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July 28, 2011

Summer 2011
Posted by Kevin Snobel at 07:50 AM

An Accident in the United States, in New York State no less. The authorities found out the driver's license was suspended while in New York State. He paid the fines, but did not reapply for reinstatement of his driving priviliges. We are all sure there is a lesson here. Mainly, If you are going to drive in a jurisdiction other than your own, MAKE SURE YOU KNOW ALL THE RULES AND ABIDE BY THEM.
1) If a truck is involved in an accident in New York State, Transfer of Liability, says, the truck will be at fault, pretty well no matter what, it is just a matter of what percentage. ( No wonder so many Amublance Chasers down there)
2) If a truck is hauling a 53' trailer in ME. (Maine ) Make sure you abide by local restrictions and have the appropriate signs on the trailer, (Hint This vehicle makes wide turns).

No matter what we all do as Professionals in our industry it is the Backup Personnel's job to ensure we are there to help the driver in any way, shape, or form possible. If they call at night, assist them. Remember they are on the road on their own. If they are in accident, make sure we take the call, and ALWAYS ALWAYS, ALWAYS, try to remain calm and be the voice of reason for the driver. The Police will be on the scene soon, the Driver may be afraid, most Drivers in Canada, English is not their first language. Help them,.guide them, assist them. If as a company you are providing the drivers with someone's 24/7/365 cellphone make sure that person is reliable, dependable, and trustworthy enough knowing that the call will always get answered. The drivers need to know in time of need soemone will be there.

With ACE/ACI being fully implemented, it is incumbent on us as Responsible Companies to make a choice. That choice should be, are we paying someone to dispatch and have someone on site 24/7 or are we paying them to do ACE/ACI manifesting and Electronice Border processing. There are just so many choices, out there of services that can do the work for you, it can payoff in the long run to OUTSOURCE. Remember in todays day and age, we have to ensure for the best ROI we need to obtain MAXIMUM UTILIZATION OF AVAILABLE RESOURCES. This applies to people as well as equipment. If a driver says something does not work in the truck properly, don't argue try to have it repaired. They are on the road in that vehicle with no visible means of escape, HELP and ASSIST and give every driver, the same courtesy we want. Remember more nights than not we go home to our very comfortable beds, and sleep peacefully. The drivers on the other hand go to the bunk and get their regulated sleep, noise in the truck stops, food on the road and on the run, afraid of being held up, or robbed, while on the road, have to be all smiles, and cheery upon delivery at the customer first thing in the morning.

2 WEEKS AGo I had the pleasure of playing in the TRANSCORE LINK LOGISTICS, Golf Tournament. If anyone out there has ever had to arrange such an event, they know what LOGISTICS REALLY MEANS. Thanks to all the ladies at TRANSCORE LINK for another fabulous event.

July 26, 2011

We have been blogging on a regular basis since early 2010. Based on the positive results to our web rankings and the soft touch it creates with customers and prospects, we plan to continue. Recently, we have brokered out our pen to help customers get in the groove with their own blogs.

 

We use an interview process to guide clients through their first blogs. It’s their story and our pen initially. Our intent is to get them over their fear of writing and provide a model they can adopt to eventually go solo. Kind of like installing training wheels on your first bike. These are the top 3 push backs we get from potential bloggers... and our response:

 

1/How can I find the time?

You need to block off 2-3 hours on a weekly or bi-weekly basis to write. Making it a routine is the answer.

2/What would I write about?

You write about what you know, what you’ve experienced and share that insight in a personal and candid way. You are not selling your company, simply sharing information that may help others in some way.

3/Does it really accomplish anything?

Yes! I find it somewhat therapeutic to step outside of my day to day routine and reflect on recent events through my blogs. It clears my head for new thinking. It keeps me in touch with clients and prospects. And last but not least, it increases our industry and web profile.

 

Lee’s Quote for the day

“Blogging is like jogging without the sweat and the iPod. They’re both good for you and become more enjoyable with time.” J

 

Lee Palmer is the President and Creative Director at Palmer Marketing, a company that specializes in creative marketing and advertising solutions for the transportation industry.

July 25, 2011

Those Crazy Latvians
Posted by Harry Rudolfs at 03:05 PM

While I was going to university in the early 90s, I snagged this job covering North America (read Toronto) for an English language weekly newspaper, the Baltic Independent, out of Tallinn, Estonia. The Baltic countries (not to be confused with the Balkans) of Latvia, Lithuania and Estonia had recently declared independence but were in a sense still occupied by Russia, although Russian troops were in the process of pulling out. At the time, downtown Riga was reminiscent of Chicago during Capone's reign, as rival gangs and mob leaders staged shootouts to establish territories.
But business people were looking west and a similar paper, the Baltic Times had started up in Riga, Latvia. The gig didn't pay much and basically covered my subscription, but the editor assured me I could have several good cafeteria meals in Tallinn for what they were paying per story. It was easy, I'd sniff out anything Baltic and fax off copy to Tallinn from the student newspaper office at York—email was just starting to happen, and I don't think even John G. Smith, editor of Truck News at the time, was using it.
So in the process, I got to interview a Lithuanian poet at Harbourfront, and got a quick interview with the Latvian triple jumper on his way to a doping test after he'd won the silver medal in the World Indoor Track and Field Championships at the Skydome. When the Latvian president came to give a talk at U of T's Convocation Hall, I was in the front row taking notes.
In case you're not aware, Latvia is a hockey crazy country of 4 million people. And the most fun I had was attending a San Jose Sharks practice at Maple Leaf Gardens and then driving Arturs Irbe and Sandis Ozolinsh to their hotel at the Eaton's Centre in my Chevy Nova. Sandis was tall and gawky and in his early twenties, terribly shy with not much English. But the diminutive goaltender, Arturs (Archie) liked to talk and told me about living in San Jose and his hockey school in Riga. He asked me if my mother had knitted my sweater and gave me a bunch of hockey cards for my kids. Nice guy, wanted to invite him to supper at my parents' house in Willowdale for some borscht.
The point I'm coming to is that I wrote one book review at the Baltic Independent that I was somewhat proud. I spent a good deal of time on it because I'm Latvian by descent (although I was born in Hogtown) and my parents and sisters shared history with Mody Eksteins. Lastly, if you care to read on, this is pretty heavy stuff, a case study in extremism and world madness and its aftermath, all of which is too common a part of the human condition. This was first published July 2000.

Modris Eksteins captures heart of 20th century in his book "Walking Since Daybreak"

Modris Eksteins was born in Latvia in 1943. That puts him in the bull's eye of World War II and in the direct line of fire from the two worst extremist forces of the 20th century. A true war-baby, at the age of one his temple was grazed by an exploding shell fragment as Russian and German soldiers battled over a front line that shifted back and forth across his grandfather's Kurland farm.
So it is fitting that Eksteins has become a historian and chronicled the fevered history of modern Latvia - no easy task and no easy history. Indeed, "Walking Since Daybreak" is more than the story of his family's escape into exile and the fledgling nationalist aspirations of a group of Sels, Zemgalians, Kurs, and Latgalians on the shores of the Baltic Sea sharing a common language. Part memoir, part historical record and analysis, the author uses the text as a channel to enter postmodern waters. The veins of his manuscript run under the skin of our time.
The narrative is epitomized through the character of his maternal great-grandmother Grieta Pluta. The strong-willed matriarch was seduced, impregnated and cast off by the German baron for whom she was working as a chambermaid. Born in 1834, Grieta's story is not untypical of many Latvian women of that era. Eksteins sees her as an important figure, more representative of the age than the baron who bedded her.
The author wonders if the curse that Grieta is said to have pronounced has, in fact, come true. Like Artemis of Greek mythology who, after being seen bathing by Actaeon, turned the archer into a stag so that his own dogs would tear him apart. So too, Eksteins surmises, has this wronged symbol of Latvian womanhood exacted a terrible blood sacrifice from the lineage of her colonialist master.
Eksteins plays the folds of history, juxtaposing slices of personal story with uprisings, battles, massacres and the shifting tides of international politics over the last 150 years. His feelers reach
across the decades and borderlands. And the borderlands are usually dark places, says Eksteins, in a century "that swirls in eddies of centrifugal malice.”
"It must be told from the border, which is the new center," he says. "It must be told from the perspective of those who survived, resurrecting those who died. It must evoke the journey of us all into
exile."
The tale is grounded in Germany in 1945. The German cities are mere shells or less, and millions of dispossessed people are milling about-- flotsam tossed up by a maelstrom of unthinkable proportions.
"Germany at the end of World War II is the ultimate 'placeless' place--defeated, prostrate, epicenter of both evil and grief, of agency and submission," he writes. "It is here in the swampland of meaningless meaning, that our century has its fulcrum."
But what a terrible swath it has cut to arrive there. Statistics can only convey more zeros piled on top of corpses. But Eksteins offers some provocative parallels as the decades of slaughter spiral into a vortex of absurdity and terror. "Nineteen forty-five is not our victory, as we so often like to think; 1945 is our problem."
The story begins and ends with Latvians. A fiercely independent culture, they have never taken to being occupied or coerced. As Englishwoman Elizabeth Rigby writes, in Letters from the Shores of the Baltic (c.1830), the indigenous Latvians were difficult subjects and strongly objected to the enforced Christianity imported by invading 13th century Teutonic knights.
“Contented with their unexpensive deities of forest and dell, they resisted to the utmost; only declaring themselves converts after their huts were razed, their land plundered, and their best hunters slain; relapsing the moment their new brethren's backs were turned.”
Medieval chronicler Heinrich von Lettland, infuriated by violent resistance shown by the native tribes, presages the centuries of destruction that was to be visited on these people. "They deserve to be killed, rather than Baptized," he declares.
And so they were. Folklorist Gottfried von Herder equated the devastation wrought by the Baltic crusade with the Spanish conquest of Peru where almost a whole civilization was wiped out.
A few hundred years later, during the Northern War between Sweden and Russia (1700-1721), the land was again leveled. The Russian commander Sheremetyev reported: "From Reval [Tallinn] to Riga everything has been eradicated, root and branch."
The Baltic states lie in the path of ambitious giants. Napoleon and Hitler both used the region as a stepping stone on their way to attack Moscow. The Russians, of course, have always eyed the Baltic zone covetously since the time of Peter the Great.
Somehow, despite the changing rulers and the moveable borders, the German aristocrats were able to maintain their privileged position as feudal lords and keep title to most of the land. The link between Baltic Germans and Russians was particularly strong during tsarist times.
This Russo-German paradigm is of particular interest to Eksteins. He asserts that the politics of extremist left and right are not that far apart in Latvia, and that various accommodations between the two powers over the years are not surprising, i.e. the Molotov-Ribbentrop pact of 1939; the close ties between former East Germany and the Soviets; and the alliance of the German Freikorps and White Russian opportunists after World War I.
At the height of absurdity, 1919 found several forces competing on Latvian soil. The British navy, Bolsheviks, Latvian nationalist troops, White Russian units and German mercenaries fought pitched battles during that year. As always, executions became a by-product of the fighting, especially when things weren't going well.
The Bolsheviks took hostages and left a stream of corpses in ditches as they retreated from Jelgava towards Riga (and murdered the rest of them in the Central Prison). Overall, the Reds took 6,000 people to their graves in this brief foray and clerics were often a target. "Probably the most dangerous profession in the Baltics was that of clergyman," writes Eksteins.
Not to be outdone, the German-White Russian alliance headed by adventurer Col. Bermondt-Avalov was equally as brutal. While in retreat from Latvian infantry, the rebels destroyed whatever they could. One of the mercenaries, Ernst von Salomon, describes the action:"We hunted the Letts across fields like hares, set fire to every house, smashed every window. We dropped corpses in the wells and threw bombs after them. We killed anything that fell in our hands."
In fact, when Riga fell under the rogue army's control, 50 to 60 people were executed every morning at the Central Prison, and Bermondt started the tradition of having prisoners dig their own graves, a practice that was to be repeated by the Bolsheviks and revived again by the Germans.
No less than the notorious Rudolf Hoss, later to become commandant at the Auschwitz extermination camp, received a bloody initiation during this campaign. By his own admission, he was "turned to stone" while serving in the Freikorps in 1919."The battles in the Baltic were more wild and ferocious than any I have experienced. There was no real front; the enemy was everywhere. And when contact was made, the result was butchery to the point of utter annihilation."
After almost two decades of independence and a flirtation with dictatorship, the coming of World War II brought with it a new cycle of death and terror. Ironically, in pre-war negotiations among the Kremlin and English and French emissaries, the Russians wanted the Western powers to guarantee protection of the independent Baltic states, something that the West has never agreed to do.
Following Hitler's attack on Poland in 1939, Estonia, Latvia and Lithuania again found themselves trapped between two extremes, and both sides were to be the source of unspeakable horror.
Eksteins cites chilling statistics. "Between 35,000 and 40,000 Latvians were murdered or deported by the Soviets during the occupation of 1940-41, most of them on June 14, 1941," he writes.
"The homicidal policies of Stalin are burned in the memory of most Latvians. In general, Russian imperialism has a poor record in the Baltics and the "socialist" models of the 20th century have done little to make it better." Eksteins calls Stalinism "red fascism."
Moreover, communist collectivization policies and malfeasance fed the flames of nationalism. And in some Latvian minds, the close ties between members of the Jewish community and the communist regime meant that they were one and the same.
In a culture where anti-Semitism has very deep roots, the SS did not have much trouble finding willing natives to carry out their dirty work. One German official described the Latvian peasants' hatred for Jews and Bolsheviks as "monstrous." But many of the death squad recruits were university graduates who were active in the Iron Cross, an extreme right-wing organization intolerant of anything non-Latvian. In a photo, the Arajs Kommando (a group of Latvian auxiliary police who drove around in powder-blue buses and were responsible for killing 26,000 Latvian Jews) looks like a university fraternity - a group of freshly-barbered, intense young men.
Eksteins doesn't hesitate to look under rocks. As Soviet troops pulled back in 1941, Latvian zealots murdered over a thousand Jews before the arrival of the German Einsatzkommando units, actions that the Nazi brass found appalling. They wanted their policy of extermination to be a "scientific cleansing" rather than murder in the streets by hooligans.
An AP news photo flashed around the world on March 17 sticks in the mind. A counter-demonstration in Riga, Latvia, of Soviet World War II veterans has confronted a group of Legionnaires, former conscripts of the Waffen SS, marching to commemorate fallen colleagues. One sign reads, "In the fight against fascism you gave in." Two old men stand accusingly head to head, with the Freedom Monument visible in the background.
The two men are symbolic of the fracture in Latvian society. Eksteins supplies the figures: "Some 140,000 Latvians fought with the Germans, some 65,000 with the Russians.
Among the last defenders of Hitler's Reich Chancellery and Himmler's State Security Headquarters were 80 Latvian soldiers - the last commander of this battalion, Lieutenant Neilands, would act as an interpreter for the talks on German surrender - yet another Latvian, the Soviet Col. Nikolajs Berzzarins would become the first commander
of Russian-occupied Berlin.
As the war was drawing to a conclusion, the Eksteins family managed to stay one step ahead of the collapsing Reich and Allied bombing raids. War's end found them in Flensburg along with the remnants of the Nazi regime.
The last days of Nazism became a pathetic comedy. In an attempt to escape, Himmler shaved off his mustache, donned an eyepatch and changed his name to Hitzinger, while his intimate, SS Gruppenfuhrer Karl Gebhardt, put on a Red Cross uniform. Other former heroes of the "Thousand Year Reich" were also in Flensburg trying to flag a submarine ride to South America. "The fury ended, as always, in farce," says Eksteins.
With the cessation of hostilities, Europe entered a new phase - the era of the DP, or displaced person. Close to 40 million people were on the move when the war ended. "Collaborators, resistance fighters, SS soldiers, Jews, peasants, professors, prostitutes, children, paupers, bankers, criminals, clergymen. Every nationality, age, social class, type. They were all present amidst the devastation," he writes.
My Latvian parents also arrived in Germany in 1945, my mother pushing a baby carriage with all her belongings, and my father grenading Goering's trout pond (a very effective method of fishing) on his way through Austria.
They, like the Eksteins, spent the next six years in a DP camp until they could find a Western country that would take them. For many people, repatriation to the Soviet sphere would have meant imprisonment or worse, and some committed suicide rather than return.
But it was only because of the chilling of relations between the West and the Soviets and the start of the Cold War that the DPs were allowed to emigrate. Even the two flourishing bouts of Latvian
independence, says Eksteins, came about in flukish circumstances that no one had predicted: the vacuum created after the Russian Revolution in 1917; and the putsch by communist hard-liners in 1990 that failed to topple the Russian government.
DPs in Germany after the war were disliked by the German population and by the Allied military authorities. With limited economic possibilities available to them, thievery and smuggling became common pursuits. One raid of a combined Latvian and Lithuanian camp turned up 109 live pigs hidden in three different areas of the compound.
But DPs were more than an assemblage of criminals. These were northern Europeans with strong artistic traditions. A very active culture-in-exile soon sprung up in the camps as opera, dance,
theater, and music productions were regularly staged. Even a Baltic university was set up in Hamburg which at its height in 1947 had 1,200 students.
Canadian High Commissioner to London Vincent Massey was pleased with what he'd seen of Latvians. After inspecting a DP camp in Germany of 1,500 people, mostly Latvian, he concluded, "I am deeply impressed by the quality of these people who appeared to be industrious, clean, resourceful and well-mannered. The camp itself was a model of self-help, and I could not help feeling that of all the Europeans I have seen these Balts would make the most admirable settlers."
These camp Latvians were part of a great exodus that saw them settle all over the western world, with the bulk of them landing in England, Australia, the United States and Canada. Latvian émigrés were, for the most part, very successful in their adoptive countries and some achieved a degree of affluence. Vibrant and virulently anti-communist Latvian communities formed in cities like Melbourne and Toronto where their presence remains strong to this day.
The Eksteins and my family cross paths again in Toronto where they both arrived in 1952. In Canada "DP" was a pejorative label, and in many ways the new immigrants were made to feel unwelcome. They were frequently told to "speak English" and the new immigrants were routinely considered "second class citizens." Toronto was a very stodgy British bastion in those days. Some areas of the city were "dry," no alcohol permitted, and everything came to a stop on Sundays because of the Lord's Day Act.
Again moving across borders, Eksteins won a scholarship to Upper Canada College, an exclusive boys' private school, putting him in the league of Toronto's Anglo-Saxon elite. Later he went on to become a Rhodes Scholar and attended Oxford University.
The Duke of Edinburgh and Field Marshal Montgomery visited the college while he was a student there. One day, the aforementioned Vincent Massey, now in line to be a future governor-general to Canada, arrived to dedicate a new building. In his speech Massey praised the British tradition that allows them to turn disaster into triumph, vis a vis the initial defeat at Dunkirk and their eventual victory on VE day.
This is a bit of a sore point for the author. Yes, the British, Americans and Canadians suffered horrendous casualties (388,000; 295,000; 41,700 respectively), but this is small change compared to the 27 million Russians left dead, 7 million Germans and 6 million Jews. If any one nation can claim victory in World War II, it would have to be the Russians.
Moreover, the arrogance displayed by the Allied occupiers was not lost on the German public. The western powers wanted to publicize the atrocities committed against the Jews. They forced residents to visit the death camps and widely distributed a film, "The Death Mills."
As Eksteins points out, for most Germans who did not live in a city "the Jew was a myth, not a reality, as Jews were never more than 1 percent of the population and were concentrated in the big cities. But the German people did witness atrocity in the form of Allied carpet bombing and Soviet brutality and rape at the hands of the Red Army. (Although members of all armies participated in raping and looting, Stalin was the only world leader to condone such activities. When questioned by Milovan Djilas about the practices, Stalin replied: "Can't he understand it if a soldier who has crossed thousands of kilometers through blood and fire and death has fun with a woman or takes some trifle?"
"When the war was over," says Eksteins, "the mood in Germany was an indefinable mixture of confusion, fear, and anger, but not guilt, certainly not collective guilt." Writer Thomas Mann suggested that the Germans even felt some pride in the fact that the greatest tragedy of all time had been theirs.
Eksteins does not indulge in finger pointing. It wouldn't do any good. Who was the greatest butcher, Stalin or Hitler? Who should be charged with war crimes, a Kalejs or a Kononov?
"We must accept a variety of histories, but we must also accept variety within our history," says Eksteins. "History should provoke, not dictate meaning. It should be a vehicle rather than a terminus."
"Walking Since Daybreak" is more than a provocative piece of writing. It is a tool to access a murky and dark past which, too often, has been obscured by rhetoric and ideological agendas.
Eksteins ends the book by saying war poetry is the love poetry of our age, and that his great-grandmother Grieta would probably agree. This gives me a chance to include a poem by the greatest of all catastrophist poets, Osip Mandelstam. The Russian Jewish poet was exiled by Stalin and died in a Siberian prison camp in 1937, ostensibly for writing a poem that ridiculed Stalin and his "cockroach mustache." The following is from his collection of poems, Kamen (Stone). The heads could be from any genocide, past, present or future.

"Mounds of human heads are gathering / in the distance. / I dwindle among them. / No one sees me. / But in books much loved and / in children's games / I shall rise to say. / The sun is shining."

Modris Eksteins lives in Toronto where he teaches history at the University of Toronto. "Walking Since Daybreak " won the Pearson Writers Trust Award in non-fiction in March of this year. His previous book, "Rites of Spring," a history of World War I, received a Trillium Award.

July 19, 2011

Well, I for one thought I had heard it all. From “dolly converters” to “body jobs”, where we specialize in the industry, we have a pretty good vocabulary as it relates to the world of trucking. I came across a new one the other day though, “Non-asset freight pimp”.

 

Let’s face it; freight brokers still have a bad rap. Maybe it’s jealousy because the broker doesn’t have to make the heavy investment into their business that carriers do. Maybe it’s presumed or documented unethical behaviour. Either way, most freight brokers don’t want to be called freight brokers and many carriers would like to see them wiped off the face of the planet. Why? They have been successful in capturing freight that used to belong directly to carriers at a higher rate. Brokers can provide a lower rate and they are a contributing factor to the erosion of freight rates for the carriers.

 

We did a website for a small broker a couple of years back. He was happy with the results and referred us to one of his flatbed carriers in the region. When we met with that well established carrier, he was extremely frustrated. “How is it I keep losing out to a freight broker? He gets the freight and then I move it. I don’t understand.” I didn’t understand either, so I spoke to the broker in question. My assessment, after a brief discussion, was that the broker in this case, was a more confident sales person and he offered the customer a choice between several carriers, at several price points. Customers like choice.

 

It’s a funny world. There are many carriers that fill their trucks with broker freight. Brokers are their sales force and these carriers have very few relationships with customers directly. There are carriers that successfully outsource key lane segments to other carriers, like the corridor between Windsor and Quebec City or Ontario to Atlantic Canada, without a hitch. The message I get from that, is the shipper is mostly concerned about getting the job done, not how it gets done.

 

Lee’s quote for the day

“In the music business, there is a saying that the side men all want to be front men and the front men all want to go home. In the trucking business, it seems most carriers want to play in the “freight pimp” world and most “freight pimps” have the dream of building up key lanes so they can put on their own equipment. Whoever orders their new Cadillac first, is the winner!” J

 

Lee Palmer is the President and Creative Director at Palmer Marketing, a company that specializes in creative marketing and advertising solutions for the transportation industry.

July 14, 2011

Want to run nice trucks? Treat your people right, the nice trucks will follow.
Posted by James Menzies at 01:45 PM

I visit a lot of fleets and I’ve noticed an interesting trend. The companies that run the nicest, most modern equipment are the same companies that have the longest serving drivers and the most content workforces and consequently, the lowest driver turnover.

“No S#!^, Sherlock,” you say. “Drivers are like fish, they like nice, shiny objects.” But is it really that simple? Can you buy a fleet of shiny new trucks, keep them polished and clean and expect drivers to be knocking your doors down, applications and abstracts in hand and then be eternally grateful for the opportunity to drive your shiny trucks? I hardly think so.

From what I’ve seen, it works best when approached from the opposite direction. Treat your drivers right, treat them as professionals and pay them fairly and you will reap the financial rewards that will allow you to upgrade your equipment more regularly and run a first-class operation. It may not happen overnight, but if you manage your operation prudently, it will happen.

The only way a for-hire trucking company can run modern, premium equipment is by first addressing driver turnover. By providing a good workplace and treating drivers with respect and as the professionals they are, trucking companies will see a boost to the bottom line that will afford them the luxury of replacing equipment sooner and directing financial resources towards keeping the equipment properly maintained; running and looking good.

Take for example, J.F. Kitching & Son, an aggregates hauler north of Toronto. I recently visited them because I was interested in the fact they are the first Canadian fleet to run Cat’s new CT660. That truck aside, what I learned was that the company has very little driver turnover and without that expense - which so many trucking companies just accept as a cost of doing business - they are able to turn over their trucks every five years. Every five years. This is an aggregates hauler. Some of their competitors are running 20-year-old dump trucks that spew out black smoke at every upshift. (With apologies to Stephen Large…I know not all 20-year-old dump trucks are pieces of garbage).

I asked driver Ken Robinson what J.F. Kitching was like to work for. He’s been there for 17 years, so he should know. “I came here to work part-time,” he told me. “They treat me like gold and I’ve stayed here. I don’t plan on leaving.”

Grant Kitching, patriarch of the family, told me it boils down to treating drivers well. They’re paid by the hour, which is also unusual in their sector of the industry. He said the company benefits from that arrangement as much as the drivers do. When drivers aren’t pushing hard all day to get an extra trip in, they’re easier on equipment and less likely to be involved in accidents. This translates to savings on everything from brakes and tires to insurance premiums. That’s real money that stays in the company’s bank account and can then be used to pay drivers a little better than the guy down the road or to upgrade equipment more frequently. At the same time, drivers are content and less likely to jump to another carrier or pursue another type of trucking altogether. The cost of replacing drivers has been well documented. Once again, without that expense, companies like J.F. Kitching & Son can pay a little better and invest more into their equipment.

This is not rocket science and I understand I’m oversimplifying a rather complicated issue. But for companies that think they can’t afford to upgrade their equipment regularly, run premium iron decked out with all the driver-friendly accessories or pay their drivers an above average, hourly wage, ask yourself that age-old question about the chicken and the egg. You just may find that investing in your drivers first will free up the resources to invest in other aspects of your business, including those nice shiny trucks.

- Note: For anyone who was wondering where my most recent blog on sleep apnea went to, it and all the related comments were wiped out during a recent server interruption of some sort. I’m bummed out, not because it was a journalistic masterpiece by any stretch of the imagination, but because it has garnered some very thoughtful responses. But nothing can be done about that now, so maybe we’ll just have to address that subject again another day.

July 13, 2011

2 Success Tools for Everyday Life: If you want to be an A-Lister, these B Lists will get you there!
Posted by David Benjatschek at 11:11 AM

A-listers is a term commonly used for those elite Hollywood stars that make over $15 million per film. While I want each one of you to be an A-lister, I don't share the Hollywood definition of what it means. I think that the Hollywood definition is dangerous to us all because it defines success by monetary income/wealth or the "Stuff" we've accumulated.

For me an A-Lister is someone who is simply happy with their life because they are meeting the goals they set for themselves no matter what they are.

I consider my mother-in-law an A-Lister. As cattle ranchers in central Alberta you don't make anywhere near the money that Hollywood's A-Listers do, but it doesn't matter. Spend a day with her on her farm and you will experience and know what true happiness and peace is. You will have spent a day with an A-lister.

I want to share a secret. Most A-listers will tell you that their success comes from being an avid, die hard B-lister. This blog is about sharing with you two B lists that can be powerful in helping you achieve success in your life.

B - List #1: Your Bucket List

Made famous by the movie starring Jack Nicholson and Morgan Freeman (2 thumbs up from this reviewer), the Bucket List is simply a list of 10 or so things you want to do before you die or "kick the bucket". Go ahead, take a moment and jot them down. It is amazing to me, how many people are totally dissatisfied in life because realistically they do not have any goals other than to maybe "Be Happy".


The irony of happiness, joy & fulfillment is that they only come with achievement, growth, success. Having Bucket List Goals give us something to work and grow towards. They help us define success so we know when we have achieved some. A big danger in life is that we always feel incomplete as society convinces us we don't have it all yet. When you know what your Goals are you know when you've achieved success. No one can tell you otherwise.

Bucket List goals don't have to be and shouldn't be all about "stuff","things". My mother-in-law is a great A-lister example of where they are not. They can be about relationships, faith, balance, giving etc. The existence of goals though, puts purpose back in a life that may have been missing it. We all know that purpose is key to motivation.

I don't care how young you are 3, 30 or 94.. it is never too late to experience the benefits of a Bucket List! There is power in knowing what your goals are and not letting anyone sway you from them.

B - List #2: Your Baggage List

This list hasn't had any movies made about it yet but I'll consider any offers :O).

I invented the Baggage List last week during my 'Dealing with Emotions' workshops in Calgary, Edmonton & Vancouver.

The Baggage List is 5 things that are currently weighing you down and will kill you (not necessarily literally, although I think we've all seen that) if you don't deal with them!

Baggage List items kill Bucket List items because they stop us dead in our tracks by miring our focus on our problems, struggles etc. Personal Baggage Lists kill productivity in organizations.

The Great News about our Baggage List is that we don't have to solve them to drop them and continue running towards our Bucket Goals. We just need to know their is a plan in place for resolution. At that point we can drop the worry and not have it weigh us down.

One common example of a Baggage List item may be personal finances. If you are in debt for $100000 and it has you stressed out, it doesn't take a cheque for $100000 to drop it of your List.

Sitting down with a financial planner and looking at the truth of the situation and coming up with a realistic plan for financial health can drop the worry from your mind and allow you to immediately, today, start to focus on running and doing the things that will lead to your success tommorrow.

With no plan we spend most of our days consumed by worrying. Not the life I wish for any one of us.

So here's the Plan:

Write down a Bucket List and Ditch each item on your Baggage List
with a plan around it.

Here's to seeing each other on the A-List!

Have a great week.

Some Feedback from Last Week's "Dealing With Emotions" Workshops:

"I sometimes get nervous about going to these courses, mostly because of fear of meeting new people. This was the best course I have ever attended. David did a fantastic job of engaging our group. I loved it and learned so much. Thanks!"

"At first I was taken back by your very high energy levels but soon I came to realize that this was going to be one of the best learning days ever. I came away with so much great information and I wasn't bored for a second. Thank You!"


Invite David to your Organization

Contact me to bring powerful training to your organization's teams!
For Info and Pricing contact :david@marketbeamer or (403) 874-1044

http://about.me/yourmanwiththeplan

July 07, 2011

Summer is upon us AGAIN!
Posted by Kevin Snobel at 08:32 AM

By now all our drivers have been reminded, that they have to be extra cautious. By bnow they have all been reminded that they need Bug Repellant Windshield Washer Fluid. By now they have all been reminded to run legal and only do what they can do.

After all the driver is who the client sees, who the warehouse/shipper/receiver sees. The driver is who Canada and or u.S. customs see. The driver is who the U.S. D.O.T. and Canadian M.T.O. see. Have we had to remind to keep themselves clean and presentable. Wash, use deodarant, Maybe shave, show a little pride in their appearance. After all the Company name is on the equipment.

All the training in the world can never replace personal hygiene. Of course the old saying, "You only get one chance to make a first impression", is never truer as in this case. A subtle reminder to all the drivers never hurts. A clean truck will help, clean equipment, pride in their job.

RICHARD O'BRIEN GORD SMITH MARKEL JDIMI AND ALL THE OTHER SPONSORS OF THE RECENT INDUSTRY FUNCTION UP IN MUSKOKA. Thanks for having me, What a great venue, bar none. Meeting ones contemporaries, and just relaxing for 2 days of fun, golf, nice weather, and some business discussions. No better way to Network and meet ones peers, than this. Thanks again. Transcore/Link golf tournament at LionsHead next Tuesday come on everyone get out and help a worthwhile cause for charity.

rayhaight.jpg Driver Trainers
Posted by Ray Haight at 08:09 AM

I wonder sometimes how difficult it is for the person who is just about to make the leap into this industry to get a good start. When I think back to my start I really had it all mapped out for me, dad was a trucker and I was going to be well schooled including the kick in the butt when needed. I was in my early teens when I started spending most of my summer breaks in the truck with him. I witnessed the way things were done back then and it always stuck with me. I saw him hit the brakes whenever there was another truck on the side of the road with its 4 ways on or the hood up, no question it was immediate, we were there to help. To date myself this was the time when CB’s were just becoming popular and just like any other technology they weren’t all that cheap when they first arrived on the scene either.

I was taught how to read a road map over many coffees in many different truck stops, so were here in Tennessee heading to here in Texas, how are you going to route us there partner? I spent more than my fair share of time on the ground also, servicing, greasing and performing all the minor repairs that saved a few bucks that would have been given to a repair shop. The real lesson though was how to fend for yourself when an on road repair might be required, it was fix it yourself time and if you couldn’t you at least had gained enough experience by crawling around under the truck for all that time to know if you were being scammed or oversold on a repair.

I was shown how to axel weigh and what a bridge law was and I was also shown how to get the job done if you couldn’t quite get it right, not that any of that exist today of course! I learned what a logbook was and how to fill one out; nuff said there, we got the job done driver! When I look back I was trained schooled mentored whatever it’s called over a 4-5 year period before I ever took the wheel by myself and I was prepared, I remember being scared silly the first time I headed out on my own in a truck at the ripe old age of 18 but I got it done and brought it all home in one piece, I think the old man was pretty proud of the kid on that day now that I reflect on it.

So how is it getting done today the training of these new drivers, I know I couldn’t do it, don’t have the patience for folks, I wish I did, but I don’t. I believe that one of the most important groups of people in the industry today who get very little recognition is the driver trainers of the world. We have dispatch awards driver and Owner Operator awards all the time and not that these folks are not worthy of our praise because they are. I will tell you one thing for sure though without a good amount of time in a truck with a good quality trainer who instills the type of foundation a driver needs to move forward and become a professional not to many awards would be handed out. I wonder if these unsung heroes don’t get a real charge when one of the folks they helps train wins one of these awards, I bet that more than a few of this breed walks a little taller when this happens.

Those safety managers who read my ramblings know what I speak of, a good driver trainer is worth their weight in gold. They set the tone for the raw recruit’s future and not just for the individual company but for the individual’s entire future in our industry. You can take all the best training in the world but unless there is a knowledgeable companionate individual with the patience of Jobe and the skill to be able to teach, you will not reach your full potential as a driver.

The proper training of this industries work force has become a favorite discussion as of late by people like me who have an unswervingly believe that a solid foundation starting with a quality school followed up by the trucking company supplying a quality finishing program is critical to an new drivers success. I would be remiss if I didn’t put a plug in this part of the article for the apprenticeship program that is available for entry level drivers it’s an excellent program that is a natural extension to any finishing program, if you’re not part of it yet get with the program at www.drive4apprenticeship.com.

Here’s a tip for you wannabe drivers out there, after you have done some research and found a quality training school and a word to the wise they won’t be the cheapest and before you sign on to a trucking company find out what their finishing program looks like. You want to know the duration and intention of the program, is the intention to teach you in real life situations the skills you learned in school or is it to get as much work out of you as possible with another driver before you go out on your own and are they a supporter of the apprenticeship program? Check it out. You can also ask to see their finishing program, is it documented, how long is it, what are you measured on, what qualifications do their driver trainers have, are they interested in helping you to develop into a long term successful driver?

There are so many unsung heroes in this industry, folks who are taken for granted who without a company could not function they are relied on to perform day in day out at an optimum level, Kudos to all the Driver Trainers who might be reading this article and thank you for your dedication and that you have the patience that I never had!
Safe and Healthy Trucking
YT
RJH

July 04, 2011

In Praise of Skid Schools
Posted by Harry Rudolfs at 04:48 AM

Sharing a couple of wobbly pops with my friend Hartley Nagy the other evening and I was surprised to learn that he'd recently taken a course at a skid school at Shannonville raceway. Even better, his company had paid 75% of the cost ($300 of the $400 for the one day hands-on seminar).


I'm a big believer in this kind of training and I've attended two former skid schools in Ontario, both now defunct: the former Markel school in Centralia, Ont., and the Canadian Center for Decision Driving in Grand Bend, which up until a few years ago used to operate a slippery track beside the Grand Bend drag strip.


Both courses were memorable. The Markel program had a really enthusiastic director who loved what he did. After lunch he pulled out a B-train configuration that he'd got surplus from the DOT, and we had fun jacknifing a set of joints, too. The pad was shared with a regional airport and the occasional Cessna would taxi alongside the pad, and locals from Huron Park would break in on the CB with some saucy and scatological commentary from time to time.


A few years ago, I got to take the Grand Bend course. The stopping distance and spin recovery drills were great. At the end of the day, I got the feeling that the students had bonded in a way, and come away from this training with more confidence, feeling more like truck drivers with some inside knowledge.


But I hadn't heard of the operation at Shannonville, although Rick Mercer took the program in 2010 and raised the celebrity of the multi-purpose track immensely. This incarnation is run by the Transport Training Centres of Canada which appears to run the program at that track about once a month.


As far as I know this is the only transport skid school in Canada. The only other training institute that utilizes direct skid avoidance training is KRTS in Caledonia, Ont., which sends its students to a skid pad down in Marshall, Michigan as part of their tractor trailer training package. I can't find much recent info on the Scheider's National skid training facility in Green Bay, Wisc., but I suppose they are still using it. And skid pad training the US seems much more prevalent than in Canada, with pads scattered around the States.


These courses usually use older trucks or newer ones that have the ABS systems shut off. But I'd really like to try these maneuvers with these controls left on. After all, that's what we're driving these days, with the exception of the old beast I had as a spare truck last week..900,000 kms and a sunken seat, but more annoyingly, the trailer ABS idiot light flashed intermittently, and after I dropped the wagon, the tractor ABS came on. Who knows how frequently these systems malfunction or are effective? This winter I saw two jacknifed tractor trailers on the way up Wooler Hill which seems more difficult to do going up than coming down, but apparently not for these two drivers. And here's betting they never went to skid school.


I think this is a great tool to give drivers, particularly newbies. It develops a sense of respect and wisdom about what that can go horribly wrong in milli-seconds. There's really no other place you can practise this. If a trailer starts coming round you have to get on it right away; and ramps always deserve respect, either bobtailing or coming in high and heavy. At skid school, when you feel the tug of the restraint chains you know that trailer's not coming back. And that should be the only time it happens in your driving career.