The Meeting Place For Canada`s Trucking
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The Meeting Place For Canada`s Trucking
A new day is dawning. Simply meeting expectations is not enough. At Volvo Trucks, we insist on driving progress. 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 4 TRUCK 'N' ROLL MAGAZINE www.trucknrollmagazine.ca 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) 6 TRUCK 'N' ROLL MAGAZINE www.trucknrollmagazine.ca 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) 8 TRUCK 'N' ROLL MAGAZINE www.trucknrollmagazine.ca 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] 10 TRUCK 'N' ROLL MAGAZINE www.trucknrollmagazine.ca 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. Znajomoœæ 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. 12 TRUCK 'N' ROLL MAGAZINE www.trucknrollmagazine.ca 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? 14 TRUCK 'N' ROLL MAGAZINE www.trucknrollmagazine.ca 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 15 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- 16 TRUCK 'N' ROLL MAGAZINE www.trucknrollmagazine.ca 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? STAY FOCUSED ELIMINATE RISK TAKE CONTROL a unique nique approach p to t h health and nd d rejuve rrejuvenation. ati n. Employing mp plo l a combination om mbination ti off ancientt h healing methods ass we me well as state-of s e- the-art he wellness llnesss tecchnologies, lo to o help h it’s cclients clien nt acchieeve optimal ptim hea health, alth, a yyo outhful uthf appearance pearance ran e an and a deep inner sense off well-being ell-b . COLON HYDROTHERAPY VENUS FREEZE SLIMMING BODY WRAPS RAINDROP THERAPY ION DETOX FOOT BA AT TH MRS REJUVENATION LYMPHA Y AT TIC DRAINAGE EIS FULL BODY SCAN CLA AY BATH DETOX QUANTUM BIOFEEDBACK REVERSE REVE ERSE A AGING GING C CLINIC. LINIC.com (905) 624-6777 - Dundas St E, Unit 101, Mississauga - 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! WEE NNEED YOU YOU TO FIND TO OUR WINNER! Timee to to Nominate Nomina naate t FO FORR VVolvo ollvo Truckss Canada Canada 27th Anniversary Anniversarry Canadian Canadian Fleet eet Maintenance M Manager ager off thee Year Year AAward ward a Receive Outstanding Recognition CConditions onditions off Eligibility Eligibility OWNERSHIP OFF THE A AWARD WARD YOUR Y OUR FLEET FLEET:: • is located in Canada ehicles • includes at least 25 Class 8 vvehicles epairs done at your ffacilit acilit • has a minimum ooff 80% ooff rrepairs FFor or one year this pr prestigious estigious aaward ward will be displayed at your company’s plac placee ooff business. NATIONAL NA ATIONAL T PUBLICITY PUBL YOUR NOMINEE: YOUR eceive publicity ffor or your Fleet Maintenanc You Y oou will rreceive Maintenancee Manager and your company thr ough pr ess rreleases eleases through press and editorial cov coverage. erage. esident • is a Canadian rresident yearss fleet maintenanc maintenancee experien • has a minimum ooff 5 year A SPECIALL SPECIALLY LY CR CRAFTED RAFTED 14 CARA CARAT AT GOLD R RING ONGOING RECOGNITION The rrecipient’s ecipient’s name and your company name will continue to be displayed on the aaward ward year after year year.r. 3 as a full-time maintenanc maintenancee manager manager,r, superintenden superint involved in specification ooff new equipment • is involved JUDGING Judging will be done by an independent committee o industryy pr professionals from om major fleets and the tr trade industr ofessionals fr ade A TRIP TO TO V VOLVO OLLVO MANUFACTURING MANUF FACTURING NG FFACILITY ACILITY PRESENTATION PRE SENTTATTION The Volvo Volv o oA Award ward will be pr presented esented at a gr grand and gathering ooff industr industryy rrepresentatives epresentatives at the Luncheon ooff the Canadian Fleet Maintenanc Maintenancee Summit April 13, 2016 at the International Centre, Centre, Conf Conference erence Centr Centre, e, 6900 Airpor Airportt Rd, Mississauga. NOMINATE NOMINA INAATE TE ONLINE ONL By Mar March ch 4, 2016 w www.trucksummit.ca ww..trucksummitt..ca “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. POWIEŒÆ 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 Advertisement E-mail: [email protected] Phone: 905-290-2282 Company Highway Drivers: $0.514/mile We need Owner-Operators Call or visit us to discuss new higher mileage rates. Rosedale Transport is an equal opportunity employer. “Rosedale is looking to expand their roster of professional drivers. Check out our team, I’m glad I did.” Steve C., Rosedale Owner Operator 7-years Join the family. Drive the business. rosedale.ca/drivers 1.855.721.3962 | F1.844.314.5953 T