The Meeting Place For Canada`s Trucking

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dawning.
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Find out more march 21st
Volvo Trucks. Driving Progress
Tel.: 905-290-2282
e-mail: [email protected]
WHO WE ARE & WHAT WE DO
Our background
Truck 'N' Roll Magazine is a Canadian publication
for owner-operators, company drivers and other professionals of Polish descent working in the trucking
industry in Ontario. Since 1999, Truck ‘N’ Roll has
been dealing with different aspects of the industry
and addressing the issues that are unique to the
trucking lifestyle. It provides Polish-Canadian trucking
professionals with regular access to information regarding products, services, employment, finances,
health, family, recreation, and many other issues that
are relevant to their livelihood.
Readers
The estimated 10,000 Polish-Canadians in Ontario’s trucking industry form one of its largest ethnic
groups. They are ambitious, hardworking people,
who, regardless of their original profession from their
country, pursued careers in trucking - and follow high
work standards established in this sector of the economy. Truck 'N' Roll Magazine is the only Canadian
publication specifically targeting this audience.
Publishers
Marzena & Roman Wiktorowicz
905-1300 Mississauga Valley Blvd.
Mississauga, ON, L5A 3S8
e-mail: [email protected]
Editor-in-Chief
Marcin Baraniecki
Guest Columnists
David H. Bradley
CEO, Canadian Trucking Alliance
President, Ontario Trucking Association
Joanne Ritchie
Executive Director, Owner-Operator's
Business Association Of Canada
Kaja Cyganik
Travel & Tourism
Web Design & Development
Editor-on-the-Road
Robert Nowakowski
Marketing & Strategic Partnerships Consultant
Robert Pasiak
Project Manager, Canada
Malina MiedŸwiedzka
English Copy Editor
Barbara Fretz
Distribution
Truck ‘N’ Roll Magazine is distributed free of
charge in southern Ontario at many industry-specific
locations, such as truck stops, transport companies,
truck driving schools, truck service centres, as well
as at various points of distribution of Polish press
such as Polish Cultural Centre, deli shops, book
stores, etc. We also attend most of the major local
conferences, and we are present at the Truck World,
the ExpoCam and the Fergus Truck Show.
Quick facts
Published in English & Polish / 4 issues per year /
20,000 copies annually / full colour / high-gloss paper
/ dimensions 6.5'' x 9.5'' /
We invite you to promote your company on the
pages of our magazine and benefit from the exposure
within the Polish-Canadian trucking community.
Roman Wiktorowicz,
Publisher
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ON OUR FRONT COVER:
A truck belonging to
TransAm Carriers Inc.
The company is hiring
AZ drivers, owner operators, and DZ owner
operators.
For all job inquiries
please see the contact
info in the recruiting
ad on page 3.
877-907-8101 x. 4042
www.transamcarriers.com
Truck ‘N’ Roll Magazine
E-mail: [email protected]
Phone: 905-290-2282
Copyright © 2015. The magazine is protected under copyright law. Reproduction in whole or in part, without permission is strictly prohibited.
All requests should be directed to the publishers.
The opinions expressed in the editorial content of the publication do not
necessarily reflect the views of the Truck ‘N’ Roll Magazine and its staff.
The Truck ‘N’ Roll Magazine has not authenticated any claims or guarantees offered in this publication. We do not assume liability for any
products or services advertised herein.
The Meeting Place For
Canada’s Trucking Industry
International Centre, Toronto, ON
Thursday April 14
10:00 am to 6:00 pm
Friday April 15
10:00 am to 6:00 pm
Saturday April 16
9:00 am to 5:00 pm
See more than 250,000 square feet
of New Trucks, Trailers and Equipment
New Products
Recruitment Pavilion
Fleet Managers’ Breakfast
Canadian Fleet Maintenance Summit
www.truckworld.ca
Gold Sponsors:
Endorsed by:
Platinum Sponsor
Official Media:
OD REDAKTORA
DOBRY KIEROWCA
MARCIN BARANIECKI
Podobno, ¿aden mê¿czyzna nie przyzna siê, ¿e jest kiepskim kochankiem i
kierowc¹. Doda³bym, ¿e szybciej przyzna siê do problemów w ³ó¿ku ni¿ za
kierownic¹. Wœród mêskich zalet umiejêtnoœæ perfekcyjnego prowadzenia auta
stoi absolutnie na pierwszym miejscu, ale o tym, co to perfekcyjne prowadzenie
znaczy ka¿dy ma inn¹ opiniê. To jest magazyn truckerski, wiêc zawê¿ê temat do
umiejêtnoœci prowadzenia trucka.
(ci¹g dalszy na stronie 10)
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GUEST COLUMN
THE FUTURE
AIN'T WHAT
IT USED TO BE
DAVID H. BRADLEY, PRESIDENT & CEO
CANADIAN TRUCKING ALLIANCE
ONTARIO TRUCKING ASSOCIATION
There are four bodies that report to the Canadian Council of Deputy Ministers of Transportation and
Highway Safety - The Engineering and Research Support Committee, the Policy and Planning Support
Committee, the Task Force on Weights and Dimensions Policy and the Canadian Council of Motor
Transport Administrators. For the most part, these groups work independently of each other, which
might seem surprising. Many trucking issues could easily fall within the scope of two if not all of
the committees. That is just the way it has been.
S
o, I was pleased recently to be able to address a joint meeting - the first ever - of the
engineering committee and the weights and
dimensions task force on Trucks of the Future
2030-35. While it is hard to forecast what might happen in two weeks let alone 15 to 20 years, this is a
timely and important discussion.
The last comprehensive, national review of truck
weights and dimensions standards was undertaken
by the Roads and Transportation Association of
Canada (RTAC) back in the mid-1980's, which culminated in the 1988 Memorandum of Understanding
on minimum standards for a relatively limited number of configurations, which are still commonly referred to as the "RTAC standards". There have been
some changes and additions to the MOU since then,
but for the most part the basic configurations have
remained more or less intact. Despite the MOU's
limitations most would agree that overall the RTAC
standards have served the country - in terms of
safety, infrastructure and productivity - well.
But a lot has changed since 1988. Back then economic deregulation of trucking, which opened the
floodgates in terms of truck traffic, was in its infancy.
The new wave competition spawned greater innovation leading to enhanced productivity, efficiency
and safety.
Around the same time, the first Canada-US trade
agreement was introduced, followed shortly thereafter by NAFTA. Both led to changes in the level, mix
and trajectory of freight traffic. More recently a trade
agreement with the EU was announced and another
- the Trans-Pacific Partnership (TPP) is likely to be
ratified this year. When the RTAC standards were introduced Canada was much more inward looking.
Now at least half of Canada's GDP is dependent
upon trade. More than ever the country needs to be
competitive on a global scale.
The highway and bridge infrastructure is also under
much greater pressure today. There is more traffic,
both personal and commercial. Congestion is choking some of our most significant economic corridors.
At the same time coming up with the funds to maintain the infrastructure and to support new investment
is increasingly challenging. This is exacerbated by
the constant expansion of the National Highway
System. Transit is taking precedence over roads.
Politicians remain resistant to dedicated funding.
There continues to be a paucity of rest stops. The
use of smart scales is non-existent in most
provinces.
All forecasts point to continued growth in trucking.
Weights and dimensions standards have a role to
play in maximizing the productivity of the infrastructure. Some of the pressure on the infrastructure has
been alleviated by the expansion of the LCV network
to a number of new provinces in recent years, although this necessitates a review of roadway geometrics. New infrastructure-friendly configurations
have been introduced in certain provinces. The introduction of autonomous trucks raises a host of
new issues and perhaps is the impetus for a meaningful look at the potential for truck only lanes.
Safety will continue to be a major priority. How will
the introduction of a mandate requiring electronic
stability controls on all new heavy trucks change
(continued on page 10)
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THE FUTURE AIN'T
WHAT IT USED TO BE
DOBRY
KIEROWCA
(continued from page 8)
(ci¹g dalszy ze strony 6)
perspectives in terms of the dynamic performance standards of certain configurations? What
about the ability to supplement driver skill
through telematics?
Perhaps the most significant issue to impact on
vehicle standards over the next 15 to 20 years
will be protection of the environment - which was
not a big issue in the 1980's. Now it is near or at
the top of most governments' political agendas.
In recent years, the era of the smog free truck
was ushered in, which is great, but it has also
created significant challenges, some of which include compliance with RTAC standards - e.g.,
the need to for weight increases to accommodate particulate traps.
Today the battle is to reduce greenhouse gases.
Hundreds, including all of the major developed
and developing countries signed on in Paris last
December to take the world off of carbon-based
fuels over the next 50 years. In the meantime,
the Phase 2 GHG reduction standards for heavy
trucks will be rolled out this year and pose many
challenges, including ensuring Canadian heavy
truck owners have access to and the ability to
use all of the likely to be prescribed or available
GHG reduction technologies and devices - in all
jurisdictions, without penalty - such as wide base
single tires, 6X2 axles, smart lift axles, etc. The
use of natural gas as an alternative fuel, if only
on a transitional basis, will require among other
things some leeway to account for the increased
weight of the fuel tanks.
All of this changes the equation by which we
need to develop the truck of the future. The lens
through which we need to develop the next
RTAC standards has changed. We know some
of what is coming down the pike but we don't
and can't have all the answers today. However,
one thing is clear; the future ain't what it used to
be. Let's hope the recent joint meeting is the
start of a new process to ensure we have a
framework that allows the truck of the future to
be used in every Canadian jurisdiction.
David H. Bradley is CEO of the Canadian Trucking
Alliance and President of the Ontario Trucking
Association. He can be reached at 416-249-7401
ext. 227 or by e-mail: [email protected]
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drodze bardzo rzadko mamy du¿o czasu na zastanawianie siê. Szybka ocena i szybka decyzja.
3. Nastawienie do innych u¿ytkowników drogi.
Dobry kierowca jest przyjacielem innych kierowców.
Nie patrzy na nich z góry i nie wymusza swoich
praw tylko dlatego, ¿e akurat mu siê nale¿¹. Rozumie, ¿e nie wszyscy ulepieni s¹ z tej samej gliny
i nie wszyscy zachowuj¹ siê na drodze tak samo.
4. Koncentracja. ¯ebyœmy nie wiadomo jak dobrze
czuli siê za kierownic¹, to nie wolno nam spuœciæ
oka z drogi. To tak, jak z t¹ s³ynn¹ instrukcj¹, któr¹
dostaje Forrest Gump, gdy rozpoczyna naukê gry w
ping-ponga: "Now, the secret to this game is, no
matter what happens, never, ever take your eye off
the ball". Koncentracja. No matter what happens,
never, ever take your eye off the road!
5. ZnajomoϾ kierowanego przez nas pojazdu. To
jest coraz bardziej ignorowana dzisiaj rzecz. Warto
wiedzieæ, co ta maszyna, która jest pos³uszna
naszym rêkom, mo¿e zrobiæ, a co nie. Jak siê zachowa. Jak zachowa siê naczepa przy hamowaniu,
jakim torem bêd¹ przesuwaæ siê tylne ko³a naczepy
przy skrêcie, jakiej mocy potrzebujemy, ¿eby
wjechaæ na strome wzgórze itp.
Z ca³¹ pewnoœci¹ byæ dobrym kierowc¹ nie znaczy
szybko jechaæ. Chocia¿ czêsto taka w³aœnie opinia
pokutuje. Ka¿dy z nas móg³by u³o¿yæ swoj¹ listê
cech, które okreœlaj¹ jakoœæ kierowcy. Mo¿e byæ
ona wyd³u¿ana prawie bez koñca, ale ka¿dy z nas
czuje i wie, jakim kierowc¹ naprawdê jest. Jeœli
postawimy sobie zbyt wysok¹ ocenê, to ¿ycie
prêdko zrewiduje pomy³kê. Jeœli nadal nie
nauczymy siê na w³asnych b³êdach, dostaniemy
ponownie kopa. A potem mo¿e jeszcze raz, a¿ w
koñcu kiedyœ, mo¿e po wielu latach nabierzemy
wreszcie tej pewnoœci, spokoju, umiejêtnoœci w³aœciwego reagowania i wszystkiego tego, co œwiadczy
o dobrym kierowcy.
Takie rozwa¿ania nie mia³yby sensu, gdyby nie
prowadzi³y do konkretnej konkluzji: ca³y czas
pracujmy nad polepszaniem naszych umiejêtnoœci,
bo warto byæ dobrym kierowc¹.
Przecie¿ robimy to dla siebie.
Marcin Baraniecki,
Editor-in-Chief
GUEST COLUMN
THE NIPIGON
RIVER BRIDGE
FIASCO
JOANNE RITCHIE EXECUTIVE DIRECTOR
OWNER-OPERATOR'S BUSINESS ASSOCIATION OF CANADA
By the time you read this, we'll no doubt know more about why the Nipigon River Bridge had to be closed in
mid-January. As I write, it's only about 36 hours after the incident, and there is already a surfeit of armchair
engineers offering up explanations of why the cable-stayed bridge split under frigid temperatures, as well
as a growing number of voices demanding answers for the newly constructed bridge's failure, the lack of
alternative route options, and what some are calling the "mismanagement" of northern Ontario's highways.
T
he bridge was to be the crown jewel in Ontario’s
rapidly expanding infrastructure renewal program; now it’s a national embarrassment. When
construction began in July 2013, Michael Gravelle, the province’s minister of northern development
and mines, touted the bridge as a “magnificent structure” that was “sure to become a destination attraction
in its own right. ”This is likely not the kind of attraction
he was thinking of.
But here’s the thing. Even when a forensic investigation
determines what caused the bolts to break, even when
blame has been ascribed, even when there’s a viable
contingency route found, vehicle weights and dimensions obstacles are overcome, or we negotiate emergency stop-gap procedures to get Canadian goods
moving through the US, we still have one mammoth
problem on our hands.
The real question is why is there any place in this country where cross-Canada traffic can be effectively severed because there is only a single transportation link
between Eastern and Western Canada? The failure of
a $106 million, 49-day old piece of infrastructure is indeed a catastrophe, but our country can just as easily
be cut in half by a major snow storm, a flood, or even a
traffic accident at this critical juncture of the TransCanada Highway.
To say that investment in Canada’s National Highway
System (NHS) is sorely lacking is an understatement,
considering that every day the bridge is closed is a
$100 million blow to our economy. Put another way, the
business loss from a one-day shutdown would pay for
a new bridge.
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The Trans-Canada Highway, which travels through all
ten provinces between the Atlantic and Pacific Oceans,
is the core of the 38,000-km network of roads designated as the NHS. The system also includes links to
key population and resources centres, intermodal facilities, major border crossings, and primary-access roads
to northern and remote areas of the country.
While the NHS represents only about 3 percent of
roads in Canada, it accounts for 40 percent of all vehicle-kilometers travelled in the country. And more significantly for this industry, more than 94 percent of truck
travel occurs on the NHS core. What makes the Nipigon fiasco so dreadful is that for 1,300 trucks a day,
their access to this vital stretch of the NHS disappeared
with the snap of a bolt.
So could an integrated national highway program have
saved the Nipigon River Bridge?
Federal-provincial relations in this country are complex
and can be incredibly frustrating for JQ Public who just
wants “government” to do something. But it’s the fundamental characteristic of Canadian federalism, and it’s
not going to change.
Highways are primarily the responsibility of the
provinces and territories, although the federal government has a long history of providing assistance for
highway construction under specific pieces of legislation, and a variety of funding programs.
Under the current system, provinces decide on the design, construction, safety standards, and financing of
highways within their boundaries, then look to the feds
to share the cost. Federal funds flow primarily
through ad-hoc, bilateral agreements with individual
jurisdictions.
Efforts to establish an integrated national highway
policy go back decades. One time we got pretty
close. In 1988, the federal and provincial transportation ministers commissioned a huge, multi-phase
study. Design standards were identified, costs of upgrading the NHS to the recommended standards
were estimated, options were set out for a national
policy, and cost-sharing and funding formulas were
recommended. After six years, governments couldn’t
agree on the funding mechanism, and the idea of a
national highway policy was road kill.
Yet the lack of a long-term commitment to highway
funding from the federal government is a recurring
issue. There is no argument that efficient transportation is a key contributor to our country’s economic
productivity and competitiveness, not to mention the
overall quality of life for its residents, but there is still
no consensus on a long-term funding formula between the various levels of government.
Provinces continue to commit huge sums of money
to infrastructure renewal, the feds promise infrastructure investment of historic proportions, and everyone
talks about secure, long-term funding, but what we
haven’t seen yet is any policy change to the Canadian approach of planning, building and paying for
highways.
The current federal government’s pot of infrastructure money promises to be bigger, longer, and more
transparent, but doling it out in a series of bilateral
agreements that will meet local infrastructure needs
and priorities of individual provinces and territories
doesn’t sound like we’re moving any closer to an integrated policy that speaks to national priorities.
As we approach the celebration of Canada’s sesquicentennial next year, we remain the only G8 country
without a national transportation vision. It’s too late
for the Nipigon River Bridge, but this debacle might
be a wake-up call to start working toward a truly national policy that considers our country’s primary
highway system as a whole.
Joanne Ritchie is executive director of OBAC.
If your bolt ready to snap? E-mail her at [email protected]
or call toll free 888-794-9990.
DOROGAROAD RELEASED
THEIR 100TH ISSUE
DorogaRoad Magazine has been published monthly since May 2007 and they just uproariously celebrated
release of their 100th issue. We were invited to the event. I had a chance to speak to Serge Vankevich,
Editor in Chief, owner and creator of the magazine, about his undoubtedly excellent idea.
Kaja Cyganik (Truck 'N' Roll Magazine): How did you come
up with the idea of a magazine dedicated to the trucking
business?
Serge Vankevich (DorogaRoad): My background is journalism. When I came to Canada seventeen years ago,
I was looking for a place I could work for. Actually, in
Toronto you can find roughly twenty different publications printed in Russian. I went through some of them
and I spoke to the owners and editors, trying to work
out some writing position for myself, but I quickly realized that I wouldn't be able to make a living out of it.
Even if my skills were my main advantage, journalism
here is completely different than back home. I started
working for transportation, and I found out soon how
big and rapidly growing the trucking business really is.
There were already magazines published for the Polish
and Indian truckers' community. I decided to establish
my own dedicated to Russian speaking drivers. I
launched the first issue in 2007 as a newspaper in both
Russian and English. It was obviously cheaper to start
it up this way. Almost two years ago I changed the formula and now we have a full colour, 32 page monthly
magazine.
You mentioned you have a journalism background. Had you
worked as a journalist before you immigrated to Canada?
Serge Vankevich: I had been working for all media: TV,
radio and local newspapers in different positions as a
reporter, editor, etc.
What made you immigrate? It sounds like a pretty lucrative,
interesting job you left behind.
Serge Vankevich: (laughing) I could ask you the same
question. I am Ukrainian, but I grew up in Kazakhstan,
which was obviously a part of the Soviet Union which
collapsed. At that time when all the post-Soviet republics regained their freedom, it was a big mess.
There was political commotion; the fresh independence
caused a lot of ethnic problems. There was no democracy, just an authoritarian regime. As a journalist I was
conscious of the fact that this would not change in a
blink of an eye. Frankly, I missed freedom and I made
this decision for a better life for my kids. I wanted my
daughters to live in a free country.
Had you ever worked in transportation before you started
publishing DorogaRoad Magazine? Do you have any experience as a truck driver?
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Serge Vankevich: Not at all. My first job in transportation
was a dispatcher. But actually, when I decided to
launch this trucker's publication I went to the trucker's
school and I learned how to drive a truck. I still have
my A-Z licence. I didn't drive a truck much. I just drove
for a couple of months to see how it felt. I just wanted
to gain some experience on the road and it helped me
a lot later on in both of my jobs - a dispatcher and an
editor of the magazine. Every owner of any company
should know his or her business from scratch. That's
my approach.
Do you hire any journalists, writers or regular contributors?
Serge Vankevich: I do have some regular employees as
my translators who take care of the English part of the
magazine. I hired a great graphic designer. Both of my
daughters help me a lot with proof reading, but writing
is mostly my own work and responsibility. I have been
in touch with an owner-operator from Winnipeg who
writes me regularly and it is really good stuff. I was recently interviewed via Skype by my good journalist
friend from Kazakhstan. He asked me about my job
here and how it works for me. That article was titled,
"There are no ex-journalists" similar to "There are no
ex-spies". If you are a journalist, you will be one until
you die.
What is the most difficult part of your publishing business?
Serge Vankevich: I believe I am a better journalist than
a businessman and publishing itself is a business.
Nowadays, running a magazine is not easy because
more and more people use the Internet. The most difficult for me is to gain more clients and advertisements.
I'm thinking about hiring a good salesperson who will
deal with the ads so I won't have to focus on that anymore. But, besides that there's a lot of satisfaction out
of this work. I like when my work is a process, a journey
from the beginning through all stages up to the final
issue picked up from the print shop. I am doing that to
satisfy my own ambition as a journalist and also for my
fellow truckers. I like to deliver information to people
who need it, so I would say it is a kind of mission. I am
not making a fortune on it :.
How do you search for new topics?
Serge Vankevich: I have a lot of sources of information;
there is always something happening out there. Sometimes it's tragic, sometimes is funny, sometimes just the
regulations are changing. So I try to cover the most interesting subjects for the truckers. I pick some stuff
from Russian publications and some from the Internet
all around the main point of interest - trucking. We have
most articles written in both languages and the magazine is distributed to Russian stores and businesses,
and it's a free pick-up. So any new migrants to Canada
can understand it easily. According to the government
statistics the Ontario community itself is estimated to
be around 300,000 Russian speaking people.
What do you like in Canada?
Serge Vankevich: I like the freedom here. And I like how
the police work. For example, a crime that was committed 30 years ago never miraculously disappears. If
a cold case has been recently discovered, the bad guy
who did it is still responsible and will be punished. It's
just a small thing I like a lot about Canada.
What are your magazine-related dreams?
Serge Vankevich: I don't have dreams. I have plans. I am
a realist. I would like to expand my magazine into other
provinces and it is already happening. Last year I became affiliated as a trade member of the Ontario Trucking Association, as well as Manitoba, so the magazine
is now distributed there, too. My next step is Quebec
and then we will see. The more customers you have,
the more routes to try.
How was the release of the 100th issue celebrated?
Serge Vankevich: It was a good time. Thanks to our
sponsor, a company named TransCore Link Logistics,
we had a chance to celebrate in style in one of the best
Russian restaurants in North York. They made a short
presentation about their business, which is basically
matching shipments with trucks. They are Canada's
largest network of cross-border loads and trucks. Now
it's time to go back to work. I am planning to participate
in April's Truck Show, so hopefully we will see you
there.
Written by Kaja Cyganik
DorogaRoad Team: Olessia Vankevich, Elena Vankevich,
Yury Solovetski, Serge Vankevich.
www.trucknrollmagazine.ca TRUCK 'N' ROLL MAGAZINE
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Advanced aerodynamics will play a role
in helping trailers comply with the new
standards as well as the whole vehicle
standard, but they won't be much help for
the new standards for vocational trucks.
BY JIM PARK
Photos in the article courtesy of Jim Park.
A new round of greenhouse gas emissions reductions regulations have just been announced in the U.S. A
Canadian rule will soon follow. What impact will these rules have on Canadian manufacturers and upfitters?
There's a new round of commercial vehicle fuel economy and greenhouse gas reduction regulations coming
our way. What we have seen so far is what is called in
the U.S. regulatory vernacular a notice of proposed
rulemaking (NPRM). It contains some pretty dramatic
changes to heavy- and medium-duty trucks, but so far,
it's just a proposal. There's still opportunity for industry
and equipment manufacturers to comment on the proposed regulation.
ences between Canada and the U.S., and have
pledged to work with industry in developing a standard
unique to Canada while adhering to the principles of
Phase 2 of EPA/NHTSA's GHG reduction plan.
In June, The U.S. Environmental Protection Agency
(EPA), the U.S. Department of Transportation (DOT)
and the U.S National Highway Traffic Safety Administration (NHTSA) published an NPRM called Greenhouse Gas Emissions and Fuel Efficiency Standards
for Medium- and Heavy-Duty Engines and Vehicles Phase 2. This proposed rule builds on the progress
made with Phase 1, covering medium- and heavy-duty
vehicles in model-years 2014 through 2018, and applies increasingly stringent standards to trucks, engines
and trailers in 2021, 2024 and 2027. Proposed changes
to trailers will kick in for MY 2018.
Getting trailers to meet the standards won't be that
challenging, and some of the equipment presumed to
be required to meet the standard is already on the market and readily available.
Environment Canada and Transport Canada will be involved eventually as well. Canadian regulators are expected to bring forth a rule that will effectively mirror
whatever becomes the final American rule. At this
stage, regulators have said they are open to industry's
input and comments regarding the operational differ-
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This proposal is more comprehensive than Phase 1.
Phase 2 proposes some pretty aggressive gains in fuel
efficiency for trucks and engines, and it addresses trailers as well, creating a "complete vehicle" standard.
The proposal divides van trailers into seven categories
from a bare van with no aero improvements to "optimized" sets of skirts, boat tails and gap reducers. There
are no specific requirements in the proposal addressing
trailers other than van-type bodies. The proposal also
calls for automatic tire inflation systems on all types of
trailers to maintain optimum tire pressure and by extension, the least amount of rolling resistance.
The proposed rule also seeks to regulate a wide array
of vehicles including all on-highway trucks and tractors
as well as construction trucks, buses, motor coaches,
and more. For the most part, compliance responsibility
will lie with the original equipment manufacturer, not
EPA'S COST BENEFIT ANALYSIS
Massively intrusive regulation like EPA/NHTSA's Phase
2 GHG reduction proposal requires some cost benefit
analysis. By EPA's numbers, the rules will yield $230
billion in net benefits over the lifetime of the regulated
vehicles. Cost to industry, EPA says, will be about $25
billion. EPA also estimates a typical tractor-trailer will
need about $10,000 to $12,000 in new equipment or
technology to meet requirements in place by 2027.
Advanced engine technology such as waste heat recovery
(shown here on an early Cummins prototype) are not yet
commercially viable but they are actively being considered as part of EPA's Phase 2 GHG reduction plans.
with the eventual owner of the truck. "The only responsibility placed on the eventual owners of the
vehicle will be that they cannot modify the vehicle
during its expected lifetime," says Don Moore, executive director of the Canadian Transportation
Equipment Association. "I say owners, plural, because the rules will apply to the original as well as
subsequent owners for a period of about 10 years."
All trucks produced under this rule will have a compliance sticker attached that indicates all the equipment or components spec'd at the time of
manufacture. Owners will not be allowed to modify
the truck from the original spec. So, if the truck
came from the factory with low-rolling resistance
tires, customers will not be allowed to install traction
tires.
Also, all the components indicated on the sticker
will need to be in working order. For example, if
you're in an accident and an aerodynamic bumper
is broken (thus lowering the aero efficiency of the
truck) the owner must restore the bumper to factory
spec or risk fines for operating a non-compliant vehicle.
The Phase 2 proposal puts a great deal of emphasis on tires, including for truck that operate in the
north. We all know that rib-tread, low-rolling-resistance tires are of little use in those parts of the
country, and Moore says Environment Canada is
aware this. There could be some concessions
made in this regard.
MADE IN CANADA
Regardless of how the Americans choose to con-
Looking back on the EPA's previous regulatory initiatives, a pattern emerges of significant under-estimating
the projected cost to industry and individual end users.
Early in 2012, The National Automobile Dealers Association and American Truck Dealers (ATD) released a
report detailing the actual compliance cost of the
agency's 2004-2010 Heavy-Duty Truck Emissions Standards.
Using individual sales invoices and OEM sales documents, ATD showed that EPA underestimated compliance costs by a factor of 2 to 5. While EPA had predicted
cost increases of $5,136 per truck for 2004 through 2009
model years, cumulative surcharges reported by
Freightliner, Volvo and Western Star were $21,440,
$21,471 and $21,876 respectively.
For 2010, the year industry did get back some fuel economy with the selective catalytic reduction approach to
reducing oxides of nitrogen, EPA had estimated costs
would run $3,419 per truck. Actual surcharges by different manufacturers varied from $7,736 to $9,600.
So for what they are worth, here are EPA's cost/benefit
estimates for Phase 2 of its grand GHG reduction plan.
The proposed Phase 2 Medium- and Heavy-Duty Vehicle
Program calls for per-vehicle fuel savings of 13%, 20%
and 24% respectively for model-year 2021, '24 and '27
for on-highway tractors.
For trailers, the projected fuel savings are 4%, 6%, and
8% over the same model years. For vocational trucks,
savings projections are 7%, 11% and 16% over the
same eight-year interval.
EPA's projections for expected per-vehicle cost increases for tractors in U.S. dollars (and percentages)
for a typical new vehicle: MY 2021 - $6,710 (7%); MY
2024 - $9,940 (10%); and MY 2027 - $11,680 (12%).
For trailers, projected cost increases are $900 (4%);
$1,010 (4%); and $1,170 (5%) respectively. Vocational
vehicles seem to get away with more modest increases:
$1,150 (2%); $1,770 (3%); and $3,380 (5%).
front this rule, Canadian regulators have a track
record of being notoriously conservative when it
comes to adopting emerging emissions reductions
technology, such as trailer tails and 6x2 powertrain
tractors.
It took five years for Transport Canada to sign off the
use of trailer tails and another year for most of the
provinces (Newfoundland and Labrador remains the
lone holdout) to come around. idely acknowledged
as a way of generating up to 3% fuel savings, advanced 6x2 tractors remain outlawed Canada. Despite numerous attempts to convince provincial
regulators otherwise, the provinces maintain that
6x2s and their self-adjusting suspension pressure
regulating systems (designed to provide additional
traction to the driving axle by loading it temporarily to
its maximum rated weight) pose a significant threat
to highway infrastructure.
New technology will no doubt emerge to meet these
requirements; it won't do industry any good if our legislators refuse to accept new technologies or stand
in the way of existing and proven ideas.
If there's an upside to this regulation it's that it will im-
prove fuel efficiency. The question is, by how much
and at what cost.
"End users will gravitate towards effective fuel savings technology regardless of legislation that tries to
drive industry in a certain direction," says Moore.
"Any way we look at this, I can't help but feel the
GHG Phase 2 rule is unnecessary and burdensome
on manufacturers from an administrative perspective,
and on the user because it takes away the flexibility
that may be needed at resale time."
ABOUT THE AUTHOR: Jim Park is the technical and
regulatory affairs advisor to the Owner-Operator's
Business Association of Canada. He can be reached
at [email protected]
YOUR BOSS
ANNOUNCES
I'M RETIRING
NOW WHAT?
BY JENNIFER PYLYPIW
There is alot of chatter in the transport industry as of late regarding generational groups. These groups are
divided and have certain terminology applied to them such as Baby Boomers, Generation X and Generation Y
(Millennials). This need to place employees into one class or the other was virtually unheard of 5 years ago.
As a Generation X employee who worked her way up
in the industry from a non-transport background, it was
inevitable the workplace and industry I had come to appreciate would evolve. Speeding up my career a
decade, I had no idea just how much my work life would
change upon hearing the words "I'm retiring" from my
boss. Workplace retirements and the employees left to
continue on should be prepared to "expect nothing",
"expect forgetting" and most importantly "expect to
swim".
DON'T EXPECT YOU'VE GOT THE JOB
It's never a given that when your boss retires, you'll be
asked to "step up" and given the job. Depending on
your workplace and the number of employees you
have, it will likely come down to your years of contribution and service to the company now put under the microscope. Anyone wanting to productively work
themselves up the ladder should start with getting involved. Throw yourself into the industry, ask questions,
make meaningful connections with people and enroll in
courses to enhance and build on your current knowledge. You've got to stand out and get that advantage.
So when the time comes and a senior staff member announces they're stepping down, you'll be in a perfect
position to show your employer you're not only the best
person they should choose to step up but how you can
successfully fill that role.
EXPECT TO FORGET WHAT YOU ONCE KNEW
Once the position is confirmed and you are in the "step
up" role, your daily routine will be nothing short of 9-5
chaos. If you get 3+ months of training before your boss
officially walks out the door, consider yourself lucky.
You'll be expected to train and learn your new position
and at the same time--maintain your old one. It is a jug-
gling act at best and you'll find yourself having to "think"
about how to perform tasks you'd previously been
doing without hesitation for years. I called it "brain
binge" and realized after about 3 months of being in this
mode, forgetting things wasn't a bad thing. I was simply
"making room" for all the new learning I was absorbing
and implementing. All the while I was watching the
dates on my calendar flip--getting closer to my boss's
last day.
EXPECT TO SWIM--NOT SINK
When the retirement party is over and your boss walks
out holding their "desk cleaned out" box, your feelings
about the past few months are simply...overwhelming.
I knew on my first solo day that "swimming" would be
the only way to go and "sinking" just wasn't an option.
I owed the "swim" not only to the company and the
great people at the helm of it but to myself and those
who supported me through the difficult months. If you
expect a lot of yourself and view the transition as a one
day at a time process, you'll soon realize there are
many ways to do things. And finding YOUR way will be
the best one.
No matter the generational gap, we all started working
at a certain age and had a "Day #1" on the job. We all
start somewhere and can only hope to find a fulfilling
career to fill in those years between your first and last
day. Mine began 13 years ago and I am still with the
same company and able to recall Day #1 like it was
yesterday. My boss had asked if I could "do this and do
that". I had absolutely no idea what she was asking of
me but replied "will do" anyway. By some miracle I got
it done. From that day on I knew I'd find my way.
And to all the "Gen X" people out there: when your time
comes, you will too.
About the Author: Jennifer Pylypiw currently works as a Management Accountant (my boss retired!) at Directright
Cartage 2001 Inc. in Brampton. She serves as a Director with the Delta Nu Alpha Transportation Network and is active
within the transportation industry. She can be reached at [email protected]
www.trucknrollmagazine.ca TRUCK 'N' ROLL MAGAZINE
21
CZY MO¯NA BYÆ
TROCHÊ W CI¥¯Y?
MARCIN BARANIECKI
Pewnie, ¿e nie. Tak jak nie mo¿na byæ troche w ci¹¿y, tak nie mo¿na robiæ czegoœ trochê
legalnie. W naszej truckerskiej pracy ca³y czas balansujemy na granicy legalnoœci, a w wielu
przypadkach spadamy na tê nielegaln¹ stronê.
Niektórzy mówi¹, ¿e dziêki stale zmieniaj¹cym siê
starym przepisom i powstawaniu nowych kierowca
- i w ogóle transport - nie mo¿e siê uchroniæ od tego,
¿e w ró¿nych sytuacjach robi coœ nielegalnie. Mówi
siê delikatnie o "naginaniu prawa”, albo "szarej strefie", ale powinno siê nazwaæ rzeczy po imieniu i o
nielegalnym powiedzieæ, ¿e jest nielegalne.
Koniec, kropka.
Przyk³ady? Proszê bardzo!
1. Czas pracy. Przepisy mówi¹ wyraŸnie, ¿e kierowca
pracuj¹cy w promieniu 160 km od swojej bazy w ramach 16-godzinnej zmiany mo¿e pracowaæ 14 godzin, z czego na prowadzenie trucka mo¿e poœwiêciæ
maksymalnie 13 godzin. Potem nale¿y mu siê 10
godzin odpoczynku. Koniec. Chcia³bym mieæ tyle
dolarów, ile razy ten przepis by³ i jest ³amany przez
firmy transportowe!
- S³uchaj, musisz pojechaæ po ten ³adunek!
- Ale¿ ja ju¿ jestem 14 godzin w pracy...
- To co? To przecie¿ krótki kurs. Dwie godzinki
i bêdziesz z powrotem.
- Zmêczony jestem i to jest nielegalne...
- Wiesz co? Jak jesteœ zmêczony, to zaparkuj trucka
i idŸ do domu spaæ. Ktoœ inny pojedzie. Acha! I nie
przychodŸ jutro, bo nie wiem, czy bêdzie coœ dla
ciebie.
- Zadzwoniæ?
- Jak chcesz, to zadzwoñ.
Znacie to? A w domu dzieci, mortgage, sp³aty
trucka... Jesteœ po 14 godzinach, ale bierzesz
nastêpne dwie i jesteœ ca³¹ gêb¹ nielegalny! Nie
"trochê nielegalny", ale na sto procent!
2. Bierzesz doœæ z³o¿ony ³adunek niebezpiecznych
towarów. Kilka ró¿nych klas, niektóre wymagaj¹ce
22
TRUCK 'N' ROLL MAGAZINE www.trucknrollmagazine.ca
numeru UN, niektóre truj¹ce itd. Przepisy s¹ skomplikowane, wymagaj¹ zamieszczenia na naczepie
oœmiu ró¿nych znaków. Nadawca (shipper) upiera siê
przy swojej interpretacji przepisów, która jest b³êdna.
Odmawiasz wziêcia ³adunku.
Rozmowa z dyspozytorem:
- S³uchaj, nie mogê tego wzi¹æ. Shipper musi mi daæ
odpowiednie oznakowania (placards). Bez nich nie
pojadê.
- Przecie¿ to tylko dwadzieœcia kilometrów. Bierz! Na
moj¹ odpowiedzialnoœæ!
- Jak¹ twoj¹ odpowiedzialnoœæ ? Jak to powiem
policji, to mi sie w nos rozeœmiej¹!
- No to nie bierz. Wyœlê kogoœ innego. Ty wracaj
bob-tail i ju¿ mo¿esz zaparkowaæ!
3. Wracasz do terminalu z ³adunkiem, w którym jest
parê tysiecy funtów klasy 6, czyli towary truj¹ce.
Wiadomo, ¿e w tej samej naczepie nie mo¿na przewoziæ tego typu towaru i ¿ywnoœci. Pod jak¹kolwiek
postaci¹. To jest nielegalne. Ale có¿ - po drodze jest
do wziêcia jedna paletka z m¹k¹.
- WeŸ j¹ po drodze. To tylko tysi¹c funtów. Po³o¿ysz
j¹ na samym koñcu trailera i bêdzie okay.
Nie, nie bêdzie okay! To bêdzie nielegalne!
4. Zabezpieczenie ³adunku. Ilu z nas zna i rozumie
przepisy dotycz¹ce mocowania ³adunku? Jakiej
wytrzyma³oœci s¹ pasy, którymi spinamy przewo¿ony
na platformie ³adunek? Czy odpowiadaj¹ wadze tego
³adunku? Bo jeœli nie - to... jesteœmy nielegalni!
5. A stan techniczny trucka i naczepy? Ca³a d¿ungla
specyfikacji, które musz¹ byæ spe³nione, aby pojazd
by³ dopuszczony do ruchu. A jak jest?
- Opony maj¹ za p³ytki bie¿nik, mówisz? To nic,
spróbuj jeszcze ten kurs, a potem siê wymieni, okay?
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- Œwiatlo ABS nie dzia³a? Co tam! Najwa¿niejsze,
¿e hamulce trzymaj¹! Co mi tam zrobi¹!
- Sygna³ niskiego ciœnienia powietrza nie dzia³a?
Nie ma czasu, muszê jechaæ. Przecie¿ wiem, ¿e
kompresor pompuje.
- Jedno œwiat³o przepalone? G³upstwo! Przecie¿ to
tylko ID. Kto to bêdzie widzia³?
I tak dalej, i tak dalej... I ca³y czas albo my, albo
dyspozytor, albo nasz klient mówimy: to g³upstwo,
to tylko "trochê" nielegalne.
Ale pomimo ca³ej s³usznoœci powy¿szych rozwa¿añ nie
mogê siê oprzeæ pewnej niedobrej myœli. Otó¿ budzi siê
we mnie straszne podejrzenie, ¿e gdybyœmy w rzeczy
samej starali siê wype³niaæ wszystkie narzucone nam
przepisy i regulacje, to tak naprawdê nie moglibyœmy
wykonywaæ naszej pracy. Po prostu nikt znik¹d nigdzie
nie wyjedzie, a jeœli wyjedzie, to transport bêdzie siê
posuwa³ œlimaczym tempem. Coœ tak jak w³oski
strajk, który polega na szczegó³owym wype³nianiu
wszystkich przepisów.
Nies³ychana iloœæ regulacji dotycz¹cych transportu
bierze siê z megabiurokracji, która go opanowa³a,
i z jej s³aboœci wobec nacisków ze strony tych,
którzy chc¹ na transporcie zbiæ pieni¹dze.
Wyjaœniam:
Jak truj¹cy paso¿yt, jak ¿ar³oczna oœmiornica - biurokracja ¿eruje na transporcie. D³awi go i dusi, bo chce
uzasadniæ koniecznoœæ swojego istnienia.
24
TRUCK 'N' ROLL MAGAZINE www.trucknrollmagazine.ca
Niekoñcz¹ce siê debaty na temat d³ugoœci dnia
pracy truckera. Setki konferencji, analiz, konwencji
(najczêœciej w superegzotycznych, atrakcyjnych resortach) na temat tego, ile to kierowca ma spaæ,
kiedy jeœæ i kiedy pracowaæ. Setki rozpraw na temat
czystoœci spalin i zanieczyszczenia œrodowiska.
Tysi¹ce badañ "naukowych", dotacji, grantów itd.
A przecie¿ ci ludzie nigdy nie siedzieli w trucku.
Ci ludzie nigdy nie byli "na drodze"! Ci ludzie nie maj¹
zielonego pojêcia, na czym polega nasza praca.
To s¹ biurokraci, którzy trucka widz¹ tylko na ekranie
swoich komputerów.
Z drugiej strony wielki biznes stale naciska tê biurokratyczn¹ oœmiornicê, aby tworzy³a przepisy
zmuszaj¹ce tranpsort do kupowania coraz to nowych
technologii i rozwi¹zañ. Wszystko to w imiê bezpieczeñstwa, czystoœci œrodowiska i "troski
o cz³owieka"! Biurokracja - chc¹c uzasadniæ koniecznoœæ swojego istnienia - ulega naciskom biznesu
i produkuje wymagane - "naukowo uzasadnione" przepisy!
Ale œwiadomoœæ tego nie mo¿e byæ dla nas
wymówk¹! Nie mo¿e. Jako profesjonaliœci musimy
robiæ wszystko, ¿eby w naszej pracy postêpowaæ
legalnie, bo jeœli pozwolimy sobie na jakieœ
odstêpstwo, na jakieœ "trochê w ci¹¿y", to wjedziemy
na szeroki highway nielegalnoœci, który bez w¹tpienia
wystawi nam wysok¹ op³atê za przejazd!
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Timee to
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eet Maintenance
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a
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onditions off Eligibility
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OWNERSHIP OFF THE A
AWARD
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YOUR
Y
OUR FLEET
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• is located in Canada
ehicles
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epairs done at your ffacilit
acilit
• has a minimum ooff 80% ooff rrepairs
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erage.
esident
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A SPECIALL
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“Krokodyl”, kapitan Micha³ Bogus³awski
WODNE DROGI KROKODYLA
KAJA CYGANIK
Obok setek tysiêcy mil dróg i autostrad specjalne
miejsce zajmuj¹ drogi wodne. Samotnoœæ na oceanie
mo¿na porównaæ do samotnoœci w trasie. Fale potrafi¹ byæ tak samo monotonne, jak bezkresne
pustkowia interioru Kanady. Doœwiadczenie, umiejêtnoœæ przewidywania i szybkiego reagowania w sytuacjach zagro¿enia, koncentracja i wytrzyma³oœæ s¹
tak samo wa¿ne za kó³kiem trucka, jak za sterem
³ajby.
20 listopada siedemnastoosobowa za³oga, wy³oniona
drog¹ rekrutacji z kilkudziesiêciu chêtnych, spotyka
siê w Nowym Jorku. O ¿eglowaniu wiedz¹ jeszcze
niewiele. Chocia¿ przygotowania do rejsu rozpoczêli
wczesn¹ jesieni¹ od spotkañ orientacyjnych w
marinie w Port Credit, choæ znaj¹ podstawowe wêz³y,
przeszli trening fizyczny i znaj¹ angielsk¹ terminologiê ¿eglarsk¹ - nikt nie wie, co czeka ich na otwartym oceanie. Listopad uwa¿any jest za miesi¹c
idealny dla ¿eglarskich wypraw na Karaiby. Podrêcznikowy, przewidywalny. Na Fazisi, pod oficjaln¹
opiek¹ Polish Yachting Association of North America,
wyruszaj¹ w dwutygodniowy rejs przez Bermudy na
St. Thomas, wyspê nale¿¹c¹ do archipelagu
Amerykañskich Wysp Dziewiczych. Wyp³ywaj¹ w
poniedzia³ek. Pierwsze fale, które wywo³a³y lekkie
przera¿enie, pojawiaj¹ siê w okolicach Breezy Point,
gdzie rzeka Hudson wpada do Atlantyku. S³uchajcie,
te fale, to tak jakby ³abêdŸ przep³yn¹³, to jest nic kapitan Micha³ Bogus³awski uspokaja za³ogê; stawiaj¹ ma³y, przedni ¿agiel, zapada noc. Nastêpnego
dnia stawiaj¹ grota, ucz¹ siê jak na Fazisi pracuj¹
¿agle, jak zgrabnie je zrzuciæ, jak szybko wci¹gn¹æ na
maszt, do czego s³u¿¹ wszystkie szoty i foki. W
Nowym Jorku, hulaj¹ce w zatoce, zbyt silne wiatry,
nie pozwoli³y na odpowiedni trening, a Fazisi to
wymagaj¹ca ³ajba - spinaker ma wielkoœæ kortu
tenisowego, a sam jacht mierzy 83 stopy d³ugoœci.
26
TRUCK 'N' ROLL MAGAZINE
www.trucknrollmagazine.ca
Niespodziewanie przychodzi ni¿. Trzyma trzy i pó³
dnia. Wiatr siêga czterdziestu piêciu wêz³ów (oko³o
80 km/h). Natura wie swoje, tegoroczne anomalie
pogodowe nijak siê maj¹ do podrêczników
¿eglarstwa. Szkwa³y przetaczaj¹ siê o³owianym,
ciê¿kim od chmur, niebem, Fazisi musi iœæ pod wiatr,
pod du¿¹, buduj¹c¹ siê sukcesywnie falê, siêgaj¹c¹
nawet i dziesiêciu metrów. Warunki s¹ ciê¿kie - dla
tych, którzy w morze wyszli pierwszy raz - œwietna
szko³a i sprawdzian charakterów. Jednym dokuczaj¹
problemy ¿o³¹dkowe, inni trac¹ równowagê na chybocz¹cej siê, skacz¹cej po grzywach fal ³odzi. Po
dwóch dniach jednak chodzenie po pok³adzie zaczyna wchodziæ im w krew, dostaj¹ “morskich nóg”
i od tej pory poruszaj¹ siê z koci¹ gracj¹, b³yskawicznie potrafi¹ przypi¹æ siê do jachtu, sprawnie
wypoziomowaæ kojê przy przechy³ach. Zanim uspokoi
siê ocean, musz¹ przejœæ przed Golfsztrom, p³yn¹cy
z po³udnia ciep³y pr¹d, zazwyczaj nios¹cy obietnicê
lekkiego dryfu i bogatych po³owów ryb, ale przy
pó³nocnych wiatrach, które uparcie towarzysz¹
za³odze Fazisi - groŸbê ogromnych fal. P³yn¹ wiêc
wzd³u¿ kontynentu amerykañskiego, trzysta mil od
brzegu, by przekroczyæ Golfsztrom w mo¿liwie
najwê¿szym miejscu. Kiedy pogoda trochê siê uspokaja wci¹gaj¹ na maszt spinakera, ¿agiel, który
wymaga si³y ramion dziesiêciu ¿eglarzy. Bezpiecznie
dop³ywaj¹ na Bermudy. Cali, zdrowi i szczêœliwi,
chocia¿ niektórzy mieli w¹tpliwoœci, czy w tych
szkwa³ach na pewno trafi¹. Goszcz¹ w Royal
Bermuda Yacht Club, tañcz¹ na sto³ach, pij¹ rum i
œwiêtuj¹. Prawdziwi ¿eglarze pij¹ tylko na l¹dzie. Na
morzu, podczas rejsu, kapitan Bogus³awski pozwala
wy³¹cznie na kieliszeczek rumu, tak przy niedzieli.
Tradycja nakazuje te¿ toast na kei przed wyjœciem w
morze oraz po zakotwiczeniu w porcie przeznaczenia. W pierwszej kolejnoœci leje siê dla Nep-
tuna, za ³ódkê i za sprzyjaj¹ce wiatry, potem dla
za³ogi. Po dwóch dniach postoju na Bermudach
Fazisi rusza w kierunku Amerykañskich Wysp
Dziewiczych. Tu te¿ wiatry nie rozpieszczaj¹ nikogo,
za³oga nadk³ada ³adnych parêset mil morskich, halsuj¹ – raz p³yn¹ na Maroko, raz na Cape Town, to
znów z powrotem na Nowy Jork. Godziny siê d³u¿¹,
d³u¿¹ siê mile, kapitan obawia siê, ¿e zabraknie im
jedzenia i propanu, wprowadza pewne ograniczenia herbata, kawa i ciep³e posi³ki tylko rano i wieczorem,
w ci¹gu dnia suchy prowiant. Mimo to, za³oga nadal
je wyœmienicie – na amerykañskie do¿ynki (Thanksgiving) wsuwaj¹ indyka, jest pieczona baranina, gotowana kura, ry¿, jogurt i musli na œniadanie, a
najwiêksz¹ furorê robi¹ œwie¿e, w³asnorêcznie
z³owione ryby, przede wszystkim têczowe mahi-mahi,
które og³upia siê (zbêdnym na ³ajbie) alkoholem, by
nie rzuca³y siê po pok³adzie. Urywa siê z ¿y³ki
ogromny marlin, a mo¿e tuñczyk. W kuchni króluje
Lucy i Kamyk. Lucy p³ywa³a ju¿ z Krokodylem, ma
doœwiadczenie. Zaprowiantowa³a jacht w Nowym
Jorku, wie jak rozdysponowaæ po¿ywienie, ¿eby
nikomu nie dokucza³ g³ód i ¿eby nie zabrak³o. ¯artuje, ¿e Kamyka, który jej pomaga, nale¿a³oby
sklonowaæ. Tworz¹ œwietny zespó³, w którym miejsce
znajduje tak¿e Natalka. Jedna z czterech wacht gotuje ca³y dzieñ, trzy steruj¹ po cztery godziny dziennie, ka¿dy ma okazjê zobaczyæ wschód i zachód
s³oñca, które na otwartym morzu s¹ niezapomniane,
wrêcz magiczne. Przygód nie ma koñca. Darek, który
bardzo ambicjonalnie podchodzi do wêdkarstwa,
zg³asza siê jako jedyny, na ochotnika, gdy trzeba
wyleŸæ na kilkunastometrowy maszt i uporz¹dkowaæ
spl¹tane liny. Rysiek i Pawe³ dokumetuj¹ wszystkie
chwile na filmach i zdjêciach, fotografi¹ bardziej
artystyczn¹ zajmuje siê Jasiek. Za aspekty medyczne
i ewentualn¹ (na szczêœcie niepotrzebn¹) pierwsz¹
pomoc odpowiada Krystyna. Dwóch Adamów osi¹ga
najlepsze rezultaty w sterowaniu przez piêtrz¹ce siê
fale. Andrzej z Nowego Jorku uczy resztê za³ogi
wêz³ów. Grzesiek, bosman na Fazisi, jest
odpowiedzialny za ca³¹ maszyneriê, Krzysiek za
elektronikê i komputery. Radek z uœmiechem pomaga
przy ¿aglach, Bolek najchêtniej stoi za sterem, a
Leszek okazuje siê byæ najwiêkszym koneserem nocnego nieba. Kiedy lina gruboœci ludzkiego uda wkrêca
siê w œrubê - Krokodyl nurkuje, ¿eby j¹ odci¹æ. Hymnem rejsu zostaje znany szlagier “Mia³a matka
syna”, kapitan bowiem katuje nieszczêsn¹ za³ogê
sk³adankami disco polo. Wkrótce wszystkim chodz¹
biodra w rytm “Jesteœ szalona”.
Klasyki nie dzia³a³y, puœci³em “Wish you where here”,
to siedzieli jacyœ tacy smutni, zasêpieni. A jak
puœci³em disco polo to mnie krytykowali, mówili ¿e
szmira, a najlepiej dzia³a³o, zaraz siê weso³o robi³o opowiada Krokodyl. W drodze na St. Thomas jest ju¿
znacznie ³atwiej - zrzucaj¹ i wci¹gaj¹ ¿agle, znaj¹
wszystkie liny, ³api¹ ¿eglarskiego bakcyla. Luz blues.
Pocz¹tkowo ka¿dy ma swój kubek, którego pilnuje jak
oka w g³owie, pod koniec nikt ju¿ nie pamiêta, który
by³ czyj. Problematyczne jest korzystanie z ³azienki jak tu œci¹gn¹æ spodnie jedn¹ rêk¹? (drug¹ musisz
siê trzymaæ, jacht chodzi nieustannie). W kuchni
tañcz¹ garnki i talerze, gotowanie wymaga nie lada
akrobatyki.
Kiedy dop³ynêliœmy do celu za³odze by³o ¿al, ¿e nasz
rejs siê koñczy. Zaczê³o siê dla nich inne ¿ycie.
Zrozumieli, jak ogromny jest ten nasz ocean, jacy my
jesteœmy malutcy w porównaniu do jego potêgi, do
odleg³oœci, si³ natury, przestrzeni, do tych fal.
P³ywa³em du¿o i nawet z mojego punktu widzenia te
fale by³y naprawdê powa¿ne. Przewa¿nie ni¿e s¹
krótkie, jednodniowe, dobowe, nam siê budowa³y
przez ponad trzy dni - wspomina przy kawie kpt.
Bogus³awki. Fazisi stoi na kotwicy przy St. Thomas.
Kapitan Bogus³awski planuje kilka rejsów w akwenie
Morza Karaibskiego oraz spotkanie w polskim konsulacie podsumowuj¹ce rejs. A przygoda dopiero siê
zaczyna. Dla tych, którzy wrócili i dla tych, którzy w
przysz³oœci wyp³yn¹ w morze z Krokodylem.
POWIEή W ODCINKACH
PRETORIANIE
MARCIN BARANIECKI
Gdy dojechali do trucka, okaza³o siê, ¿e na drzwiach wisi
kartka z mandatem za parking. Zaparkowa³ za blisko hydrantu.
Sto osiemdziesi¹t dolarów.
Krzyœkowi tylko tego by³o potrzeba. Zaraz te¿ z³apa³ ¿ó³ty
œwistek i nie myœl¹c d³ugo zmi¹³, cisn¹³ na ziemiê i kln¹c w
¿ywy kamieñ, odpali³ trucka. Ca³y czas w tych roztrzêsionych
nerwach, szarpn¹³, ¿eby wyjechaæ na drogê i odsun¹æ siê od
tego zapowietrzonego hydrantu. Wtedy to praw¹ stron¹
zderzaka uderzy³ w s³up trakcji elektrycznej. Pot go obla³,
chcia³ siê poprawiæ i zamiast cofn¹æ, uderzy³ po raz drugi - tym
razem ju¿ mocniej, z pó³pijack¹ z³oœci¹.
Mo¿e nie by³oby tego wszystkiego, gdyby nie z³oœæ na Jolkê.
Mo¿e nie by³oby tego, gdyby nie Tadkowa wódecznoœæ. (...)
S³up przechyli³ siê gwa³townie, parê przewodów urwa³o siê z
izolatorów, a jakiœ kawa³ek metalu spad³ z ³oskotem na dach
trucka. (...)Zaraz te¿ pos³yszeli jêk policyjnego radiowozu, bo
w Kanadzie nie brak us³u¿nych obywateli, którzy tylko czekaj¹,
¿eby z³apaæ za telefon i zadzwoniæ po policjê. (...) PowieŸli na
komisariat na Rutherford w Vaughan. (...)
Kalina wyszed³ w poniedzia³ek po po³udniu. Zmarnowany
by³ ponad miarê, bo i kac, i nerwy, i niewyspanie, bo jakie to
spanie w areszcie. Jolka przynios³a w miêdzyczasie tysi¹c
dolarów na kaucjê i na razie rzecz by³a skoñczona. Na razie,
bo czeka³a go przecie¿ sprawa s¹dowa.
(fragment poprzedniego odcinka; Truck ‘N’ Roll Magazine nr 57).
Marcin Baraniecki, autor powieœci
“Pretorianie”, redaktor naczelny
Truck ‘N’ Roll Magazine.
arzutów by³o sporo a w tym zniszczenie s³upa trakcji elektrycznej, jazda pod wp³ywem alkoholu, przekroczenie tego, œmego i owego... Nawet Kingsway dosta³ spory mandacik. Ostatecznie to by³ kompanijny wóz.
Wrócili do trucka, który w miêdzyczasie policja zholowa³a do Kingsway.
Dyspozytor Doug Wilson przywita³ ich z kwaœnym uœmiechem. Szef te¿ ju¿ czeka³ z reprymend¹ i d³ug¹ mow¹
z rodzaju "to co sobie teraz Kalina planujesz?..."
Ale szybko siê okaza³o, ¿e Krzyœkowie s¹ zbyt cenni dla firmy, ¿eby ich zaraz wywaliæ na zbit¹ twarz. Taki team
- który nigdy nie odmawia, jeŸdzi non-stop i nie narzeka - by³ na wagê z³ota. Wwiêc zostali, ale szef nie pzostawi³
mu z³udzeñ:
- Sprawê w s¹dzie bêdziesz mia³ za parê miesiêcy, bo to wszystko wolno idzie. Zabior¹ ci prawo jazdy, pewnie
na rok, a i jakiœ wyroczek mo¿esz dostaæ, ale pewnie skoñczy siê na obowi¹zkowej pracy spo³ecznej, bo przecie¿
nie by³eœ dot¹d karany, prawda?
- No pewnie, ¿e nie by³em...
- No to w porz¹dku, po sprawie zobaczymy. Jak nie bêdziesz móg³ jeŸdziæ, to dam ci tu robotê na dokach, a
Jolka bêdzie normalnie pracowaæ jako kierowca. Dam jej jakiœ krótki "run" i ten rok jakoœ przetrwacie. Don’t worry!
Kalina odetchn¹³ g³êbiej. Przecie¿ nie jest tak Ÿle! Ten szef to jednak niez³y facio!
Ale ca³a sprawa siedzia³a mu na karku o³owianym ciê¿arem. I pomyœleæ, jak to siê w ¿yciu zmienia! Raz siedz¹,
pij¹ wódkê, planuj¹ kupno trucka, Jolka pokazuje nogi, a w chwilê potem walcz¹ o przetrwanie! Samo ¿ycie!
Z
Prawie natychmiast te¿ wyjechali w trasê, ale g³owy mieli pe³ne wisz¹cej nad nimi sprawy. Wyjazd w trasê by³
dobry, bo dawa³ du¿o czasu na pomyœlenie, pouk³adanie i zaplanowanie, co dalej. Najpierw musieli pogadaæ, bo
ostatecznie ta Jolka u Zdziarskich to by³a trochê inna Jolka ni¿ ta, któr¹ zna³, i Kalina nie móg³ przejœæ nad tym
www.trucknrollmagazine.ca TRUCK 'N' ROLL MAGAZINE
29
do porz¹dku, bo czu³ w piersiach piek¹c¹ zazdroœæ. Jej wyg³upy u Zdziarskich i œwiadome czy nieœwiadome
prowokowanie Tadka uwa¿a³ za zdradê i nie móg³ siê od tej myœli uwolniæ. Jecha³ wiêc naburmuszony i
obra¿ony. Jak do tej pory niewiele siê do niej odzywa³, ale teraz, w parê godzin po wyjeŸdzie z terminalu
Kingsway, by³ czas i trzeba by³o pogadaæ.
- Wiesz, Jolka - zacz¹³ - nie wiedzia³em, ¿e taka jesteœ... Widzisz, w co nas wpakowa³aœ? Ja ci od razu
mówiê, jak ci Ÿle ze mn¹, to zawsze mo¿esz iœæ do innego, nawet do tego Zdziarskiego, jak ci siê tak podoba!
I zaraz siê zorientowa³, ¿e gada g³upoty, ¿e nie to chce powiedzieæ, ¿e sam dobrze wie, ¿e to nieprawda, ¿e
Jolka jest taka, jak¹ j¹ zna, a z tym Zdziarskim i pokazywaniem majtek to tylko wódka i ¿arty, ale sam siebie
nakrêca³, sam podnieca³, sam katowa³.
Jolka siedzia³a cicho, patrz¹c w okno. Nogi podkurczy³a pod siebie i tylko od czasu do czasu nerwowo pali³a.
W pewnym momencie nie strzepywany popió³ spad³ jej na pod³ogê i to jeszcze dodatkowo roznamiêtni³o Kalinê
w pretensjach.
- I co wyprawiasz? Œwinisz tylko pod³ogê! Burdel w trucku robisz! Kto to bêdzie sprz¹ta³?!
Najgorsze by³o to, ¿e Jolka siedzia³a cicho i nie odzywa³a siê ani s³owem. Kalina zacz¹³ siê wypalaæ i dosz³o
do tego, ¿e wreszcie nic wiêcej nie mia³ do powiedzenia za wyj¹tkiem g³upkowatego powtarzania:
- Jak chcesz siê tak zachowywaæ, to rozstañmy siê bo na cholerê mi te k³opoty?!
G³upi Kalina, sam nie wiedzia³, co mówi. Zazdroœæ to jest parszywy doradca! Wódka i zazdroœæ to kombinacyjka z piek³a rodem. Daleko ni¹ nie zajedziesz - chyba w³aœnie do piek³a!
A Jolka dobrze wiedzia³a, ¿e to tylko plecenie bez zastanowienia i wyobra¿enia, bo co by by³o, gdyby tak na
przyk³ad rzeczywiœcie powa¿nie wziê³a to Krzyœkowe wykrzykiwanie. Gdyby, dajmy na to, kaza³a zatrzymaæ
trucka, wysiad³a i posz³a w sin¹ dal. To by dopiero by³o przepraszanie, zagadywanie i w koñcu potulnoœæ i
po³o¿enie uszu po sobie! Co to ona, ch³opów nie zna³a? Pewnie, ¿e nie zawsze tak jest, s¹ te¿ inni, twardzi nie
do wytrzymania i z nimi trzeba inaczej. Jej Wiesiek taki by³. Ale Kalinê zd¹¿y³a ju¿ poznaæ. Miêkki by³, dobry i
czuj¹cy ch³opak.
Dobrze wiedzia³a, ¿e jest z ni¹ na dobre i z³e i ¿e j¹ kocha i tym bardziej z³oœæ j¹ ogarnia³a na sam¹ siebie,
na tê ca³¹ historiê u Zdziarskich, która przecie¿ niewinna, ale tyle narozrabia³a.
Bo co do tego, ¿e tak by³o, nie mia³a w¹tpliwoœci i to j¹ mêczy³o. Patrzy³a wiêc w okno i pali³a salemy,
czekaj¹c a¿ siê ch³op wy¿o³¹dkuje.
Inna rzecz, ¿e ca³a ta awantura pokazywa³a jej wyraŸnie dwie rzeczy. Jedn¹ - ¿e Kalina jest zazdroœnik, a
drug¹ - ¿e nie mo¿e piæ. Wiesiek te¿ by³ zazdrosny, ale inaczej. O! Z Wieœkiem to nie by³o ¿artów. Jeszcze
wtedy, przed chorob¹ Klarci i przed tym œlubowaniem, ¿e nie bêdzie piæ, ró¿nie bywa³o. Oj, ró¿nie... Wiesiek
móg³ byæ niebezpieczny, zaciêty i w samej rzeczy - groŸny. Potem , jak ju¿ nie pi³, by³ spokojny, a nawet czasami,
ale tylko czasami czu³y, ale zawsze przecie¿ mia³ w sobie stalow¹ twardoœæ, która p³ynie zwykle z wrodzonej
psychicznej odpornoœci. Tego nie sposób siê nauczyæ. Albo to siê ma albo nie.
Granicê minêli prawie bez straty czasu. Inne to by³y stosunki, inne granice - nie takie jak te, które nasta³y po
jedenastym wrzeœnia 2001 roku. Stra¿nicy nie zadawali zbêdnych pytañ. Czasami wystarcza³ uœmiech i zaraz
widzia³o siê przyjazny ruch w³adczej rêki i s³ysza³o serdeczne:
- "Welcome to United States! Drive safe!"
Teraz te¿ by³o podobnie. Krzysiek powoli siê uspokaja³ i wreszcie, gdy Jolka ca³y czas siedzia³a milcz¹ca,
odezwa³ siê z wyrzutem:
- No i co nic nie mówisz? To chyba ja powinienem siê obraziæ! To dopiero! Pakuje mnie dziewczyna w szambo
i jeszcze siê obra¿a!
A Jolka odwróci³a siê od okna, uœmiechnê³a przyjaŸnie i ze zrozumieniem i zamiast siê t³umaczyæ, k³óciæ i
wyjaœniaæ, powiedzia³a po prostu:
- Krzysiu, co tam gadaæ! Ty wiesz, ¿e ciê kocham i zawsze bêdê twoja, nawet wtedy gdy, kto wie, przyjdzie
siê nam rozstaæ. Jesteœmy razem i cieszmy siê tym, co mamy. A mamy tak du¿o: ty masz mnie, a ja mam ciebie!
A Kalina a¿ zbarania³. Po pierwsze dlatego, ¿e powiedzia³a do niego "Krzysiu", a nie jak zwykle "Kalina", a
po drugie, ¿e to, co powiedzia³a, by³o inne od wszystkiego, co dot¹d mówi³a. By³o... by³o... - przez chwilê nie
móg³ znaleŸæ odpowiedniego s³owa - jakieœ takie bardzo dojrza³e. Dojrza³e i powa¿ne.
A¿ siê zdziwi³. Zdziwi³ i zawstydzi³, ¿e taki z niego ma³y cz³owiek.
Jolka wyci¹gnê³a do niego rêkê, a on wyci¹gn¹³ swoj¹ i jechali czas jakiœ, trzymaj¹c siê mocno i z mi³oœci¹.
Znowu byli razem. Asfalt ucieka³ pod ko³ami trucka, a oni jechali w milczeniu, ale tym razem to by³o dobre
milczenie. Uspokajaj¹ce milczenie.
(ci¹g dalszy w nastêpnym numerze)
30
TRUCK 'N' ROLL MAGAZINE ww.trucknrollmagazine.ca
DIRECTORY TRUCKERS WELCOME! DIRECTORY
HIRING COMPANIES
TRUCK & TRAILER REPAIRS
Challenger
Polstar Truck Repairs Inc.
Tel: 1-800-334-5142
Fax: 1-888-876-0870
E-mail: [email protected]
www.challenger.com
1400 Britannia Road East,
Mississauga, ON
Tel: 905-670- 9889
Fax: 905-670-0117
Erb Group Of Companmies
Roman's Truck & Trailer Repair Inc.
www.erbgroup.com
865 Woodward Avenue
Hamilton, ON
Tel: 905-547-7737
Galaxy Transport Inc.
1 Maritime-Ontario Bld., Brampton, ON
Tel: 905-456-9416 Toll free: 1-800-551-8793
E-mail: [email protected]
www.galaxytransport.ca
Highlight Motor Freight
300 Trowers Rd., Unit 10 Woodbridge, ON
Toll free: 1-855-761-1400 ext. 4465
Tel: 905-761-1400 ext. 4465
e-mail: [email protected]
Nu-Era Freight Lines Inc.
50 Fleming Drive Unit #6 Cambridge ON
Recruiting: 877-321-2992
E-mail: [email protected]
Fax: 519-621-3955
Rosedale Transport
6845 Invader Crescent, Mississauga, ON
Tel: 1-877-588-0057
E-mail: [email protected]
www.rosedale.ca
Trailwood Transport Ltd.
4925 C.W. Leach Road., Alliston, ON
3378 Putnam Road., Putnam, ON
Contact Norma at 1-800-265-1680 ext. 233
E-mail: [email protected] / ww.trailwood.ca
TransAm Carriers
8500A Keele St., Concord, ON
Tel: 416-907-8101 x 4051; Toll Free: 877-907-8101
E-mail: [email protected]
www.transamcarriers.com
YOUR HEALTH & WELLNESS
Psychological Consulting
Marzena Wiktorowicz
Tel: 905-896-8074
Poradnictwo indywidualne, terapia ma³¿eñska,
k³opoty wychowawcze, depresje, alkoholizm.
Sliwa Truck Repair
1625 Trinity Drive, Units 7 & 8
Mississauga, ON
Tel: 905-696-8227
Stan Niemczyk Truck Service Inc.
220 Clarence Street
Brampton, ON
Tel: 905-799-2557
TRUCK DRIVING SCHOOLS
TIR Truck Driving School
1945 Dundas Street East, Unit 209
Mississauga, ON
Tel: 905-629-1656 Fax: 905-629-9947
www.tirdrivingschool.com
REAL ESTATE
Wies³aw (Wesley) Niedzielski
Sutton Group Quantum Realty Inc., Brokerage
Cell: 416-726-4089 Office: 905-822-5000
E-mail: [email protected]
www.sutton.com/sg/wniedzielski
George Jurek Or³owski
Broker, Royal LePage
Office: 519-747-2040
Direct: 226-220-5226 or 1-866-783-6280
[email protected]
JEWELLERY & WATCHES
Gresham Jewellers
Rockwood Mall, 4141 Dixie Rd. Mississauga
Tel: 905-625-5332
Quality Watch & Jewellery Repairs,
Fine Jewellery, Custom Orders, Free Estimates
Reverse Aging Clinic
2065 Dundas St. E. Unit 101, Mississauga
905-624-6777
www.ReverseAgingClinic.ca
Truck ‘N’ Roll Magazine
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