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Endorses APNA Truck Show BRINGING THE INDUSTRY TOGETHER
(Surrey, BC)- The APNA Truck Show is excited to announce that the British Columbia Trucking Association (BCTA), the leading voice for commercial road transportation in the province, has officially endorsed the 2026 APNA Truck Show. The endorsement marks a significant milestone for the event, highlighting its growing influence as a hub for connection, innovation, education, and industry leadership within Western Canada’s trucking community.
connect with industry experts.
The APNA Truck Show will be held at the Tradex Centre on June 13-14, 2026, and is expected to attract thousands of attendees, including professional drivers, fleet managers, suppliers, and industry leaders. The show will showcase the latest advancements in trucking technology, safety innovations, educational seminars, career opportunities, and networking possibilities.
As part of their involvement, BCTA will host a series of live Q&A sessions with industry experts, giving attendees direct access to representatives from Commercial Vehicle Safety and Enforcement (CVSE), the Ministry of Transportation and Transit, WorkSafeBC, ICBC, and more. These sessions will offer a unique opportunity for drivers, carriers, and industry stakeholders to ask questions and better understand the regulations and programs that shape commercial transportation in B.C.
“We are so pleased to have the support of the BC Trucking Association,” said Tony Arora, Senior Manager at the APNA Truck Show. “BCTA’s endorsement reinforces the importance of events like ours, where the industry can unite to celebrate the strength and diversity of trucking.” APNA organizers believe that BCTA’s involvement will add significant value for attendees, particularly for those seeking practical insights, reliable information, and opportunities to JANUARY / FEBRUARY 2026
BCTA President and CEO Dave Earle expressed his support for the event: “The APNA Truck Show has become a signature event that truly celebrates the heart of our industry— the people and the innovation that propel British Columbia forward. We are pleased to endorse this year’s show and support an event that brings our trucking community together while showcasing industry excellence.”
“With BCTA participating in this year’s event, we can offer even more opportunities for carriers and drivers to learn, connect, and grow,” added Jag Dhatt, Manager at the APNA Truck Show. “We are excited to welcome them and to work together in supporting the industry we all care so deeply about.” Attendees will be able to reserve tickets online at APNATruckShow.
com, where they can also find full event details, schedules, and exhibitor information. About the APNA Truck Show The APNA Truck Show is one of Western Canada’s largest gatherings of national and international truck brands, cuttingedge technologies, and valuable career opportunities—all under one roof. The Show serves as a powerful platform for industry professionals to connect, explore innovations, and help shape the future of commercial transportation. Visit APNATruckShow.com to learn more. About the BC Trucking Association The BC Trucking Association is a member-based, nonpartisan, non-profit motor carrier association dedicated to serving the interests of its members in British Columbia’s trucking industry. With a commitment to promoting safety, efficiency, and sustainability, BCTA strives to be a driving force for positive change in the province’s commercial road transportation sector. To learn more, visit BCTrucking.com. Media Inquiries: Jag Dhatt APNA Truck Show (604) 767-4433 Jag@jgkmedia.ca Dave Earle BC Trucking Association 604-888-5319
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FROM THE EDITOR’S DESK BY JOHN WHITE
A New Year, a Full Tank of Hope The New Year has a funny way of sneaking up on us. One minute it’s just another cold winter day, the next we’re flipping the calendar and trying to convince ourselves that this one will somehow be different. For people in trucking—and for a lot of Canadian families—that moment usually comes with mixed feelings. Hope, yes. But also a bit of worry. There’s no sense pretending the last few years have been easy. They haven’t been. Drivers are working harder for every dollar. Small operators are juggling fuel costs, insurance, regulations, and delays that no spreadsheet ever seems to balance. Communities are short of people, short of money, and often short of patience. If you feel worn down by it all, that doesn’t make you negative—it makes you honest. What still impresses me, after all these years, is that this industry keeps showing up anyway. Hope isn’t about rose-coloured glasses. It’s about knowing that what you do still matters, even when it feels like nobody is paying attention. It’s about taking pride in doing the job right, whether you’re hauling freight, fixing trucks, dispatching loads, or training the next generation. Every safe mile, every lesson passed on, every standard defended adds up—slowly, sometimes painfully, but it adds up. There are reasons to be encouraged as we head into a new year. We’re finally seeing broader conversations—not just about better training, but about whether trucking should be formally recognized as a skilled trade. The idea of a national Red Seal standard for truck drivers, once dismissed out of hand, is now being discussed seriously by more people, in more places, than ever before. That matters. Recognition brings consistency, pride, mobility, and respect—and this industry has earned all of it. Progress doesn’t come quickly in this business. It never has. But that doesn’t mean it isn’t happening. Some of the best signs of hope don’t come from policy announcements or press releases. They show up in everyday moments. A shop staying late to get someone rolling. A dispatcher finding a workaround instead of an excuse. A driver taking the time to help a newcomer figure things out. Those moments don’t get much attention, but they’re the reason this industry still works. A new year is also a reminder that we still have choices. We can help instead of complaining. We can mentor rather than walk away. We can hold the line on professionalism instead of letting standards slide. None of us does this alone, and we never have. As we turn the page on another year, I want to wish all of our readers— and your families—a healthy, safe, and prosperous New Year. I hope the months ahead bring steadier ground, more time at home, and fewer worries carried through the door at the end of the day. So let’s take on the new year the way truckers always have: eyes forward, hands steady, and no quitting just because the road gets rough. Here’s to a stronger year ahead. Keep the shiny side up—and remember how much ground you’ve already covered. JANUARY / FEBRUARY 2026
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EDITOR-IN-CHIEF John White: john@ptmag.ca PUBLISHER Coast2Coast Business Pages Ltd. ADVERTISING/MARKETING Tony Arora: tony@coast2coastpages.com John White: john@ptmag.ca CONTRIBUTING WRITERS • Colin Black • Greg Evasiuk • Scott Casey • Dave Madill • Glen Millard • Myrna Chartrand • Andy Roberts PHOTOGRAPHY Ben Proudley • Alicia Cornish David Benjatschek wowtrucks.com
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RIG OF THE MONTH by John White
Pictures by: David Benjakschek www.wowtrucks.com
I called Andy Roberts, President of Mountain Transport Institute in Castlegar, BC (my go-to for driver training) and asked whether he had trained a driver who stood out in his memory. He said, “Missy Vesper. She comes from a strong family background in the trucking industry and came to MTI with a positive attitude and a desire to learn everything she could. It was a pleasure to have her as a student, and her solid work ethic, coupled with a great sense of humour, served her well, as it continues to in the industry.” This is Missy’s story: My name is Missy Vesper, and I was born and raised in Cawston, BC. I’m the youngest of four girls and have been raised in a very large trucking family. My Family owns a trucking company called Vesper Transport Ltd. I have multiple cousins, siblings and uncles who either drive trucks, are mechanics, or run the office for Vesper Transport. I remember when my dad, Cory Vesper, would go on trips when we were young, and my sisters and I Pro-Trucker Driver’s Choice Magazine
would race to the door, trying to be the first to hug him when he got home. My sisters and I would go trucking with Dad when we were young, and we would play hide-andseek in the sleeper. Unfortunately, there were only three places to hide so we usually had to pretend not to find each other just so the game would last a little longer. No matter how many snacks and meals mom would pack us for the trip, Dad would always make sure we snuck in a Dairy Queen stop for his kids!
Missy Vesper Dad would make a point of taking each of us on cool trips or bringing home cool souvenirs. Mom would be at home with the four girls and let us all talk to Daddy on the phone when he would call us before bed. We would sneak love notes and pictures in his duffel bag on Sunday when he left. Whenever Vesper Transport bought a new truck, I remember Dad waiting outside our school in it. He would pick us sisters up and take JANUARY / FEBRUARY 2026
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us for a test drive. The seats and mattress would still have plastic on them; we would fight for the front seat and always line up to test the horn! It was a pretty cool feeling, but I definitely did not appreciate trucks back then the way I do now. Growing up, I always wanted to get my Class 1 license, but I never really thought it would be my fulltime career. I figured it would be cool to have, and that I could always find a job if needed. I had spent a couple of years in the forestry industry, working on a crusher and on an asphalt plant, before I was sick of doing seasonal work. When I got laid off in November 2022, I figured it was the perfect time to get my Class 1! I was already living in Castlegar at the time, so I signed up to take my MELT course in January 2023. My dad initially taught me how to drive a couple of weeks before I went to Mountain Transport Institute. Over Christmas that year, I got my learner’s license, and we did a lot of laps around the block. I never went above 5th gear, probably because I had absolutely no idea how I’d even gotten into that gear in the first place. Then in January, I started my MELT program at MTI in Castlegar, where many great driving instructors taught me all the basic driving and shifting skills I needed. On the weekends, I would drive home to Cawston and go trucking with my dad. He would spend hours going over the truck with me, making sure I was actually learning things at school. He taught me how to check trucks & trailers, secure cargo, and chain them up. He always said it’s better to learn now than on the side of the road in a storm. So that’s what we did! He would save as much local work as he could for me for the weekends. We would usually spend our days swapping trailers in Grand Forks, bringing home loaded trailers for the guys to leave with on Monday. We would get home to Cawston, my mom would have JANUARY / FEBRUARY 2026
dinner ready for us, and I would head back to Castlegar for school on Monday! I took my test in March 2023, and two days later, I was put to work swamping for my cousin! I spent over a month driving with not only my dad but also my two uncles, Lee Vesper and Brad Vesper, and my two cousins, Curtis Vesper and Ben Brouwer. Once they all gave Cory the okay that I was good to drive by myself, I was off! I appreciate every single one of them for their patience in teaching me. Learning from five drivers with so much experience is the best thing that I could ask for. Each of them taught me different tips and tricks I still use to this day. I look up to all these hard-working men. I have LOTS of truckers in my life. My dad, of course! My uncles, my cousins, my father-in-law, and lots of friends. My biggest mentor, though, would easily be my dad. He’s the hardest-working man I know. He used to drive a lot when I was a kid, but now he is the dispatcher for Vesper Transport. Alone, he dispatches 18 trucks and 70 trailers, somehow making it look easy. His days start around 4 am with calls, texts and emails rolling in. He works long days and often swaps trailers in the afternoons or evenings when needed to help the drivers out for the next day. On weekends, he makes sure the fleet is ready for Monday by helping drivers with fueling, greasing, and servicing. He runs anything needed through the shop and hooks them up to Monday’s load. Aside from working so many hours, he is a family man. He keeps this big family together and always makes time for family camping and hunting trips. He’s the best role model to so many people in our family, and I know he’s so proud to have a daughter following in his trucking footsteps.
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lot of random people coming up to me to tell me how cool it is to see a woman driving a “big truck”. There are a lot of very nice people who are genuinely excited to see me out there. But there are definitely a few who come off in a weird way and like to stare. I’ve gotten a couple of random hugs from strangers in the middle of parking lots, along with lots of awkward comments. On my husband, Levon Farley’s days off work, he will quite often come trucking with me. I think I avoid a lot of strange encounters when he’s with me, but they quite often assume it’s his truck, not mine. I do enjoy receiving comments about how awesome it is that I’m helping show the industry that girls can do this, too. Then there are the “super truckers” who think I need help or need to be taught how to tie my load down. They will come over and show me their horrible ways of doing things. Usually, I play along and just smile through it until they leave me alone. As it probably makes their day thinking they helped the “girl driver” out! I only take advice from people who I know have experience and I trust their work! I have only ever worked for my family’s company. I would probably quit trucking before I ever drove for any other company! I may be biased, but there’s nowhere better to work than Vesper Transport!
Being a girl on the road can be pretty interesting some days. I get a Pro-Trucker Driver’s Choice Magazine
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the truck I drive and hit the wash bay a couple times a week, trying to keep it shiny!
Working for family is great, most of the time! There are definitely days when we can be short with each other, but in the end, as a family, we know we all love each other, we get over it, and we get back to work! I love walking into the office and seeing my mom and dad, aunts, uncles, sisters, nieces, cousins and friends working or having a company lunch! The only time it sucks is when I get told about a load I don’t really want to do. It’s pretty hard to say no when your dad is your boss! He’s usually pretty good to me, but there are definitely days I regret becoming useful to him! Our company hauls a lot of unique loads. I’ve hauled custom log homes throughout western Canada and the states, as far as Colorado! I’ve moved live honeybees around BC/AB for pollination—low-bedded oversize equipment with my cousin
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Curtis, who runs our heavy haul division. I haul a lot of hay and straw from Washington and deliver to ranches all over the Similkameen/ Okanagan valley. I haul a lot of Princeton Wood Preservers treated fence posts and log poles. We haul everything from insulation, nursery stock, crusher equipment, apples, pears, bins, barrels, cardboard, glass bottles, lumber, machinery, sea cans, boats, and so much more. A little bit of everything! Big or small, we haul it all! One of my first trucks was the company’s “penalty box”. (99 Freightliner) It is the shitbox of the fleet, but damn does that thing make money! No payments! I did a couple of months of summer trucking in the PNW, with no air conditioning in this truck, and it definitely made me appreciate the nice trucks when I got to drive them! I think everyone should do this to gain respect for a nice truck. Then I got promoted to the 2002 International with a 6NZ CAT for a couple of months. Then I had the 2020 Peterbilt 389 for a few weeks before my current truck became available. I’ve now been in my 2018 Kenworth W900L with a 565hp X15 since. I respect
I have for sure had my share of rough nights on the road, but unless I’m only a little way from home, I will usually pull over in the closest town and try again in the morning. It’s a lot easier than white-knuckling the wheel, trying to keep it on the road. As truck drivers, we have long days as it is, and bad weather makes it that much worse. I am grateful that Cory and Lee do not push drivers to make appointments or rush them during storms. They’d rather their drivers arrive late than end up in the ditch. Some days, traffic can be stressful, but I’ve been taught to try to stay calm and get there when you get there, easier said than done some days! This year I made Vesper history as the first driver to hit a FISH on the road! I was driving in central Washington next to a lake when an osprey came up out of the lake with a fish. It dropped the fish in front of me; I ran over the fish and hit the bird with my air cleaner! The whole thing was caught on my dash camera. There was a lot of screaming! Since we live so close to the border, I do quite a lot of trucking in Washington. Some weeks, I cross the border every morning at the same time. Usually, by the 3rd or 4th day in a row, the border guards get a little friendlier since they have heard me say the same thing every morning and already know my entire run. Some days I wonder what my life would be like if I hadn’t gotten my license. But when I think about the amount of country I’ve seen, of both Canada and the United States. The fun sites, cool moves, wildlife, mountains, national parks, and beautiful sunrises/sunsets. The neat little towns that no one else has even heard of, yet I can say I have hauled stuff there. The people I’ve JANUARY / FEBRUARY 2026
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met along the way and the stories I’ve heard. The annual parades in our hometown, and watching kids pump their arms for me to honk. I was able to take my bobtail truck to my niece’s grade one class last year. One by one, they entered the passenger side, looked in the cab, honked the horn and climbed down. They were yelling things like “Where’s your sink? Where’s the kitchen? You drive this? But you’re a girl!” It was very cute! I don’t think I would have seen half the things that I have seen in the past 3 years if I hadn’t been trucking! Vesper Transport was started by my Grandpa Curt and my Grandma Pat in 1952. My Dad and my uncle Lee have been partners of the company since 1989. I am a third-generation truck driver in my family for Vesper Transport. We run our office out of my Grandpa Curt and Grandma Pat’s house, where they raised their nine kids in JANUARY / FEBRUARY 2026
Cawston. It’s a cool feeling walking into the house and thinking how proud Grandpa & Grandma would be of the business the family keeps on running. We run 10 company trucks and eight lease operators. Between the office, shop and trucks, we employ over 30 staff at any given time. Proud is an understatement when you have employees who have worked at Vesper for over 20 years. It’s a good feeling to know I’m working for a company that treats its employees like family, runs good equipment, and takes pride in the work they do. To see a Vesper truck and trailer coming towards me on the highway, I can say I am proud that’s my last name. And even more proud to be following in my dad’s footsteps. One of my favourite memories of trucks and what it means to my family is that all four of us daughters got dropped off at our high school prom in a Vesper truck and then
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took pictures with the truck in the background. My parents had a semi at their wedding; my sisters had one at theirs. Not only did I have one, but last June 2024, I drove myself and my bridesmaids to my own wedding ceremony in my Kenworth. I know my dad wasn’t too keen on me being a truck driver just because he had seen how the industry can be sometimes, but when I told him I had enrolled for my MELT course, he told me if I was going to be a trucker, I was going to be the best damn trucker out there. And that no man will be able to tell me what to do because I would already know how to do it. I still make plenty of mistakes and call dad for advice on securing certain cargo, and I’m still learning new things every day, but I think that’s just what trucking is!
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Letters to the Editor John Just wanted to say thanks for the article on Red Seal certification — well thought out and straight to the point. Too many people think a licence makes a driver. It doesn’t. Proper training and one national standard would make this industry safer, stronger, and more respected. Every other trade has figured that out already. It would raise wages, give drivers something solid to stand behind, and push the fly-bynight outfits out of the industry. They have been what is wrong with the industry ever since decertification. When training means something, cheap shortcuts don’t work anymore. It is too late for me because after 42 years I’m retiring but it’s good to see this talk is finally happening. Tom Spears Toronto.
cker azine Pro-Tru Choice Mag ’s Driver
What’s often missed is the bigger picture. There are over 300,000 professional truck drivers in Canada. If this industry ever spoke with one voice, it would be a serious political and economic force, and drivers’ concerns would be heard. That’s why Red Seal certification keeps coming up. Regardless of where drivers stood on the convoy, most agree on the need for consistent training standards, professionalism, and recognition of trucking as a skilled trade. A national standard would raise wages, improve safety, and help eliminate fly-by-night operators—without protests or shutdowns. Debate is healthy. Infighting is not. If truckers focus on shared goals instead of internal battles, real progress is possible. Thank you to everyone who took the time to write.
To the Editor, I’ve read the convoy letters, and honestly, both sides have valid points. Some drivers supported the convoy because they were frustrated. Rules kept changing, nobody seemed to be listening, and we were expected to just roll with it. Others didn’t support it because they just want to do the job, keep freight moving, and not be dragged into protests or politics. At the end of the day, most truckers want the same things: decent pay, clear rules, proper training, and respect for the work we do. A little less finger-pointing and a little more common ground would go a long way. From the Editor: We’ve received a strong response to letters on both the truckers’ convoy and Red Seal certification. While the topics may seem different, they come from the same place—drivers wanting to be heard and respected. The convoy letters show real division. Some drivers supported it out of frustration with changing rules and a lack of consultation. Others opposed it because they want to keep freight moving and stay out of political fights. Both views are understandable. Pro-Trucker Driver’s Choice Magazine
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35th Balkans Commemoration – Honouring Canadian Peacekeepers
W
e all know people we respect—not just for who they are, but for what they have done for others. When I think of those individuals, Scott Casey is the first name that comes to mind. Scott served with the Canadian Peacekeeping Force in the Balkans. During the siege of Sarajevo, his role involved hauling food and medical supplies from the airport into the city—often under fire. Since returning home, Scott has dedicated his life to supporting military veterans and first responders living with PTSD. He also organizes the Rolling Barrage, a coast-to-coast motorcycle ride in support of those suffering from PTSD. Scott currently serves as Mental Health Chair and is a member of the Fundraising Committee for the 35th Balkans Commemoration. His book, Ghost Keepers, is a
must-read. The 35th Balkans Commemoration honours the service and sacrifice of Canadian peacekeepers who served in the Balkans between 1992 and 2004. More than 40,000 Canadians— from the Canadian Armed Forces, the Royal Canadian Mounted Police, and other government agencies—answered the call during one of the most complex peacekeeping missions in modern history. This volunteer-led national initiative recognizes the vital role Canadians played during the conflicts that followed the dissolution of Yugoslavia, particularly in Bosnia and Croatia. Their efforts under United Nations and NATO missions helped bring stability and humanitarian support to a region torn by war. Commemoration Highlights • Preserving Veterans’ Stories A major focus of the commemoration is an Audio/ Video History Project, capturing the untold stories of up to 1,500 veterans through virtual interviews and historical documentation— ensuring their experiences are preserved for future generations. • National Commemorative Events A series of events across Canada will honour Balkan veterans, with an emphasis on remembrance, mental health awareness, and strengthening the
Pro-Trucker Driver’s Choice Magazine
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.
veteran community. • Return to the Balkans – 2027 Plans are underway for a potential return trip to the Balkans in 2027, offering veterans the opportunity to revisit the region where they served and reflect on their mission and legacy. Get Involved Veterans, families, and supporters are encouraged to participate by sharing stories, attending local gatherings, and helping build a lasting community of remembrance and support. For more information or to get involved, visit www.balkans35.ca.
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Truckers What makes a man a trucker, why does he play this role? Is there something deep inside him in his heart or in his soul? The thunder of his diesel: does it fill an inner need, What makes a man a trucker, are they a different breed –
Dave Madill Sadly Dave Madill passed on May 1st, 2025. He will always be fondly remembered and missed.
Are a thousand lonely truck stops a substitute for home? Does he think of wife and family while he’s out there all alone. The rhythm of the highway is a sad and lonely song, And he dreams about his loved ones as the big rig moves along. There is a touch of wanderlust that the highway helps to fill, As he looks around the next bend, over another hill. His family, they wait at home; he’ll get back when he can, That’s what keeps him going, this special breed of man.
JANUARY / FEBRUARY 2026
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Miles, Minutes, and Other Fairy Tales
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f you’ve been in trucking long enough, you know there are two kinds of time: real time and trucking time. Real time is what normal people live by. Trucking time is a mysterious force controlled by dispatch, GPS units, and people who swear the load “should only take about an hour.” “Should” is the most dangerous word in the industry. It usually shows up right before something goes sideways. The shipper should be ready. The receiver should unload quickly. Traffic should clear up after the accident. And my personal favourite: “You should be able to make it there in plenty of time.” That one always comes from someone sitting comfortably behind a desk with a full coffee and a working washroom. Then there’s the GPS. It will
cheerfully announce, “Turn left,” while you stare at the road that hasn’t been wide enough for a truck since 1973. When you don’t turn, it gets offended and starts recalculating, like it’s questioning all its life choices. Truck stop coffee deserves its own safety rating. It’s strong enough to keep you awake, alert, and questioning reality all at the same time. One cup and you can drive twelve hours straight. Two cups and you’ll be pacing the parking lot, wondering why you ever trusted that “fresh pot” sign. And let’s not forget ELDs. Nothing makes a driver more creative than watching minutes tick down while sitting five trucks back from the fuel island or waiting for the wrecker to pull some lazy fool, who thought they were a super trucker and decided not to chain up, out of the way. You learn patience.
By John White
You learn math. You learn exactly how long sixty seconds feels when it’s standing between you and a violation. Yet somehow, despite the delays, the detours, the “shoulds,” and the coffee, the job still gets done. Freight moves. Shelves get stocked. And drivers keep rolling, because that’s what you do. So the next time someone says trucking is easy, just smile. You’ve got miles to go, minutes to spare, and a fairy tale schedule to keep.
Politicians A florist went to get a haircut and when he tried to pay the barber said, “You don’t have to pay I am doing community service this week. The haircut is free.” Next morning when the barber went to open shop he found a dozen roses on the doorstep. That day a policeman went to get a haircut and when he tried to pay, the barber said, “You don’t have to pay I am doing community service this week. The haircut is free.” Next morning when the barber went to open shop he found a dozen donuts on the doorstep. Later that day a politician went to get a haircut and when he tried to pay, the barber said, “You don’t have to pay I am doing community service this week. The haircut is free.” The next morning when the barber went to open shop he found a dozen politicians on his doorstep
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The Road Doesn’t Care About Your Resolutions
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anuary shows up every year like a clean logbook, and most of us lie to ourselves before the first page is filled. “I’ll eat better.” “I’ll move more.” Then the buffet, the counter food, and the long miles take over again. The truth is, the road doesn’t care about your plans — but your body keeps score whether you like it or not. I don’t live on lettuce and misery. Christmas, birthdays, weddings — those are free passes. The rest of the time, I try to keep my eating in line, and yeah, temptation shows up every single day. It’s easy to point at someone else and say what they should be doing. What’s harder is looking in the mirror and owning your own bad habits. You already know where you’re weak — quit pretending you don’t. I’m not trying to be rude. I’m just old enough to remember when “when I was your age” didn’t come with an “I’m offended” warning label. I’ve been fat. It didn’t happen overnight. It sneaks up on you until one day the headlights are right in your face. Been there. Lived it. Then I decided to do something about it. Good food doesn’t come from a box with a cartoon on it. It comes from making smarter choices, mostly at home, and sometimes on the road if you plan ahead and hit a grocery store instead of the counter with the heat lamps. Sugar is the big killer — and it hides under a hundred different names. So does a lot of stuff you can’t pronounce. Unless you’re growing it yourself, Pro-Trucker Driver’s Choice Magazine
most of what we eat today is part of a giant science experiment, and we’re the lab rats. Big companies don’t care about your health. They care about selling product. That means it’s on us to make the tough calls. Moving your body helps — even if you still smoke, drink, or eat some junk. Regular exercise stacks the odds in your favour, plain and simple. You’re not a kid. Nobody needs to lecture you. But sometimes hearing it straight helps. Do what you’re doing until you’re ready to change — then actually change. Start simple. Cut the sugar. Eat less. The buffet is not your buddy. Talk to your doctor if you’re planning big changes, but done right, the payoff is real. Smaller clothes. Better sleep. Mirrors you don’t hate. Walk whenever you can — every step counts. I got big, then I got smaller, and I’ve stayed that way because my goal is simple: healthy until I’m done breathing. Have a good day, because the other option isn’t worth it. There’s no shortage of fitness advice out there. Apps, Facebook, YouTube — everyone’s an expert. Half of them contradict each other, especially on diets and supplements. I’m not telling you what the answer is. For me, leaning toward carnivore or keto with some fresh veggies and regular movement works. Truck stops don’t make that easy — most of them are just fancy corner stores — but you work with what you’ve got.
By Marcel Larouche One thing we don’t talk about enough is what happens when something feels off — body or mind. Some folks have diagnoses, some don’t, and then there’s the rest of us just trying to keep it together out here. Sure, doctors are the right call, but they’re not always available when you’re rolling at 2 a.m. with nothing but white lines and bad thoughts. What’s helped me more than once is talking things out at home. Not because my wife has magic answers, but because saying things out loud makes them smaller. And no, don’t call my wife — talk to your own spouse or someone you trust. A lot of problems feel huge when you’re alone too long. And if things are still tight, here’s a free one: between the driver’s seat and the sleeper, there’s enough room to move. Crank the music, dance like nobody’s watching, and burn off some stress. When you’re done, you might even be loose enough to touch your toes. For some of us, that’s a win worth celebrating. JANUARY / FEBRUARY 2026
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Is it safe to use my Engine Brake in the Winter?
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his is an age-old question asked by rookies and experienced drivers alike. Your auxiliary braking system (engine brake, Jake Brake, Driveline retarder, transmission retarder, exhaust brake, etc.) is a key component in the safe and efficient operation of any heavy vehicle. Trucks, buses, tractortrailers and even heavy-duty pickup trucks today benefit from these technologies. They are amazing, but when used without sufficient traction, they have caused crashes resulting in fatalities or serious injury. Whether you are using an engine brake to safely descend a mountain pass, control your speed on gentle rolling hills, or stop safely, knowing how much traction is available is key. As a driver, I need to know before it’s too late and make a decision that requires more traction than is available. Two major factors affecting your traction are the surface you are driving on and the vehicle you are operating. Vehicle The most obvious item is your tires. How new are they (tread depth)? What type of tread pattern do they have, and are they winter tires or just a closed shoulder summer style tire? You can also install tire chains in slippery conditions for additional traction. Remember that tire chains need something to dig into, so won’t do you much good on ice, but work very well on compact snow and Pro-Trucker Driver’s Choice Magazine
in muddy conditions. The next thing to consider is how much weight you have on your drive axles, especially as it relates to your overall gross weight. A lightly loaded or empty tractortrailer will lock up the drive axles and jackknife more easily than a loaded tractor-trailer with full weight. The worst combination is a load that is up to weight on your trailer axles but light on the drive axles, as this will cause a loss of traction very easily. If you have a multi-drop load, ensure your first drops are on the back of the trailer, and your last drop is on the drive axles. This is obvious with van trailers, but not always considered for decks and tankers. Smooth application of the service brakes and the engine brakes is the final thing to consider. Sudden changes in torque to your tires is the single biggest cause of tires losing traction and “breaking loose” as you attempt to slow down or control your descent speed. If traction is questionable, start with your engine brake in the lowest setting at lower RPM (1200 to 1500) to test the amount of traction available. If it doesn’t slip, then allow your RPM to increase; engine brakes work best at max RPM, usually 2100. If it continues to hold, switch to the next highest setting (most engine brakes have three settings, some older ones only had two), repeat the process and then to the high setting if you have enough traction. If you need to use a lower setting, you will need
By Andy Roberts President Mountain Transport Institute
to travel at slower speeds, as you won’t have as much holdback, likely in a lower gear than you normally use. Letting off the throttle and having the engine brake come on full on a slippery road can cause the drive tire to lock up, and the tractor will start to slide. Your loaded trailer wants to continue in a straight line and pushes the tractor sideways, which creates the jackknife. You are now along for the ride, sliding down the road or worse, over the edge into the ditch. This scenario happens very quickly, and, in most situations, drivers don’t have time to react. Prevention is your best defence. Antilock braking systems are also tied into the engine brake. If the anti-lock system senses the drive wheels slowing faster than the steer axle, it will momentarily disengage the engine brake to prevent wheel lock-up. In some situations it is already too late for this to prevent the skid as once the wheels are locked they may not have enough traction to start turning again. Road Surface Reading a road is a skill that takes a lot of practise to master. Constantly monitoring the road conditions seems like an obvious thing to do, but many drivers have never been taught how to do this JANUARY / FEBRUARY 2026
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or the importance of doing it. A good defensive driver adjusts to all conditions (Driver, Vehicle, Road, Weather, Traffic & Light) that can affect the safe completion of their day’s work. Road conditions are one of the factors that can change constantly throughout your day, particularly when travelling in mountains and hills. Your baseline road condition is bare and dry; anything different than that requires you to adjust your driving by slowing down. Increasing your following distance, being smooth with acceleration/deceleration and using the engine brake. If bare and dry is equal to 100 percent traction, you then need to decide how much to adjust as
conditions change. A wet road might be 90%, add some loose sand or gravel and it could be 50%. The amount of traction on a snowcovered road varies based on the temperature (air and road base), along with whether any traction enhancements (sand) have been added. Compact snow between -5 degrees centigrade and plus 5 degrees is extremely slippery, and on a steep grade with poor tires, traction very quickly becomes 0 percent. In other words, you are spun out! Install tire chains, and traction may return to close to 90 percent based on the type and number of chains you install. A cold, sanded winter road (below -5) can provide good traction with proper tires. Over time, sand is blown off
the road by passing vehicles and accumulates on the shoulder or the center line. If you are struggling to find traction when descending a grade, moving over to the fog line, you will sometimes find better traction to help you slow down and regain control. Extreme caution is required; if you get caught in deeper snow or slush on the road shoulder, it can pull you completely off the road into the ditch. This is a lastresort tactic if you find your engine brake locking up during descent. Auxiliary braking systems are generally safe to use year-round but always require informed driver decision-making. These systems are essential to operating your vehicle safely and efficiently.
From Heartbreak to Highways: How Trucking Gave Me a Second Chance
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hen my marriage ended, I didn’t just lose a partner — I lost my sense of direction. I had two kids to raise, bills to pay, and no clue where to start. I’d been out of the workforce for years, and every job posting I looked at wanted “experience.” What I had was determination. A friend of mine suggested trucking. At first, I laughed. Me? Driving an eighteen-wheeler? But the more I thought about it, the more it made sense. Trucking doesn’t care if you’re male or female, divorced or married — what matters is whether you can do the job safely and professionally. I took a training course, got my licence, and started with short local runs so I could still be there when my JANUARY / FEBRUARY 2026
kids got home from school. Some nights I’d tuck them in and then hit the road for an early-morning delivery. It wasn’t easy — there were times I was running on coffee and willpower — but it worked. I could earn a living, stay independent, and still be Mom. The best part? My kids were proud of me. They’d brag to their friends that “my mom drives a big truck.” Seeing their faces light up when I’d pull into the driveway made every long day worth it. Now that my kids are grown and finding their own paths, I’ve started taking longer hauls — across provinces and sometimes down into the States. I finally get to see the country, meet new people, and enjoy the peace that comes
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Anonymous, Calgary, Alberta.
with the open road. I’m not tied to an office, a boss, or anyone else’s schedule. It’s freedom, plain and simple. Trucking turned out to be more than a job — it’s been my second chance. It gave me confidence, stability, and pride in what I do. I’ve met plenty of other women who’ve taken the same road — single moms, empty-nesters, even grandmothers — all proving that the driver’s seat doesn’t care who you were yesterday, only where you’re headed tomorrow. So if you’re standing at a crossroads, wondering what’s next — don’t be afraid to climb up into that cab. It might just change your life, like it did mine. Pro-Trucker Driver’s Choice Magazine
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Luxuries
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was looking through my reference source the other day (i.e., YouTube) when I came across a young trucker I’ve watched in the past. He was preparing his truck for a trip that would mean two nights away. The trailer was already loaded, and he was doing his pre-trip inspection. The truck was a top-of-the-range German MAN, a cabover, of course; this was his usual truck, and the company had named it Aphrodite. He loaded his gear, and knowing he would be away for two nights, he would be cooking in the cab, so he pulled the fridge drawer out from under the bunk and threw his food in. As he stowed his snacks and the rest of the gear away, he stood up and opened the lockers above his head, where there was an air fryer and an electric two-ring hob. Of course, these two things run on mains electricity, so to power them, he showed his viewers a battery pack. I think these battery packs are a modern-day marvel. They supply 240 volts of mains electricity, you can charge your phone or a camera if you’re making YouTube videos, and they’re always fully charged when plugged into one of the truck’s accessory sockets. Some truckers carried cooking stoves back in the good old bad old days, but it was a small gas
camping stove and a kettle for making tea or coffee. Electricity is much safer than gas. I remember a driver I knew getting into his cab and lighting his wee camping stove to warm it up. This was back before diesel cab heaters; he fell asleep, and the wee stove burned all the air out of the cab, and he died in his sleep. I regularly had two-night trips away when I was a young trucker. Still, I never had the notion of cooking in the cab; I rarely slept in it either, but then I only had a day cab, so it was a bit awkward getting comfortable with the big Cummins engine hump between the seats. Although a company I worked for bought a used Scania 110-day cab, the previous driver had removed the passenger seat and fabricated a bench the same height as the driver’s seat; all it needed was a piece of foam and some curtains, and you had a sleeper cab. I never slept in it, though. There was no shortage of drivers’ digs back then; you could get a comfortable bed, an evening meal and a good breakfast to set you up for the day, so as far as I was concerned, there was no need to sleep in the cab. You also had the
By Colin Black Colin Black lives in Bellshill, Lanarkshire, Scotland and has been driving truck for over 40 years. His story shows us once again that the problems drivers face are universal.
bonus of sitting around after your meal, shooting the breeze with all the other drivers. Unfortunately, many of the small places their drivers used to stop at have gone out of business, and the back roads they used have been bypassed by faster, wider roads. There were a couple of old cafes with sleeping accommodation attached that I liked, one was in Newport, South Wales. An old couple ran it, and eating there was like going to your grandma’s for dinner, fire regulations and all the associated hassle shut it down. With faster roads and many company trucks fitted with trackers, every minute of the driver’s working day is monitored by clerks in the office. So, all that’s needed now are large, flat parking lots for all the self-sufficient, luxurious trucks to stop at. Unfortunately, there is a shortage of truck parking; it is all too evident if you venture into the industrial estates near the main highways.
Decisions Man: Your place or mine? Woman: Both. You go to yours and I’ll go to mine.
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DRIVERS WANTED Berry & Smith .......................................................................... 04 Challenger Fastfrate Group .............................................. 23 Keywest Express ................................................................. 16 STI Transport ....................................................................... 05 Transam Carriers Inc. .......................................................... 32
TRUCKING SERVICES
THE ROAD DOESN’T CARE ABOUT YOUR RESOLUTIONS Marcel Larouche
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IS IT SAFE TO USE MY ENGINE BRAKE IN THE WINTER?
APNA Truck Show ..................................................... 02 & 27
Andy Roberts
B & W Insurance ................................................................ 06
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Cool Heat Truck Parts ......................................................... 29
INDEX
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TRUCKING SERVICES
Cool-it ....................................................................................... 13 Howes Lubricator ...................................................... 20 & 21 Hydra Steer .......................................................................... 11 Norris & Co. ............................................................................ 19 Ocean Trailer ......................................................................... 30 Shell .......................................................................................... 04 Truckers Together ................................................................. 27
FROM HEARTBREAK TO HIGHWAYS: HOW TRUCKING GAVE ME A SECOND CHANCE
Anonymous, Calgary, Alberta.
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LUXURIES Colin Black
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35TH BALKANS COMMEMORATION – HONOURING CANADIAN PEACEKEEPERS Scott Casey
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TRUCKERS Dave Madill
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MILES, MINUTES, AND OTHER FAIRY TALES
RIG OF THE MONTH Missy Vesper
John White
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