Enforcing The Rules

This post appears as a column in the April issue of Truck News and Truck West Magazine - print & online editions

I've always had difficulty with the hours of service (HOS) rules. I have a good understanding of the rules and can log as creatively as the next person. That's the problem – logging creatively. Ask a thousand drivers to complete their "Drivers Daily Log" under a given set of circumstances and you will get a thousand variations on the same theme. Each driver will struggle to match their unique individual needs and the unique needs of the industry niche they work in to the rules.

The stated purpose of the HOS rules is to try to ensure that a driver is not fatigued to an exent that he or she cannot operate a commercial vehicle safely. It is not the intent of the HOS legislation, or the sleep science that supports it, that I take issue with. The problem lays in how the rules are applied.

The lack of flexibility within the rules is what has led to the accepted practice by drivers of gaming the system through the Drivers Daily Log. The whole industry, including enforcement, has been complicit in this charade since HOS rules first came into play. I suffer from fatigue on a regular and ongoing basis. Whether you are ready to admit it or not many of you reading this do also. The rules are not fulfilling their stated intent of ensuring a driver is not fatigued.

So what should the rules look like? I think Joanne Ritchie summed it up best in her December 2009 column that appeared in Truck News titled Fifteen Years And Counting:

"I believe it's high time that a true fatigue management plan was brought to the table, one that allows drivers to manage their own internal and very individual need for rest within the confines of a workable set of limits on drive time and prescribed minimums for daily rest."

I couldn't agree more.

Enter the Electronic On Board Recorder. Under the supervision of the EOBR the rules are no longer interpreted. Driving time is what it is and happens when it happens. Period. I've had the opportunity to work with an EOBR in my truck for the last 9 months or so and I like it. The EOBR may prove to be a driver's best friend and the agent of change our industry needs to put the debate on hours of service to bed once and for all. HUH? I know, you're thinking there is no way big brother's black box could ever be a friend of yours right?

The EOBR provides enforcement officials with compliance data that cannot be questioned. The driving time is what it is. The driving time data on the electronic daily log is gathered directly from the truck's electronic control module and a sensor on the drive axle. Gaming of the system on the part of the driver no longer exists. The 70 hour work week remains in place for a driver providing plenty of time to get the freight to the receiver on time. Drivers will no longer be reporting a 70 hour week and working an 80 to 90 hour week.

So you think an EOBR will have a negative impact on your income because it limits the amount of time you can drive? Don't be overly concerned. The industry can't afford to have you driving less miles. Inefficiencies in the system will be quickly eliminated. This bodes well for drivers. We will benefit from a reduction in dock delays and less time waiting between loads. The EOBR will force all players in the industry to be more accountable for their actions.

I think it's high time our lifestyle issues, our work/life balance issues, are brought to the forefront. There is no better way to do this than through the HOS rules that lie at the core of our daily routine. The question of whether or not a driver is complying with the rules needs to be taken out of the equation for our own benefit. The EOBR does this very effectively.

EOBR's are part of the rapid technological growth we are experiencing across our whole culture. They are first and foremost an information tool gathering huge amounts of data and providing us with valuable knowledge. Do we possess the wisdom to apply this new found knowledge in effective and productive ways? Will we be able to work smarter and not harder? Will the industry come to recognize that focusing on improving the drivers lifestyle is the key to improving productivity and profitability? Can we move away from seeing the EOBR as a "black box" with the sole purpose of enforcing compliance?

I think the EOBR has opened the door to improving our lifestyle. It is a discussion we all need to take part in.

Red River Rising

Sort of like driving across a lake-water lapping at the right shoulder

Well it's that time again.  I arrived in Grand Forks, North Dakota around midday today stopping to grab just enough fuel to get me up to Winnipeg.  I was greeted by the high water on Interstate 29 just north of Grand Forks.  Not bad this year, from what I saw.  Because I came west across US Highway 2 through Minnesota I didn't get to see what things were like south of Grand Forks down towards Fargo.  For certain we are not facing the same situation as last year, at least not at this point and I certainly hope for the sake of all the good people living in this part of the world that this is as bad as it's going to get this year.

So we exit here, then what?

So these are just a few pics of what it looks like for 40 miles or so north of Grand Forks as you travel towards the Canadian border.  Things are pretty calm on the Canadian side but I guess the crest is headed that way.

It looks like the buildings are underwater but they are protected by a levee.

Unplanned Time Off

This past Tuesday saw me leaving for a trip in to Michigan then off to BC.  It was a great plan for me.  It gave me time to do some housekeeping inside my truck before leaving and the trip itself was time well planned.  Full days to get the job done but with windows allowing for breathing space - to be able to stop and smell the roses if I felt like it.  So I left our home terminal in good time and stopped to grab a "Timmy's" at the highway service area just 40 km from the yard.  As I drove down the get on ramp after buying my coffee the truck started flashing messages at me.  A check engine light combined with a DPF status light.  This is not a good combination.

A little information here for those not in the know.  DPF is an acronym for "Diesel Particulate Filter".  This is an integral part of the exhaust emissions management system on some of the newer (last 3 years or so) heavy duty truck engines.  Reducing emissions has been mandated by government and these systems are not an option they are a requirement.  To say the trucking industry is experiencing growing pains or is on a steep learning curve in regard to this technology to meet the standards would be an understatement.  When the truck's Electronic Control Module (ECM = truck's brain) records a failure in the emissions system engine shut down is imminent if steps are not taken to correct it.

So those two warning lights on my dash are not only the first warning of a problem they also cause an initial rise in the driver's blood pressure and stress level.  In a nutshell, you see all of your trip planning go out the window.  The bottom line here?  Advise dispatch so they can make alternate arrangements for the load and head back to the yard.  The truck needs to see the doctor for service and I receive a couple of extra unplanned days off.

I don't resent time off.  I never seem to have enough of it.  None of us do, no matter what our profession.  But that time off effects my bottom line.  Driving is piece work after all.  Zero miles equals zero pay which in turn equals yet another stress management challenge.  My mind was wrapped around these negative thoughts as I drove the truck back to the yard, blowing them out of proportion.  I was feeling angry.  Problem is, there was not anyone to blame.  Equipment breaks down, stuff happens, life goes on.  But in the moment it's hard not to be totally pissed.

I looked at the bright side as I was driving home, or at least tried to.  Weather forecast was good for tomorrow, trucks clean, packed & ready to roll when I get the word, I have some more time home with Deb.  I can't change the circumstances so I might as well enjoy them, that's what I kept telling myself.

The unplanned time off worked out well in the end.  The following day (yesterday) dawned sunny, warm and calm.  Unbelievable for mid March.  I took an hour to walk along the pathway down by the Thames river which is in flood right now.  Spring was definitely in the air but it was strange because there is still not one bit of greenery on any trees or plants.  The saying goes "March comes in like a lion and out like a lamb".  Let's hope the reverse isn't true this year.  So I continued to take advantage of the good weather.  I climbed up on the roof and pulled down the Christmas lights while Deb did some yard clean up and we caught up on the neighborhood news with a couple of or neighbors.  Nice day.

Well I just got the word via email that my truck is ready to roll tonight.  Good news.  I'm off to Kalamazoo to deliver then up to Grand Rapids, Michigan to pick up a three stop load: Winnipeg, Regina and Saskatoon.  That gives me time to spend a couple of more hours out in the yard today enjoying the fine weather.

I'll be offline while in the States so I'll catch up when I cross back into western Canada.

Weeks 9 & 10

March 3-still plenty of snow near Parry Sound

Well that was something.  I had a "normal" weekend at home.  That doesn't happen very often.  On Sunday the kids were over for dinner.  Not really kids - that's my daughter and her partner, both in their 30's - but to my wife and I that's what they are, kids.  Sunday dinner with the family is a special occasion for me.  So is waking up and having a lazy Sunday at home.  It was great, especially since this was the weekend that daylight savings time kicked in.  Another hour lost put me over the edge fatigue wise.

It took me all day yesterday (Monday) and a good nights sleep last night to recover from my ride home.  I got caught in the "late afternoon shift loop".  Starting at noon each day and working until about three each morning.  My mind and body don't care for that shift too much.  Delivery windows often dictate our shift times out on the road and once you are into the groove of a 24 hour day it's tough too simply switch off one shift and switch on another.  That's probably the biggest contributing factor too the fatigue I experience from driving.

Picking up at a horse ranch near Lacombe, AB March 10

Speaking of fatigue, I had just over 60 hours of downtime while I was in Edmonton.  It was a stretched out reset period.  Unfortunately there were seven trucks arriving at our terminal at the same time on a Sunday evening.  Monday's are tough days for load planners.  Especially these days.  Finding freight while drivers are in their face doesn't do anything to reduce their stress level or speed up the process.  You would think with extra time off a person would be more rested.  But when your out on the road it seems to work in the inverse.  At least for me.  A 36 hour reset is great for a rest.  If that reset starts on a Sunday evening and then you have a load to move on the Tuesday morning, well, that would be perfect.  Utopia!!  When you sit for longer than that impatience & restlessness can turn to boredom & stress which in turn adds to fatigue - especially mental fatigue.  The only reset that is truly effective from a fatigue reduction point of view is one that occurs at home where rest and relaxation have their full benefit.  There is much to be said about waking up in your own bed and walking into your own bathroom in the morning then heading to your own kitchen to make that morning cup of coffee.  There are many things I appreciate that I took for granted before I started to drive for a living.

My view as I pull away from the receiver in Thunder Bay

On the way home I had a drop to do in Thunder Bay.  That's how I ended up working the dreaded afternoon shift.  It was a 16:30 appointment for 10 skids at a one man show.  Got it all lined up but when I arrived discovered that we couldn't get a pallet jack under the skids since they were all loaded in sideways - each skid over 2,000 lbs.  There was no dock at this little place.  Just a small tow motor and a pallet jack in the van.  So after much panic on the part of the receiver I lined up a place a couple of blocks over and had the skids pulled off and re-loaded then back over to the receiver to unload.  That added about 90 minutes.  Another 1/2 hour to unload and it was 19:00 by the time I got out of there.  This all happened last Friday night and I was hoping to be down in the Soo for my 8 hours off but only made Wawa so it was midnight Saturday by the time I made it in to southwestern Ontario and the yard.  Two-thirty in the morning by the time I walked into the house.  Actually three-thirty because of the DST jump.  That's trucking right?

Just 10 days out and the snow is gone from Ontario!

Well I got rested up and it was such a gorgeous day today I was finally motivated to get out and start my running program again.  I gave up on it through the winter mainly because I kept suffering minor injuries in the cold and snow.  I was getting frustrated by the process so it was doing me emotional & physical harm rather than good.  I've missed it though.  I can actually feel the weight building up again without having to get on a scale.  I just have a softness about me again that disappears as soon as you have about six weeks of regular exercise under your belt.  All it takes is 5-7 hours a week to stay in good physical/mental condition.  That's time well spent I've learned.  So it's time to move that back to the top of my daily priority list and get it done.  More exercise, less food for a month or two just to firm things up.

The message is in.  I'm off to Kalamazoo then Grand Rapids for tomorrow.  Out of there I'll be heading to Vancouver.  Looking forward to seeing early summer at the beach.  So long for now.

Trucking: It's A Love/Hate Relationship

This post appears as a column in the March issue of Truck News and Truck West Magazine - print & online editions.


I have been employed as a highway driver for the last 11 years. Truck driving is a catch-22 for me. I experience the feeling of freedom and independence one minute but I am left with a longing for my social network the next. I have experienced some of my highest emotional highs and some of my lowest emotional lows while at the wheel. I have a love/hate relationship with truck driving as a result. But the bottom line is, the trucking industry has me hooked.

Variation, challenge and independence. I think those are three ingredients that are always present in the commercial drivers life. Each of these elements possess a lot of pros and cons and that is where my love/hate relationship with the job is rooted. Let me give you an example.

In mid November of last year I started a trip from southern Ontario to Vancouver. I planned to be home for a day or two in early December and then squeeze in another trip before Christmas. I was counting my chickens before they hatched. My truck suffered an engine failure. The truck remained in the shop for three weeks until the engine was replaced. I never made it home until December 22nd.

So that trip saw me slip seating into five different trucks and spending a few nights in motel rooms. Luckily one of our Edmonton driver's was on holidays so I had the use of her truck for a couple of weeks. Unfortunately that truck needed an oil pressure sensor replaced a few days after I got into it so I had more downtime. I was cursed on this trip. Murphy's law. So let's go back and look at this experience in the context of those three elements I mentioned.

Variation in my day can certainly prevent me from becoming bored. It can also provide high levels of stress. I still had freight to deliver and a salary to earn. No easy task when my wheels are sitting in a service bay. As drivers we all face situations like this, or very similar ones, on an ongoing basis.

Challenge? Oh yes. Many challenges. My dedicated truck is my home and slip seating sucks. Spending three weeks living out of a couple of bags when you are accustomed to your own living, eating, sleeping and cooking space is stressful. As I was rolling down the road trying to focus on getting the miles in my mind wanted to focus on everything that had gone wrong. By the third week I was feeling that everyone I dealt with was conspiring to make my life miserable and prevent me from getting home. Sound familiar?

Independence is a good thing to have. I don't have a boss in my truck, I don't have anyone looking over my shoulder and I don't have anyone telling me what to do. These are all wonderful things. But when my workplace comes to a grinding halt at one o'clock in the morning there is nobody to deal with the problem but me. Independence may equal the freedom to choose my own way but it also gives me the responsibility to deal with all the situations that arise. That includes all the issues I didn't plan to deal with.

We are independents, lease operators and company drivers. We are teams and singles. Our workplace may be the city, the province, the country or the continent. We all have different levels of experience and skills. The example of my own experience with the breakdown shows that despite our individual differences we all face the same industry issues and the same personal and emotional fallout that can result.

When a group of experienced drivers get together discussion often turns to the camaraderie and mentor-ship that existed between drivers in the past and how that is now missing or on the decline in our industry. There is nothing better than getting together for a good jaw session with a few other drivers. The stresses of the open road melt away when you can share them with people that really “get it”. Things have changed rapidly in the last two decades. Technological change continues to speed along. Culture is slow to respond and our trucking culture is no different.

I said at the outset that I am left longing for my social network. Technology has brought the social network to our cabs in the form of internet access. Twitter, Facebook, Blogs, smart phones, internet sticks and netbooks. We don't have an excuse to not take part. Using these tools has become as simple as picking up a phone. Social networking on the internet does not replace face to face communication. It makes more of it possible. Join the conversation.

That's how I see it, over the road.

Prairie Night

Did a switch in Regina with Rubhouse last night.  It was a great day on the prairies, didn't see a cloud in the sky all day.  Rolled into Regina around supper time, fueled then drove around the parking lot at the doghouse a few times looking for some space to drop my wagon.  That place is a dump.  Regina is in desperate need of some truck stop upgrades.  So, that done, I pounded on Rubbie's door and got him out of the bunk, figured he had to get heading east.  I was wrong.  Like me he had to kill a few hours to keep his book pretty and all his ducks in a row.  We headed over to Horton's for a soup and a sandwich.

I always enjoy shooting the breeze with Rub.  He was one of the first drivers I met that first month I started running here -  man, almost 7 years now! - he came banging on my door when I was sitting at the Headingley Husky.  Ha ha, I thought he was a local truck stop huckster looking to sell me some wares when he first jumped up on the running board.  Too funny that.  Rub's always got a story, he's happy, easy to talk to and he's got at least nine lives :).  So we spent an hour or two catching up and solving the problem's of the world before we jumped back into it.

Back in the truck the irony of my rest break sets in.  It's full dark now and it's a 3 hour jaunt up to Saskatoon.  I'm feeling pretty tired but according to the wisdom of the hours of service gods I'm rested and good to go.  So I go.  It is a pretty night for a drive after all.

I left the lights of Regina behind me and my thoughts turned to Deb.  We celebrated our 31st anniversary yesterday.  I phoned her before pulling out of the Husky.  It's our standard routine.  Every evening around the same time she receives my call.  As long as she hears my voice and knows I'm still kicking she can rest for the night.  It's easy to forget the stress this job puts on the people we care about most.  I never miss making those daily calls.  I need those daily calls as much as Deb does, probably more so.  I lose myself in warm memories.  An hour has passed as I approach the town of Chamberlain.  I am brought back to the present moment with the need to slow down, drop some gears, ease through town.  The town is asleep.  I'm starting to feel that way myself and wonder if I should have joined the truckers parked in Chamberlain.  Too late now, I've already found the big hole and I'm back up to speed.

I try to get off the road each day by midnight and put myself in the bunk.  I know I am more alert and far more engaged in the present moment during the day.  At night, in the dark, even my well rested mind wants to spend time within itself.  Outside stimuli don't grab my attention in the same way as they do in the full light of day.  Sensory deprivation?  Who knows.  Maybe I'm just funny that way.  That been said, driving at night holds a strange attraction for me.  Last night the desolation of the prairies deserved a quiet cab and a quiet mind.  I just sort of slipped through the night.  There was a lot of coyotes out there last night.  Just watching me.  Strange.

The lights of Davidson appear on the horizon.  They are incredibly bright tonight.  Wait, that's not just Davidson.  The northern lights are making an appearance.  A long strip of soft light stretched from the town of Davidson off to the northeast and out of my sight.  The ribbon of light just above the horizon with the intensity of a soft aura.  The beautiful thing about the northern lights is that they are alive.  It's a phenomena that is not static.  The light moves and pulses and grows.  Sometimes for hours, at other times for short bursts.  To the northeast a burst of  pulsing light broke out, now with a whole ribbon of light at it's base stretching from the town of Davidson in front of me off to the east and out of my sight.  Awesome.  As I move through Davidson the light fades with an occasional soft pulse as I continued north to Saskatoon.

The last hour of my drive is a battle with fatigue.   Staying focused is an effort.  The northern lights put on a final show for me just south of Saskatoon.  Two in the morning sees me crawl between the sheets.  It was a good night.