lot of those grey heads will have come up through the ranks and prob-ably driven some right old heaps, back in the days before draught free heated cabs and power steering. They’ll have worked hard for their wage at the end of the week, hand bombing loads on and off their trucks.

With all their experience now they’ve landed in a job where the truck is updated regularly and wages are not too bad. Oh there might be companies out there paying more money and running bigger and better trucks, one or the other, not both in the same company.

If you’re smart, you realise the grass isn’t always greener on the other side. A big company where health and safety

is king, with driver training and trucks and wages updated regularly can be a good place to wind down your working life and plan your retirement.

So I think all the grey heads know they’ve found some-where they can just keep their heads down and work the last few years before retirement in comfort, much like when the elephants know their time is nearly up and go into the jungle to pass away in peace.

Yes, that’s it - Norbert’s is the trucker’s version of the elephant’s graveyard.

* * * * *We should limit all politicians to two terms: One in office; one in prison. The state of Illinois already does this, and it seems to be working for them.



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Do As I Say, Not As I DoBy Constable Tim Schewe (Retired)

I have to admit that I made a conscious decision to disobey a couple of traffic laws the other day. I disre-garded the speed limit and failed to keep to the right lane. I didn’t think that the failing to keep right would be an issue because I was pacing a marked police vehicle that I knew was not responding to an emergency.

As with many readers, it has always been a sore point with me when I know that the people who are charged with enforcing the laws were not prepared to follow those laws themselves. While I do make mistakes, I did my best to follow the rules because I felt that I could not write violation tickets if I was not prepared to be an example.

This marked police vehicle was not being a good example as the driver was consistently 15 to 20 km/h over the speed limit if there was no overtaken traffic to slow down for. The vehicle also never vacated the left hand lane at any time during the 5 kilometers or so that I followed along behind. Do as I say, not as I do.

What does one do? Grumble like I did and carry on? Complain to the head of the detachment and hope that something is done? Perhaps you can write about it like this and hope that the officer will see themselves in the narrative and decide to do as I say and as I do. r



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reflecTions Thru My Windshield

By Dave MadillDave was Pro-Trucker

Magazine’s Rig of the Month in June of 2001

Pepè and the HitchhikersIn an earlier issue I talked about my pet skunk Pepè

who used to ride with me. Most people know that Skunks are not seen much in the winter but they do not actually hibernate. They mostly just den up and sleep in a warm area which in Pepè’s case meant that he spent most of his time in the bunk, usually coming out just for feeding and bathroom breaks.

It was February on the prairies when I pulled in at Maple Creek for a coffee and something to eat and as usual Pepè was curled up inside my bunk. In the summer when I jumped out I would usually have to walk him and then he would hop back in and sit on the driver’s seat until I returned but when the door opened and he felt the minus 20 outdoor temperature he dove under the covers and stayed there while I went inside.

Now Maple Creek was not a large place but back then it was adequate and had decent food and decent prices and besides that they knew me there and were always glad to

see me. I sat down at the counter and without me saying a word a coffee was in front of me and one of the girls was ready to take my order. Just then I got a tap on the shoul-der and turned around to see two very “scruffy” looking people behind me, one male and one female. The male asked, “That your rig that just pulled in?” I nodded. “How’s chances of getting a ride,” He asked, “We are heading for Vancouver.” Well now I have picked up people on the road before but something about these two did not set right with me so I merely shook my head and explained, “Against company policy and besides I’d only have room for one as there is only one spare seat.”

They both just gave me a funny look, turned around and walked out into the Service Station part of the Cafe. “What’s up with those two,” I asked the waitress? She explained that they had got kicked off a Greyhound for smoking a joint and had been hanging around for about 8 or 9 hours in between trying to thumb a ride. Not my problem so I ordered whatever was on special and settled down for a chat with the cook and the girls.

I had been there about ½ hour when there was a shout from the Service Station side for me to come running as my truck was slowly rolling across the parking lot. I dropped everything and headed out the door on the run grabbed the open door of my truck and jumped inside and hit the brakes just in time to stop before I hit the snow bank. I was also just in time to see the female member of the hitchhiking pair bail out my passenger door.



Attention - Oilfield Producers and Transport CompaniesProperly Classifying Oilfield Production Fluids

Transport Canada reminds oilfield producers and cargo tank transport companies that the “consignor” (i.e. shipper) of dangerous goods must properly classify the substances before placing them in transport. While the consignor is usually the oilfield producer, it can be the carrier when they assume full responsibility for the shipment.Consignors must classify any oilfield production fluids that meet the dangerous goods criteria according to Part 2 of the Transportation of Dangerous Goods Regulations. This may include testing the material at oilfield sites before transport to determine factors such as flammability and corrosivity. To learn more about this issue, please contact the following Transport Canada regional office: Pacific Region (B.C.)Phone: 604-666-2955 E-mail: [email protected]

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I looked back in the mirror in time to see her cross behind my trailer and grab her friend who was lying on the icy lot - out cold. Then I looked down and realized that I had one very angry and very wide awake Skunk who was about to jump out the door and attack something.

Pepè got as far as sticking his nose out and then decided that since it was too cold and besides the boss, (me), was there so he went back into the bunk. I threw the truck into reverse and backed up to where it had been, set the brakes and climbed out. The guy from the Service Station and the Cook had collected the two hitchhikers and escorted them inside the station and then called the RCMP.

The male hitchhiker was bleeding badly from his right hand and had a pretty good lump on his head but it wasn’t until the RCMP arrived and questioned them that we got the whole story. It seems that the male had driven trucks at one time and thought that it would be an idea to steal my truck and make a run for Medicine Hat where they figured they could drop it at the Husky and get away. Well what happened didn’t work too well. They threw their bag into the truck and climbed in and then the driver released the air brakes and was reaching for the stick when he was attacked by 10 pounds of striped fury. Now skunks usually just use their odor to warn off attackers but I guess Pepe thought he was cornered and they do have teeth and do attack and kill small rodents as prey.

Pepè sank his teeth into the driver’s right hand and

the driver panicked, opened the door and dove out. Pepè released his hold on the driver and was headed for the rider just as she bailed and I arrived.

The RCMP wanted to know what I wanted done with them and I told them just to throw them in jail overnight and let them go. I figured anyone who can explain being attacked by a skunk in Saskatchewan in February had enough problems.

* * * * *A wife asked her husband, “Please go to the store and

buy one carton of milk, and if they have eggs, get 6.”The husband came back with 6 cartons of milk. The wife

asked, “Why did you buy 6 cartons of milk?”He replied, “They had eggs.”

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ReminiscingOver the winter break, time was spent reminiscing about

bizarre moments in trucking over the course of my 50 years on the road, mostly because I am now hosting a community radio show every Saturday morning at 9:00 on the “Voice of the Shuswap”, CKVS-FM 93.7, and I’m sure you can guess what my topic might be. The station doesn’t have too strong a signal but one of my gear shifting buddies says you can receive it from about Sorrento to Sicamous and south on 97 to Enderby.

The first episode that sprang into my consciousness occurred late in the fall of the early ‘60s, while en route from Bradford, north of Toronto, to Montreal with a full load of produce. It was my third rounder that week and since manual labour back then was part of the driver’s nor-mal working day, I was exhausted. With no sleeper in my B-61 Mack and only a bench seat for comfort, I couldn’t even afford the luxury of lying down across the seat as time was the ruling factor and a significant delay would

driving Through My MeMoriesBy Ed Murdoch

Ed Murdoch has held a commercial drivers license for 60 years and has spent the better part of 50 years on the road. He is now “semi” retired.

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Two brake adjustment incidents also come to mind. While amusing at the time, the results might have been more serious under different circumstances.

First, back in the early ‘80s, we had a pretty green owner-operator, Billy, on our flat deck fleet. A bunch of us were in the Fraser Canyon at the now closed Kanaka Bar parking area across from the cafe and Billy wanted one of us to help him set up his brakes. We all declined saying he had to learn how to accomplish this task on his own, since one of us wouldn’t always be there to help, so we gave him a little advice and went back to telling lies. A bit of com-motion a few minutes later brought our attention to the following scene: Billy lying flat on the ground while his fully loaded truck slowly but steadily rolled backwards and over the embankment coming to a stop just short of disas-ter. Yes, you’re absolutely right! Instead of snugging up his slack adjusters he had backed them all off! It’s a wonder he didn’t run over himself.

At the time, the second incident was more an example of plain stupidity rather than good humour, but bizarre nonetheless. My wife Claudette and I were attempting to hook up to a trailer full of Her Majesty’s Royal Mail at a switch in Weyburn, Saskatchewan, going to Victoria, BC, but the trailer was dropped a bit low and when I hit it, it rolled backwards. So in bitter cold I donned every bit of outer wear I owned, grabbed a 9/16, a hammer and proceeded, on my back in the ice and snow, to adjust the

put me far behind schedule. I don’t remember pulling over and I don’t know for how long I had been stopped, when suddenly I jerked to the upright position and saw a large green exit sign that appeared to be coming at me at speed. The engine was roaring with my foot still on the pedal as I grabbed the steering wheel and jumped on the brakes – only to realize that my truck was parked on the shoulder and not moving at all.

Speaking of Montreal, back in the late ‘70s we were hauling hanging beef from Alberta to that city. I was backed into Canada Packers next to a unit owned by the green and white carrier from Winnipeg, known as “Checker Board Express” because of the design on the back door of its trailers. The federal meat inspector having looked happily at our load still hanging with nothing on the floor, stepped over to my neighbour’s reefer and I heard him say in a loud voice to the team drivers standing there, “How did that one get up there?” I just had to see what was happening so I peeked around the corner of the dock into the depths of their trailer. There out of a load of maybe 250 or more quarters weighing 44,000 lbs., was but one quarter still hanging from a hook on one of the roof rails.

Most of those team drivers back then never slowed for the rough roads and since they were sealed, they never opened their trailer doors to inspect the load en route. Even the meat inspector had a good laugh, but I’m sure the claim on the bruised meat must have been substantial.



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trailer brakes. Mysteriously they were completely backed off. Once inspected and ready to roll I went into the restaurant where the new o/o was sitting with a bunch of other drivers and asked him about the brakes. He said and I quote, “Oh, coming through Minnesota in a storm they kept freezing up so I backed them off.” I was almost speechless, but not quite. I left a piece of my mind right there on the table. For heaven sake all one has to do is every now and then pull down the spike just a little bit in order to cause enough friction to create a little heat to melt the accumulated ice and snow. It isn’t brain surgery @#$%&*+!

There is a book full of stories on the memory shelf of my mind, but one very poignant vignette lingers in my soul. Claudette and I just before this Christmas lost a close and very dear lifetime trucking friend to diabetes and heart failure. Claudette grew up with his wife, Lise. One afternoon we had arranged to have Mike pick us up at the Cornwall Fiftht Wheel Truck Stop, which was where I first saw my wife 35 years ago as a hostess there, and the city where Mike and his wife lived. We hadn’t seen them in a while and when we entered the crowded restaurant Mike leaped to his feet and in his loud and raucous voice shouted, “Darling, I’ve missed you so much!” and rushed right past Claudette and enveloped me in a great bear hug. That was Mike. We sure do miss you, Boy, and that’s a fact. Motor safe y’all! r

You want me to what?Tim decided to tie the knot with is long-time girl-

friend. One evening, after the honeymoon, he was check-ing his golf equipment and cart while his wife stood to his side watching him. She finally said: “Honey, I’ve been thinking. Now that we are married, I think it’s time you quit playing golf. I think you should sell your clubs and your cart so we can spend more time together.” Tim gots this horrified look on his face. She said, “Darling, what’s wrong?” “There for a minute you were sounding like my ex-wife.”

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My name is Jordan Hamm and I was born in Saskatoon, Saskatchewan and raised on several different ‘government community pastures’ in the province. My dad, Bob Hamm, was a pasture manager and it was his job to look after local

people’s livestock. My mom, Barb, works in the medical system.

I was 14 years old when I drove my first truck - an old mid 80’s International with a grain box and a 400 mechani-



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cal Cummins. A farmer had parked the truck at my Mom and Dad’s and then called asking me to bring it out to his field which was about 10 miles away.

I jumped at the chance even though I had never driven a truck before and really had no idea of what I was doing. I hopped in the cab, started the truck, put it in gear and immediately stalled it. I started it again and the same thing happened. I can still remember sitting there and that the harder I pushed down on the fuel pedal the blacker the smoke got and then it would stall. After a few more attempts I finally realized the park brake was on. Once I figured that out the rest was easy. I drove the truck out to the farmer’s place - feeling like the king of the road – and looking back I now realized that was the day I got hooked on driving.

After quitting high school I moved to Alberta and became a backcountry guide on horseback. In the fall I would work in the oil industry in northern Alberta.

The first tractor trailer I drove was an 86 White with a 3406 A block hauling bales. The truck belonged to my buddy Troy’s grandfather, Jim Torrie, and I would like to thank him for introducing Troy and I to the world of Trucking.

It was always my dream to drive a Peterbilt and pull a cattle liner. As luck would have it when I was younger I worked on a farm in Riverhurst, Saskatchewan owned by Ryan Miner. He told me that when I got old enough he



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would put me through a driving course. When I turned 18 he sent me to 18 Wheels Training Services in Regina. I passed the course and went to work for Ryan hauling grain. It wasn’t long before I realized that hauling grain was not for me so Ryan leased the truck on with Roberge Transport hauling cattle.

I found that I enjoyed that so much that I went and got financing for a 95 Pete 379 L. It was dark forest green with 6” straight pipes and a N14, 18-speed with a 63 inch shack. I talked to Doug Hetherington at Roberge Transport and he said he would take me on as long as my truck was governed at 100 km/hour. I signed up with them the same year they amalgamated with D & D Livestock.

That truck turned out to be a lemon and was continu-ously breaking down. For the next year my good friend Troy Molsberry and my parents stood behind me and sup-ported me as much as they could to try to encourage me to stay trucking. I only needed one month of the truck run-ning with no breakdowns and I would have been okay. But peanut butter and jam sandwiches got really tiring day after day and in the end I just could not make it work so I filed for bankruptcy - losing everything that I had worked for.

The truck was later sold out of Saskatoon and I saw it later when it was leased on at Bogdane Trucking out of Regina. I asked the driver how he liked it and he said that in the 4 ½ years that he owned it he only had to replace a starter! I guess every thing happens for a reason.

After going through bankruptcy, I decided to run winch truck up in Northern Alberta and B.C. hauling heavy oil rigs. I really enjoyed the change. Driving the ice roads and muskeg is a totally different animal compared to highway burning - it was like starting all over again.

Even though it was a lot less money I still had the itch to haul cattle so I went back driving at Roberge Transport where I trucked all over Canada and the U.S.A.

I managed to have a few crazy experiences when hauling for them like the time I was hauling a load of calves with a 99 Pete 379L, from northern Alberta down to Minnesota. I had just past Maidstone on the #16 Hwy when I smelled smoke and realized I had an electrical fire starting in the truck. By the time I pulled over and started to unhook the trailers the truck was engulfed in flames. There was no way I was going to let the straw bedding start on fire and have the calves burn to death so I dropped the legs on the trailer, pulled the 5th wheel pin, got back in the burning truck and



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was just able to detach from the trailer before the truck shut down. The cab filled with smoke so fast that I didn’t even have time to grab any of my personal possessions. The fuel tanks were glowing red and the heat was so extreme that the tires blew off the rims. In the 22 minutes from the time I placed the 911 call to the time the fire trucks arrived on scene the truck had completely burned up.

Another crazy experience I had while working for Roberge was one night in the late fall while driving up to Grande Prairie AB. All of a sudden out of nowhere there were two cow moose, side by side with their backs to me, in my lane. Before I could do anything I was on top of them. If you have ever hit a moose then you already know what I mean when I say that you will never forget the smell of them. It was a bad night to be a moose as five other vehicles had hit moose that night so the rescue crew could not get to me until morning - that was one long, cold, smelly night.

I have been driving for 12 years now and I have had some good, some bad and some funny experiences. One time before I had my license (and I was green as grass) my good buddy Troy gave me the chance to get some experi-ence by letting me drive his 379 L Pete, pulling a cattle liner. The first thing he taught me was to use the “company stick” (the trailer spike) to slow down for an upcoming corner.

“Burn their brakes not mine,” he said. After I turned the corner, we had gone quite a ways and



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I thought the reason we were not picking up speed was because we were bucking a cross wind or something. By the time I looked in my mirror there was smoke rolling out of the rims and I had a pretty set of red and blue flashing lights right beside the driver’s door. Since I didn’t have a license we switched seats on the fly before pulling over. Apparently I had left the spike on a slight bit which heated up the brakes and that in turn melted all of the dust cov-ers on the trailer. Troy wasn’t too happy about having to change them all when he got back to the shop.

Over the years, as a driver I have hauled cows, pigs, ostriches, horses, buffalo, wild boars, rodeo stock and even a load of Mexican fighting bulls. I have operated a picker truck in the oil patch and hauled propane, grain, heavy equipment and hay. I also hauled swinging beef from Moose Jaw to Calgary five days a week for a year and half.

After being a company driver for a few years and rebuilding my credit, I decided to buy another rig with my girlfriend and future wife, Michelle, who I had met while guiding in Alberta in 2007.

We found and purchased a 1999 purple Western Star named, “Barney” from Kim Balisky in Sherwood Park, AB. “Barney” was a 4964 FX with 3406E Cat engine and 13 speed transmission and was overall the most comfort-able, spacious, driver friendly and easy to work on truck we have ever owned.

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border crossing loaded with feeders when I pulled up too far and parked blocking the signal of the x-ray machine. One of the truckers in front of me noticed and radioed me to back up. When it was my turn to pull in the first question the customs officer asked me was if I was hauling a large amount of nuclear items! I laughed and said, “All I have is critters on board!” They politely tore me out of the truck, wouldn’t even let me put my shoes on, and locked me in a room. Over the next four hours they took a bunch of test samples with a high tech machine and sent them via the internet to a lab in California.

The reason for all this was that when they reset their x-ray machine they got a reading of high amounts of radia-tion from my truck. Apparently it was due to solar winds caused by pressure systems which push the energy from the northern lights to the ground. This was the first time that anything like this had happened at the crossing and I guess they thought they were dealing with a terrorist nuclear threat. After they figured out what the problem was I was free to go.

In 2010, I decided to purchase 2005 Kenworth W900 and put a driver on it but that didn’t work out too well for us and we ended up selling it 5 months later.

About this time we started to look for a nice Western Star to replace “Barney” but we soon found that they are hard to find.

Michelle and I got married in 2011. Later that summer,



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we decided to trade in our reliable Western Star, Barney, for my dream Pete, a custom built 2000 379L with a 700 hp, series 60, Detroit and an 18 speed, 355 on 24.5 low pro rub-ber. It was a big mistake. It turned out to be nothing more than a “pig with lipstick.” We have had to replace basically every nut and bolt from front to back including 4 engine jobs in 6 months. We finally had to drop in a new re-build so that we could finally get a reliable engine.

We were sold on this truck because it was supposedly a custom re-built, reliable truck and we paid good money for it. It was definitely a good test for the first year of our marriage! If anyone knows where our beloved Western Star “Barney” went - we sure would like to know…Another downside to this truck is that when I was driving Barney people would wave and come over to talk to me a lot more than they do now. I don’t know why that changed – I haven’t.

I have to give trucker’s wives a lot of credit. They have a lot more responsibilities than the average wife. They are not only a wife and a mother but also a parts go-getter, weather and road condition checker-navigator, a taxi for meals, laundry and errands, and the one who has to learn and put up with the fact that a trucker’s schedule is con-stantly, like the weather, subject to change.

I had a close call in the fall of 2011 while hauling equip-ment from Brandt Tractor in Regina for Prosser Transport out of Kamloops, B.C. I picked up a load of pipe at the coast and then headed back to Saskatchewan. Coming down the

mountainside into Kamloops I had a near runaway due to the valves not being set proper and the Jake solenoids fail-ing. After you experience something like that it makes you think about life and how fast things can change. I never want to experience that again.

I’ve only been driving for 12 years but there are a few things that I would change if I could and the first would be to have everybody just slow down! Rigs, trucks, cars…everybody! Maybe I’m getting older or maybe it was that incident in Kamloops that has me feeling more vulnerable but it just seems like everyone is in too much of a hurry.

The second thing is that cops and highway crews need to realize there is a big difference between the stopping dis-tance needed for trucks and for cars. When they are doing



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warning sign placement, too often they place them so that they do not give enough notice to loaded trucks. That can be critical especially when going through the mountains.

Another thing is that everyone in the trucking industry, drivers and mechanics alike, need to take the re-torqueing of tires more seriously. On 3 different occasions I have seen duals come off trailers and nearly hit someone.

Lastly I wish the common courtesy was still there from other truckers when you are parking, broke down on the side of the road, or just want to say hi with a friendly wave. Everyone having a working CB would also go a long way towards making the highways friendlier and safer.

Being an owner operator has many advantages as well as disadvantages. We have discovered that some of the big mechanical service shops across Alberta and Saskatchewan treat you different if you are a single owner operator than if you have a big fleet of trucks like those in the oilfield. Often the level of service and the quality of work is not as good.

Even though it can be stressful (at 30 years of age I`m already going grey and bald) I have enjoyed many parts of trucking. I have enjoyed seeing the North American coun-try side in the early morning and late at night when the stars are out and the traffic is minimal. I have enjoyed hearing familiar voices over my CB radio and often thought that it was funny how you can recognize a voice over the radio even though you may have had only had one conversation



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with the person in the past - you can still pick them out.Currently I am working for ABBA Holdings Ltd, owned

by Colin & Toni Campbell of Central Butte, Saskatchewan and I wish I had gone to work for them earlier since they are right out our back door. I am currently pulling super B’s hauling grain around Saskatchewan and Alberta but the company has also has the option of me pulling a cattle liner, flat deck or van. I am enjoying driving more local at this time of my life as my wife and I have started a family. We now have a 7 month old daughter named Brooke. Even though it means I have to drive a lot of gravel, having the home time is well worth it. That being said it’s sad to see those rock chips that seem to be unavoidable even when driving slowly on the gravel.

I also enjoy working for a smaller fleet because it is more personal which means you are more than just a number. Being a lease operator for a small company, the little things that are done right get noticed and are appreciated.

All in all I am right where I want to be at this time of my life and I’m doing exactly what I want to be doing. I have a great family and finally a dependable truck that I am proud to drive. We currently live in Morse, Saskatchewan, but hopefully we will start construction of a house on a quarter section of land that we own in Lawson Saskatchewan. It is only about an hour away and it is all cross-fenced so our horses have lots of room to run.

I would like to send out a big thank you to both of our

families for the help and support that they have given us over the years. I would also like to thank David Benjatschek from Wowtrucks.com for the opportunity to be in his 2013 Calendar as well as supplying Pro-Trucker with the great photos for this story.

* * * * *The Food Stamp Program, administered by the U. S.

Department of Agriculture, this year is distributing the greatest amount of free Meals and Food Stamps ever. Meanwhile, the National Park Service, administered by the U.S. Department of the Interior, asks us “Please Do Not Feed the Animals.” Their reason for this is “The animals will grow dependent on handouts and will not learn to take care of themselves.” Thus ends today’s lesson in irony...



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will make absolutely no sense whatever to you guys. You couldn’t even guess what it means. However, any Irish truck driver, who has gone across the Irish Sea, knows exactly what I am talking about. Irish drivers will often begin one of their stories with that phrase. As you well know, down the years, a sort of ‘diesel lingo’ has evolved among big rig drivers. We Irish – always lovers of words and language – created a sub-dialect of our own. The title is a good example.

Let me explain. My first time in England was away back in 1970. I was 16 - no, I wasn’t driving a truck; I was just in search of work. I bought a basic foot passenger ticket in Belfast for a ferry to Heysham, in Lancashire. It cost around three or four pounds, if I remember correctly. I landed in the English port at 4am, in total darkness, full of dreams and with a simple plan. It was, to make my way to Birmingham and somehow meet up with my friend, Dessie Grew, who had come over a few weeks before. With a map,

vieW froM An irish volvoFrank Cox is an Irish truck driver

who has driven extensively in many European countries. He now hauls

containers and reefers out of Dublin and lives in Dundalk. halfway between Belfast and Dublin.

a mouth and a thumb, I hitched as far as the M6 motorway. There, my lift was turning north, I was heading south. Hitch hikers were a common sight on roads in the ‘60s and ‘70s and motorists were not afraid of picking them up. On a long journey, a hitch hiker was often welcome company and could help dispel the tedium of motorway driving. At least, I hoped that was the case. Sadly, those innocent days have long since disappeared.

With three good lifts, I leap-frogged down the M6 in no time, the third dropping me off near ‘The Bull Ring’, right in the heart of Birmingham. How long I stood there, look-ing round me, I don’t know. I’m sure the people passing by, going about their business, took one glance at my bug-eyes, my wonder-filled face and knew straight off that I was yet



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another Irish ‘Gobshite’ who had somehow strayed into the centre of their civilisation. Did I care what they thought?? Not a bit! I was young, full of hormones, convinced I knew everything; I had the world at my feet, and believed I was going to live forever!! Besides, I was starving!! It was near 10 o’clock in the morning and I hadn’t eaten since leaving Armagh, almost 24 hours earlier. I let my nose guide me – at sixteen years old, it was still in good working order, not yet having succumbed to years of cigarette smoke dam-age – and it quickly located a small, cheap, ‘Greasy Spoon’ type cafe in one of the nearby streets. It bore a remark-able similarity, in smell and appearance, both outside and inside, to Cafolla’s place, back home. They were serving a ‘Full English Breakfast’, of sausages, rashers, egg, black and white pudding, washed down with tea and toast - just what the doctor ordered! Their prices were well within my meagre budget. With a slight pang of homesickness, I noticed there was no soda or potato bread on the breakfast menu, but I had been forewarned that the English had yet to discover the delicious delights these breads could add to a big fry. I was an Irishman on foreign soil. I was just going to have to face up to it. Sacrifices would have to be made. I ordered at the counter and then found a small table by the window. As I waited in eager anticipation for my food, I watched this new, in a way, almost alien world, pass by outside.

The arrival onto my table, of the ‘breakfast’, instantly

reinforced that alien world image! The sausages, rashers, egg, and puddings all looked lovely – well cooked and very appetising. However, they were literally swimming in an ocean of baked beans in tomato sauce!! Someone behind the counter had also taken it upon themselves to slide my slices of toast in at the shore of this sea! Everything was awash and soggy from the bean juice!! I had never seen anything as gross in my young life! Being from ‘out of town’ so to speak, I was reluctant and, I suppose, just not confident enough to kick up a fuss. I dragged a couple of slices of toast ashore and scraped them clean. I rescued the sausages, rashers and one slice of pudding. With a lot of shaking, I was able to resuscitate them and build a couple of hefty sandwiches between the recovered toast. The egg,



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I’m afraid, was lost in the depths, below the pinky orange surface. I did my best to try and save it, but there was noth-ing I could do. During my time there, I began to suspect that the whole of England was addicted to baked beans. They just seemed to shovel them onto everything! Irish truckers, coming over, or just passing through on their way to Europe, also noticed this national dependency on beans, and with their unique sense of black humour, they nicknamed the country ‘The Bean’! English truck drivers are referred to as ‘Beanos’, which they do not, I’m afraid, consider to be a term of endearment!

Now, another thing about ‘The Bean’. For most Irish lads heading for Paris, Barcelona or Milan, ‘The Bean’ was like an obstacle in the way that had to be overcome. Coming off the boat at Holyhead, or Liverpool, we had to drive all the way down to Dover and catch another ferry. To do this, we had to run the gauntlet of gridlock in Birmingham, Ministry of Transport suits, armed with hammers, to tap wheels and magnifiers to read tachos. Also lurking about were the Custom and Excise ‘dippers’, sampling the diesel. Then there were the Traffic Cops who, it seemed, enjoyed a special delight in stopping Irish trucks. One cop, checking my rig and tachos, in Corley Services, South of Birmingham, made a telling observation. I was pulling for Carna Transport at the time. Loaded with Dell computers from their factory in Limerick, heading for Sweden. The traffic cop said that, for them it was always a good bet to



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stop an Irish truck – they would be fairly sure of finding at least one violation of the rules. But, he emphasised, it was usually a dead cert to find multiple offences had been committed, when they stopped a Carna rig! He had found nothing out of order with me and, I suppose, that was his effort at a compliment. However, had he pulled me on the flip side, it would have been a different story!! It was con-sidered quite an achievement to get through ‘The Bean’, without being nailed by some, or all, of them, earning a court appearance, a stiff fine, or being parked up for nine hours. Even more so today, with the terrier-like Vehicle and Operator Services Agency – VOSA - now in charge of enforcing the British traffic laws.

Therein lies the problem for many Irish truckers - ‘British’ traffic laws. We don’t seem to have any difficulty abiding by German, Spanish or Dutch traffic laws. Even in France – where those jack-booted Autoroute Gendarmes, with Beretta automatic pistols on their hips, sitting astride their big, powerful motorbikes, have been known to move the goalposts and hand out exorbitant fines, with amounts they just seem to make up in their heads, for minor infringements – we still make an effort to comply. However, ‘British’ traffic laws are another story. You see, for the last 800 years or so, we Irish have spent much of our energy circumventing, undermining, bending, blatantly breaking, and, more than once, taking up arms against, British laws. So much so that it has become part of our

national psyche. So the ‘Bean’ was regarded as a sort of minefield by Irish drivers on their way out to the continent. Many felt the only way to navigate it was by putting the hammer down, go ‘full of the pipe’ for Dover and hope for the best. Almost like a game of ‘Catch me, if you can’!! That was in a time when Irish truckers of my vintage, had nerves of steel and didn’t give a fiddler’s. Back then, that tactic may have worked as often as nine times out of ten, but not today. The laws and regulations governing the safe-ty for all road users are being enforced. The young bucks are falling into line and generally playing the game by the rules. Old dinosaurs like me are slowly coming round to the realisation that our way of doing things is no longer accept-able. Nor should it be. Things like driving for 20 hours or more, straight through, were reckless, foolish and above all, dangerous for us and everyone around us. Still, even though it was crazy, many times it was also fun!! Talking to younger drivers, my own sons included, it would appear that the often nerve-wrecking, sport of ‘Bombing it through the Bean’ is, at last, in terminal decline.‘THE VIEW FROM A VOLVO.’Available at www.xinxii.com and all major e-book stores.

“The best preparation for tomorrow is doing your best today.” H. Jackson Brown, Jr. -American author

Target hardening refers to the practice of making a victim harder to victimize. It is based on the reasonable assumption that most crimes are crimes of opportunity. If you remove as many opportunities as reasonable, you reduce your chances of being a victim and become a “harder target” that most opportunists will pass by on the way to easier pickings.

A locking gas cap can be had on the internet for

By Ken Davey Ken Davey has 30 years experience in the trucking industry. He is currently a Director at Accord Transportation Ltd., and a member of the Board for the Trucking Safety Council of BC

An ounce of PrevenTion...



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between 15 and 70 dollars. I think that it is a good idea to get one. If I had a truck I would have a locking gas cap, but I am a little nuts because of my job. Your decision to get one depends on how you view the chances of you needing one.

I recently had an owner operator who had a problem about 125 miles from home when his engine lost power. Let’s call him “Sandy”. He was towed to the nearest dealer and they discovered that there was sand in his fuel tank. How it got there he did not know. I can only assume someone put it there; either a “kid” as an untar-geted prank or someone doesn’t like him - trying to hurt him. He may not even know this someone. It could have been another driver who believes “Sandy” cut him off, or stole his load, or stole his wife. I don’t know anything about the why.

What I do know is that whoever was mad at “Sandy” would have had to work a lot harder to get sand in the tank if he had a locking fuel cap. A Small 100 gallon tank holds almost $500 worth of fuel. In my mind, keep-ing someone from stealing that is enough reason for the locking cap. However, look at what happened to “Sandy”.OutlayShop repair $6746.07Towing $403.20Total outlay $7149.27

Insurance covered $4403.16 of this which leaves a

shortfall of about $2750 that came out of Sandy’s pocket. If a locking Gas cap had of kept this from happening, the driver would have saved this money. I think that is a real return on a locking gas cap investment. You could go your entire trucking career without needing a locking gas cap. However, if you need it just once it will pay for itself hundreds of times, maybe even thousands of times.

Now let’s talk about why the shortfall is so large because it shocked “Sandy” and probably most of you. First there is GST - about $700 - you will get it back eventually but insurance doesn’t refund it so expect a blow to your cash flow.

Second is betterment - about $1000. Insurance does not let you benefit from the accident, it only places



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you in the position you were in before the accident. For example, if you had old tires before an accident, insur-ance has to provide you with new tires. The new tires are so much better than your old tires that you have benefited from the accident. Consequently the insurer claws back some of the money representing the benefit you received for the new tires.

Third is your deductible - $1000. “Sandy’s” claim was a comprehensive claim. In this example the deductable is one thousand. However, with the cost of insurance, 10 thousand dollar deductibles are not uncommon.

Lastly, my simple accounting of cost is not the whole effect on “Sandy’s” wallet. He missed 2 Alberta- BC round trips. That took about $3500 out of his monthly revenue.

The trouble with trucking is our service is completely perishable. If we were selling stuff, he could simply sell the stuff next week and make the money back. However with trucking that revenue can never be made up. He will have a $3500 shortfall this month, and this year because that week of downtime can never be replaced.

A simple locking gas cap is not perfect protection. You still have to keep your wits about you and pay attention where you park. Be especially careful of where you leave your truck when you are home. You can see past articles at www.krdavey.blogspot.ca or visit www.safetydriven.ca for trucking specific safety tricks and tools. r

WinterNext year I think I’ll hibernateIn the middle of OctoberStay in bed till March 15thWhen winter should be over.Or maybe I could just fly southWith all my feathered friendsNot come back till AprilWhen winter is sure to end.No; I’ll just keep on drivingFacing all of winter’s woesI could not appreciate summerWithout facing winter’s snows.



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pro-trucker magazine february 2013

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