The Beginning… Far from the End

May 15

   May 15 has been an important date for me for the last 27 years.

   In 1991 around 5 pm my life changed in a drastic way. At 23 years old I got injured in a farm accident and at the second hospital I was given no chance to be anything more than a vegetable. Working in my favor was that I was very strong, young, and always up for a challenge. Head injuries are complex. Compounded by a health system that as yet, was not very good at providing real meaningful help.

   I went back to work several months later, after my own rehab program of pain killers and pushing consistently beyond my limits. While I did improve somewhat, I was hurting bad for the next 10 years. Physically and mentally. I wasn’t honest with myself. I didn’t need help. I didn’t have mental issues. I looked fine.

   So I won’t let myself forget the mistakes I made in that decade. Not to beat myself up, but to be a help to others who are struggling, thinking they’re fine, but dealing with hidden injuries. I won’t forget my inability to talk about my issues. Stumbling through my wilderness, alone.

   My story doesn’t end there. In 2001 another trucker ran over my truck in a truckstop near Tallahassee Florida. My third major head injury (first was sports related as a teen) but this time the medical system started to help me. I realized I needed help. That phase of life was learning about myself and my injuries. Being painfully honest with myself.

   My interesting journey began 27 years ago today. My goal is to help others, to show that speaking out will free you to make improvements to your quality of life. I will continue to get my message out to anyone who will listen.

   You are worth it.

   #SurviveToDrive

 

March 23 – Reflecting back to my Ice Trucker Days

I haven’t been on the ice for 2 years now but I’m still always in contact with my buddies from up there. The environment is harsh, but the drivers are tough.

Check out the article I wrote for Today’s Trucking last year. Enjoy!

https://dev-todaystrucking.pantheonsite.io/in-print-on-thick-ice-inside-the-real-world-of-ice-road-trucking/

“Big Trucks are Scary!”

Interviewing a Non-Trucker about Trucking

Today I thought to have a chat with Ashleyy, a co-worker of my daughter from Winnipeg, MB.

Hi Ashleyy, what can you tell us about you? Are you familiar with trucks, or truckers and do you drive on the highway very much?

I do not drive on the highway very often at all!! I am usually a bit nervous on the highway, especially at night.

I don’t know any truckers nor am I familiar with trucks!

What is your background ? Have you spent most of your life in the city, and therefore mostly city driving, or have you spent time outside the city commuting to work or school?

I grew up in the city and never had to commute on the highway to school. I have a few friends outside the city so I do drive to their places sometimes but it’s never been enough to make me super comfortable on the highway. I would say I only go on the highway once every month or so.

Does the distance to your friends or the weather contribute to whether you go out or not?

Is there a certain type of truck that makes you more or less nervous? I’m talking like a longer truck being worse, or a gravel truck, or a truck hauling a box (van) trailer?
Does the cleanliness or graphics on the truck make any difference?

I don’t mind doing a drive to my friends but I am more likely to go in the day so I don’t have to drive at night as that is when I get super nervous. If it was really snowy or rainy I probably would stay home so as not to have to drive in that weather.

I don’t think I am more or less nervous about the different types of trucks, probably just the bigger it is the more scary!!

I don’t really care about if it’s clean or not, I mean unless it was super disgusting I might think it’s gross and they should wash it. Probably the graphics don’t make a difference to me. Unless I saw like one of those bobbly head things in the front with like a naked lady. Then I would roll my eyes at them. Not that I’ve ever seen that outside a movie lol.

There have been a few advertising billboards and tv spots encouraging car drivers to stay out of their blind zones and to give them more space; Does this help you?
What would make you more comfortable when driving on the roads around semi trucks?

Every time I am by a truck on the highway I get nervous that I am in their blind spot and they won’t see me and maybe try to switch lanes while I’m right there. I do not know where I got this idea, but maybe it was from those advertisements you are talking about.

All I know is I try to pass the trucks and try to go faster to get by in case I get into their blind zone. Also I feel like the wind gets trapped or something so I feel scared that the wind will push the car!

I think what would make me more comfortable was if I felt like I didn’t have to worry about being so small beside them and that they could crush me. While I technically  know about the blind spot I don’t know exactly where that even is so I just assume the can’t see me wherever I am unless I’m in front of them.

Those are pretty common concerns. Let me try to help a little. If you are behind the truck and can see a mirror on the truck, you can probably be seen by the truck. The exception can be when you are right beside the power unit. Every truck is a little different so the blind spots do vary. When you are directly in front of a truck (within a couple car lengths) the driver will not be able to see you very well either. With today’s streamlined trucks and lower hoods it’s not as bad as in the past. I have demonstrated to people riding with me to close their eyes at a traffic light before I stop. Then I pull close to the car, making it disappear, when they open their eyes they don’t see a car until the light turns green and a car magically appears in front.

Here’s a diagram that explains…


Passing quickly is a great practice, but obviously not so fast that will get you in trouble for speeding. Truckers love when a vehicle doesn’t sit beside them for a long time because of the buffeting winds that you were talking about. In slippery conditions those winds can blow a car around. Here’s an example with this. You’re passing a truck and a hard wind is blowing you toward the truck, then you get past the truck and the cushion of air provided by the truck is no longer there and you swerve to the left. Conversely, a wind pushing against the truck will not be felt by you as much until you pass the truck, then suddenly you get the full force pushing you towards the ditch.

Were these explanations any help to you?

Oh that is helpful! I didn’t realize that they couldn’t see you when you were in front of them too! Crazy!

Thanks for your help! Let’s work on some more questions for another blog!

New experiences

 

Thirty times I have seen fall change to winter while I hold a steering wheel of some kind. I’ve been in classic rides, oversize, off-road monsters, parades, convoys and your run-of-the-mill working rigs.

I’ve seen a lot, but I haven’t seen or done it all. Every day has something unique.

This week I did something I’ve never done. Not in all those years of grabbing gears.

I’ve thought about doing this. I have talked to others about it. It’s a very common practise, but not for me.

This week I took the plunge.

I had a dog as my navigator. It’s nothing really that warrants a special article, but there were a few things that stood out.

We generally treat dogs (or any pet) better than ourselves. Here’s what I mean. I think nothing of running hard for a few hours, making a really quick stop, and then hammering out more miles. As most drivers, I get paid by the mile, so miles is what matters. Not with a dog though. Stops become a time to walk and play a little. No way I want to keep a dog in a truck and not let it run a little during the stops. Hmmm. Not a bad idea for the human either.

Here’s another example. At night, just before bedtime what do you do with a dog? A short walk and bathroom break is important. Can you guess if I made less miles because I spent a little more time during stops? Nope. I still did all the miles I needed.  

I look after myself better now, than I used to. I need to. It’s the only way I can survive after the injuries and wear and tear of life. Yet, I’m still more concerned about how the dog is looked after than myself.

We can be great at helping others, and making sure our pets are looked after, but not so good with ourselves.

I’ll use this experience to continue along my way towards better health. Stops may involve more smelling the flowers and looking at the beauty around me. I may kick up my heels and be excited to see other people. Maybe there’ll be a short walk before bed to get some fresh air before sleep.

The dog is at home and I doubt if she’ll go for another ride but it was enlightening.  

Thirty times I have seen fall change to winter while I hold a steering wheel of some kind. I’ve been in classic rides, oversize, off-road monsters, parades, convoys and your run-of-the-mill working rigs.

I’ve seen a lot, but I haven’t seen or done it all. Every day has something unique.

This week I did something I’ve never done. Not in all those years of grabbing gears.

I’ve thought about doing this. I have talked to others about it. It’s a very common practise, but not for me.

This week I took the plunge.

I had a dog as my navigator. It’s nothing really that warrants a special article, but there were a few things that stood out.

We generally treat dogs (or any pet) better than ourselves. Here’s what I mean. I think nothing of running hard for a few hours, making a really quick stop, and then hammering out more miles. As most drivers, I get paid by the mile, so miles is what matters. Not with a dog though. Stops become a time to walk and play a little. No way I want to keep a dog in a truck and not let it run a little during the stops. Hmmm. Not a bad idea for the human either.

Here’s another example. At night, just before bedtime what do you do with a dog? A short walk and bathroom break is important. Can you guess if I made less miles because I spent a little more time during stops? Nope. I still did all the miles I needed.  

I look after myself better now, than I used to. I need to. It’s the only way I can survive after the injuries and wear and tear of life. Yet, I’m still more concerned about how the dog is looked after than myself.

We can be great at helping others, and making sure our pets are looked after, but not so good with ourselves.

I’ll use this experience to continue along my way towards better health. Stops may involve more smelling the flowers and looking at the beauty around me. I may kick up my heels and be excited to see other people. Maybe there’ll be a short walk before bed to get some fresh air before sleep.

The dog is at home and I doubt if she’ll go for another ride but it was enlightening.  

Thirty times I have seen fall change to winter while I hold a steering wheel of some kind. I’ve been in classic rides, oversize, off-road monsters, parades, convoys and your run-of-the-mill working rigs.

I’ve seen a lot, but I haven’t seen or done it all. Every day has something unique.

This week I did something I’ve never done. Not in all those years of grabbing gears.

I’ve thought about doing this. I have talked to others about it. It’s a very common practise, but not for me.

This week I took the plunge.

I had a dog as my navigator. It’s nothing really that warrants a special article, but there were a few things that stood out.

We generally treat dogs (or any pet) better than ourselves. Here’s what I mean. I think nothing of running hard for a few hours, making a really quick stop, and then hammering out more miles. As most drivers, I get paid by the mile, so miles is what matters. Not with a dog though. Stops become a time to walk and play a little. No way I want to keep a dog in a truck and not let it run a little during the stops. Hmmm. Not a bad idea for the human either.

Here’s another example. At night, just before bedtime what do you do with a dog? A short walk and bathroom break is important. Can you guess if I made less miles because I spent a little more time during stops? Nope. I still did all the miles I needed.  

I look after myself better now, than I used to. I need to. It’s the only way I can survive after the injuries and wear and tear of life. Yet, I’m still more concerned about how the dog is looked after than myself.

We can be great at helping others, and making sure our pets are looked after, but not so good with ourselves.

I’ll use this experience to continue along my way towards better health. Stops may involve more smelling the flowers and looking at the beauty around me. I may kick up my heels and be excited to see other people. Maybe there’ll be a short walk before bed to get some fresh air before sleep.

The dog is at home and I doubt if she’ll go for another ride but it was enlightening.  

2017 Part 2

Part 2

I’d had my eye on a company for several years. I did some hotshot work for them in the early 90’s and watched them grow in size. I never applied for work there because I loved the coast to coast type of trucking, plus running the Ice Roads in NWT and they were mainly in the upper midwest USA and prairie provinces in Canada. I knew the second generation was now running the business and many of the older drivers were still there, which was a good sign.

I walked in, resume and driving abstract in hand, hoping to talk to someone but not expecting it. I was shown to a board room and to my surprise I spent the next 2 hours talking to the President of the company. I was floored that he would spend that much time interviewing a driver.

Over the next few days I applied at another company as well and prepared to get back to work. My motto is to work where I want to work, not just where I can get hired. Not everyone can do that but I have enough experience and a clean driving record to be able to make that choice.

I did my research and decided to come to work for that first company and I’ve been so thankful for such a great place to work. I was interviewed for that length of time because the owners are really particular on getting people that fit into their company.

It’s been an amazing 8 months. Physically and mentally it’s been very hard but I have put my focus on continuing to recover. Some things have suffered as I continue this journey such as keeping my website updated, some projects at home or visiting friends. If it hasn’t paid my bills, or involved my family, it’s probably been delayed. Learning, and staying within my limits is important for good health.   

I knew between Christmas and New Years I would take time to rest so I just kept turning the miles under my tires. I didn’t look at the numbers, just did what I could and I was surprised in the end.

I couldn’t have been as successful as I have been without the company, family and friends behind me .

Now I’ve had several days of just R&R and it’s been wonderful.

I don’t know if it’s a very compelling story, but I’m proud to be here. I’m thankful. It’s been another year of gritty determination.

Never give up. Maybe it’s easier to quit but I don’t know about that. What I do know is that in my 50 years I should’ve died a couple times. I’ve had serious injuries and severe depression that has threatened my life. I’ll deal with issues as long as I live.

I have learned many things in my journey. I’m a better man because of the hardships.

Thank you for reading.

2017 Part 1

Hard to believe we’re almost ready to turn the page on 2017!

I think I can safely say that almost every year, especially the last 30 or so, have been … interesting. Injuries, rehab programs, return to work, all while raising a large family

2017 started off with me in a Return to Work rehab program at the Wellness Institute in Winnipeg, MB. I was to spend the first three months of the year trying, and ultimately succeeding, in rehabbing from my latest head, neck and back injury. 2016 had closed out with me thinking I would never be able to work again so graduating from the program was exciting, and nerve-wracking. I feel better, but will I be able to sustain the gains I made while I go back to work in a tough environment? The last part of rehab is re-entering the workforce. You can get to match the physical requirements of the job in a return to work program but there’s nothing like the real life test of working day in and day out.

 

Driving a truck with oversize loads isn’t an easy job physically or mentally. Long periods of sitting, eating properly is a challenge (and expensive), times of intense action when loading or unloading, plus the stress of maneuvering a larger load through traffic and under bridges. I’ll write more on this at a later date.

What got me through life to this point is my ability to focus on the task at hand. Overlaying everything is the responsibility I feel to provide for my family and to be an example of perseverance in the face of hardship.

The joy I felt at the completion of my work rehab program was tested when I returned to my employer, only to be told that I was no longer wanted. For the 11 months post accident I was told by employer that “get to 100% and I’ll welcome you back”. What became apparent later was that he didn’t like me going on Workers Compensation. I don’t think he ever thought he would have to face that I would recover and want to work again. Every obstacle he threw at me to “prove” I wasn’t 100% was shown to be incorrect.

April 3rd, my first day ready to work was crazy. The boss had left town after refusing to meet me, or talk to me, and texted me my dismissal. I walked away, spent some time composing myself, and then started my quest for a new job. I loved doing heavy haul, and working for that boss, but that door was now closed.

To be continued…

Unwrapped

A tribute to Sylvia!

Living can appear to be a chore

Struggles. Hardships. Health issues.

Heart broken.

Time passes by. We battle within. A choice needs to be made.

Do we want life? Do we wish to die?

Before we make the decision

We wrap ourselves

Getting hurt isn’t fun.

We wrap a layer around our heart.

Afraid of more pain.

Withdrawing. Secluding. Sensitive to any perceived change.

Then comes a miracle. Walks on two legs.

Someone who finds a crack in your armour.

Peers inside. Recognizes danger. Takes action.

“Hello!” echoes inside through the chink.

How did you let this happen? Scary.

Can’t let anyone in! But…

The “Hello!” is like a refreshing drink in the desert.

Feels nice. Soothing. Maybe we won’t die.

Words follow the “Hello!” No idea what they were. Caring. Motivating.

Still awed by the “Hello!”. Drinking in the calming effect.

Slowly the growth of that goodness keeps cracking the wrap.

You emerge a little at a time.

Blinking in the sunshine. Tentative. Are you sure you won’t be hurt?

Life begins to happen again.

You see beauty once more. Happiness regains the upper hand.

How do you thank the unwrapper?

Unwrap others yourself.

Look for the crack in a person.

You be the “Hello” into their dark, deep chaos.

Maybe you can be a help.

One more brought back from the brink.

All because one saw the tight wrap, the hurt in you,

And drew you out. Saved your life.

David K. Henry June 2017

On Thick Ice

written by David K. Henry

  “Four North on 49, last one is wide”

  “Ok, Convoy we have a wet spot right after the portage and security is making sure we’re staying at 10, then we’ll be back to 25 at the half K sign. Keep your spacing in the slow zone”

  The instructions over the radio sound like a convoy operating with military precision, and it is that very thing. Mine resupply in Canada’s Arctic is an operation that lasts approximately 2 months in late winter. It is busy, closely monitored, and has no room for error. About 85% of the “road” itself is floating on water, with anywhere from 500 to 800 trucks cruising on top; the main stretch is 400 kilometres long branching out in spurs to various mines.

  This is extreme trucking that few in the world get to experience. And it is essential to the economy in Yellowknife and the survival of the mines.

  Every year since 1982 a road has built over ice-covered water to bring supplies northward. It’s been there so long it is even found on most Global Positioning Systems. The route can change a little from one year to the next but usually not by much. Once established it will support anywhere from 3,500 to almost 11,000 loads in a single season.

  The skills needed to drive the route are familiar, but a demand to closely follow the rules is exacting. Some experienced drivers arrive in the north with a cocky outlook. Before you know it, they head home for good. The next driver may be a rookie with very little experience who takes to the job and returns for many successful years.

  The pioneers of this road, and the ones in charge, have tested and proven what works safely. If you follow instructions from your convoy leader you are less likely to make a mistake that will lead to a warning or suspension.

Long hours, little wiggle room

  You must drive for up to 7 hours with no breaks; all at 25 kph. When loaded northbound you must slow to 10 kph when you go on and off the ice and follow the speed limit religiously. Any deviance from the posted numbers will land you in hot water, which is not good if you want an ice road career. 27 in a 25, or 15 going on or off the ice will net you a 5-day suspension and loss of a safety bonus. There is very little wiggle room and for good reason. A ‘blowout’, where the ice cracks and water flows up onto the ice, caused by speeding or unsafe actions can shut a road down to really slow speeds, or in the worst case, the closing of the road for the season.

  All loaded northbound trucks are dispatched from Yellowknife in convoys every 20 minutes. A convoy consists of at least 2, but usually 4 trucks. The first 70 km is on a narrow territorial road that twists and leaps over and around small hills. Drivers are required to stay 1 km apart from each other so you rely on the leader calling out the mileage markers and gauging where you are in relation to that. You will have security patrolling that road and watching for speed and spacing.

  Try to imagine that challenge. Narrow road. Each truck with different weights. Twists in the road only allow for the occasional glimpse of the truck ahead. Convoy leaders calling out locations. Maintain your speed and spacing. It doesn’t matter if you’re perfect for 69 km; if you slip up in the wrong place you could end up in the ditch or getting suspended by the ever-watchful security teams.

  Some people can’t handle the boredom. Hour after hour of avoiding cracks in the ice, straining to see through the blowing snow, hoping your truck doesn’t die in the -40C, or need a regen, takes it toll. Speed and spacing is the mantra. Follow the speed religiously and keep 500 metres away from the truck in front. Security is everywhere and listening on the radio. They’re in a pickup so they can travel much faster than you. It makes it seem like they’re everywhere.

  You do this for 60 days straight. Legally allowed 16 hours on duty per day, it is exhausting. No days off required. Yes, that’s 112 hours per week! You get to the point that you want a road closure to get some extra rest or you voluntarily take a day off in Yellowknife.

Solitude, yet closeness. 

  Constantly in a convoy with at least one other person, except in special circumstances. The solitude, yet closeness to the same people can cause some to crack. No foul language, harassment or bullying of any kind,is tolerated whether from drivers or security or other workers. People who act like that are quickly weeded out.

  During the season you’ll probably spend some quality time stranded on a portage in a howling blizzard, trying to keep warm and hoping you don’t have a case of diarrhea. (There are only 2 areas that have “bathrooms”) Cooking in a small area, no room for exercise, no one to talk to, except by radio which is constantly monitored by the authorities and hoping the truck keeps pumping heat and that you’ll have enough fuel to get to the next fuel stop. It is nerve-wracking.

  The fear of plunging through the ice is hard for some to manage. This is despite the fact that no resupply truck has ever gone through the ice into the lake below.  An ice worker vehicle has, but never the resupply trucks. It’s an amazing safety record for the Joint Ventures who manage the road. Still, many drivers have gone home early, never able to get over the tension.

  A good portion of the road is above the treeline so it is like a barren moonscape. Harsh, but beautiful. It’s wonderful to see the animals roaming, or flying around. Here the authorities are extremely strict. All of the land belongs to the natives and nature is king. If you throw a breadcrumb out the window to feed an animal you will be immediately sent home and banned for life. It’s the most important rule. Leave the land as you found it. The parking areas and the roads get scraped at the end of the season and disposed of in a safe manner. The same portage, or land crossings are the same ones every year and are quite narrow. No more land is crossed than is absolutely necessary. You are never allowed to approach wildlife, or honk your horn to get them to move. Burial grounds are gone around at slow speeds to respect the ancestors.

Road work

 Construction of the ice road starts as soon as there is enough ice to support an amphibious vehicle that maps the thicknesses of the ice using ground penetrating radar. These radar sleds are towed up and down the ice constantly until the season is practically over. This data is used to determine the weights allowed and where ice needs to be made better or thicker.

  In an area of poor or thin ice, a crew will go out with a truck-mounted auger. Usually they set up in the middle of the 150’ wide road and drill holes several yards apart. Others in the crew take special water pumps and suck water from the hole. Like flooding a backyard rink, they pump water over the ice, one side at a time. Traffic will pass by at 10 kph on the dry side. There are many crews constantly repairing the road 24/7. It’s a great system and they do a tremendous job, all at temperatures that would frighten most sane people.

  On any large body of water, pressure ridges can rise up and form as the ice freezes. This is where ice pushes together forming an impassable peak. The crews work hard to reinforce the ridges and shave them with graders. Traffic here can be reduced to 5 kph on a bad one. On rare occasions the road will have to go out of the planned route to find a better place to cross the ridge.

  Everyone sees the toll that heavy vehicles take on the roads made of cement and asphalt or stone. It’s no different on the ice. A loaded truck will cause the ice to deflect up to  3”, creating a wave effect. Have ever watched a train at a crossing and felt the road move up and down and the rails flexing? It is the same idea on the ice, except the “solid” roadbed is a minimum of 39” of ice. The approaches to portages are rarely straight in, but rather curved to allow the wave to dissipate away from where you need to land. All of this flexing also causes cracks in the ice. These cracks can swallow a tire if you’re not careful so you watch to avoid damaging your equipment.

  Sometimes as you’re passing near a crack, the flexing causes a snowball, or soccer ball to pop up and skid across the ice. These chunks can literally be as big as basketballs and if they haven’t broken totally free, can present a real hazard. The ice workers highlight them with reflective paint so they’re easier to see. If you’re sleepy and one fires up under your truck you will certainly sit up a little straighter for a few minutes!

Keep moving

  There are no special trucks for up here. Each trailer is loaded to the maximum allowable, either by weight or space. A super B unit on the ice with full weight allowable can be permitted to 67,000 kgs (3.5 tonnes more than most jurisdictions). Every vehicle must be stocked with emergency rations, spill kits, and have a working VHF radio. Extra insulation and belly tarps are used to try and keep the cold out.

  One main rule is to never shut off your engine. If you are in Yellowknife fueling, you can to check oil, but the hard rule is to leave your truck running. At -40 or -50, it doesn’t take long for it to freeze and not restart. No one wants to take the risk of freezing, while trying to re-fire a truck.

  At the end of the season you feel relief and may swear you’ll never come back. If you’ve made it the whole season with no suspensions or incidents you’ll walk a little prouder. But just making it is an accomplishment no matter what. The bonds with the other drivers is never forgotten and will continue when you go back home.

  It’s brutally tough, monotonous, frigidly cold like you’ve never seen before, rules strict beyond belief and the pay is decent.

  Don’t worry, you’ll come back for another “last” year just to do it all over again.

 This article was in the February 2017 issue of Today’s Trucking. 

Special Olympics and Injury

photo_2016-08-30_21-43-15

 

Another week is coming to a close and I have some time to reflect on a couple different topics.

Saturday Sept. 10th is the annual World’s Largest Truck Convoy benefitting Special Olympics. Truckers across North America get together for the Convoy in their own jurisdictions on the same day. Manitoba is usually one of the largest in North America with over 200 trucks. The spectacle of them lined up and then parading around the Winnipeg Perimeter is amazing. Police and Law Enforcement block off the route so we can travel without interference. As a long time driver, this is lots of fun! There’s lots of air horns blowing, shiny chrome, cool paint jobs and kids of all ages watching.

The connections we make with the athletes is what it’s all about. One of them who I took on the Convoy a few years ago, texts me almost every day. She’s amazing and I love helping support her and her fellow competitors. They love what they do and really appreciate our help.

I have many T-shirts from different functions and the Convoy shirts and hoodies are ones that get many comments and interest from people who see it. They’re also the ones I have the most pride in wearing.

Contact me if you want to help with any size of donation to a worthy cause.   

 

Summer is almost over! Seems like only yesterday I was planting corn and hoping for good weather. Kids are back in school, nights are getting cooler and it’s time to prepare the ground for next year’s crop. Wait, I have no kids in high school this year! Crazy, it’s not just the summer flying by I guess.

Every year we lose more of our older generation, but this year I’ve seen more people I know, who are younger, or close in age to me, who are no longer with us.

I haven’t said much about this, but I thought May 10th was going to be my last day. I fell off a load in the rain and landed on the back of my head. I don’t recommend it. It was my 4th major concussion and I had no idea why I survived. I’ve had some injuries in my lifetime and the worst by far is a head injury. Head injuries aren’t easy to talk about and here I am 4 months later just going public now. I still won’t say much though, except this; There’s never a time to give up. We get stronger, more resilient, caring and empathetic when we battle through what we’ve been handed. Life isn’t easy. Some deal with injuries, others with sickness, whatever the case, don’t give up. Train yourself to keep moving forward so when bad situations arise you only know how to keep forging ahead.

I don’t know any other way but forward. It’s what I’ve been taught and learned in my life. I’m thankful for my family and friends and for my boss at LCG Equipment who care that I heal properly. Week by week the fogginess in my brain is clearing. I’ll also give a special shout out to John G, Editor at Today’s Trucking for being patient as I continue to try to write coherent sentences for him.

I’m alive. I’ve avoided death once more. Here’s why I’m still alive; To give hope to others in tough places. To be here for my family who need me, warts and all. To prove that giving up is no way to live.
Off like a herd of turtles…

Ice Roads in Reality

 

  • Ice gets thicker the more you drive on it. As you drive over the ice, it’s pushed down into the water through the air pocket. After you pass and the ice flexes back up the water freezes to the ice, creating a thicker ice road. Hence we start out with light loads and work up to very heavy loads as the ice thickens. It’s also not like testing ice when you were kids… “Randy, go out on the ice, I’m sure its ok”. If Randy disappears we know it’s not good enough. He was expendable anyway. (just kidding, we all made it home… sometimes we were still dry)
  • Different coloured ice. I never really noticed ice having so many vivid colours. My favourite was a very bright blue. Some of the transitions to another colour were as abrupt as a 3 year old getting his toy taken away.
  • It was easy on my truck. Yeah, I know, how can -40 be easy on my truck? Obviously my brain didn’t get close enough to a heat source right? Let me explain. I drive the Canadian Prairies in the winter where -40, especially this year, is not uncommon. On a regular highway I bounce along like Tigger at 100kph pulling up to 137,500 pounds. Canadian roads are not smooth (bet you didn’t know that! ;-(  ). North of Yellowknife on the territorial highway, the fastest I went was 70 kph. Loaded, on the lakes, the max was 30 kph. The road was usually glassy smooth. So, slower speeds + smoother roads = happier “Honk Honk”.
  • Give a guy a radio and lead spot in the convoy and suddenly he becomes a play by play announcer. “Watch out for the hill… rock beside the trail… 4 wheeler coming atcha… speed changes to 10 kph here…” Good gracious Nellie! I can read signs that say “Hill ahead, increase speed”. I also drive with my eyes open and I can spot rocks, speed signs and sometimes even other vehicles! Take your hand off the mic button… PLEASE!!!
  • They “freeze” the gravel roads. Silly me, I thought the roads were already frozen. Pretty tough roads eh? It’s -40 and the roads aren’t frozen? What they mean is they water all of the gravel roads to make them a sheet of ice which can be maintained better. Actually works great. Unlike Torontonians, they know how to drive on ice. A little sand or stone chips is all they need. No one is in a big hurry to go anywhere anyway.
  • I’m in awe of the natural beauty up there. It’s a very harsh climate, and surprisingly, it really impressed me. It’s a different kind if beauty than the mountains, trees and rivers that I’m normally attracted to. Watching caribou graze above the treeline, ravens floating effortlessly through the air beside your truck and little foxes scurrying around the scrub brush was simply amazing. How they survive is beyond my comprehension.

It would take too much time to describe being on the Ice Roads (Tibbitt to Contwoyto), but the most surprising thing to me was that it wasn’t all about working hard in a tough environment… I enjoyed it more than I expected! I can better understand why people work, and stay up there.